2001 Audi Allroad 2.7T 6-speed

2001 Audi Allroad 2.7T 6-speed

The C5 Audi Allroad, a car that can’t be talked about without someone bringing up the photo of MacGyver being thwarted by one. Now a punching bag by many in the automotive world, I personally don’t think it is worse than any other German car that is over 10 years old. Yes, a twin-turbo V6 and air suspension do make things a little more complicated, but if you stay on top of potential issues, I don’t see the a giant problem with owning one of these. Fortunately, the owner selling this 2001 outside of Cleveland gave this green machine all the love it needs — and maybe even a little more.

CLICK FOR DETAILS: 2001 Audi Allroad 2.7T 6-speed on Cleveland Craigslist

Year: 2001
Model: Allroad 2.7T
Engine: 2.7 liter twin-turbocharged V6
Transmission: 6-speed manual
Mileage: 162,000 mi
Price: $5,500

We are selling our beloved Audi allroad. This has been the most comfortable car we have ever owned. Even more comfortable than the newer Mercedes we replaced it with. The wagon has tons of interior space making it practical and the 6-speed transmission with twin-turbo V6 keeps things fun. We travelled South to Virginia to buy this car – specifically to find one this clean, unmolested, 6-speed and with the highland green interior/exterior color combination.

 

100% stock – not modified or chipped.
6-speed! (faster, more fun and better mpg than the automatic)
162000 miles
Suspension is in good condition and fully functional. (lifetime warranty Arnot airbags & Bilstein shocks)
Heated seats (front & rear)
Heated steering wheel
Bose stereo
Maintenance records on hand
Powder coated stock wheels (fully disassembled and professionally powder coated with UV-protectant gunmetal powder coating)
Falken all-season tires mounted and balanced with 80% tread (8/32nds)
Extra Nokian Hakkapeliitta snow tires in good condition (the best snow tires I could buy)
3rd row seat (stored inside – we have never used it)
No rust!

1985 Audi Coupe GT

1985 Audi Coupe GT

The 1985 Audi Coupe GT debuted the aerodynamic B2 refinements in the 2-door version of the Type 85. Just like the 4000CS quattro I looked at the other day, smooth bumper covers front and rear were met with wide molding and new rocker covers. DOT-required 9004 halogen lights replaced the upright quad-rectangle arrangement on 1984 models, and the new grill sloped to meet stainless trim which surrounded the car. Inside was met with a revised dashboard with new softer-touch plastics, a leather covered steering wheel and few other changes. Mechanically, just as with the 84-85 4000 quattro, there were very few alterations between pre-facelift GT and the ’85. The same KX 110 horsepower inline-5 and 5-speed manual (3-speed automatic available) drove the car, but the ’85 up wore the same 4×108 hubs and brakes (in front, at least) as the quattro.

As with the 4000 line, most of the manual bits available in early B2s disappeared, and in you bought a late model it probably came standard with power locks, mirrors and windows. Most GTs also came equipped with a sunroof (manual and pop-out) and the rear wiper. Today’s example follows that convention minus the rear wiper. The package proved to generally be considered more than the sum of its parts, and in 1985 Car and Driver tested eight GT cars and proclaimed the Audi Coupe GT the best package available, beating ‘sports cars’ like the Supra, Mustang, and Camaro. One of the 3,586 sold in 1985, this Alpine White example reminds of a more simple time when you could drive a car at 10/10ths and still remain (mostly) at legal speeds:

CLICK FOR DETAILS: 1985 Audi Coupe GT on eBay

2005 Audi TT 225 quattro Roadster with 7,000 Miles

2005 Audi TT 225 quattro Roadster with 7,000 Miles

The Audi TT may have felt solidly like a child of the post 9/11 world, but in fact by the early 2000s it was already a pretty old design. The concept car toured the show circuits in 1995. First was the Frankfurt International Car show for the Coupe; later that year, the ‘TTS Roadster’ hit the scene in Tokyo.

