Lost Technology: 1990 Honda Prelude 4WS

Once a upon a time the auto industry in Japan was offering interesting ideas directly to the consumer, things that far more expensive brands in Europe weren't even doing. One of those ideas was four-wheel steering.

Basically, turning the steering wheel not only turned the front wheels, but the rear wheels as well. They moved in the same direction, only to a lesser degree. This dramatically improved sharp turns, parallel parking and changing lanes at high speeds. The system was also entirely mechanical, not hydraulic or electrical, so it could last the lifetime of the vehicle.

The genius of 4WS wasn't just engineering, either. In terms of marketing, it finally brought something to the table that had been lacking in Honda's otherwise dull front-wheel drive cars.

And the Prelude was the perfect car to demonstrate the system with. Honda had offered the nameplate since 1978, but it wasn't until the second generation that debuted in 1983 that it really started getting admiration from consumers and critics alike. In 1988 the body was subtly modified and smoothened.

This is the brief and rare '88-'91 facelift, arguably the best Prelude of all time. The seller has clearly modified the car themselves, but done so with thought and taste that is lacking in so many other second hand Japanese cars seen today.

The seller has owned the car for 9 years and did a ton of work on it during that time. They replaced the engine and transmission in 2005 and also treated some rust. However, the say it runs, drives and shifts great, wears the original paint and has never been in an accident. Tough times are forcing them to give it up.

If you're looking to pamper the car as well as it has been by the seller and want a piece of automotive history, this is a unique opportunity to do so.

Available here on craigslist in Hopkinton, Rhode Island for $6,000.

1990 Toyota Camry All-Trac

Thinking about Toyota's Camry is weird. It's such a bland and common car, and yet the name has been around since 1982 and lasted a handful of very distinct generations. And what a difference the early cars were from the Camry of today, or, really, any car of today. Looking at how the Camry has changed shape over the years can also tell you how cars have changed.

The Camry was actually called the Vista outside North America. This is a second generation U.S.-spec Camry. The second generation debuted in 1987 and lasted briefly until it was replaced in 1992.

These cars are strange looking to 21st century eyes. They are remarkably compact and tightly styled. The hood is low and flat. The greenhouse is large, airy and inviting. There is an emphasis on horizontal lines. The bumpers are protruding. It's all because the Japanese were pushing the envelope on ergonomics and efficiency while complying with U.S. auto safety regulations.

While they were mass produced, these are gradually becoming rarities, especially here in the northeast where older cars succumb to rust and are taken off the roads.

Even more rare is the All-Trac option, which debuted in 1988 and added all-wheel drive. They weren't very popular, probably in part due to the higher cost than the regular front-wheel drive Camry.

Underneath the hood, however, is Toyota's tried and true 3S-FE 2.0-liter 16-valve 4-cylinder engine, which is good for efficiency and durability, although the head gaskets were prone to failure. All-Trac was only available with a 4-cylinder engine.

The seller says this survivor has just 131,000 miles, which they point out is only about 5,700 miles a year. This car seems barely driven. The body and interior look really clean, although I'd look for rust. Inside, it's no frills, just straightforward gauges and information.

It's even got the original stereo.

If you're looking for a economical four-seater but need extra traction in your area, this is a nice bet. Unfortunately, the seller hasn't included an asking price, but this should be had for under $5k.

Available here on craigslist in Los Angeles, California.

Classic Under $10k: 1959 Chevrolet Apache

This thing is going to go fast. Not drive fast. Sell fast.

Pre-1970s American trucks are collector's items. This was way before the Japanese got into the pickup business as Toyota did in the 1980s and took a chunk out of Detroit's sales. In the late 40s and 50s no one else in the world were making trucks like this. They were unique. They were also "built tough" as they saying goes, and could be used for a long time, provided they did not rust away (alas, as most did).

The Apache was part of Chevrolet's Task Force lineup that debuted in 1955, replacing the legendary Advance Design series that dominated the post-war truck market. The Task Force trucks featured wrap around windshields, power steering and brakes, an upgraded electrical system and refreshed styling. The actual name Apache was used from 1958 onward for all 1/3 ton trucks. They gained two more front headlights. Meanwhile factory air conditioning debuted. They could also be ordered with four-wheel drive instead of the default rear-wheel setup.

