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German & German associated cars only. Facts & opinions only for my car focused audience. I offer SMM and consultation on how to fix your X. Free audits limited.

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The Golf GTD was built for the German Autobahn. Not the school run. The EA288 2.0L diesel in the GTD produces 184 PS and 380 Nm. On a long motorway run it is smooth, economical, genuinely quick, and one of the most complete daily driver diesels of its generation, especially the Variant estate. On short trips under 15 km it becomes a problem waiting to happen. A diesel engine needs to reach full operating temperature, typically 80-90 degrees C coolant, with exhaust temperatures high enough to initiate DPF regeneration. In the GTD, that takes at least 30 minutes of sustained driving on a motorway at a steady pace. A 10 minute trip to the supermarket achieves neither. Every cold start creates more soot than a warm one. Every interrupted short trip deposits more of it into the DPF before the filter has had a chance to clean itself. The result is a progressively clogged DPF, rising oil level from diesel dilution as the engine tries and fails to regenerate, and eventually limp mode. On short trips, the DSG also suffers, especially in city driving, but that can be said about any DSG. If your journeys are mostly under 20 km, the Golf GTI is the better car. Same body, but no DPF, no AdBlue, no regeneration anxiety. Possibly more fun too.

The Golf GTD was built for the German Autobahn. Not the school run. The EA288 2.0L diesel in the GTD produces 184 PS and 380 Nm. On a long motorway run it is smooth, economical, genuinely quick, and one of the most complete daily driver diesels of its generation, especially the Variant estate. On short trips under 15 km it becomes a problem waiting to happen. A diesel engine needs to reach full operating temperature, typically 80-90 degrees C coolant, with exhaust temperatures high enough to initiate DPF regeneration. In the GTD, that takes at least 30 minutes of sustained driving on a motorway at a steady pace. A 10 minute trip to the supermarket achieves neither. Every cold start creates more soot than a warm one. Every interrupted short trip deposits more of it into the DPF before the filter has had a chance to clean itself. The result is a progressively clogged DPF, rising oil level from diesel dilution as the engine tries and fails to regenerate, and eventually limp mode. On short trips, the DSG also suffers, especially in city driving, but that can be said about any DSG. If your journeys are mostly under 20 km, the Golf GTI is the better car. Same body, but no DPF, no AdBlue, no regeneration anxiety. Possibly more fun too.

173,497 views

Most people who owned a diesel Volvo 850 had no idea what was under the bonnet. The engine was badged as the D5252T, a designation that sounds entirely Volvo. The engine cover says nothing to contradict that. The service history said Volvo. The dealership said Volvo. It was an Audi engine all along. The 2.5L inline-five turbodiesel or in other words TDI was designed and built by Audi, the same unit that had been fitted to the C4 Audi 100 and A6. Volvo sourced it because they needed a diesel quickly and hadn't developed their own yet. From mid-1995 to the end of 1996, every 850 diesel sold was a Volvo on the outside and an Audi underneath. 140 PS and 290 Nm. Badged entirely as Volvo's own. In 2001 Volvo replaced it with the D5, their first in-house diesel, because the Audi unit couldn't meet incoming emissions standards. The most successfully disguised engine swap in mainstream car history.

Most people who owned a diesel Volvo 850 had no idea what was under the bonnet. The engine was badged as the D5252T, a designation that sounds entirely Volvo. The engine cover says nothing to contradict that. The service history said Volvo. The dealership said Volvo. It was an Audi engine all along. The 2.5L inline-five turbodiesel or in other words TDI was designed and built by Audi, the same unit that had been fitted to the C4 Audi 100 and A6. Volvo sourced it because they needed a diesel quickly and hadn't developed their own yet. From mid-1995 to the end of 1996, every 850 diesel sold was a Volvo on the outside and an Audi underneath. 140 PS and 290 Nm. Badged entirely as Volvo's own. In 2001 Volvo replaced it with the D5, their first in-house diesel, because the Audi unit couldn't meet incoming emissions standards. The most successfully disguised engine swap in mainstream car history.

70,157 views

BMW built one V10 for the road. The S85B50 was produced from 2005 to 2010, fitted exclusively to the E60 M5 and E63 M6, and was never used in any other production BMW. The 5.0-litre V10 produces 507 PS at 7,750 rpm and 520 Nm at 6,100 rpm, with the redline at 8,250 rpm, achieved through ten individual throttle bodies, dual overhead camshafts with variable valve timing and a dry sump lubrication system developed from BMW's Formula One programme. The S85 was not derived from any regular production BMW engine. It won the International Engine of the Year award four consecutive times from 2005 to 2008. BMW has produced nothing comparable since the E63 M6 left production, and the S85 remains the only naturally aspirated V10 the brand has ever put in a series-production road car.

BMW built one V10 for the road. The S85B50 was produced from 2005 to 2010, fitted exclusively to the E60 M5 and E63 M6, and was never used in any other production BMW. The 5.0-litre V10 produces 507 PS at 7,750 rpm and 520 Nm at 6,100 rpm, with the redline at 8,250 rpm, achieved through ten individual throttle bodies, dual overhead camshafts with variable valve timing and a dry sump lubrication system developed from BMW's Formula One programme. The S85 was not derived from any regular production BMW engine. It won the International Engine of the Year award four consecutive times from 2005 to 2008. BMW has produced nothing comparable since the E63 M6 left production, and the S85 remains the only naturally aspirated V10 the brand has ever put in a series-production road car.

17,153 views

The N47 is the most documented diesel engine failure in BMW's modern history. For some reason the timing chain sits at the rear of the engine pressed against the bulkhead behind the transmission. BMW placed it there because they considered it a lifetime component that would never need servicing. They were wrong. The chain stretches. The tensioner loses control of it. The rattle you hear on cold start, from the rear of the engine, near the windscreen is the warning. Most owners don't recognise it. When the chain jumps on an interference engine, pistons meet valves. The repair is engine removal, gearbox separation, and full rebuild. Cost: €3,500 to €7,000. Some workshops simply replace the engine. The worst-affected production window is March 2007 to January 2009 when the engine came with a manufacturing defect. The Crankshaft Sprocket Defect or the Chain Guillotine: Because the chain wraps tightly around this sprocket, these sharp teeth acted like a saw blade under load accelerating wear dramatically. The E61 520d falls directly within it. BMW issued revised parts in 2009 and again in 2011. They never formally acknowledged the issue in UK and European markets. Verdict: Avoid pre-2009 cars entirely or just avoid the N47 entirely if you want to sleep at night.

