- FeaturedClassic Porsche 911 - Surveys owners, repair and operation of 911 news stories and page model, sales and much more in our club fans and fans of the legendary series cars Porsche 911. All about 911-901, 930, 964, 993, 996 and new era 997 and 991-series.
If you're buying a used 911 as an investment, send me your address so that I can a...rrange a visit from the boys. Investors who never drive their 911s bring a word to mind. That word is 'pimp'. As 911 diehards, the boys don't like pimps, so when they arrive, make sure your engine is still warm, the exhaust system is making that tinkling noise and there is evidence in your tyres of some recently accomplished brisk cornering.
All 911s, from 1963 to this afternoon, share a characteristic 911 'feel', but that varies greatly in degree. Bog-standard used Coupes from the late 1970s or 1980s once delivered the goods for sensible money but they might demand some restoration work now.
Choosing a 911 is such a very personal matter. Just go for what you really want, get the best straight car you can find and look after it. Reliability is legendary but repairs can be costly.
My choice is currently the 993 Carrera 2 Coupe of 1993-98. Its predecessor, the 964, was respectable but dull. The 993's different, agile feel makes it terrific to drive and good ones go for less than £30,000 - this week, anyway.
It's the last air-cooled 911 model but so what? Later models lost nothing by being water-cooled. No, pick a 993 for its exhilarating agility, and its price.
A friend of mine paid £26,000 for a superb 1994 993 Carrera 2 in late 2013. He loves it, whether he's tootling about the shops or on a 300-mile blast through the remote Highlands of Scotland, where it truly excels. And that's no more than it deserves.
Porsche 911 Carrera RS
1973 // £500,000
The eternally great, ultimate development of the original 911 concept, it combines high performance and low weight with inch-perfect precision handling. Superb but the price of this model now, sir, is officially‘through the roof'. If you buy one, promise us you will use it.
On an autumn day in 1972 the salesman from Porsche GB came to visit our house. 'We're making a special car,' he told my father. 'Only 200 will be built, and we're offering them to our best clients first as demand is sure to be strong.' They built more than 1500 in the end, and demand was so great that, instead of management having to use them as company cars to use up unsold stock as expected, Porsche sold out the first batch of 500 immediately and had to build two more series.
Why the fuss? Because the RS is so much more than the sum of its parts. It was derived from the relatively humble 2.4S, but with flared rear arches and wider wheels (a 911 first), bored-out engine (at 2.7 litres Porsche's biggest road car motor to date), a rear spoiler (another first, and not just for Porsche, so initially illegal in some markets) and, last but not least, weight-loss that took the RS under the magic 1000kg in 'lightweight' trim.
The result: 150mph, 0-60mph in 5.0sec, handling to die for (and you would if you lifted off mid-comer) and a string of victories on every continent including rallies, Le Mans and the Targa Florio. Oh, and you can drive it to the shops.
Mine's been in the family for 42 years and has never once 'failed to proceed'. Beat that, Enzo...
Porsche 911 GT3 (997-series, generation II)
2009-12 // £80,000-120,000
The 997-series Generation II cars were terrific in their time and the naturally aspirated 997 GT3 was a hugely powerful, seriously fabulous machine, subtly better in fast corners than previous GT3 models.
A classic in waiting - bound to be a sound long-term investment.
Any brand new 911
2015 // From around £75,000
Admit it, they are absolutely brilliant. If you don’t want one, you should. Buy it, keep it, service it properly. One day, it will be a classic but, meanwhile, enjoy a few happy decades driving it. The best of all worlds.
- FeaturedLamborghini Espada Club
- FeaturedBMW E28 club The second 5 Series generation E28 featured highly refined body design, better streamlining, greater safety and enhanced motoring comfort. The range of engines was unprecedented: 4- and six-cylinder petrol engines, the 525e designed for maximum fuel economy, the 24-valve dohc power unit of the M5 and 6-cylinder diesels with and witho...ut turbocharger. 5-speed transmission became standard from 1983 (previously optional) and there now also a 4-speed automatic transmission.