While the Coupe would hit the market in 1998 en mass, it wouldn’t be until 2000 that the Roadster model finally was available for purchase. Now with the 225 horsepower 1.8T motor and quattro all-wheel drive, the Roadster was a hit and a serious step up in performance from the outgoing Cabriolet which had soldiered the B4 chassis on to 1998. The 1.8T was massaged and the boost turned up to generate 225 horsepower and 207 lb.ft of torque, available with a 6-speed manual gearbox and all-wheel drive – much more punch than the B4’s V6 had, and it was a model only available in FrontTrack automatic form. For enthusiasts, this was a boon; even the heavy TT Roadster could hustle from 0-60 in a tick over 6 seconds.

I’ve looked at some quite nice examples recently; each, in its own way, a special item. Just a few weeks ago I looked at the impressive Imola Yellow TT Coupe with 27,000 miles:

2004 Audi TT 225 quattro with 27,000 Miles

Before that was a glowing TT ALMS Edition with even fewer miles on the clock:

2002 Audi TT 225 Coupe ALMS Edition with 18,000 Miles

And perhaps most relevant to this listing, a nice 2004 Roadster in very rare Papaya Orange:

2004 Audi TT 225 quattro Roadster

While today’s Roadster doesn’t have the outrageous color, interesting options or limited edition status of the others, it’s nonetheless one of the most impressive examples of the 8N out there, with a staggeringly low 7,433 miles since new:

CLICK FOR DETAILS: 2005 Audi TT 225 quattro Roadster at Coventry Motorcar

1986 4000CS quattro

1986 4000CS quattro

An interesting counter-point to the very low mileage Canadian ’86 4000S quattro is today’s same year, but U.S. market, 4000CS quattro. Mechanically, there was nothing separating these cars, and indeed even from a trim perspective little was different. Branded the “CS” after 1986 to commemorate the 100th anniversary of the automobile, the only real change was the full-time addition of flush centers to the Ronal R8 wheels (it was done haphazardly on some of the ’85 models) and the addition of the mandatory third brake light. However, unlike the Canadian edition car we looked at the other day, U.S. model 4000 quattros all came with the signature polyurethane spoiler painted in the body color.

Options were few on the 4000CS quattro; most came fully loaded with all power accessories and power venting and sliding sunroof. You could opt for a trip computer and heated seats, as well opting for a leather interior. This car, at least from the appearance, has none of those options. However, what you do get is a shining example of the breed in a very unique and not often seen color of Oceanic Blue Metallic:

CLICK FOR DETAILS: 1986 Audi 4000CS quattro on oldcarsonline.com

Northern Exposure: 1986 Audi 4000S quattro with 38,000 Miles

Northern Exposure: 1986 Audi 4000S quattro with 38,000 Miles

Today’s Audi 4000 quattro is a great example of what yesterday’s GTI 16V seller was claiming – a true survivor, in completely unrestored form. Unlike the GTI, though, this Canadian-market 1986 4000S quattro is also completely stock and original, too. Nearly as much a legend in its own right, while the performance of the 4000 was no match for the twin-cam hot hatch (at least, in the dry…), the package nevertheless possessed its own draw for a similarly devoted group of fans. Also as with the GTI, finding a clean and original Type 85 quattro is very difficult, too. But the low mileage Zermatt Silver Metallic example we have here should do the trick for most!

CLICK FOR DETAILS: 1986 Audi 4000S quattro on eBay

Touched by an Angel: 1998 Audi Cabriolet

Touched by an Angel: 1998 Audi Cabriolet

Saying that you like the Audi Cabriolet is like saying you thought Jar Jar Binks was the best developed character in the Star Wars pre-boot.

Put aside the typical top-down motoring bias and stereotype. There were more reasons to single out the Cabriolet. They were soft. They came to the U.S. in automatic only. They were powered exclusively by the yawn-a-minute 2.8 V6. Inherently it’s not a bad motor, and it had more punch than the inline-5s did (barely). But inspired it’s not. And to top it all off? Perhaps that could have been remedied if they were available with quattro, right? No, FrontTrak only. That was Audi’s lame attempt to make the basic front-drivers sound like they had some cool system. Nope, this was a one-wheel drive wonder. So that’s lame-on-lame action when you’re considering an Audi.

