The four cylinder Porsches that began 9-1-

The 914 was produced between 1970 and 1976.  All told just under 119,000 were made.  The engines ranged from a 1.7, 1.8 to 2.0 liter engine with early cars running carbs and the later run Bosch fuel injection.   

Period promotional video of the 914 

Week of April 7, 2008 

- Ferrari 308 GTB - The 308 was introduced almost 31 years ago at the Paris Salon in October 1975. Designed by Leonardo Fioravanti (1939-), the man behind Pininfarina during its golden years. During his 24 years service in Pininfarina, he designed eight Ferraris by himself, including the masterpieces like Dino, Daytona, 308GTB and BB, plus guided another five, such as the aerodynamic layout of Testarossa. Unlike many nowadays stylists, Fioravanti is also an aerodynamic expert - he started life in Pininfarina as aerodynamist - which explained why his designs could be kept original throughout the production adaptation process.

The 308 GTB was hailed by many as Pininfarina's true successor to the timeless design of the Dino after Ferrari's choice to use Bertone for the first time to pen the 308 GT4. It also marked the first production V8 to wear a Ferrari badge. The first 712 308's were made of fiberglass. In 1977 production switched to steel bodied for what some reported was the owner's request for less expensive accident repairs. Others believed Enzo was criticized for mimicking the Corvette build material which didn't go over well.  2,185 steel bodied carbureted coupes continued production until 1980 when the ill fated"i" version was developed to counter emissions regulations. Mysterious oil consumption problems on fuel injected '80-82 models and a considerable loss in power were corrected in 1982 with the introduction of the quattrovalve engine.

The slightly longer, wider, taller 328, with a redesigned interior and integrated bumpers, was introduced in 1984. The series continued until the last 328s rolled off the line in 1989. Most consider 308 and the following 328 series to be mass produced Ferraris since approximately twenty-one thousand were built. They therefore categorize them as less collectible. But by comparison 2,609 Dino 246 GT coupes were produced between 1969-74 or 435 per year. A total 4,139 308 GTB coupes were made between 1975-83 or 517 per year. At only 82 more per model year this "mass produced" stigma reveals itself as a victim of its own success. Beautiful ageless design that pleased fans then, and still does today, allowed Ferrari to continue sales and production for a then unheard of 15 years.

Sports Car Market recognizes the 308 series reaching collectible status in most states making insurance and licensing less expensive and names it one of its 2005 collectible cars to watch. Values range from $23-30K plus $5,000 for the dry-sump motor. Between 1975 and 1977 European 308s were offered with an optional dry-sump motor that was not offered on US spec vehicles. The dry-sump cools the oil more efficiently while allowing a lower center of gravity for the engine.

See what is on ebay this week... 

Source for colors: http://www.r-design.net/308/index_e.html.
• 90-degree V8, 8.8:1 compression ratio • Dry-sump motor
• Four Weber twin-choke 40 DCNF 57-58-59-60
• Twin overhead camshaft
• 255 bhp @ 7700, 210 lb. ft. (US spec version 240 bhp, 210 lb. ft.)
• Autocar 0-60 6.5 sec, 248 kph or 154 mph top speed
• 2,185 steel bodied 308 GTBs from 1977-80

[Source: Orginal Ferrari V8 by Keith Bluemel]

1975 Ferrari 308 GTB fiberglass dry sump 

Week of March 31, 2008

- 1991 BMW M5 Dinan - With the launch of the E34 M5, Steve Dinan immediately recognized this as a vehicle that could benefit from a bit more. So, with thoughtful engineering, some tasteful modifications he  embarked to truly make this an even better sedan.  Everything worked as though it was a natural extension of what BMW had already created. The Dinan M5 has been dubbed "a rocket" by Car and Driver magazine; quite a fitting description for one of Dinan's finest high performance offerings to date. The Dinan M5 represents the ultimate in naturally aspirated engine performance.