1981 – 1988 5 Series E28
BMW 518, 1981 – 1984 M10 4-cyl. ohc 1766 cc 66 kW (90 hp)
BMW 520i, 1981 – 1988 M20 6-cyl. ohc 1990 cc 92 kW (125 hp) Cat. 95 kW (129 hp)
BMW 518i, 1981 – 1987 4-cyl. ohc 1766 cc 77 kW (105 hp)
BMW 525i, 1981 – 1987 6-cyl. ohc 2494 cc 110 kW (150 hp)
BMW 525e, 1981 – 1988 6-cyl. ohc 2693 cc 92 kW (125 hp) Cat. 90 kW (122 hp) Cat. 95 kW (129 hp)
BMW 535i, 1984 – 1988 6-cyl. ohc 3430 cc 160 kW (218 hp) Cat. 136 kW (185 hp)
BMW 528i, 1981 – 1988 6-cyl. ohc 2788 cc 135 kW (184 hp)
BMW 535i, 1985 – 1987 6-cyl. ohc 3430 cc 160 kW (218 hp) Cat. 136 kW (185 hp)
BMW 524d, 1986 – 1987 6-cyl. ohc 2443 cc 63 kW (86 hp)
BMW 524td, 1982 – 1987 M21 6-cyl. ohc 2443 cc
- FeaturedJensen Interceptor and FF fans club
JENSEN INTERCEPTOR MIDLANDS MARVEL ON THE MOVE
The Interceptor suffers much the same stigma as the XJ-S and is also taking an age to truly make it as a classic – but at least it’s getting there at long last, as prices are highlighting. The Birmingham Ferrari is not only a fine GT bu...t one of the simplest super cars to maintain thanks to its old school make up which includes lusty if thirsty American Chrysler V8 engines (earlier 6.3 considered most thoroughbred plus some were manual).
Sports hatch-style makes for practicality plus there’s a rare but odd looking coupé. With good specialist support the time to buy is now before prices really start to climb but there’s a lot of dross around so beware and don’t buy the complex 4x4 FF unless you really want one.
- FeaturedCitroen SM Group, owners, foto, test drive, engine, body and other
CITROËN SM MORE THAN A DS IN DRAG
In its day the Maserati-powered Citroën SM was one of the greatest GTs around and the choice of numerous GP drivers, such as the late, great Mike Hailwood, because of their speed and comfort. But, like the DS on which i...t is broadly based, you either love or hate the idiosyncratic SM and if you’re the former expect to pay £30,000 (actual model and year makes little difference) for a cracker, although you can buy one for a third of this, especially in France. And like our XJ-S, you largely get what you pay for with a cheap ‘bargain’. More
- 1970 - 1975 The Manta A was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door "three-box" coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. It too...k its name, and a few minor styling cues, from the Manta Ray concept car (1961), which also famously influenced the 1968 Chevrolet Corvette C3 (both Chevrolet and Opel have General Motors as their parent company).
In the UK market, the first Manta was sold only as an Opel: there was no Vauxhall-branded Manta (or Ascona) until after the launch, in 1975, of the Manta B1 and Ascona B. (In the UK the Ford Capri niche was contested, with only limited success, by Vauxhall's Firenza, based on the ageing Vauxhall Viva until 1975.)
The sales approach for the Opel line in the U.S. market was equally unusual. The Manta A was one of only a few Opel models sold in the U.S. Opels were imported by GM and sold through Buick dealerships and not their own dealership network, so they were limited in what makes and models they could sell there. Other Opel models sold in the U.S. were the 1956–1961 the Rekord P1 and Rekord P2, the Kadett A (1964–1966), Kadett B (1967–1971), GT (1969–1973), and the Manta / Ascona A (1971–1975). The Ascona A was the saloon version on the Manta A chassis and was sold in the U.S. under the "1900" name as a two-door and four-door saloon, and as a two-door "sport wagon". The only difference between the Ascona and Manta was exterior sheet metal, glass and trim. The frame, all the mechanicals, dash, front seats, and many other parts were shared between the cars. The Manta was even sold as the "1900 sport coupé" in 1971 and 1972, rather than as the "Manta". In 1973, the Manta nameplate was added to the U.S.-spec Mantas, but the Asconas kept the 1900 badge throughout their model life. The last year GM imported European-made Opels into the United States, under their marque, was 1975. In that year the only Opels imported were the Manta and Ascona A.
