The Last Saab: 2011 9-5 Aero XWD

The second generation 9-5 was supposed to be a comeback car for Saab. That's what its successful predecessor was in a way. Instead, it was the last Saab ever built, at least under the ownership they had for over two decades. That's not to say the 9-5 was at fault. In fact, it was a pretty great car. The demise of Saab actually goes all the way back to General Motor's meddling in the company starting in 1989. Some say they buy the competition to destroy it. They have every reason to. Saab used to make cars GM couldn't.

Saab is notorious for giving their cars initial designs that were well-executed and conservative enough so that they aged well and didn't need replacing for a decade. The first generation 9-5 replaced the 9000 in 1997, itself dating back to 1986. Both the 9000 and the 9-5 shared European GM front-wheel drive platforms. It was nothing special but got the job done. The 9-5 came at a good time in the mid 90s when the company needed a new car. It came with a sleek all-new body and interior. It was big, comfortable and reliable. These were favorites of middle class New England suburbs and sold in respectable numbers.

Unfortunately Saab (or GM, as nobody really knows who was calling the shots at that point) waited too long to replace the first generation 9-5. It fell above Volkswagen but far below Mercedes-Benz and BMW and somewhere even with Volvo, so it occupied a weird position in the market as a luxurious car with the front-wheel drive and therefore needed extra appeal and marketing to stand out. It received neither, and even after several decent facelifts, gradually just faded to the side as an automotive dinosaur. It was shameful.

In 2010, a new 9-5 did finally arrive. Saab had already tried to stage a comeback with an all-new 9-3, but that was an utter failure as the car was a poorly made and unreliable rebadged Euro GM front-wheel four-banger. It didn't stand a chance against anything Germany or Japan were offering, and it wasn't even better than an Accord or Camry. The new 9-5 was a chance to hit the reset button.

At first things looked promising. For starters, the car came in a super smooth, almost sexy body. It hinted at the brand's heritage while moving into the future. It's simple, clean and well-executed. The blackened a-pillars are cool, and the rear-tailights finish the car on a satisfying note. They also came with nifty alloy wheels that resembled fans. (always a good detail on Saabs).

Inside was one of Saab's best interiors yet, which is saying a lot since they always had good interiors. Saab had made aircraft before cars and designed the car dashboards to resemble the highly functional, user-friendly, wrap-around cockpits of a jet fighter. The result was iconic. Numerals were green, needles orange, and every button, switch and knob was artfully formed to be both easy to use and pleasing to touch. The 2nd gen 9-5 took things to a new level, with beautifully carved shapes, silver accents and artful layouts.

Underneath the hood was even more impressive. Although the previous 9-5 was never really underpowered, it wasn't exactly a hot-rod, either. Saab clearly intended to change that with the 2nd generation. This is the top of the line aero model and comes with a turbocharged 6-cylinder engine that produced 300 horsepower. As icing on top, it was matched with Saab's burgeoning system of all-wheel drive called "XWD". Frankly, I always thought it was ridiculous that Saab never offered all-wheel traction earlier on, seeing it was a Swedish carmaker and they sold so many in the snowy Northeast. But for a moment at least, the 9-5 Aero XWD was a really impressive package, for a Saab at least.

All the momentum was crushed however when Saab's financial troubles climaxed in 2010. The 2nd generation 9-5 barely got out of the gates before production ended in 2011, with just 11,280 units made, making this one of the rarest production Saabs in recent memory. The company has gone through bunch of corporate shifting from then until fall 2013, when it appears it will continue some limited production under the National Electric Vehicle Sweden (Nevs), but who really knows what will happen.

The last 9-5 is an impressive car. The platform and engines were widely used in Europe and shouldn't be too difficult to get parts. Servicing might just have to be done at a specialist, Pep Boys or your garage, though. The one positive fallout is that resale values have plummeted, so what was normally a $35k-$45k car can now be had for less than $25k.

Find this one available here for $22,895.

42k-Mile 1992 Dodge Stealth R/T Twin Turbo

The Stealth is a nameplate Dodge doesn't even bother using anymore. That's a shame, because in the 90s it had potency - thanks to the VR4 AWD.

In actuality, the Stealth was no triumph of American engineering. It was a triumph of American dollars and bargaining power. Chrysler made a deal with Mitsubishi and were able to sell cars using their mechanical components. One such car was the Mitsubishi 300GT, from which Chrysler/Dodge made the Stealth.