The N47 is the most documented diesel engine failure in BMW's modern history. For some reason the timing chain sits at the rear of the engine pressed against the bulkhead behind the transmission. BMW placed it there because they considered it a lifetime component that would never need servicing. They were wrong. The chain stretches. The tensioner loses control of it. The rattle you hear on cold start, from the rear of the engine, near the windscreen is the warning. Most owners don't recognise it. When the chain jumps on an interference engine, pistons meet valves. The repair is engine removal, gearbox separation, and full rebuild. Cost: €3,500 to €7,000. Some workshops simply replace the engine. The worst-affected production window is March 2007 to January 2009 when the engine came with a manufacturing defect. The Crankshaft Sprocket Defect or the Chain Guillotine: Because the chain wraps tightly around this sprocket, these sharp teeth acted like a saw blade under load accelerating wear dramatically. The E61 520d falls directly within it. BMW issued revised parts in 2009 and again in 2011. They never formally acknowledged the issue in UK and European markets. Verdict: Avoid pre-2009 cars entirely or just avoid the N47 entirely if you want to sleep at night.

47,110 views

If you know, letting your car idle after intense driving. Lets say you drove home for about 50 km's or 30 miles. As soon as you park up at home you shut off the engine. All of that heat you leave trapped in the engine which will eventually cause damage. Instead as soon as you park up, let your car idle for 1 - 3 minutes to let the coolant and oil cool turbos, engine down. Especially important on highly complicated cars like this BMW F10 M5, twin-turbo S63 V8, their most complex engine at the time.

If you know, letting your car idle after intense driving. Lets say you drove home for about 50 km's or 30 miles. As soon as you park up at home you shut off the engine. All of that heat you leave trapped in the engine which will eventually cause damage. Instead as soon as you park up, let your car idle for 1 - 3 minutes to let the coolant and oil cool turbos, engine down. Especially important on highly complicated cars like this BMW F10 M5, twin-turbo S63 V8, their most complex engine at the time.

125,042 views

In 1974 Volkswagen built a Golf. Two years later they built the GTI - the same car with a tuned 1.6L fuel-injected four-cylinder producing 108 HP, stiffer suspension, a closer-ratio gearbox, front disc brakes, and a golf ball gear knob that became one of the most recognisable details in automotive history. VW's plan was to build 5,000 of them to recoup development costs. They ended up building 461,690. It weighed around 810 kg, hit 100 km/h in around 9 seconds, and had a top speed of 182 km/h. Those numbers tell you nothing about what it meant. Before the MK1 GTI, a fast car had to be a sports car. After it, a hatchback was enough. Every hot hatch sold today exists because of this one. This is the big daddy, the benchmark. Volkswagen MK1 Golf GTI.

In 1974 Volkswagen built a Golf. Two years later they built the GTI - the same car with a tuned 1.6L fuel-injected four-cylinder producing 108 HP, stiffer suspension, a closer-ratio gearbox, front disc brakes, and a golf ball gear knob that became one of the most recognisable details in automotive history. VW's plan was to build 5,000 of them to recoup development costs. They ended up building 461,690. It weighed around 810 kg, hit 100 km/h in around 9 seconds, and had a top speed of 182 km/h. Those numbers tell you nothing about what it meant. Before the MK1 GTI, a fast car had to be a sports car. After it, a hatchback was enough. Every hot hatch sold today exists because of this one. This is the big daddy, the benchmark. Volkswagen MK1 Golf GTI.

61,853 views

The VR6 engine was born out of a packaging problem. VW's engineers needed a six-cylinder that could fit transversely in a front-wheel drive Golf engine bay. Something a conventional V6 with cylinder banks spread 90 degrees could never do. The solution was a narrow-angle 15-degree configuration with a single cylinder head shared across all six cylinders, making it barely wider than a four cylinder. The MK3 Golf VR6 was the first car to receive it in the Golf family 2.8L, 174 HP, 235 Nm, 0-100 km/h in around 7 seconds, and a sound unlike anything else in a hatchback body. Not the fastest car of its era. The most characterful one in its class without question. That engine went on to power the Corrado, the Passat, and eventually the Phaeton and even some Porsche models. This example here is the GTI VR6 and the VR6 produces 201 hp, looks like a lot of fun.

The VR6 engine was born out of a packaging problem. VW's engineers needed a six-cylinder that could fit transversely in a front-wheel drive Golf engine bay. Something a conventional V6 with cylinder banks spread 90 degrees could never do. The solution was a narrow-angle 15-degree configuration with a single cylinder head shared across all six cylinders, making it barely wider than a four cylinder. The MK3 Golf VR6 was the first car to receive it in the Golf family 2.8L, 174 HP, 235 Nm, 0-100 km/h in around 7 seconds, and a sound unlike anything else in a hatchback body. Not the fastest car of its era. The most characterful one in its class without question. That engine went on to power the Corrado, the Passat, and eventually the Phaeton and even some Porsche models. This example here is the GTI VR6 and the VR6 produces 201 hp, looks like a lot of fun.

58,592 views

Its a little weird to buy a convertible for 153 k € here in Spain to just get a four cylinder that you can find in an A45 S hatchback for 90 k €? Both are scam anyway. Mercedes SL 43-AMG, R232

Its a little weird to buy a convertible for 153 k € here in Spain to just get a four cylinder that you can find in an A45 S hatchback for 90 k €? Both are scam anyway. Mercedes SL 43-AMG, R232

107,298 views

It used a turbocharged 2.1L five-cylinder, 200 HP, and a permanent all-wheel drive system with manually lockable centre and rear differentials. Rally regulations at the time said nothing about AWD because nobody thought it was relevant. Audi entered anyway, and won the World Rally Manufacturers' Championship in 1982 and 1984, and the Drivers' Championship in 1983 and 1984. Only 400 cars were required for homologation. Demand was high enough that Audi built 11,452 in total between 1980 and 1991. Before the Quattro, all-wheel drive belonged to tractors and military vehicles and was a rare feature among sports cars. After it, every performance car manufacturer in the world had to reconsider what a fast road car could be.