The Manta was normally equipped with 1.6 or 1.9-litre CIH engine, although in Europe a small, 1.2-litre, motor was also offered. All Mantas sold in the U.S. had the 1.9 L and larger heavy duty radiator (an option on European models). It came with either a four-speed manual or an optional three-speed TH-180 automatic. The Manta was known to be one of the best-handling cars in its class and went on to win a large number of rallies in Europe and the United States.
In the U.S. market, there was a sport model known as the "Rallye" from 1971 to 1974. The Rallye model was, overall, an appearance and gauge package, the most noticeable difference was the addition of a black hood and, on 1970–1973 models, the addition of fog lamps. Mechanically, the only difference was the gear ratios in the models with manual transmissions, and the Rallye model came with standard stiffer suspension, a tighter turning radius, and very aggressive front caster adjustments. Both had dual rear sway bars, providing exceptional handling.
In 1973 and 1974 there was also the "Luxus" model, which included refinements like corduroy seats, colour-coded interiors (blue or burgundy), and faux wood panelling. The only special edition Manta ever produced for the U.S. market was the "Blue Max", in 1973. This amounted to a blue 1973 Luxus model, with a unique dark blue vinyl roof, mechanical sunroof, and automatic transmission.
In 1975, all Manta and 1900 models were equipped with the Bosch L-Jetronic fuel injection in the United States due to emission regulations. Yet in Europe this feature was only available on the high-end GT/E models, which also sported fog lamps and lower front spoilers, which were not offered on any of the U.S. spec Manta models. Also of note is that the 1974–75 Opel Manta models had large aluminium 5 mph (8 km/h) bumpers to comply with U.S. crash standards of the time; the European Mantas did not receive the large bumpers.
With the Deutsche mark becoming stronger, and with other costs also rising, U.S. imports of Opels ended in 1975. Instead, the Isuzu Gemini version of the T-car was imported from Japan and sold by Buick dealers as the "Opel by Isuzu", later "Buick Opel". The Opel name was last used in the U.S. in 1979.
The European market had a number of different versions. Most were basic trim packages, the most popular being the "Berlinetta", which was similar to the Luxus but included rubber trim on the bumpers (standard on all 1973 U.S. Opel Mantas), vinyl roof, and other miscellaneous features. The one exception was the 1975 Opel, which offered the GT/E and a number of special editions based on the GT/E. The GT/E was a fuel-injected version of the European 1.9L and the performance figures were very impressive for the time. The most notable special editions models based on the GT/E were the "Black Magic" (with black and plaid interior) and the "Swinger" edition in white, also with an odd interior choice.
Special Opel Manta A-series cars
There were two different special models made of the Manta A. The primary objective was to increase the power of the car. Both projects started approximately at the same time (around 1972 or 1973). There was the Turbomanta and the TE2800.
The Turbomanta is the rarer of the two. Production was a total of 33 cars, with five of them being prototypes and the ones used for public relations.