In 1960, the pickup lineup was totally revised again with entirely different and more boxy styling.

This is a final year 1959 Apache 3600. The owner says it has the 235 straight 6-cylinder engine with a column mounted three-speed shifter.

Cosmetically it's looking worn, but that's expected, even desired. I like the green and white paint. It'll look good year round in any locale.

As with any old car, rust is a top concern. The seller says they welded the front cab mounts and floor but the rear cabin needs floor welding. They also say they installed an electric windshield wiper motor and are including extra bumpers and a driver's side door.

Mechanically, they say it's running.

This is clearly a project car, but if you intend to use it as the beater it really beckons to be, it could be ready to haul your firewood and Christmas tree home this winter.

Available here on craigslist in Manchester, New Hampshire for $5,500.

She's Gone: I Sold My 2003 BMW 325xi

Last summer, without much fanfare (on COTC at least) I traded a 2008 Honda Civic coupe with around 80k miles for a 2003 BMW 325xi with only around 34k miles. At first glance, it might have seemed unusual. Trading a newer car for an older one? A "reliable" Japanese car for an "expensive" German one?

On paper, however, there was no comparison. The Civic was two doors, front wheel drive, and four measly cylinders. After driving it for about 5 years I can tell you that it got pretty annoying, especially from the critical perspective of an auto enthusiast like me. It was unrefined around town, and slow on the highway until around 70-80 mph when V-TEC finally kicked in. It was pretty good at handling, but it blew like a ragdoll in crosswinds. The automatic transmission felt rough. Exterior styling was ok, but the interior was full of foolish flaws: a gaudy electronic speedometer that cast glare on the windshield, cheap spray-painted silver accents, and a steering wheel logo that started peeling (which I ended up replacing but was a huge pain in the neck to do). As for that famous Honda reliability, it needed a whole new engine block at 60k miles, which was mercifully under warranty, but after that all four coils broke, which wasn't covered, and upon hearing that, I became so angry that the dealer gave in and replaced them for free, sparing me $1,000+ in repair costs. A little bit of rage goes a long way sometimes.

So, feeling fed up with the Honda I decided to look for a replacement vehicle, before the Civic needed anything more. I knew I wanted four doors, rear or all-wheel drive, and more power. And since I had just come from a Japanese car, I wanted one of the coveted German automobiles I had read so much about.

There really weren't many options that were affordable and practical. The pre-owned Mercedes-Benz C-Class were all overpriced. Then I considered BMW, whose resale prices depreciate notoriously, making them available to basically anyone. At first I was dead set on an E32, then an E36, until I finally set my sights on a silver 2003 BMW 325xi I had found not too far away. The mileage was low, carfax clean, and the body free of major damage. The engine bay was spotless. The interior smelled delicious. It started strong and drove flawlessly. I was instantly addicted to the absurdly heaving steering, silky acceleration and sexy sheet metal. I bought it and drove it home.

The '03 325 was also known as the internally designated E46 chassis code, which debuted in 1999 and replaced the beloved E36. In 2002 it was given a cosmetic refreshening. The 325xi designates it as the 3-series with a naturally aspirated gasoline powered 2.5-liter six cylinder engine, fuel injection and all-wheel drive. In 2006, it was replaced by the E90.

Perhaps the most peculiar aspect of this car is the pre-XDrive all-wheel drive system BMW used on these cars for a couple years, simply called "xi". It was based on the X5 SUV concept and featured a permanent full-time system that divided the torque 38:62 front:rear, so there was still a bias towards desirable rear-wheel drive, but with the added stability of power to the front wheels as well.

Inside, the interior was one of BMW's best. The analog instrument cluster was crystal clear, buttons were all in reach, and everything was composed of high grade plastics and looked and felt great. Mine was rather unique in that it had vinyl seats, which I loved and preferred over leather because they are indestructible. I also had heated seats, but no headlamp washers and no cruise control.