This particular M5 is the first E34 M5 to receive upgrades by Dinan. The original owner lived in Northern California and always had Dinan not only modify the car but perform all the routine maintenance at their headquarters. As the first E34 Dinan conversion on record, it came with top of the line Stage III suspension which includes springs, shocks, sway bars and camber plates, Dinan wheels and performance chip. The rest of the car is stock and original. The wheels themselves are a rare find as Steve's shop does not produce them anymore. The wheel and tire package represented a $4,352 addition over fifteen years ago and look terrific today with brand new tires.

The E34 was the third generation 5-series but only the second-gen M5 to bear the name. Production for the USA was 1,678 cars with manufacture dates from 1989-1993. A total of 11,363 E34 M5s were built 89-95 plus another 891 touring estates or wagons before production ended in 1995. These represented the last of the hand built M5s. The 1991 M5s were unique in that they had the 3.91:1 rear axle ratio before the switch was made in 7/91 for 1992 models to a 3.73:1 ratio. They also had the controversial "bread box" center storage in the rear seat which made it a true four seat sport car, automatic climate control but no tilt steering. This is one of only 495 US cars produced before 9/90 with these unique features.

Of the 1,678 examples of the E34 M5 produced for North America (USA and Canada), the following are the production totals for each of the three model years:
1991: 1,280*
1992: 125
1993: 273 *
NOTE: Though technically 1991 models, E34 M5s built for North America before 9/90 were actually built to 1990 specification. These comprise 495 of the 1,280 1991 models produced.

• First Dinan E34 on record, VIN #0320
• S38 B36 DOHC Inline 6 cylinder
• 3535cc or 216 ci displacement
• Bore x stroke - 93.4 x 86.0 mm or 3.68 x 3.39 in.
• Compression ratio 10.0:1
• 342 hp @ 6900 RPM SAE net with Dinan performance chip (stock 310 hp @ 6900 RPM)
• 294 lb-ft @ 4000 RPM SAE net with Dinan chip (stock 265 @ 4750 RPM)
• Bosch MH-Motronic DME fuel injection
• Recirculating ball, vehicle-speed sensitive variable power assist steering
• Wieght 3804 • 50/50 weight distribution
• Fuel capacity 23.8 gallons, 12/23 city/hwy mpg, observed 17/21 mpg  

Promotional BMW Video on development leading to the M5 

10 seconds of why the M5 is no ordinary sedan 

Week of March 17, 2008

1955 Jaguar D-Type No. 6 

Week of March 10, 2008 

- The French built Renault 5 Turbo 2 roots were founded in a front-wheel drive econo box of the Le Car.  But when the company turned to rallying in the mid-1980s, the engine was pulled from the bonnet and put mid-ship to drive the rear wheels. Power comes from a much modified version of the R5’s 1397cc pushrod four, fitted with the free-breathing Alpine hemi head, Bosch CIS injection and an after-cooled AirResearch T03 turbocharger.  The standard version had 160 horsepower but larger set ups were available with 185 and 210 horsepower for road going cars, and 265- and 350-horsepower for competition trim. In each case, power was routed through a five-speed close-ratio Renault R30 transaxle.  The first 400 production 5 Turbos was made to comply with Group 4 homologation.  The R5 Turbo was fast with lots of power for oversteer, hung on like the dickens while carrying the fashion of the eighties; small wheels and orange on black gauges.  Roughly 200 gray market Turbo 2s made it into the states and trade for the low $20,000s.

Click here for more details on the ebay sale...

Great footage to see the car on a track but in French. 

- Amphibious 4WD SUV. Imported from Germany. The only one in North America. 1994 Amphi Ranger number 56 of 66 ever made. One of 8 automatic, which we will forgive in this case only because this thing is way cool, with a 4.0 L engine. The only one available with North American specifications.  Click here for more details on the ebay sale...

AmphiRanger 2800SR Specifications - 1985. 