The Turbomanta was actually a 1973 SR with a 1.9-litre "S" spec engine, originally putting out 90 bhp (67 kW). The British company Broadspeed was chosen to build the turbo cars, and eventually started building five left-hand drive cars for the German Opel AG. These cars were meant only as prototypes. Broadspeed came up with a somewhat special solution, and used a combination of a Holset 3LDG turbocharger, and a carburettor mounted inside a big plenum chamber. The engine itself was fitted with a thicker copper head gasket, and as such the compression ratio was lowered to 7.6:1. The outcome was a 1.9-litre engine which generated 156 bhp (116 kW), with acceleration of 0–60 in 7.6 seconds. All five cars were in GM's "signalgelb" sunflower yellow, and had large black stripes on the side, where a sign said "Turbomanta". The downside to this was fuel consumption. The turbocharger had halved the economy of the car, and building it was also costly. Therefore Opel closed the project, leaving the five cars as the total production number. However a British engineer at the Dealer Opel Team (D.O.T.), which was the British importer and builder of Opel cars in Britain, was so enthusiastic about the cars that he had D.O.T. build an additional 28 cars. The cars were all based on the 1974 luxury Berlinetta model, with full gauge packs, automatic transmissions, and alloy wheels. All 28 cars were black with vinyl roofing. The only thing identifying that the car was indeed a Turbo Manta was a small sign at the rear quarter of the rear wings saying "turbo". Very few of these cars still remain today.
The TE2800 was a totally different project that Opel refused to endorse. A Belgian company called Transeurop Engineering also wanted to increase the engine power of the Manta A. Opel had previously tried a six-cylinder engine layout in 1971 and 1972, but with no success. The cars were deemed too expensive to build, and the market was overwhelmed at the time with big engine cars. But Transeurop Engineering did not agree, and a 2.8-litre CIH-type engine was essentially taken from the Opel Commodore 2.8GS model and fitted into the engine bay of the Manta 1.9SR. The radiator, the bonnet, the entire front end of the car, the rear axle, and the transmission all needed to be changed. To solve this quickly, Transeurop Engineering tried to get Opel to join the project using Opel's earlier experiences with the transformation, but with no success. Even worse for Transeurop, Opel did not even want the Opel brand on the cars if the project ever got off the ground. Transeurop Engineering therefore turned to Opel's best tuner of the time, Steinmetz. They supplied a new fibreglass bonnet with a large bulge on it to make room for the engine, a set of widened arches, and a special front bumper integrated with the lower front spoiler, all to make room for the dramatic changes that needed to be made to the car's front end construction. Much of the front was cut out and replaced with other parts being mounted further to the ground in order to give room for the radiator. A closed radiator system was installed so that the radiator had a water tank in the engine bay (like modern cars). The engine was still the 2.8-litre unit from the Commodore GS and this was originally fitted with two Zenith carburettors. The output was 142 bhp (106 kW), and with the Commodore four-speed manual gearbox and a 3.18:1 rear axle the car went from 0–60 mph in 7.5 seconds. A total of 79 cars were made and sold through Steinmetz in Germany, branded not as Opels but as TE2800s. All Opel badging was removed from the cars and replaced by the "TE" logo.
Steinmetz offered a tune-up for rally and motorsport use. The tuning consisted of porting and flowing the head, a higher compression ratio, a race spec camshaft, and triple carburettors, giving the car up to 230 bhp (172 kW).
Although the TE2800 is the fastest Manta A ever made, it is not officially an Opel. It could outrun cars like the 911 Carrera of 1973 and the BMW2002 turbo from 1973, even though those cars had more engine power. The low weight of the Manta bodyshell and the combination of the right gear ratios was what gave the car its success. However, the cars were very expensive, almost twice the price of a 105 bhp (78 kW) GT/E in 1975. Very few of these cars exist today, as most were used in rally and motorsport events. More
- BMW X5 G05 2018-2024
- Typbezeichnung F5 Audi A5 F5 second generation
- Fiat Barchetta 1995-2002 / 2004-2005
The Barchetta was developed between 1990 to 1994, under the project name Tipo B Spider 176. It was designed by Andreas Zapatinas and Alessandro Cavazza, under the supervision of Peter Barrett Davis and other car designers at the Centro Stile Fiat, and prototyping was carried out by Stola.
<...br /> Production began in February 1995 and lasted until June 2005, with a brief pause, due to the bankruptcy of coachbuilder Maggiora. The Barchetta was based on the chassis of the Mark 1 Fiat Punto. The Barchetta has 1,747 cc DOHC petrol engine fitted with variable camshaft timing, used for the first time in a Fiat production car, after being patented in 1970.