It used a turbocharged 2.1L five-cylinder, 200 HP, and a permanent all-wheel drive system with manually lockable centre and rear differentials. Rally regulations at the time said nothing about AWD because nobody thought it was relevant. Audi entered anyway, and won the World Rally Manufacturers' Championship in 1982 and 1984, and the Drivers' Championship in 1983 and 1984. Only 400 cars were required for homologation. Demand was high enough that Audi built 11,452 in total between 1980 and 1991. Before the Quattro, all-wheel drive belonged to tractors and military vehicles and was a rare feature among sports cars. After it, every performance car manufacturer in the world had to reconsider what a fast road car could be.

48,901 views

The Mercedes-AMG W205 C63 launched in 2015, which means this car is now ten years old. That is difficult to reconcile because it still feels current in a way few cars manage to do. The 4.0-litre biturbo V8 and with 500 Hp in the ultimate version and relatively compact dimensions defined what a modern performance saloon was supposed to feel like before electrification and downsizing shifted priorities. At the time, the W205 felt like a technical upgrade over its predecessor. Today, it feels like the closing chapter of something more mechanical. The fact that it still holds attention is not about speed or numbers, but about how complete the package was. It represents the end of a period when AMG could still prioritise engine character over efficiency narratives.

The Mercedes-AMG W205 C63 launched in 2015, which means this car is now ten years old. That is difficult to reconcile because it still feels current in a way few cars manage to do. The 4.0-litre biturbo V8 and with 500 Hp in the ultimate version and relatively compact dimensions defined what a modern performance saloon was supposed to feel like before electrification and downsizing shifted priorities. At the time, the W205 felt like a technical upgrade over its predecessor. Today, it feels like the closing chapter of something more mechanical. The fact that it still holds attention is not about speed or numbers, but about how complete the package was. It represents the end of a period when AMG could still prioritise engine character over efficiency narratives.

97,658 views

When the C219 CLS launched in 2004, it invented a body style that every other manufacturer spent the next decade trying to copy. Four doors, a fastback roofline, no B-pillar, and frameless windows, none of which existed together in one car before this. The CLS 500 came with the 5.0L M113 V8, 306 HP and 460 Nm, fitted with two spark plugs per cylinder for a more even burn across the combustion cycle. It was built on the W211 E-Class platform but with completely different proportions and a lower, more aggressive seating position with 4 seats, not 5. That made it feel like a different car entirely. Most buyers chose the diesel because it was cheaper to run. The ones who chose the V8 got the engine the car was always meant to have.

When the C219 CLS launched in 2004, it invented a body style that every other manufacturer spent the next decade trying to copy. Four doors, a fastback roofline, no B-pillar, and frameless windows, none of which existed together in one car before this. The CLS 500 came with the 5.0L M113 V8, 306 HP and 460 Nm, fitted with two spark plugs per cylinder for a more even burn across the combustion cycle. It was built on the W211 E-Class platform but with completely different proportions and a lower, more aggressive seating position with 4 seats, not 5. That made it feel like a different car entirely. Most buyers chose the diesel because it was cheaper to run. The ones who chose the V8 got the engine the car was always meant to have.

50,488 views

The E46 M3 GTR exists because BMW Motorsport needed an engine that did not exist. The P60B40 V8 was developed specifically to homologate the car for racing, and it never appeared in any other BMW road model. It was compact, lightweight and built for sustained high-rpm use rather than everyday refinement. This engine was not a variant of something else. It was a purpose-built solution to a single problem, to BEAT PORSCHE. That is why it disappeared once the problem disappeared. The GTR did not create a new direction for BMW. It marked a moment when the brand allowed motorsport to override normal product logic completely.

The E46 M3 GTR exists because BMW Motorsport needed an engine that did not exist. The P60B40 V8 was developed specifically to homologate the car for racing, and it never appeared in any other BMW road model. It was compact, lightweight and built for sustained high-rpm use rather than everyday refinement. This engine was not a variant of something else. It was a purpose-built solution to a single problem, to BEAT PORSCHE. That is why it disappeared once the problem disappeared. The GTR did not create a new direction for BMW. It marked a moment when the brand allowed motorsport to override normal product logic completely.

80,974 views

The M550i uses a very different logic. Its 4.4-litre twin-turbo V8 N63TU3 produces around 523 hp and is paired with all-wheel drive and an automatic transmission tuned for both speed and refinement. Compared with a full M5, the M550i is not positioned as a flagship. It is positioned as a fast 5 Series that sounds more like a usual V8. The engineering emphasis is on torque delivery, stability and comfort rather than maximum lap time. The M550i shows how BMW used to integrate high output V8 power into its core range instead of isolating it inside a specialist model.

The M550i uses a very different logic. Its 4.4-litre twin-turbo V8 N63TU3 produces around 523 hp and is paired with all-wheel drive and an automatic transmission tuned for both speed and refinement. Compared with a full M5, the M550i is not positioned as a flagship. It is positioned as a fast 5 Series that sounds more like a usual V8. The engineering emphasis is on torque delivery, stability and comfort rather than maximum lap time. The M550i shows how BMW used to integrate high output V8 power into its core range instead of isolating it inside a specialist model.

78,567 views

Italy doesn't really like engines over 2.0 litres – so BMW built a mini M3 for them in 1987. The 320is had the same S14 engine, just a shorter stroke. A happy high-revving 2.0-litre that made 192 HP, perfectly balanced, and exclusive to Italy and Portugal. The “Italian M3” – engineered purely to beat tax law with precision.

Italy doesn't really like engines over 2.0 litres – so BMW built a mini M3 for them in 1987. The 320is had the same S14 engine, just a shorter stroke. A happy high-revving 2.0-litre that made 192 HP, perfectly balanced, and exclusive to Italy and Portugal. The “Italian M3” – engineered purely to beat tax law with precision.

59,451 views

BMW M5, E60. This is what made it special. The engine. V10 in a family saloon, what was BMW thinking or snorting back then? 500 hp from the S85B50 V10 engine, high revving and one of the best sounding V10's ever and the best sounding BMW of all time. Nothing else matters as much. Of course, there are downsides. Reliability isn’t great. This is not a simple car to own. But that’s part of it, high risk, high reward. You take care of it, and it gives you that V10 sound. Some even converted them to manual to ditch the SMG gearbox and USA even got the manual from factory. And there’s a Touring as well, even more added insanity.