So, was it the ultimate driving experience? In short, compared to the Honda Civic, yes, absolutely. There's a reason why these cars have reputations and the E46 was no exception. Every act, every switch, every function of the car is so deliciously engineered feeling, from the turn of the key to the heavy steering, that it was thoroughly satisfying to routinely operate. Around town, the 185-horsepower inline 6-cylinder engine was quiet yet torquey, like a coiled lion purring as it eyes prey. On the highway it was a true performer. No, it wasn't fast off the line. That's for drag racers and Corvettes. Where the car really excelled was in maintaining a high rate of speed for long distances. 85-100 mph did not feel nearly as fast as those speeds really are. The car was solid as a rock, composed, refined and stable. I had found it! It was the anti-Civic.

As for the all-wheel drive system, which was really rather basic and more truck-like than anything else, it worked really well. In rain it cut through puddles like a knife, sending a tidal wave over the hood where other cars would start to hydroplane. The winter of 2012-2013 also brought a massive snowstorm to the New England region, so I was able to test the car's foul weather resistance to the true limits. During one snowfall I was able to cruise long stretches of dark, icy highway at 60-70 mph (yeah yeah faster than I should have been going) and felt completely safe and comfortable doing so. The car also got me home alive in the thick of the later bigger storm. So in a way, it saved my life. Can the AWD system climb mountains? No, but the car wasn't designed for that. It was designed to add more control and predictability to the car's handling in inclement conditions. And after years of dingy FWD Hondas, this thing might as well have been a Land Rover in the snow.

What were the downsides? The sunroof slide (not the actual glass sunroof) fell off the tracks, and one mechanic told me repairing it would mean a whole new sunroof which blew my mind but may not be entirely true. Some plastics wore unfavorably. No cruise control was rather irritating. But perhaps the biggest flaw was fuel efficiency. If you drive with a lead foot like I do, combined with the full-time AWD system always churning, and add in the cost of premium gas during an era of escalating prices, this thing costs a lot to operate energy-wise. I was used to $40 or less bucks for a full tank after a week of normal driving, and the BMW was now costing me $60 or more.

As for reliability, I can't say much as I owned it for just around one year. The coolant light came on at first until I topped it off myself and it never came back. Oil changes could either be $20 mixed or $100 synthetic. I did need new rear springs, however. And of course, being the immaculate owner I was, there were the small cosmetic fixes I couldn't resist: a new OEM front emblem, new OEM wipers (hard to find), an OEM replacement rest pedal, factory OEM floor mats, European-spec OEM convex side mirror glass pieces, and a sliding-cover storage bin that replaced the 'ugly american' cup holders and was what actually came on European-specification models. But beyond routine maintenance, the springs, and some voluntary changes, nothing terrible happened. The engine is bulletproof and known to go many thousands of miles, and even the automatic transmission (normally another problem area) was sourced from General Motors on the E46 xi so those aren't too exotic.

A change in location forced me to sell her, but it's with a tad of nostalgia for last summer and the subsequent tumultuous winter that I'm here writing about it all, my brief flirt with a fancy, hi-tech German sedan. I can say it was definitely worth it and I recommend that model to anyone else interested. I savor the days I spent flying through sleet and slush, basked in the glow of the red gauges, safe behind the wheel of German silver-steel.

1980 Porsche 928 Convertible

Summer isn't over just yet and neither is the point of having a convertible.

This particular topless cruiser is another unique custom piece like the Testarossa I featured recently. In some ways it's even more peculiar.

The front-engined 928 of course is already a controversial car. Intended to replace the 911 it actually ended up being sold alongside it from 1978-1994, before being discontinued without a successor as the 911 continues to this day.

The 928 wasn't a bad car. In fact, it was a pretty cool one. The engine was a big powerful V8, Porsche's first, and the styling was awesome. They sold in respectable numbers and the automotive press admired them regularly. They are expensive to maintain if driven harshly or never taken care of, but they are pretty solid and reliable overall, with the build quality being noted by many owners as superior than the 911. But despite being Tom Cruise's epic ride in Risky Business, the 928 never earned the respect it deserved. It didn't help the vast majority were made with automatic transmissions, even though several noted reviewers have remarked they like the auto better.