The engine has 132 PS (97 kW; 130 hp) and 164 N⋅m (121 lb⋅ft) of torque. The Barchetta weighs 1056 kg (2328 lb) without air conditioning and can accelerate to 100 km/h (62 mph) in 8.9 seconds and has a top speed of 200 km/h (124 mph).
It came in various trim levels which offered different features, for example, diamond cross stitch, patterned red leather instead of the standard black leather or fabric seats, alloy wheels instead of steel wheels, or fog-lights as an option. Arguably one of the biggest external cosmetic changes was made by the addition of the third brake light, first introduced by Fiat on the Lido and Riviera in 2000, and on sub models thereafter.
The Barchetta was revised in August 2003, for its relaunch the following year, with some alterations inside and out. The most notable changes were the revised front spoiler and rear bumper. Production of the car eventually stopped in June 2005. More
- XW20 Presented at the April 2003 New York International Auto Show, for the 2004 US model year, the Prius was completely redesigned. It became a mid-size liftback, sized between the Corolla and the Camry, with redistributed mechanical and interior space significantly increasing rear-seat legroom and luggage room. The second generation Prius is more ...environmentally friendly than the previous model (according to the EPA), and is 6 inches (150 mm) longer than the previous version.
Its more aerodynamic Kammback body balances length and wind resistance, resulting in a drag coefficient of Cd=0.26. The development effort, led by chief engineer Shigeyuki Hori, led to 530 patents for the vehicle.
Production commenced in August 2003 at the Tsutsumi plant in Toyota, Aichi, supplemented in October 2004 with the Fujimatsu plant at Kariya, Aichi.
The Prius uses an all-electric A/C compressor for cooling, an industry first. Combined with a smaller and lighter NiMH battery, the XW20 is more powerful and more efficient than the XW10. In the US, the battery pack of 2004 and later models is warranted for 150,000 miles (240,000 km) or 10 years in states that have adopted the stricter California emissions control standards, and 100,000 miles (160,000 km) or 8 years elsewhere. The warranty for hybrid components is 100,000 miles (160,000 km) or 8 years More
- Ford Fiesta Mk8 B479 2017-2021
- 2018-2024 Volkswagen Touareg III Third generation The third generation Touareg will use the Volkswagen Group MLB platform like its corporate siblings, the Porsche Cayenne and Audi Q7. The third generation Touareg will emphasize the latest in fuel saving technologies and will reportedly be significantly lighter than the first two generations. VW has... discontinued the Touareg for sale in the USA after the 2017 model year onward, based on sales, and on the availability of the larger and less expensive Atlas model which was specifically designed for US consumers' tastes. More
- Fifth generation C8 4H - 2018-2022
- Second generation Volvo V60
- Quattroporte III/Royale AM330, 1979-1990
The third generation Maserati Quattroporte (Tipo AM 330) was developed under the Alejandro de Tomaso-GEPI ownership. After the brief parenthesis of the Citroen-era front-wheel drive Quattroporte II, the third generation went back to the classic formula of rear-wheel drive and large Maserati V8... engine. It was designed by Giorgetto Giugiaro.
During 1976, Giorgetto Giugiaro presented two Italdesign show cars on Maserati platforms, called the Medici I and Medici II. The latter, based on Maserati's Kyalami coupé, had features that would make it into the production version of the third-generation Quattroporte.
Maserati Medici II
A pre-production Quattroporte was introduced to the press by Maserati president Alejandro de Tomaso on 1 November 1976, in advance of its début at the Turin Motor Show later that month. It was only three years later though, in 1979, that the production version of the car went on sale.
Initially, the "4porte" badging was used, but changed in 1981 to Quattroporte. Two versions of the V8 engine were available: a 4,930 cc one producing 280 PS (206 kW; 276 bhp), and a smaller 4,136 cc engine producing 255 PS (188 kW; 252 bhp) — later 238 hp (177 kW; 241 PS), which was phased out in 1981. The interior was upholstered in leather and trimmed in briar wood. The Quattroporte III marked the last of the hand-built Italian cars; all exterior joints and seams were filled to give a seamless appearance. From 1987 the Royale superseded the Quattroporte.