BMW M5, E60. This is what made it special. The engine. V10 in a family saloon, what was BMW thinking or snorting back then? 500 hp from the S85B50 V10 engine, high revving and one of the best sounding V10's ever and the best sounding BMW of all time. Nothing else matters as much. Of course, there are downsides. Reliability isn’t great. This is not a simple car to own. But that’s part of it, high risk, high reward. You take care of it, and it gives you that V10 sound. Some even converted them to manual to ditch the SMG gearbox and USA even got the manual from factory. And there’s a Touring as well, even more added insanity.

28,342 views

Porsche 911 Turbo, 930 or the Widowmaker. You instantly know this car when you're older. Whale tail spoiler. Wide rear arches. 930's 3.3L turbo flat-six or the rarer 3.0 version that came earlier. This is the shape people picture when they think “classic 911 Turbo”. Aggressive, simple and instantly recognisable. The sound of the flatsix during that time, that sound is so raw, and you can even hear the turbo whistle in the other clip. An icon before any sort of social media, not overhyped today.

Porsche 911 Turbo, 930 or the Widowmaker. You instantly know this car when you're older. Whale tail spoiler. Wide rear arches. 930's 3.3L turbo flat-six or the rarer 3.0 version that came earlier. This is the shape people picture when they think “classic 911 Turbo”. Aggressive, simple and instantly recognisable. The sound of the flatsix during that time, that sound is so raw, and you can even hear the turbo whistle in the other clip. An icon before any sort of social media, not overhyped today.

22,923 views

BMW M550d, G30/G31. Looks like a normal M-Sport 5 Series, however underneath is B57 quad-turbo diesel straight-six making 394 hp and 760 Nm of torque. That already sounds excessive. The engine isn’t just boosted. It’s been reinforced internally to handle the pressure, which is why it can deliver that kind of performance reliably. And the result is surprising. This thing moves hard Built for long distances, autobahn runs and effortless speed. 250 km/h comes quickly, and without a limiter it can push well beyond that with 280 km/h stock and here where its tuned its even further. You wouldn’t know if you have ever walked by one or one has driven past you just because it never had badges. No aggressive look like an M5 really. Debadge it, and no one can tell what it is. That’s what makes it a real sleeper.

BMW M550d, G30/G31. Looks like a normal M-Sport 5 Series, however underneath is B57 quad-turbo diesel straight-six making 394 hp and 760 Nm of torque. That already sounds excessive. The engine isn’t just boosted. It’s been reinforced internally to handle the pressure, which is why it can deliver that kind of performance reliably. And the result is surprising. This thing moves hard Built for long distances, autobahn runs and effortless speed. 250 km/h comes quickly, and without a limiter it can push well beyond that with 280 km/h stock and here where its tuned its even further. You wouldn’t know if you have ever walked by one or one has driven past you just because it never had badges. No aggressive look like an M5 really. Debadge it, and no one can tell what it is. That’s what makes it a real sleeper.

26,087 views

BMW M5, E28. The first M5. Hand-assembled by BMW Motorsport in Garching, not built like a normal 5 Series. Powered by a 3.5L straight-six derived from the BMW M1’s engine. 282 hp and 5-speed manual only. At the time, it was faster than many sports cars like Ferrari 328. And it didn’t even look the part with subtle M badges on the exterior. From the outside, it could pass as a normal 5 Series. That’s what made it different and it was the beginning of a new segment of sleeper super saloons. Nothing really competed with it at the time. Everything that came after followed this.

BMW M5, E28. The first M5. Hand-assembled by BMW Motorsport in Garching, not built like a normal 5 Series. Powered by a 3.5L straight-six derived from the BMW M1’s engine. 282 hp and 5-speed manual only. At the time, it was faster than many sports cars like Ferrari 328. And it didn’t even look the part with subtle M badges on the exterior. From the outside, it could pass as a normal 5 Series. That’s what made it different and it was the beginning of a new segment of sleeper super saloons. Nothing really competed with it at the time. Everything that came after followed this.

24,653 views

The Touareg 4.0 TDI represents Volkswagen pushing diesel technology further than the rest of its range ever required. This V8 diesel was developed specifically for high-torque, high-load use in a luxury SUV format. It was heavy, complex and expensive, and it never filtered into other VW passenger models. It existed because the Touareg demanded it, not because the brand wanted a new engine family.

The Touareg 4.0 TDI represents Volkswagen pushing diesel technology further than the rest of its range ever required. This V8 diesel was developed specifically for high-torque, high-load use in a luxury SUV format. It was heavy, complex and expensive, and it never filtered into other VW passenger models. It existed because the Touareg demanded it, not because the brand wanted a new engine family.

28,933 views

Automatic start-stop is absolutely pointless. You wake up, get in the car and start it. Let it warm up. You start driving. First intersection, you stop and the engine just shuts off. Immediately annoying. So what do you do, Turn it off. Every time. It’s meant to save fuel and reduce emissions in theory. In reality, nobody uses it and that’s why it’s useless. I like to think that it hurts the engine more in the long run.

Automatic start-stop is absolutely pointless. You wake up, get in the car and start it. Let it warm up. You start driving. First intersection, you stop and the engine just shuts off. Immediately annoying. So what do you do, Turn it off. Every time. It’s meant to save fuel and reduce emissions in theory. In reality, nobody uses it and that’s why it’s useless. I like to think that it hurts the engine more in the long run.