So this is Rocky V, or The Sum of All Fears, or that horrible ninth season of the X-Files. But I have a guilty pleasure. No, I still haven’t watched ‘X-hibit C’ above because why on Earth would I do that? But I do really like the Audi Cabriolet. I can logically admit its many shortcomings, and yet every time I see one I’m drawn to the shape. To me, it’s just a pretty car, even if I can’t fully describe why it’s a pretty car. But above and beyond my visual stimulation, this particular listing has some fun stuff to go along with it and is worth the click alone:

CLICK FOR DETAILS: 1998 Audi Cabriolet on eBay

2004 Audi TT 225 quattro with 27,000 Miles

2004 Audi TT 225 quattro with 27,000 Miles

This 2004 Audi TT 225 quattro represents an interesting comparison point to Rob’s Talbot Yellow 911SC from last night. First, the color – Imola Yellow bares a striking resemblance to the infrequently seen 911 shade, but like the tone on the 911 it wasn’t often selected on these TTs. It obviously has a similar overall shape to the 911, too. If you’re reading this, you’re probably not likely to be able to squint and see how alike they are, but to most non-car people, if you parked them side-by-side, they’d likely claim they were much more than distant cousins. I’d wager that most would probably prefer the TT, too – after all, it looks modern and new, still, unlike that ‘old Beetle’ design.

That a clean first generation TT still looks new some 13 years later is rather miraculous. Perhaps it points to a change in car designs; less revolution, more evolution. Consider for a moment that the TT concept (which went into production largely unchanged) toured the car show circuit in 1995 – only 6 years after the move to the 964 model by Porsche. Of course, it’s easy to see why Audi would only evolve the design of the TT. It was a hit off the bat, as pretty much everyone liked the snappy performance, the unique looks, the economic practicality of a 2+2 hatchback, the available all-wheel drive. So park a 2004 TT next to a 2014 TT, and though the design moved into a new decade, it didn’t change direction.

Because the TT has been ubiquitous over the past nearly twenty years in the marketplace, it’s often taken for granted that you can get one pretty much any time you want. News flash: you can get an air-cooled 911 of any variant, an E30 M3, a Bugatti EB110 – whatever – anytime you want, too.…

2002 Audi S6 Avant

2002 Audi S6 Avant

Just the other day on one of the internet chat groups I probably spend far too much time looking at, someone posed the question “Should I buy an Allroad?”

There are two camps of thought on the Allroad. On the one side is the group of individuals, many of whom still own them, for which Audi’s light-off-roader is the best vehicle ever designed. Quickly in speaking with them you realize few of them remain stock, which points towards the cause of the other side of the story.

For those who aren’t fully in love with the Allroad, they’re one of the least reliable, most unnecessarily complicated Audis ever built. And from a company that likes unnecessarily complicated designs, that’s saying something. The electrics fail. The suspensions fail. The turbos (count ’em, two!) fail. Look, I’m a huge Audi fan, but I can acknowledge that you have to really, really want an Allroad to buy into the kind of maintenance you need to perform to keep it going. My mechanic bought my parent’s 6-speed example, and now he’s afraid to drive it because every time he does it breaks. All he talks about is how expensive it is to fix. An ex-Master Audi mechanic. Think about that.

What was interesting to me as this discussion quickly devolved into “It’s the best car ever! (but here’s the laundry list of how to make it the best car ever…)” versus “You can’t afford to own one, because you have to own three so that at any given time one is theoretically working” was that no one brought up the S6. To me, the S6 is the perfect solution for wanting an Allroad. It looks better. It’s got a nicer interior. It’s got more power, and exactly zero turbos that blow. And it’s got an all-steel suspension that doesn’t fail.…

2008 Audi R8

2008 Audi R8

This year marks the tenth anniversary of the introduction of Audi’s supercar-scaring R8. It really was a bit of a leap for the company which typically mastered unsteer-laden sedans to jump into a mid-engine, rear-biased all out sports car, but when they put their mind to it they sure did an impressive job. The design built off existing themes in Audi’s show car history such as the Spyder and Avus concepts of the 90s, but the real foundation work was laid with the twin-turbo Lamborghini V10-powered LeMans quattro show car in 2003. Of course, such a crazy concept would never come to fruition, right?

Fast forward only three years later and the road-ready and newly coined “R8” was brought to the market. Architecture was heavily borrowed from existing models within the company’s umbrella; the basic platform was shared with the Audi-owned Lamborghini Gallardo, while the initial engine came from the RS4 in the form of the 4.2 liter, all-aluminum FSI V8. At 414 horsepower, it might not have given a 599GTB driver much concern, but it surely gave the crew heading into Porsche dealers pause.