I guess it was a good deal if you really had to have that American design pen touch...but even then, it was very similar looking to the 3000GT. Still, that's not a bad thing. These are classics of the 90s, all smooth corners, globular shapes and swishy swoopy lines. The big benefit to the driver is aerodynamics and efficiency.

So what were the mechanicals that Chrysler wanted to get their hands on so badly? The Stealth has a 3.0-liter twin-turbocharged 6-cylinder engine good for almost 300 horsepower. That was a big deal then and remains impressive today. It'll be a gas guzzler, but damn this thing will haul on the highways.

As if that wasn't enough, it's got not only four-wheel drive, but four-wheel steering to keep you in total control, glued to the road with the utmost confidence. The 3000GT/Stealth cars were laboratories of 90s Japan hi-technology. The basic fact is that you just don't get this kind of package anymore, at least not for under, what, $40k?

The interior is also impressive, swathed in black leather. This one is mated to a manual transmission and seems to have an aftermarket DVD player upgrade.

I wouldn't expect anything less from a 2-owner, 42k-mile car. Look for accidents, rust and maintenance history. The engine is complex and I imagine would need oil changed religiously.

But if you want a big, safe, powerful sports car from the 90s, this packed with similar power as a 300ZX but has more technology and is less common.

Available here on ebay for $12,500.

2002 Subaru Impreza WRX Wagon

The Impreza is the gem in Subaru's lineup. It's smaller and lighter than the Legacy but it benefits from the same all-wheel drive system. It also looks cooler. Imagine all the good things you liked about a Honda Civic in addition to all the things you wished the Civic had and you end up with the Impreza. Efficiency, space, traction, power, reliability.

The first generation arrived in 1993. This is a second generation model. They were longer but also wider for even better handling and road control. The styling was pretty much more the same, smooth corners, big lights. Bland and unartful but functional and inoffensive. The wagon looked the best and made the most sense, too.

The real beauty to the Impreza is the action going on underneath the skin. First there's Subaru's patented all-wheel drive system. While makes like Suzuki, Isuzu and Mitsubishi have fallen to the wayside from failure to distinguish themselves from other Japanese brands, Subaru leaped right ahead of the pack with their all-wheel system in the 80s at a time when the only other automakers who were offering that were Mercedes-Benz and Audi for a huge premium. Subaru's cars were affordable. If you live anywhere where there is rain or snow (which is probably 90% of continental US in the winter season), you'll appreciate all-wheel drive.

The second This WRX trim includes a turbocharged 2.0-liter 4-cylinder engine that puts out around a very impressive 227 horsepower in stock form.  The seller says hey have additionally boosted it to 287 horsepower. Being used to pretty slow Japanese four bangers all my life I can't imagine how this puppy accelerates.

Perhaps the only downside to the Impreza are some of their owners, who often thrash, hack and modify their cars until they become unrecognizable. To their defense, the Imprezas are easily modifiable and once performance fever hits it's hard to break. Fortunately, this car has had just one prior elderly owner and the current owner seems to have done a rather commendable job of updating and enhancing the car subtly and tastefully which is detailed in a long list. They say they regret selling but are doing so because of their personal life.

Cosmetically, they mention a couple scratches, rock chips and fogged headlights. Mechanically, they say they the suspension is set up just right, steering has been aligned and they have maintenance records to prove overall care.

The Impreza has more or less continued to this day, but gotten fancier and more expensive. This is a pretty nice car that has obviously been cared for in addition to receiving some nice upgrades. At 139 miles, it's been around but definitely has a lot of fun life ahead.

Available here on ebay with reserve bidding starting at $8k and a $10k Buy It Now.

1991 BMW 325iX

The E30 is a new classic BMW. It replaced the E21 in 1982 and some models lasted until 1993. What made it so great wasn't just the minimalist, hyper functional styling by genius Claus Luthe. It was the combination of compact size, 6-cylinder power and rear wheel drive that made them a blast to drive.

The dimensions of the E30 really are a revelation. Here is a design that actually shows constraint, seemingly using as little sheet metal as possible. Taught, clean and no-nonsense. The pillars are thin and glass huge for maximum visibility inside and out. The whole thing is about the same size as a 1990s Honda Civic. Except it looks way better and drives a million times better.