19,692 views

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Italy taxes engines heavily above 2.0 litres. The E30 M3's S14 ran 2.3 litres, making it commercially unviable there. BMW's response was the 320is, sold exclusively in Italy and Portugal, using an S14 de-stroked to exactly 2.0 litres by shortening the crankshaft and replacing the pistons and connecting rods. The 320is produced 192 PS from that 2.0-litre four-cylinder. It shared the M3's dogleg gearbox, limited-slip differential, and the same engine. The block, the head, the redline were all S14. Only the bore and stroke had changed. In Italy and Portugal, buyers received an M3-specification car for the tax cost of a 2.0-litre engine. In club racing, that displacement also opened the 2.0-litre class, where the M3-derived engine ran against machinery with a fraction of its development budget. The 320is never left those two markets, never received the international press the M3 earned. It was an M3 built to satisfy a tax code. That is not a footnote. That is a car worth knowing.
0:20
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Italy taxes engines heavily above 2.0 litres. The E30 M3's S14 ran 2.3 litres, making it commercially unviable there. BMW's response was the 320is, sold exclusively in Italy and Portugal, using an S14 de-stroked to exactly 2.0 litres by shortening the crankshaft and replacing the pistons and connecting rods. The 320is produced 192 PS from that 2.0-litre four-cylinder. It shared the M3's dogleg gearbox, limited-slip differential, and the same engine. The block, the head, the redline were all S14. Only the bore and stroke had changed. In Italy and Portugal, buyers received an M3-specification car for the tax cost of a 2.0-litre engine. In club racing, that displacement also opened the 2.0-litre class, where the M3-derived engine ran against machinery with a fraction of its development budget. The 320is never left those two markets, never received the international press the M3 earned. It was an M3 built to satisfy a tax code. That is not a footnote. That is a car worth knowing.

Autowelt

145,621 views • 24 days ago

In October 1984, Volkswagen launched the first AWD Passat only with the five-cylinder engine, and using an AWD system borrowed directly from Audi. The Syncro's drivetrain came from the Audi 80 Quattro rather than the simpler Golf Syncro system. The 2.0L five-cylinder produced 115 PS. The 2.2L option added 136 PS. In North America, the car was sold as the Volkswagen Quantum Syncro. VW's own press material at the time described it as ideal for people who experience long winters and need a large cargo space for work or leisure. The whole system is purely mechanical with center and rear locking difs with knobs that can lock either one for extreme road conditions. When first shown at the 1983 Frankfurt Motor Show, the car was meant to be called the Passat Tetra. The Syncro name stuck. A family estate with quattro's DNA, wearing a VW badge - most people drove past it without ever knowing.
1:01
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In October 1984, Volkswagen launched the first AWD Passat only with the five-cylinder engine, and using an AWD system borrowed directly from Audi. The Syncro's drivetrain came from the Audi 80 Quattro rather than the simpler Golf Syncro system. The 2.0L five-cylinder produced 115 PS. The 2.2L option added 136 PS. In North America, the car was sold as the Volkswagen Quantum Syncro. VW's own press material at the time described it as ideal for people who experience long winters and need a large cargo space for work or leisure. The whole system is purely mechanical with center and rear locking difs with knobs that can lock either one for extreme road conditions. When first shown at the 1983 Frankfurt Motor Show, the car was meant to be called the Passat Tetra. The Syncro name stuck. A family estate with quattro's DNA, wearing a VW badge - most people drove past it without ever knowing.

Autowelt

248,472 views • 2 months ago

The Up GTI weighs about as much as the original 1976 Mk1 Golf GTI and makes almost identical power - 115 PS from a 1.0L turbocharged three-cylinder, in a body the size of a city car. It is a genuinely strange thing to exist in 2018, a hot hatch built on the smallest, cheapest platform VW makes, with a six-speed manual and a chassis tuned specifically to be thrown around. On The Grand Tour, the Up GTI went around the Eboladrome test track faster than the Countach and the Testarossa. Whatever the exact comparison, the point stands: a city car with 115 PS embarrassed cars costing many multiples of its price simply through being light, direct, and uncomplicated. Rare not because few were built, but because nothing else like it exists today.
0:21
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The Up GTI weighs about as much as the original 1976 Mk1 Golf GTI and makes almost identical power - 115 PS from a 1.0L turbocharged three-cylinder, in a body the size of a city car. It is a genuinely strange thing to exist in 2018, a hot hatch built on the smallest, cheapest platform VW makes, with a six-speed manual and a chassis tuned specifically to be thrown around. On The Grand Tour, the Up GTI went around the Eboladrome test track faster than the Countach and the Testarossa. Whatever the exact comparison, the point stands: a city car with 115 PS embarrassed cars costing many multiples of its price simply through being light, direct, and uncomplicated. Rare not because few were built, but because nothing else like it exists today.

Autowelt

162,681 views • 3 months ago

Modern RS engineering reached its peak with the C8 RS6. Still a 4.0-litre twin-turbo V8, now around 592 hp, paired with mild-hybrid systems and far more chassis complexity. The character shifted slightly - heavier, more managed, quieter, but the aftermarket solves that easily.
0:24
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Modern RS engineering reached its peak with the C8 RS6. Still a 4.0-litre twin-turbo V8, now around 592 hp, paired with mild-hybrid systems and far more chassis complexity. The character shifted slightly - heavier, more managed, quieter, but the aftermarket solves that easily.

Autowelt

264,821 views • 8 months ago

The W140 was the most overengineered car Mercedes ever built. Double-glazed windows, soft-close doors, and a body structure so rigid it weighed nearly two tonnes before anyone sat in it. Mercedes built it at a time when cost and weight were secondary concerns, the brief was simply to make the best car in the world, the perfect luxury car. The S420 uses the M119 4.2L V8, 275 HP and 400 Nm, not as powerful as the S500, not as expensive as the S600, but the same platform, the same interior, and the same build quality that allows these cars to cover 400,000 km and still drive as they should. This was just the base V8 model for the people that didn't want to pay the premium for the S500. Credit: @Esprit1196 from youtube.
0:57
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The W140 was the most overengineered car Mercedes ever built. Double-glazed windows, soft-close doors, and a body structure so rigid it weighed nearly two tonnes before anyone sat in it. Mercedes built it at a time when cost and weight were secondary concerns, the brief was simply to make the best car in the world, the perfect luxury car. The S420 uses the M119 4.2L V8, 275 HP and 400 Nm, not as powerful as the S500, not as expensive as the S600, but the same platform, the same interior, and the same build quality that allows these cars to cover 400,000 km and still drive as they should. This was just the base V8 model for the people that didn't want to pay the premium for the S500. Credit: @Esprit1196 from youtube.