Part of what made the 928 so attractive though was the sexy sloping rear, which, despite housing nothing more two small rear seats and trunk space, emulated the roofline of the rear-engine 911 and invaluably tied the 928 to the brand aesthetic.

For this funky convertible, however, the roof has been complete hacked off and the trunk is now covered by a flat body colored panel. To deflect from the odd surface shapes, a spoiler has been added for extra flair and it works.

This is an early pre-facelift 928 with an automatic. It does not have ABS, which came on US cars in 1986. The seller says it's also a European import, which is a plus, with the deleted side markers, extra rear fog light, and presumably a small horsepower bump over the US version. They state the odometer is in kilometers but equals about 110,000 miles.

Mechanically, the seller says it starts, runs and drives strong. Cosmetically it needs some work like a new soft top and perhaps paint (both rather pricey fixes).

This is a rare car however, and while I wish we had more details on how it came here, who owned it and when the roof was subtracted, it's still pretty notable to see one on the market. It could easily be a headturner at the local German auto clubs.

Available here on Ebay in Tampa, Florida.

1985 Lincoln Mark VII Diesel

I love diesels and I make no effort to hide it. In America, we've been deprived of widespread use of diesel engines in passenger cars for quite a long time (save for the excellent offerings from Mercedes-Benz and Volkswagen of course). In Europe however, diesels are the norm, not the exception.

Since we're facing another fuel and energy crisis (or really just the same one we've always had), diesels are popular again, even though those who know their advantages never stopped loving them over the years. What makes diesels especially interesting despite their own merits of efficiency and reliability is a 21st century twist of converting them to run on biofuel - that's right, vegetable oil and restaurant leftovers.

Biofuel is cheap and inexpensive (though smelly) so interested customers are hunting down old diesel cars like predators. That makes otherwise insignificant cars like this Lincoln Mark VII rather significant again.

Of course, someone like me already finds this car intriguing.

The fuel crisis of 1979 renewed interest in efficient vehicles again, and this time American manufacturers were listening, unlike their woeful incompetence after the first incident in1973. Of course, diesels still didn't take off for one reason or another, but some of the cars they stuck diesels in were amusing to say the least.

Such is the case with this Lincoln. The Mark VII was based on the rear-wheel drive Fox platform. It lasted from 1983-1992. These aren't sports cars, but they are great, comfortable cruisers, and they styling isn't terribly offensive.

Underneath the hood, however, is a real surprise: a BMW inline 6-cylinder turbocharged diesel engine, the same one in the brief 524TD that came and went here. Just how Lincoln struck a deal with BMW is a story still untold, but it's not a bad idea; Ford's diesel experience was limited to trucks, and BMW's diesel was a great engine the fastest of it's day (even with just 115 horsepower). But since the Lincoln is a bigger, heavier car, you really can't expect much power. Still, you can expect overall reliability if you change the oil religiously.

Lincoln only offered the Mark VII diesel from '84-'85, along with a diesel Continental. From that point on, declining gas prices, politics and the general buoyant mood of the times made diesels disappear again.

The seller says they are the third owner, the car was repainted, service up to date and everything works. They state the mileage is 132,048.

I think this is a pretty cool car. It's not an ideal candidate for biofuel, but it could be a "sleeper" if it was...if there can even be a sleeper biofuel car. Either way, it's rare, and this one looks to be well cared for. It could bring some interesting highway miles to come.

Available here on ebay with a Buy-It-Now of $8,700.

Outrun This: 1986 Ferrari Testarossa Spyder

What's cooler than a Testarossa? A Testarossa convertible of course!

There was only one official spyder designed and created by the factory. It was painted silver and delivered to the president of Fiat in August, 1986.

Testarossa convertibles started appearing in pop culture, too, with a red one being the default ride in Sega's arcade classic Outrun and a black one for a Michael Jackson Pepsi commercial.

Then, in September of 1987, Road & Track featured a cover story about special ordered custom conversions done by Richard Straman in California.

This is one such Straman convertible.

Straman's genius lay in the art of subtraction. He took away the entire roof and rear pillars and expertly cut around the cabin so that the canvas roof, when folded, tucked neatly behind the headrests. The result is extremely successful and emphasizes everything that is great about the Testarossa's original design, making the car seem even lower and wider than it already looked.