Perhaps the next rarest E30 sold in the US after the M3 is the "iX" models that debuted in the late 80s and lasted until around 1991. These had full time permanent all-wheel drive, utilizing an open, all viscous 10-100% limited slip with three differentials. The torque was divided 37:63 with bias to the rear wheels to retain the rwd feel. The rear and center differential use viscous couplings to split torque, while the font was open.

Inside is one of the greatest interiors of all time. An oversized steering wheel, center console angled towards the driver, and simple white-on-black gauges make a statement that this machine means serious driving business. The leather seats are in unusually good shape. The seller says the dash has cracks but everything is functioning and there are no lights on.

Underneath the hood was BMW's venerable straight 6-cylinder that was good for almost 170 horsepower, which really helped propel this small car. What is gained in weight with the iX equipment is forgiven with the added traction.

The seller of this example is the third owner and has racked up 139k miles. They say it is car fax verified and still wears the original paint. Mechanically, they say everything works except the air conditioning, and a bunch of parts have been replaced. They also say it has a chip boost for extra horsepower, which is awesome, except they say 91 Octane fuel must be used, which should probably be used anyways. Since most were sold in foul weather climates were salt was used on roads, they have mostly rusted away, but this one seems to have survived. The seller says there is no rot except around the rear trailer hitch but they are having it repaired.

This was the debut of BMW's all wheel system and therefore holds a place in history. It's equally notable they were smart enough to put it on an already nifty car. The 'iX' cars got lost in a crowded field of German all-wheel cars with Audi's Quattro and Mercedes-Benz's 4Matic, but it'll still help you in bad weather. I owned an E46 325Xi with a similar system and loved it. These cars cut through rain and sleet like a knife. Parts and fuel will be expensive, but you're getting a car that BMW - or anybody else for that matter - just don't make anything like anymore. If kept up and driven carefully this could see another 100k miles.

Available here on craigslist for $5,900.

1988 Subaru Loyale RX Turbo AWD

If I asked you how much a car with four doors, all-wheel drive and a turbocharged engine would cost, what would you say? $40k? $50k? $60k? Probably some fancy Audi, right? Wrong! It's a $4,500 1988 Subaru.

Back in the 80s, Japanese manufacturers were eager to attract new buyers with all sorts of cutting edge technology and drivetrain combinations. Isuzu was bold back then. They made compact cars with all sorts of unique goodies. One example was this Loyale RX.

The Loyale was known as the Leone around the world and lasted from 1984-1994. In the US it was known as the DL and Loyale. These were normally quite sedate front-wheel drive four banger cars. But the "RX" trim took things to a whole new level with Subaru's patented all-wheel drive system, a turbocharged engine and a manual transmission. Suddenly, the small size and relatively light weight transformed the car into this sporty, grippy all-weather people carrying machine.

The styling giddily hints at the specialness of this thing with the all-white look popular in that era, front and rear spoiler, ground effects, red accents and "TURBO" text cooly placed on the trunk.

Everything looks amazingly well-preserved too, including the interior and dashboard. The seats are half-vinyl, half-cloth. The instrument cluster is simple, no-nonsense and driver-oriented. Also cool is the full time 4wd display in between gauges in the instrument cluster.

The seller is well-known in internet circles for their low-mileage "new" classic cars that they somehow acquire. I admit, they've got an eye for it. And while they sometimes price the cars ridiculously high, they want just $4,500 for this one. Granted, the milage is at 186k, but at that price you don't feel too bad if something goes wrong. Which if the cosmetic condition is any indicator of the mechanicals, is unlikely. Parts should be plentiful and cheap and repairs easy, anyways.

This was a high watermark for Subaru and cars in general. They offered a lot with clean styling and compact dimensions.

Available here on ebay.

Clean 1991 Audi V8 Quattro

This car has made the blog rounds (deservedly so) and because I love the V8 Quattro (as they were simply called back then) I'm going to do my bit too.

The V8 Quattro debuted in 1988 and lasted until 1993. Audi were having a hard time in the 80s. Their lower range models were suffering from a media-induced hysteria over unintentional acceleration. 60 Minutes even went so far as to fabricate a report! The damage was unbelievable. Sales plummeted and I believe 1990-1991 was their all time low.

Wealthy people were missing out, however. The V8 Quattro had nothing to do with the acceleration debacle and offered one hell of an alternative from Mercedes and BMW. Firstly, it was fresh and new looking. Clean lines, squared off corners, minimal chrome, flared fenders and huge front and rear lights.