Autowelt

116,290 views • 4 months ago

The first Touareg had a V10 TDI. The second generation replaced it with something far less in size: a 4.2L V8 TDI, 340 PS and 800 Nm, which is actually 50 Nm more torque than the V10 it succeeded. This is also the generation that moved onto the same platform as the Porsche Cayenne, sharing its underpinnings and several engines with Audi and Porsche - a level of platform sharing that is unusual for a VW-badged car. As a daily driver it solved everything the V10 made difficult, but lighter, simpler, far less likely to leave you searching for obscure parts. Most people who know the Touareg only remember the V10 story. The V8 that replaced it was the better car in almost every way, and almost nobody talks about its since its not as great as the V10
0:23
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The first Touareg had a V10 TDI. The second generation replaced it with something far less in size: a 4.2L V8 TDI, 340 PS and 800 Nm, which is actually 50 Nm more torque than the V10 it succeeded. This is also the generation that moved onto the same platform as the Porsche Cayenne, sharing its underpinnings and several engines with Audi and Porsche - a level of platform sharing that is unusual for a VW-badged car. As a daily driver it solved everything the V10 made difficult, but lighter, simpler, far less likely to leave you searching for obscure parts. Most people who know the Touareg only remember the V10 story. The V8 that replaced it was the better car in almost every way, and almost nobody talks about its since its not as great as the V10

Autowelt

91,020 views • 3 months ago

The 1.9 TDI became almost independent from any single car. It powered Golfs, Passats, Octavias Ibizas and so much more, and in many cases the same engine was swapped through several bodies over its life. The mechanical simplicity and conservative boost strategy made it nearly impossible to kill in normal use. Later 2.0 TDIs delivered better performance and cleaner emissions, yet they never matched the 1.9’s reputation for tolerance. Gearboxes wore out, interiors collapsed, but the diesel kept commuting. It turned from an engine into a benchmark for what durability in everyday transport should look like.
1:11
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The 1.9 TDI became almost independent from any single car. It powered Golfs, Passats, Octavias Ibizas and so much more, and in many cases the same engine was swapped through several bodies over its life. The mechanical simplicity and conservative boost strategy made it nearly impossible to kill in normal use. Later 2.0 TDIs delivered better performance and cleaner emissions, yet they never matched the 1.9’s reputation for tolerance. Gearboxes wore out, interiors collapsed, but the diesel kept commuting. It turned from an engine into a benchmark for what durability in everyday transport should look like.

Autowelt

175,676 views • 8 months ago

In the late 1990s, Rolls-Royce needed a new engine. The old pushrod V8 that had powered their cars for decades could no longer meet European emissions regulations. Rolls-Royce's went looking for a supplier and BMW stepped forward with something specific, a 5.4L aluminium alloy V12, built exclusively for this car. The M73 engine, the same unit from the BMW 750i, 850i, was adapted for the Silver Seraph with a five-speed ZF automatic gearbox. It produced 326 PS and made the Silver Seraph the first Rolls-Royce with a twelve-cylinder engine since the 1939 Phantom III. It was also the first Rolls-Royce ever designed using computer-aided design software. The body was 65% stiffer than the car it replaced. And then, while the Silver Seraph was still in production, BMW acquired Rolls-Royce entirely. The engine supplier became the owner.
2:09
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In the late 1990s, Rolls-Royce needed a new engine. The old pushrod V8 that had powered their cars for decades could no longer meet European emissions regulations. Rolls-Royce's went looking for a supplier and BMW stepped forward with something specific, a 5.4L aluminium alloy V12, built exclusively for this car. The M73 engine, the same unit from the BMW 750i, 850i, was adapted for the Silver Seraph with a five-speed ZF automatic gearbox. It produced 326 PS and made the Silver Seraph the first Rolls-Royce with a twelve-cylinder engine since the 1939 Phantom III. It was also the first Rolls-Royce ever designed using computer-aided design software. The body was 65% stiffer than the car it replaced. And then, while the Silver Seraph was still in production, BMW acquired Rolls-Royce entirely. The engine supplier became the owner.

Autowelt

45,953 views • 2 months ago

When the 964 launched in 1989, Porsche did not begin with the rear-wheel-drive version. The first 964 to reach customers was the Carrera 4, the first 911 in the model's history to put power through all four wheels. The system used a planetary gear transfer case with a fixed 31/69 front-rear torque split. ABS sensors monitored wheel slip and hydraulically activated multi-disc clutch locks at both axles, redistributing torque automatically in response to traction loss. The M64, a 3.6-litre flat-six, produced 250 PS and 310 Nm. 0-100 km/h in approximately 5.7 seconds. Top speed 260 km/h. Porsche chose to launch the new 911 generation with the AWD car first which caused panic among the 911 audience. The rear-wheel-drive Carrera 2 followed a year later. Every 911 with all-wheel drive built after the 964, across every generation that followed, carries that 1989 decision as its starting point.
0:39
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When the 964 launched in 1989, Porsche did not begin with the rear-wheel-drive version. The first 964 to reach customers was the Carrera 4, the first 911 in the model's history to put power through all four wheels. The system used a planetary gear transfer case with a fixed 31/69 front-rear torque split. ABS sensors monitored wheel slip and hydraulically activated multi-disc clutch locks at both axles, redistributing torque automatically in response to traction loss. The M64, a 3.6-litre flat-six, produced 250 PS and 310 Nm. 0-100 km/h in approximately 5.7 seconds. Top speed 260 km/h. Porsche chose to launch the new 911 generation with the AWD car first which caused panic among the 911 audience. The rear-wheel-drive Carrera 2 followed a year later. Every 911 with all-wheel drive built after the 964, across every generation that followed, carries that 1989 decision as its starting point.

Autowelt

16,856 views • 24 days ago

BMW M760Li, G12. This breaks 305 km/h with the M Drivers Package. Hiding serious speed. The car just wants to keep going after 300 km/h. For BMW its unusual to make a V12 M performance car, its what makes it unusual.
0:58
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BMW M760Li, G12. This breaks 305 km/h with the M Drivers Package. Hiding serious speed. The car just wants to keep going after 300 km/h. For BMW its unusual to make a V12 M performance car, its what makes it unusual.

Autowelt

82,596 views • 5 months ago

BMW 540i, G30. Powered by the B58 straight-six, one of BMW’s most reliable modern engines. Exact same version of engine as the M140i and M240i. Just used differently here and this isn’t a car you push all the time since its all about smooth effortless speed. You get rear-wheel drive, estate versions, even hybrid options in the 545e. And a much more refined experience overall. Most people go straight for the M340i, but this is just as good in a different way. Better interior, the best in the pre-LCI. A proper balance daily car and a tuners favourite.
0:42
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BMW 540i, G30. Powered by the B58 straight-six, one of BMW’s most reliable modern engines. Exact same version of engine as the M140i and M240i. Just used differently here and this isn’t a car you push all the time since its all about smooth effortless speed. You get rear-wheel drive, estate versions, even hybrid options in the 545e. And a much more refined experience overall. Most people go straight for the M340i, but this is just as good in a different way. Better interior, the best in the pre-LCI. A proper balance daily car and a tuners favourite.