• 4 seats, 2door or 4 door
• Length: 4810mm, width: 1835mm, height: 1915mm, weight: 1950kg (unladen)
• GVM: 2750kg
• Wheelbase: 2500mm, track: 15200mm/15200mm
• Turning radius: 6m
• 2.8 liter petrol V6
• Bore: 93mm, stroke: 68.5mm, c.r.: 9.2:1
• Power: 99kW at 5200rpm, torque: 216Nm at 3000rpm
• Transmission: 4m (? later 5m ?), quadra-track, selectable front drive
• Suspension: independent, brakes: disc/disc
• Tyres: 215R 16, fuel-tank: 80L rrp: $53,450 Aus 1985
• Speed in water: 18 kph
  

 Original Amphicar B&W footage with great water entrance.

Week of March 3, 2008 - Lancia

This week we spend some time looking at the famed marque, Lancia.

- The Lancia Delta Integrale HF.  It was never imported into the US but we've learned from Steve, who owns this car, that about 10 have found their way to our shores.  At the heart of the 8-valve HF Integrale is a 2-litre 4-cylinder fuel injected twin cam engine, fitted with contra-rotating balancing shafts. A Garrett T3 turbocharger with improved air flow and bigger inter-cooler from earlier versions boost power output to 185 bhp (DIN) (136 kW) at 5300 rpm and maximum torque of 31 m·kgf (304 N·m, 224 lbf·ft) at 3500 rpm.  The fender flares are an attractive, aggressive addtion to the 4X4 over the flat chested front-wheel drive in standard trim.

In the Delta HF 4X4, Lancia built a rather complex torque-splitting action to ensure that the available power was going to the wheels with the most traction at any given time.  Three differentials make up the heart of the system. Drive to the front wheels is linked through a free-floating differential while drive to the rear wheels is transmitted via a 56/44 front/rear torque-splitting Ferguson viscous-coupling-controlled epicyclic central differential.  But the real innovation, for a production car, was the Torsen (torque sensing) rear differential is similar to that found on McLaren Formula 1 cars.  The Torsen differential is a true 'intelligent' differential in the way it distributes torque. It divides the torque between the wheels according to the available grip, and does so without ever locking fully: maximum lockup is 70%.

It shouldn't come as much surprised that a tweaked version of the HF dominated the World Rally Championship, scoring 46 WRC victories overall and winning the Constructors Championship a record six times in a row from 1987 to 1992.

Week of February 25, 2008 - Restoration Projects 

Tools, patience, time, resources, passion, knowledge and lest you forget insanity.  Restoring a car takes all of the above plus knowing you'll probably be upside down in it before you are halfway done.   Unless you've already picked a rare high dollar collectible, restoring in your own garage for profit should only "sound" like a plan. 

There are many professionals out there that are trained at bringing your collectible back to life.  Pick the right team, be ready to wait two to three years and take the advice of some many before you, don't try this at home.  Better yet, just buy a completed car that has a few thousands "new" miles on it and be ready to roll.  This week we take a look at some wonderful projects.

- 1967 Ferarri 275 GTB/4.  The 1966 275 GTB/4 (or 4-cam) was a substantially updated car; built by Scaglietti, it featured new bodywork and was the first Ferrari to not be offered with wire wheels.  Power came from a substantially reworked Colombo V12, still with two valves per cylinder but now with a four-cam engine and six carburettors as standard. In a departure from previous Ferrari designs, the valve angle was reduced three degrees to 54° for a more-compact head. The dual camshafts also allowed the valves to be aligned "correctly" (perpendicular to the camshaft) instead of offset as in the SOHC Ferraris. It was a dry-sump design with a huge 17 qt (16 L) capacity.

The transaxle was also redesigned. A torque tube connected the engine and transmission, rather than allowing them to float free on the body as before. This improved handling, noise, and vibration. Porsche synchronizers were also fitted for improved shifting and reliability.  The 275 GTB/4 could hit 165 mph (266 km/h) with its 300 hp (220 kW). 280 4-cam versions were produced through 1968.  970 were produced between 1964 and 1968 which means there are always some available but they do come with a hefty price.