Mechanically, it is no different than the factory hardtop, with a smooth, naturally aspirated 4.9-liter flat 12-cylinder engine putting out 380 horsepower to the rear wheels and capable of launching the car from 0-60 mph in 5.2 seconds.

The Testarossa was a comeback car for Ferrari when it debuted at the Paris Auto Show in 1984 and was their flagship until 1991 when it was updated with the 512 TR. Although Ferrari has really never mass produced any car, they managed to build 7,177 of the Testarossa, a surprisingly large volume for a small exotic company, and enough so that the car could be deemed a success. Publicity-wise, it was beyond success, it's an icon of the era and continues to fascinate auto lovers to this day (yours truly included).

Testarossa values have come down and are starting to tick up, but they can still be had for around $60k for decent examples. Fortunately, the vast majority have barely been driven and remain with low miles and in near mint condition. This one is no exception, with the seller stating it has accumulated just 9,383 miles. In addition, they state it's just one of Straman's 12 conversions.

Buying a Testarossa is one thing (if you have the cash), but maintainence is entirely different, as you must seek a specialist for services and trouble shooting should the need arise (and it will, if it's used often or improperly). Ownership, however, complete with looking into the garage and seeing it, must be something else, which I can't quite comprehend.

Available here on ebay in Burbank, California with bidding already up to $58k.

1982 Opel-Isuzu I Mark Diesel

The first generation Opel Gemini was a subcompact car launched in 1974 and lasted until 1985. It was sold under a variety of brands in many different markets, hence the confusion in North America, where it was called the Opel Isuzu, then Buick Opel, then simply Isuzu I Mark.

This is the last iteration, simply called an Isuzu. I've never seen one in person and this is the first I've seen for sale on ebay.

Underneath the hood is a 1.8 liter 4-cylinder diesel engine that powers the rear wheels. It's definitely not going to win any drag races, in fact it's going to be downright slow on the highway, but the reward for sacrificing performance is efficiency. The seller estimates it can get 50 miles per gallon. They also say it has been converted to bio-fuel, another huge plus in the economy department.

Cosmetically, it's a Malaise Era classic, a front end only a mother could love, big windows, simple lines and clunky 5 mph government mandated bumpers. Fortunately, this one wears a chipper coat of pale yellow paint that brightens things up a bit.

The seller says it's been serviced, with new oil, new filters, new brake pads, shocks and an alternator. They say it runs and drives great with no problems. It's also got 5 speed transmission.

Unfortunately, the seller mentions some rust limited to the doors and wheel wells.

They do however say they've scoured the internet for 5 years for a similar car and haven't found another one.

Available here on ebay in Austin, Texas with just one bidder at $500.00 and 7 days left.

81k-Mile 1987 BMW 325i

The E30 is the definitive 3-series. It was unlike the E21 that came before and especially the E36 after. It also helped solidify the brand's status in the United States as a maker of great automobiles, and gave rival Mercedes-Benz some real competition against their W201 190. It's a New Classic.

These were produced from 1982-1993, otherwise known as the Reagan-Bush era. Sure, the E30 is the original yuppie mobile, but for all the right reasons: they were extremely solid, fun to drive and reliable. In fact, so well-built and relatively simple to fix were the E30 that Kiplinger's named them one of the top 10 Cars that Refuse to Die.

The body was designed by Claus Luthe and is an exercise in incredible restraint and detail. It's not quite boxy but definitely not round, the lines all laser-straight chiseled and crisp, and yet up close, the corners are softly rounded, like they were gently sanded and buffed by hand. The greenhouse is proportionally huge, making the windows look large and the space inside inviting, not to mention providing excellent visibility inside and out.

Inside, the interior is an all-business, no-nonsense, hyper-functional, driver-oriented paradise. The gauges are crystal clear white-over-black. The center console is angled towards the driver. Above the rearview mirror is an onboard service indicator that displays the status of vital systems through a red LED bargraph.

Underneath the hood is the timeless 2.5-litre inline six-cylinder engine providing a decent 168 horsepower to the rear wheels. This particular example is mated to a 6-speed manual transmission.