On 14 December 1986, Maserati's 60th anniversary as a car manufacturer, De Tomaso presented the Maserati Royale in Modena, a built-to-order, ultra-luxury version of the Quattroporte. It featured a higher compression 4.9-litre engine, putting out 300 PS (221 kW; 296 bhp). Besides the usual leather upholstery and veneer trim, the passenger compartment featured a revised dashboard with analogue clock, four electrically adjustable seats, retractable veneered tables in the rear doors, and a mini-bar. Visually, the Royale was distinguished by new disc-shaped alloy wheels and silver-coloured side sills. De Tomaso announced a limited run of 120 Royales, but when production ceased in 1990 only 53 of them had been made.
In all, including the Royale, 2,155 Quattroporte IIIs were produced.
The third generation Quattroporte used an all-steel unibody structure. The chassis was related to that of the Maserati Kyalami, in turn derived from the De Tomaso Longchamp and therefore ultimately related to the De Tomaso Deauville luxury saloon. Front suspension was of the double wishbone type, with single coaxial dampers and coil springs and an anti-roll bar. The rear axle used a peculiar layout very similar to Jaguar independent rear suspension. Each cast aluminium hub carrier was linked to the chassis only by a single lower wishbone, the half shafts doubling as upper control arms, and was sprung by twin coaxial dampers and coil springs units. Rear brakes were mounted inboard, the callipers bolted directly to the housing of the differential. The entire assembly was supported by a bushing-insulated crossbeam. Initially a Salisbury-type limited slip differential was used; in 1984 it was replaced by a more advanced Gleason-licensed Torsen - or "Sensitork" in Maserati parlance.
The engine was an evolution of Maserati's own all-aluminium, four overhead cam V8, fed by four Weber carburettors. The automatic transmission initially used was a three-speed Borg-Warner automatic transmission, soon replaced by a Chrysler A727 "Torqueflite" gearbox. Manual gearboxes were ZF S5 five speeds. When leaving the factory all 4200 Maseratis were originally fitted with Pirelli Cinturato 205VR15 tyres (CN72) More
- The Chevrolet Corvette C4 was a sports car produced by Chevrolet from 1983 to 1996. The convertible returned, as did higher performance engines, exemplified by the 375 hp (280 kW) LT5 found in the ZR-1. In early March 1990, the ZR-1 would set a new record for the highest 24 hour-5,000 mile land-speed by going over 175 mph (282 km/h).
... Prices rose and sales declined, in spite of a completely new chassis, modern sleeker styling, and other improvements to the model. The last C4 was produced on June 20, 1996 More
- 2003-2012 Maserati Quattroporte V M139 The fifth generation of the Quattroporte (Tipo M139) was unveiled to the world at the Frankfurt Motor Show on 9 September 2003 and made its U.S. première at the 2003 Pebble Beach Concours d'Élégance; production started in 2004. Exterior and interior design was done by Pininfarina. Built on an entirely new pla...tform, it was 50 cm (19.7 in) longer than its predecessor and sat on a 40 cm (15.7 in) longer wheelbase.
The same architecture would later underpin the GranTurismo and GranCabrio coupés and convertibles. Initially it was powered by an evolution of the naturally aspirated dry sump 4.2-litre V8 engine, mounted on the Maserati Coupé, with an improved output of 400 PS (294 kW). Due to its greater weight compared to the Coupé and Spyder, the 0-62 mph (0–100 km/h) time for the Quattroporte was 5.2 seconds and the top speed 171 mph (275 km/h).