Project, 18,500KM, stored since 1980, needs total restoration, primer/black.  Click here for more details on the sale...
 

- 1959 AC Aceca.  The Aceca (pronounced "A-See-Ka") was produced from 1954 through 1963. The similar Bristol-engined Aceca-Bristol was also available starting in 1956. Both were hand-built GT cars in the British tradition, with ash wood joining steel tubing in their construction. One notable feature was the hatchback at the rear, making the Aceca only the second car, after the 1953 Aston Martin DB2/4, to incorporate this element.

The main difference between the Aceca and Aceca-Bristol was the engine. Both were straight-6es, but the Aceca shared its 90 hp (67 kW) 2.0 L (1991 cc/121 in³) engine with the lighter AC Ace, while the Aceca-Bristol used a 125 hp (93 kW) "D-Type" 2.0 L (1971 cc/120 in³) unit sourced from Bristol Cars. There were three inline Solex downdraft carburettors bolted directly to the cylinder head casting via small adaptor plates.  The 4 spd gear box has synchromesh on 2nd, 3rd and 4th gears, only.

151 Acecas and 169 Aceca-Bristols were built when production (and all of AC Cars) halted in 1963.  We really like the styling that the Cobra made famous but in a closed coupe which we find much more elegant.

Original, unrestored, running and driving specimen with rare left hand drive and a 4 spd.   Click here for more details on the sale...
 

- 1967 Aston Martin DB6 Coupe.  This was the culmination of Aston Martins long-running line of DB six-cylinder sports coupes with a production run for the DB6 from 1965 to 1970. It is powered by a 3995cc dual overhead cam inline six-cylinder engine with triple SU carburetors and twin SU fuel pumps producing 282 hp (210 kW) through a 5-speed transmission.  Although the DB5 and DB6 shared the same basic look, the tail treatments were very different and the DB6 had improved aerodynamics over its predecessor.  DB6s are considered less desirable on the collector car market than the DB5 because of the abandonment of the superleggera construction technique for the more common body-on-frame. Production numbered 1,567.

RHD, chrome and glass removed for body restoration. This was an excellent running and driving car before being disassembled for restoration. Original and spacious.  Click here for more details on the sale...

- 1973 Lotus Europa Twincam.  In1966 the Europa, a mid-engine coupe powered by a Renault 1470cc OHV engine and four speed gearbox, was launched for an export market.  Lotus took the drive train from the front-drive Renault and flipped it to make the rear drive layout with four wheel independent suspension.  The steel backbone chassis first used in the Elan was used here with a fiberglass moulded body that added structural strength but also cost when accident damage forced repairs.  Perhaps the most inconvient feature of the early Series I were fixed windows. 

The 1968 Europa Series 2 overcame some of its early short comings by using bolt fasteners and not resin bonding the body to the chassis, adding electric windows and improving the interior trim with fully adjustable seats.  In 1971 the Renault-powered Europa was replaced by the 115 hp (78 kW) 1558 cc "big valve" Lotus-Ford Twin Cam engine (105 hp in US trim) mated to the four-speed Renault gearbox.  Approximately 9,300 Eupora's were produced between 1966-1975.

32,100 mi. one owner since 1975.  Click here for more details of the sale...

Week of February 18, 2008

We continue to seek out terrific automobiles for sale of all ages, makes and price.  The key of course, is they are stick shift and rear-wheel-drive.  In most cases, clicking the image will take you to the site where they are for sale at the time of listing.  Additionally, you may find more details under our Research a Marque menu. 

- 2004 MG ZT-260 Estate Wagon was launched in 2003 with the code X13 for the wagon version.  Originally a front-wheel-drive car, the 260 was converted to rear-wheel-drive with the adoption of the Ford 4.6 liter V8 engine.  In 2003, the MG ZT-T became the World's Fastest Estate car with a top speed of 225.609 mph (360.9 km/h). It achieved this at 55th annual Bonneville Speed Week Nationals, on the Salt Flats in Utah, USA.  The lines have an almost Jaguar S-Type quality through the doors save the hatch and a more aggressive grille.  The color scheme is a blue green chromatic paint with leather and alcantra interior, perfect combination for the former press car.