Since they were commuter cars for the upwardly mobile, they were often driven hard then quickly traded in for the next flashy car, before they fell into multiple hands and eventually rusted away. As such, clean, low mileage examples are very, very difficult to find. The E30 M3 is already a collectible classic, so it's likely the regular coupes and sedans may follow.

This particular survivor defies the odds. The seller says this '87 325i has just 81,574 miles on the clock. Cosmetically, it looks amazing. It helps the grey/black color combination is perfect and flatters the exterior and interior shapes. The seller also says the body has no rust, a huge plus. They even say the paint is shiny and not faded.

Mechanically, they say it was regularly serviced, taken good care of and now "runs and drives great".

I want this car. As long as there is no rust and the seller can provide some proof of prior maintenance, the next owner (should it not be me), has my sincere envy. This puppy is good looking, fun to drive, relatively fuel efficient, simple to fix and reliable. It could very well see 181k miles without major problems, if the oil is changed regularly and it's driven carefully.

Available here on ebay in Philadelphia, Pennsylvania for $8,495.

Perfect Strangers: Porsche and Thunderbird

Last summer I spotted this rusty white 911 sitting at a Shell station in Massachusetts. The attendant said it has been sitting there in need of repairs for a while, but they stayed in touch with the owner. The car itself was complete looking but in poor shape. The clear coat had completely faded and was peeling to reveal surface rust. The interior was a mess. The engine is probably even worse. But it still looked striking in refrigerator white, just sitting there, neglected, forever in purgatory. My guess it was a late 70s or early 80s non-turbo Carrera.

Fast forward to this fall, when I buy my E46. I'm in need of a local European garage who I can trust to honestly assess, repair and service my car. I found them nearby and get talking with the friendly owner, Dave. He's a big Porsche guy, and he's looking for an old 911 to completely redo into a race car. I immediately think of the 911 I saw. It's a perfect candidate for that kind of work.

So I went back to see it today, and sure enough it was still there, but this time it had moved across the lot and now sat next to 1964 Ford Thunderbird.

The Thunderbird was also painted white, but in much better condition. The paint still had gloss and the chrome looked decent. It wore a hardtop and whitewall wheels. It looked beautiful.

One of the things I immediately noticed was the size difference between the two - how small the 911 is in general and especially compared to the boat-like Thunderbird.

I sent the photos of the Porsche along with some contact info over to Dave and am interested to see what he does. Regardless, it's fun seeing these this odd couple together, and even more amusing both seemingly broken down at a gas station. Purists don't cringe! They will hopefully have homes soon. At least the Porsche. COTC will keep you updated!

1985 Maserati Quattroporte Euro

The Quattroporte was Maserati's attempt to steal the ultimate luxury car crown from Mercedes-Benz in the eighties. It almost worked. The body was designed by none other than the legendary Giugiaro and the engine was an large and powerful V8. The car looked more modern and edgy than anything Mercedes was putting out, too, but was just as luxuriously appointed on the inside.

There were actually two previous generations of Quattroporte before this one debuted in 1979 and continued until 1990, resulting in a mere 2,155 units being produced, making this a rarity. It was conceived after the company's takeover by Alejandro de Tomaso (of the De Tomaso Pantera), and while not a success with that low volume number, did leave an impression in the minds of many, especially after it appeared in movies and on tv shows as the bad guy's ride.

Giugiaro's body is classic, and fits into his impressive portfolio of clean straight lines and hard edges. The thick and sloping c-pillar was no doubt influential and is especially seen on today's cars as they get more and more windswept back and over.

Underneath the hood was either a 4,136 cc V8 producing 238-255 horsepower, or a larger 4,930 unit that produced 280 hp, very healthy for the time and still respectable today.

Adding to this example's rare factor is that it's a Euro-spec version, with shorter and lighter bumpers, headlight washers and other small but good changes.

The seller says the bought it 4 years ago when it had only 32k miles and are now reporting it has 42k. They say it needs some time to warm up but always starts and the Chrysler transmission shifts well. The do mention the blower doesn't fully work, it needs new trunk shocks, and the a/c doesn't work any longer.

Cosmetically, they said it was repainted in the original color but needs weather striping on all the doors.