Over 5,000 Quattroportes were built in 2006 More
- Ford Model B, Model 18 & Model 40 / V8 Club - Ford produced three cars between 1932 and 1934: the Model B, Model 18 & Model 40. These succeeded the Model A. The Model B continued to offer Ford's proven four cylinder and was available from 1932 to 1934. The V8 (Model 18 in 1932, Model 40 in 1933 & 1934) was succeeded by the Model 48. It was the firs...t Ford fitted with the flathead V8. In Europe, it was built slightly longer. The same bodies were available on both 4 cylinder Model Bs and V8 Model 18/40s. The company also replaced the Model AA truck with the Model BB, available with either the four- or eight-cylinder engine. More
- Smart roadster coupe R452 and Smart roadster cabrio C452 / W452 2003-2006
- Saab 99 1968-1984
- Lotus Elan M100 1989-1995
- Triumph 1300 / TC / 1500
- Alfa Romeo 166 (Type 936) 1998-2007
- Volkswagen Passat B2 Typ 32B 1981-1988
The Volkswagen Passat (B2) is an automobile which was produced by German manufacturer Volkswagen from 1981 to 1988. It was the second generation of the Volkswagen Pa...ssat. The platform was slightly longer than the preceding Passat (B1) and the car's updated styling was instantly recognisable as a Passat, with the most obvious difference being the rectangular headlights. As with the previous generation, it was based on the platform of the Audi 80; the corresponding B2 version of which had been already launched in 1978. Unlike the previous B1 80/Passat, there were much more pronounced styling differences between the two cars, as well as the Passat having a completely different dashboard and interior compared to its Audi 80 sister. In most markets, the equipment levels were renamed from L/LS/GLS to CL/GL/CD.
In addition to the Passat hatchbacks and Variants (estate/wagon), there was also a conventional three-box saloon, which until the 1985 facelift was sold as the Volkswagen Santana in Europe. In North America, the Passat/Santana was sold as the Volkswagen Quantum, available in three-door hatchback, four-door sedan, and a wagon model, but the five-door hatchback was never sold there and the three-door hatchback was dropped after less than two years. The four-wheel drive Syncro version was introduced in October 1984, initially only with the more powerful two-litre five-cylinder engine.
Pre-facelift Passat B2 5-door hatchback
The Santana was also produced in China, Brazil, Mexico (as the Corsar, from 1984 and 1988) and Argentina (as the Carat between 1987 and 1991). In Brazil, the Santana station wagon was sold as the Quantum. The Passat saloon and estate were produced in South Africa for their local market until 1987. As of 2010 the B2 Santana is still in production in China.
Volkswagen Quantum Wagon (US)
Like the previous generation, the B2 Passat was mainly sold with four-cylinder petrol and diesel engines. Unlike its predecessor, however, top-of the line versions received five-cylinder Audi or VW engines of 1.9–2.2 litres. In addition to four- and five-speed manuals and three-speed automatic gearboxes, the Passat/Santana was also available with the VW concern's interesting 4+E transmission. This, also called the "Formel E" had a particularly high top gear, which combined with a freewheeling mechanism to provide better gas mileage. An automatic stop/start was also available in some markets.
The four-wheel drive system used in the Passat Variant Syncro shared the mechanics of the Audi 80 quattro rather than the Volkswagen Golf Syncro. When first shown, at the 1983 Frankfurt Motor Show, the car was meant to be called the "Passat Tetra". The Syncro's bottomplate was almost entirely different, requiring a transmission tunnel, a relocated gas tank, and no spare tire well (to make room for the complex rear axle assembly). Unlike the related Audi 80 quattro which used a reversed front wheel setup, the rear-axle was an adapted Volkswagen Transporter unit so as to retain a flat loading floor. Only the more popular estate was deemed worthy of reengineering, so as to not offer direct competition with the sedan-only Audi 80 quattro. Syncro was also available in the North American market, only with the five-cylinder engine.
In 1985 the range received a slight facelift, consisting of new, larger bumpers, interior retouches, a new front grille and new taillights on the hatchback versions. The three-door hatchback was discontinued while the Santana nameplate was dropped in Europe. The saloon's front end was now the same as the hatchback and estate. The North American version, still known as the Quantum, gained European-style composite headlamps.
On March 31, 1988 production ended (although Syncro models continued in production until June) with 3,345,248 built in Germany. World production totals amount to at least 4.5 million units. More