Second, it offered a mechanical combination no one else did: V8 power and all-wheel drive. BMW only offered the rather ridiculous V12 750iL and the underpowered 6-cylinder 735i, and Mercedes's biggest and most powerful was the 8-cylinder 560SE/SEL. But they were rear-wheel drive. Audi offered the power of eight cylinders with the traction of all-wheel drive. For people who didn't care about fuel consumption to start with and wanted an even more sure-footed driving experience, the Audi would have been a revelation.

Inside, occupants were treated to exquisitely carved driver-oriened shapes and surfaces with a whole bunch of extra analogue gauges for the geek inside. Seats were huge and comfy. Real wood was swathed everywhere.

Since it was a big expensive car that came out when Audi was unpopular and an economic recession was just setting in, very few V8 Quattro were sold, and even fewer survive today. Resale values plummeted and they were mostly acquired for very cheap in the 90s then abandoned as the price of parts surged. Interestingly, they rarely rusted away as other German cars from the 80s have because Audi brilliantly used galvanized steel on the handsome bodies.

All that makes this puppy a rare find. At 106k miles, it's already broken in, but the mileage and overall condition indicate it must have been pretty well take care of so far. Let's hope the next owner keeps it stock and maintained. It will guzzle premium gas like a truck and be pricey to fix, but it's a sweet vintage ride that won't ever let you get stuck in the snow.

Availble here on ebay for the pretty reasonable asking price of $3,900.

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.

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.

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.

Hibernating 1985 Subaru XT AWD Turbo

The XT is a hot up and coming classic. Low production numbers, two-doors, all-wheel drive, turbocharging and styling that can only be described as nothing less than avant garde. This particular example is in common shape of for an up and coming classic: dramatically stashed in the middle of the woods somewhere, just waiting for an new appreciate owner to rescue and rehabilitate it.

Subaru only produced these from 1985-1991, and the turbo models only until 1988, making them even more rare. These had just 112 horsepower, so they didn't win any drag races but they made up for it with the turbo boost and all-wheel traction. The AWD system was part-time and activated by a push-button on top of the shifter. Talk about choices. Feel unsafe? Did it just start raining? Are you anticipating a storm? Could that be black ice ahead? Just press the button and engine power is diverted to the rear wheels too.

These cars look great in light colors that show off the classic 1980s wedge shape. Note the hidden headlights and slim rear taillight strip that give it an undercover, stealthy look and feel. The greenhouse glass is plentiful and the pillars are slim to give occupants superior vision in and out, which was inspired by the feel of a fighter jet cockpit.

The seller of this example says it has low compression and needs turbo work. Cosmetically, it is clearly dilapidated, which faded paint, rust, dings and dents. This will need a full on restoration. Fortunately, the seller says it still runs and they have a clear title.

The grand price of admission into the new classic car club? A mere $400.

Available here on craigslist in Denver, Colorado.

RHD Conversion 1995 Subaru Impreza STI Turbo

This is the first generation Impreza, launched in 1992. It set the bar for compact economy cars, but with typical Subaru twists. These were definitely a step above the Honda Civic and Ford Escort.

The Impreza was offered in either front-wheel or all-wheel drive layouts. The AWD version was the one you wanted, though.

Styling is classic 1990s Japanese. Gone are the hard edges and layers of detail on their 1980s designs, and in are smooth edges, bubbly corners, flat planes and round lines. In basic trim they were very generic looking, but in higher trim with some larger wheels and bottom skirts, they started to look a little more edgy.

North America never received the coveted high-performance WRX version of the first-generation Impreza. In 1994, the STI (Subaru Tecnica International) version was launched in Japan only, improving on the WRX. The turbocharged engines, transmissions and suspensions were specially tuned. These were very successful as rally cars and street racers.

This is not an authentic STI from Japan as a decode reveals (VIN# JF1GC2359SG516379). The seller has instead done an incredible conversion to right-hand drive and STI specifications. Although at first counter-intuitive, the effort involved and apparent success is impressive. The seller says they did a complete conversion with all JDM wiring and computer work. No cost is mentioned, but it couldn't have been cheap.

Under the hood is an engine swap to an STI-correct Version 4 2.0-liter turbocharged 4-cylinder engine powering all four wheels and mated to a close-ratio 5-speed manual transmission. The seller says the odometer reads 63k, but the swap equipment have 61k on it.