For the appreciative eye, this is a rare example of a rare car and seems to be overall well kept and enjoyed. With some tlc it could be ready to hit the Italian exotics circuit in no time.

Available here on ebay in Henrico, Virginia with no reserve bidding at $4,173.

In the US: 1988 BMW 325ix Wagon

Oh winter! How you punish me with your freezing temperatures, relentless snow and overly sanded and salted roads. But how you give me reason to buy cars that would make the winter so much more bearble - at least when driving.

The E30 station wagon was never officially offered in North America, and only a handful have made their way here since through private importation. While Mercedes-Benz wagons are legendary, BMW variants are less so. They were never offered in diesels, and weren't introduced until the late 80s, so they never developed a cult following. But that doesn't mean they aren't as cool.

The E30 wagon is particularly neat because the E30 chassis is arguably one of the best BMW cars of all time. It's about the size of a Honda Civic, but with superior design and engineering.

This particular example is the first year they starting making the wagon body style, and it's utterly brilliant. The roof is extended and the rear slopes perfectly into the same taillights as sedan, coupe and convertible had. It also has a rear wiper.

As a cherry on top, this one is also equipped with BMW's first all-wheel drive system, simply denoted by the "x" in 325ix. BMW did not advertise this system as much as Audi did with Quattro and Mercedes with 4Matic, so it disappeared after the E30 and did not return until nearly a decade later with the E46 "xi" (of which I am a very happy owner). As an additional bonus, this one has a stick shift for those rally enthusiasts.

The U.S. government prohibits the private importation of vehicles newer than 25 years old for road use, but this puppy just turned 25 this year, so it should be here legally. The seller says it is exempt from DOT and EPA exempt, and can be registered as a classic vehicle.

Cosmetically, it seems to be wearing ugly aftermarket rims, but otherwise looks fine. The front black plastic spoiler is missing, a common flaw on these as they are usually taken out by road debris or parking blocks, and should be easy to replace.

Mechanically, the seller says it's a 1-owner vehicle with full maintenance, everything working, and no needs.

If this thing checks out with no rust and a clear title, you've got one really cool car for a bargain price.

Available here on ebay in New York for $6,999.

1974 Mercedes-Benz 240D Manual

I spotted this vintage Benz yesterday at dusk and went back again today to 'check it out' in more detail. While I was taking some photos, the seller emerged from their house and kindly answered some questions about it for me. Basically, it's a U.S.-spec W115 '74 240 Diesel with a 5-speed manual transmission and over 250,000 miles on the clock. The seller is not the original owner, and didn't elaborate on how and when they acquired it, but said it runs fine.

The W114/W115 was produced from 1968-1976, resulting in over 1.9 million constructed. The W114 chassis signified the 6-cylinder models, while the W115 represented the four-cylinder models, including this 240D.

The body is credited to legendary auto designer Paul Bracq, and is a classic three-box shape, taught, conservative, squared-off and perfectly proportioned. Unfortunately, this being a 1974 U.S. model, it sports the heavy and unsightly 5-mph bumpers and lousy sealed beam headlights. Fortunately, it looks utterly charming in pale flat moss green, a relic of the 70s but still fresh looking today.

The '240D' signifies the 2.4-liter OM616 diesel-powered 4-cylinder engine that powered the rear wheels. These are not fast cars. I've actually read they are downright slow, even dangerously so, in modern traffic. Fortunately, this one is mated to a 5-speed manual transmission to bring both some liveliness to the engine and engagement to the driving experience. And what it lacks in overall performance it more than makes up in reliability. Mercedes-Benz diesels from the 60s, 70s, and 80s are some of the most durable engines ever released to consumers.

Cosmetically, the car is far from perfect, with obvious rusting and faded paint among other defects in the body. I didn't go inside, but the dark green interior sported what has to be that indestructible MB-Tex vinyl leatherette, as the seats looked really good.

The seller is asking just $2,500. This could easily be a great first car for someone, a temporary set of wheels for a college student until the end of the semester, or really just about anybody's beater car. It's good looking, diesel-powered, and has a stick-shift. What do my readers think? Thumbs up or down?