Autowelt

91,547 views • 6 months ago

Audi RS6, C6. This breaks 300 km/h. A twin-turbo V10 wagon. Built for speed, but only upwards to 250km/h, factory limited. But capable of going to 320 km/h without the limiter. And tuned versions like this example with 850 hp set the number even higher. A family car doing supercar numbers, it is literal insanity.
0:58
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Audi RS6, C6. This breaks 300 km/h. A twin-turbo V10 wagon. Built for speed, but only upwards to 250km/h, factory limited. But capable of going to 320 km/h without the limiter. And tuned versions like this example with 850 hp set the number even higher. A family car doing supercar numbers, it is literal insanity.

Autowelt

72,964 views • 5 months ago

The 525e was designed at a time when power was no longer the only thing that mattered. The e stands for eta, the Greek letter used in thermodynamics to denote efficiency. BMW took the M20 2.0L petrol engine, stroked it to 2.7L, and optimised it not for peak power but for maximum torque at the lowest possible RPM. The result was 125 PS, almost identical to the 520i alongside it, but with 240 Nm available from just 3,250 RPM, which was more low-end torque than even the turbocharged 524td diesel at the time. 0-100 km/h in around 11 seconds is honest about what it is. What those numbers don't tell you is that the 525e pulls from 1,500 RPM, cruises at motorway speeds without working, and does it all with the inherent smoothness of a naturally aspirated inline-six that simply cannot be replicated by a diesel or a four-cylinder. Fuel consumption ended up being somewhere around 8 to 9 L/100 km and with a 70 L fuel tank the car could even do 1000 km trips. BMW sold it with a very long final drive ratio specifically to keep revs low at speed. It was designed for people who drove and appreciated the journey rather than the sprint. A slow BMW that is genuinely enjoyable, in the most honest way a BMW can be.
0:20
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The 525e was designed at a time when power was no longer the only thing that mattered. The e stands for eta, the Greek letter used in thermodynamics to denote efficiency. BMW took the M20 2.0L petrol engine, stroked it to 2.7L, and optimised it not for peak power but for maximum torque at the lowest possible RPM. The result was 125 PS, almost identical to the 520i alongside it, but with 240 Nm available from just 3,250 RPM, which was more low-end torque than even the turbocharged 524td diesel at the time. 0-100 km/h in around 11 seconds is honest about what it is. What those numbers don't tell you is that the 525e pulls from 1,500 RPM, cruises at motorway speeds without working, and does it all with the inherent smoothness of a naturally aspirated inline-six that simply cannot be replicated by a diesel or a four-cylinder. Fuel consumption ended up being somewhere around 8 to 9 L/100 km and with a 70 L fuel tank the car could even do 1000 km trips. BMW sold it with a very long final drive ratio specifically to keep revs low at speed. It was designed for people who drove and appreciated the journey rather than the sprint. A slow BMW that is genuinely enjoyable, in the most honest way a BMW can be.

Autowelt

47,177 views • 3 months ago

The SL 65 AMG was never meant to be popular. It was a technical demonstration disguised as a road car. The M275 twin-turbo V12 delivered torque at a level that made numbers almost irrelevant. Mercedes solved performance with cylinders and displacement rather than software. Today you can't buy a completely new SL 65 since the flagship is a V8. It was excessive, intentional, and entirely unrepeatable.
0:47
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The SL 65 AMG was never meant to be popular. It was a technical demonstration disguised as a road car. The M275 twin-turbo V12 delivered torque at a level that made numbers almost irrelevant. Mercedes solved performance with cylinders and displacement rather than software. Today you can't buy a completely new SL 65 since the flagship is a V8. It was excessive, intentional, and entirely unrepeatable.

Autowelt

97,899 views • 8 months ago

10 years ago, this is what an Audi RS5 was. A naturally aspirated V8 revs all the way to 8500 RPM. And the way it builds power is just smooth and even. That’s what makes it special. Look at the rivals: W205 C63, F80 M3 are both turbocharged. This wasn’t so this was screaming compared to the muffled noise from the Mercedes and M3. And you can hear the difference immediately. The sound alone puts it ahead. Compared to newer cars, it’s the same story. They might be faster. But they don’t sound like this when they have gone more quiet, downsized and use filters because EU wants them.
0:46
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10 years ago, this is what an Audi RS5 was. A naturally aspirated V8 revs all the way to 8500 RPM. And the way it builds power is just smooth and even. That’s what makes it special. Look at the rivals: W205 C63, F80 M3 are both turbocharged. This wasn’t so this was screaming compared to the muffled noise from the Mercedes and M3. And you can hear the difference immediately. The sound alone puts it ahead. Compared to newer cars, it’s the same story. They might be faster. But they don’t sound like this when they have gone more quiet, downsized and use filters because EU wants them.

Autowelt

74,757 views • 6 months ago

The W126 300SD was never sold in Europe. It existed specifically for North America, where US Corporate Average Fuel Economy regulations following the 1973 oil crisis had forced every manufacturer to think about fleet fuel consumption across their entire range. Mercedes' solution was the OM617, a turbocharged 3.0L five-cylinder diesel producing 125 PS and 250 Nm, fitted into the full S-Class body and sold as a premium, efficient alternative to the V8 models alongside it. 78,725 built for the US and Canadian markets. 0-100 km/h in around 16 seconds. That is a number that explains the car's existence entirely, this was never about performance. It was about allowing Mercedes to sell 500SELs in North America without breaching fleet economy targets. The OM617 developed a legendary reputation for reliability, with documented examples covering well past 800,000 km on original internals. A diesel S-Class nobody outside North America ever got to buy, built for regulatory reasons rather than enthusiasm.
0:24
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The W126 300SD was never sold in Europe. It existed specifically for North America, where US Corporate Average Fuel Economy regulations following the 1973 oil crisis had forced every manufacturer to think about fleet fuel consumption across their entire range. Mercedes' solution was the OM617, a turbocharged 3.0L five-cylinder diesel producing 125 PS and 250 Nm, fitted into the full S-Class body and sold as a premium, efficient alternative to the V8 models alongside it. 78,725 built for the US and Canadian markets. 0-100 km/h in around 16 seconds. That is a number that explains the car's existence entirely, this was never about performance. It was about allowing Mercedes to sell 500SELs in North America without breaching fleet economy targets. The OM617 developed a legendary reputation for reliability, with documented examples covering well past 800,000 km on original internals. A diesel S-Class nobody outside North America ever got to buy, built for regulatory reasons rather than enthusiasm.