Cosmetically, the car is missing side molding and has a bunch of scrapes.

But if you want something fast, grippy and unique, few other cars will fit the bill as this does.

Available here on ebay in Chandler, Arizona for a Buy-It-Now of $9,800 and the Make Offer option.

Late Giugiaro: 1996 Subaru SVX LSi AWD

The Subaru SVX was one of legendary designer Giugiaro's last major designs for a mainstream auto manufacturer.

SVX stood for "Subaru Vehicle X" and was based off of Giugiaro's concept that debuted at the 1989 Tokyo Auto Show. The concept was a hit and sent to production available in North America in July 1991 as a 1992 model. It replaced the 1985-1991 XT.

While the XT was an exercise in 1980s design themes of pyramidal edges, angles and cuts, the SVX attempted to set a new tone for styling of the 1990s. Giugiaro had been best known for his angular wedge shapes like the 1975 Lotus Esprit, but he always had an eye for simply good design, and towards the end of the 1980s he began to adopt more aerodynamically friendly curves and smooth, minimalist body panels.

The SVX is marked by simple shapes, rounded off corners and as little detail and extraneous flair as possible. The front features a futuristic slim single-peice wrap-around headlight cluster that dips in the center for engine air intake. This theme is mimicked in the rear with a single taillights strip, reminiscent of the Alfa Romeo 164. The hood cowl melds into the side mirrors. All pillars are covered by door seams and glass for an aircraft inspired look and feel. Only the lower portion of the side windows roll down for a low drag coefficient of C_d=0.29. The rear melts neatly into a layered spoiler and hatchback deck.

Most of these are seen in black, white or dark green but this example looks more exotic in red with aftermarket gold-lined cross-spoke wheels that work somehow. I dig the vibes it's giving.

Inside, occupants are treated to an equally performance-oriented interior of soft curves, flowing side door design, and light-colored plastics. I could do without the wood trim, however.

Just one engine was offered, a 3.3-liter 6-cylinder naturally aspirated engine that provided more power than the outgoing turbocharged 4-cylinder of the XT. A very healthy 231 horsepower was sent to all four wheels for superior traction in all types of inclement weather. All SVX came with automatic transmissions.

Despite its svelte body, decent power and AWD layout, the SVX could be considered a failure. It was much more expensive than any other Subaru at the time with asking prices of over $30k, so the public was hesitant to spend top dollar on them. Just 14,257 were sold here until 1996. Only an additional 10,000 were sold worldwide. Subaru lost $75 million on the SVX. It didn't help Japan was going through the start of an awful economic slowdown that would remain for the rest of the 1990s (and one they really haven't recovered from since).

Despite the lack of a more sporty manual transmission, I think these are awesome. It looks great, handles well in bad weather, and Subaru currently offers nothing else like it. At the very least, it is a classic Japanese car of the 1990s.

This example has only 97,396 miles on it. The seller states it runs and drives great, and the leather has no rips or tears.

Available here on ebay in Mount Olive, New Jersey with bidding at $1,025.

1984 Audi Ur Quattro

These are cult cars because they were raced in several rally championships, and were the first cars to do so using all-wheel drive. Audi hasn't really made anything like it since.

Although they were produced for over a decade, only 664 were sold here from 1983-1986. Fortunately, this example wears wider wheels and nicer headlights than earlier examples do. It also looks sharp in black (and mercifully not the often seen red or white) and seems to still be wearing the original decals.

Styling is not everyone's tastes and is more harsh boxy Volkswagen-ish than the soft curves Audi is better known for. Still, it's a great example of form over function, in that it looks exactly what it was intended to be: a high performance all-season hatchback sports car.

The seller is a classic car dealer who acquired this from a private party. Cosmetically, they state the paint is original and there is no rust. However, they do say there are some nicks in the paint and some light scratches and fading on the hood. Inside, the say the upholstery still smells strong but the driver's seat has some wear.

Mechanically, they note the engine is an original WX code turbocharged 10-valve 5-cylinder engine. The original displacement was 2.1 liters, but they upgraded it to 2.2.

They state the mileage as 150,000.

Fortunately, the seller says the vehicle is now running and shifting fine.

It seems ready to go.

There can't be many left, and the rally heritage boosts its value in the eyes of automotive aficionados.

Available here on ebay in Vergennes, Vermont with 29 bids at $7,700, reserve not met and 5 days left.