The RHD vehicle offered here is the only one imported into the US and resides in Florida with 27,000 miles on the clock.  Click here for details of the sale...

- The Porsche 930 Turbo has a great reputation for all things speed as long as you don't lift off the throttle when over steer ensues.  By 1979 the engine capacity was up to 3.3 liters from 3.0 with the same 4-speed transmission.  The traditional body grew up with fantastic new proportions from child-bearing hips and a new tail.  This "turbo look" became an option by 1984, for those who wanted to look fast without paying for it, even though the Turbo was banned from the US by 1980 and didn't return until 1986. 

The car pictured here is a 27,xxx mile original, original owner, blue plate California car for sale on Collector Car Trader Online for $32,500, a steal.  The market is ripe for these cars to become the next escalating investment as the pre-1974 911 S, E and Ts trade at increasingly higher prices and the 2.7 liter engines left much to be desired. Click here for more details... 

- Jim Kellison was a fighter pilot during the Korean War who went on to study aircraft engineering at UCLA. In 1954, he founded his own company, Kellison Engineering, and began building professionally-engineered sports cars with fiberglass bodies that he offered to the public in 1957. The J-4 Grand Turismo coupe cost $6,700 in 1959.  It was only 39" high and powered by a Chevy Corvette 327 cu. in. V8.  Reminiscent of an AFX slot car with a body that looks wrong for the chassis, the car does offer bang for the buck and historical racing eligibility according to Fantasy Junction.

Fantasy Junction is offering this car for $57,500.  Click here for more details... 

-  “The Allard Motor Works J2X MKII is a modern hand-crafted version of the famed British competition roadster that stirred crowds in Europe and North America in the early 1950s. Our modern version integrates the latest technology into the same design, to provide a safer, more comfortable and reliable vehicle than its predecessor, without compromising performance.

Allard Motor Works is reintroducing this limited production classic with the full support of the original manufacturer’s family and recognition by the Allard Registry, which has awarded our J2X MKII special serial numbers and a place in the Registry.

Allard Motor Works is committed to keeping this legend alive by releasing no more than 100 new J2Xs per year for the enjoyment of sports car aficionados from around the world.”

Roger P. Allard

In keeping with the tradition of American engines powering the Allards, the standard Allard J2X MkII comes with a 350 hp fuel-injected GM RamJet V8. The new 5.7 liter AND 6.1 liter Chrysler Hemi and the Cadillac Northstar are provided as options. Transferring over 400 ft. / lbs of torque to the back wheels is a task that the Tremec TKO 5-speed transmission does very efficiently.  David E. Davis owned one of these and I remember being taken by its muscular and almost hot rod stance.   With shape, style and grace of this car it's no wonder that Allard decided to reintroduced the car for today.  Click here for more details from Allard's website...

- The Chrysler Conquest TSi or Mitsubishi Starion was a front-engine, rear-wheel-drive coupe, equipped with MacPherson struts in the front and a fully independent rear suspension. In Japan, the Starion was home to the venerable 4G63, 2-liter inline four, which was featured in EVOs leading up to today. However, for the U.S. market, the Conquest was fitted with a G54B, 2.6-liter four that made the same amount of power, but lacked dual-overhead cams. There were a few combinations of turbocharger and intercooler, but most U.S. models produced power figures somewhere in the 150-170 HP range.  The look was period eighties but flared fenders and wide wheels gave it an E30 M3 quality which holds up today.  Chrysler sold the Conquest from 1984-1989 adding to it the Dodge and Plymouth name plates until 1986.

The car featured here is a 65,000 mile original, one owner for 20 years, for sale on ebay, click here for more details...