Autowelt

34,866 views • 2 months ago

The MK1 Scirocco was styled by Giugiaro and launched six months before the Golf it shared its platform with. For the MK2 in 1981, VW brought design in-house under Herbert Schäfer - Giugiaro submitted a proposal and it was rejected. The result was a longer, lower, more aerodynamic coupe that was 10% more slippery through the air than its predecessor, assembled by Karmann in Osnabrück throughout its eleven-year production run. The range ran from a 1.3L base model all the way to the GTX 16V - which used the same 1.8L 139 HP 16-valve engine as the MK2 Golf GTI. A coupe that shared its running gear with one of the most famous hot hatches in history, in a body that the Golf GTI never had. Produced until 1992. Never directly replaced really. This Scirocco in the video is a GT.
1:28
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The MK1 Scirocco was styled by Giugiaro and launched six months before the Golf it shared its platform with. For the MK2 in 1981, VW brought design in-house under Herbert Schäfer - Giugiaro submitted a proposal and it was rejected. The result was a longer, lower, more aerodynamic coupe that was 10% more slippery through the air than its predecessor, assembled by Karmann in Osnabrück throughout its eleven-year production run. The range ran from a 1.3L base model all the way to the GTX 16V - which used the same 1.8L 139 HP 16-valve engine as the MK2 Golf GTI. A coupe that shared its running gear with one of the most famous hot hatches in history, in a body that the Golf GTI never had. Produced until 1992. Never directly replaced really. This Scirocco in the video is a GT.

Autowelt

45,916 views • 3 months ago

Audi 200 Turbo Quattro, C3. A turbocharged five-cylinder, manual gearbox and quattro. Back then, there were no S or RS models. This was as far as you could go. 217 hp in the 20v version, which was serious performance for the time with permanent all wheel drive from derived from Audi's rally technology. 217 horses was plenty to get you to 240 km/h and there was an Avant version as well. And a tuner favourite too. What makes it important is what came after. This car laid the groundwork for the urS4 and urS6. A real piece of early Audi performance history.
0:22
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Audi 200 Turbo Quattro, C3. A turbocharged five-cylinder, manual gearbox and quattro. Back then, there were no S or RS models. This was as far as you could go. 217 hp in the 20v version, which was serious performance for the time with permanent all wheel drive from derived from Audi's rally technology. 217 horses was plenty to get you to 240 km/h and there was an Avant version as well. And a tuner favourite too. What makes it important is what came after. This car laid the groundwork for the urS4 and urS6. A real piece of early Audi performance history.

Autowelt

64,069 views • 6 months ago

BMW M3, E92. 414 hp. From a 4.0L naturally aspirated V8. Revving to 8,400 rpm with no turbo. 0–100 km/h in around 4.6 seconds. Back then, 400 hp meant revs and sound in the 2000s. Not torque, not instant speed. This was about the experience, this car wanted you to rev the engine hard, this is a backroads car for going fast. One of the last naturally aspirated M3s. Compared to a modern M340i with maybe similar power, this feels slower, but this M3 is way better feeling and its a V8 M3, the only V8 M3 and the older M3's feel way way more alive.
0:31
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BMW M3, E92. 414 hp. From a 4.0L naturally aspirated V8. Revving to 8,400 rpm with no turbo. 0–100 km/h in around 4.6 seconds. Back then, 400 hp meant revs and sound in the 2000s. Not torque, not instant speed. This was about the experience, this car wanted you to rev the engine hard, this is a backroads car for going fast. One of the last naturally aspirated M3s. Compared to a modern M340i with maybe similar power, this feels slower, but this M3 is way better feeling and its a V8 M3, the only V8 M3 and the older M3's feel way way more alive.

Autowelt

58,875 views • 5 months ago

The E46 330i is the car BMW wanted you to buy. Rear-wheel drive, the same M54 3.0L straight-six producing 231 PS, a chassis widely considered one of the most balanced and communicative BMW ever built. The 330xi adds the xi all-wheel drive system with a fixed 38/62 front-to-rear split. It weighs more, sits slightly higher, and the steering is noticeably heavier due to the added front drivetrain components. In dry conditions and on a demanding road, the 330i is the better driver's car. In wet and icy conditions the 330xi is the one to be more confident to drive in. In snow and ice, particularly in mountainous or cold-climate regions, it is genuinely transformative, the combination of xDrive and a good set of winter tyres makes it capable in conditions where a rear-wheel drive car requires significantly more skill. If you live somewhere that sees serious winter weather and you need one car to do everything, the 330xi makes complete sense. If you live somewhere mild, the 330i is simply the better car. The xi is not a compromise. It just has a specific reason to exist and if that reason applies to you, it is the right choice.
1:18
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The E46 330i is the car BMW wanted you to buy. Rear-wheel drive, the same M54 3.0L straight-six producing 231 PS, a chassis widely considered one of the most balanced and communicative BMW ever built. The 330xi adds the xi all-wheel drive system with a fixed 38/62 front-to-rear split. It weighs more, sits slightly higher, and the steering is noticeably heavier due to the added front drivetrain components. In dry conditions and on a demanding road, the 330i is the better driver's car. In wet and icy conditions the 330xi is the one to be more confident to drive in. In snow and ice, particularly in mountainous or cold-climate regions, it is genuinely transformative, the combination of xDrive and a good set of winter tyres makes it capable in conditions where a rear-wheel drive car requires significantly more skill. If you live somewhere that sees serious winter weather and you need one car to do everything, the 330xi makes complete sense. If you live somewhere mild, the 330i is simply the better car. The xi is not a compromise. It just has a specific reason to exist and if that reason applies to you, it is the right choice.

Autowelt

36,633 views • 3 months ago