From the get-go, journalists swooned over the performance and dynamics of the R8. It was lauded as one of the best packages you could buy – even Clarkson liked it! Even before the mega-V10 model rolled out for 2009’s model year, the 4.2 offered blistering performance in a budget (for the market) package. 0-60 was gone in 4.6 second, the standing quarter in 12.5 and it’d do nearly 190 mph flat-out – at least, that’s what Audi claimed. Car and Driver eclipsed the 60 mark in 4.0 seconds in theirs. At around $120,000 new with some options, the R8 was more dear than any Audi had ever hit market.

But there was something even more odd and unique that this car did, or rather, didn’t do, and it’s one of the main reasons I don’t often write them up.…

Right Hooker Week: 2000 Audi RS4 Avant

Right Hooker Week: 2000 Audi RS4 Avant

While the C6 RS6 Avant and B7 RS4 Avant have been nice to dream about, the reality is that both are pretty unlikely in the near future to be making the trip ‘across the pond’ anytime soon. So let’s consider something which both could, and might.

The B5 RS4 was a legend right when it launched, but for some reason it seems overlooked in the marketplace today. Not as exotic as the RS2, nor as fast as the newer crew of turbocharged Audis, the B5 generation somehow feels lost. It doesn’t help that it was insanely popular to mimic the model’s gaping grills and signature widened flares here, nor that the RS4 engine upgrades are fairly common among enthusiasts. But when you see a real RS4, it’s easy to see why this car was so highly regarded at the time.

First, it’s a very sharp looking car. Nogaro Blue was the defining color for fast Audis in this period, but boy does Imola Yellow stand out. The stance, wheels, flares and bumper covers along with more pronounced exhaust all pull together to make the RS4 feel much more special than a normal S4 Avant. And with 375 horsepower on tap from the Cosworth-developed version of the 2.7 liter twin-turbo V6, it’s not exactly like the B5 RS4 was pokey. In fact, the power-to-weight and performance is nearly identical to the later B7 RS4.

CLICK FOR DETAILS: 2000 Audi RS4 Avant on eBay.co.uk

Right Hooker Week: 2009 Audi RS6 Avant

Right Hooker Week: 2009 Audi RS6 Avant

You want power? When Cosworth slapped a few turbos onto Audi’s venerable 4.2 liter V8 for the C5 RS6, that’s what you got. 450 stampeding horsepower and 428 lb ft. of torque meant that in the early 2000s it was the model to beat. But AMG and BMW M quickly caught up and surged past the C5’s power output – even when Audi upped it with the “Plus” model to 469 hp.

The launch of a new RS6 based upon the C6 platform allowed Audi some room to expand the model’s engine output by literally expanding the engine: now 10 cylinders displaced 5.0 liters. Straddled by two turbochargers again, the second generation RS6’s power output leapt into a new league, with an almost unfathomable 571 horsepower and 479 ft. of torque. The C6 is a heavy car, but it was capable of 911-scaring 0-60 runs and could top 170 mph with ease.

What’s amazing is that Audi’s replacement for this car, the C7, moved to the new twin-turbo V8 4.0T motor. More power right? Well, not so fast; it actually produces about 11 horsepower less than the peak performance of the V10, though I’ll grant that the additional gears and greater torque mean it’s a functionally quicker car (as if it needed to be). Well, quicker than a stock one, at least, because this particular RS6 Avant has been ‘slightly’ upgraded to north of 700 horsepower.

CLICK FOR DETAILS: 2009 Audi RS6 Avant on eBay.co.uk

Right Hooker Week: 2007 Audi RS4 Avant

Right Hooker Week: 2007 Audi RS4 Avant

Okay, enough obscure Audi crap, Carter. You want the real deal. You want what Audi fans look towards der Vaterland for.

You want RS Audis.

Can I blame you? Since 1994, Audi’s RS moniker has stood for performance in all weather, and is usually paired with their signature Avant model for best consumer consumption. While this conversation and most of the internet would immediately turn towards the RS2 as the defacto signature, a model still unsurpassed in its execution, that’s not where I’ll start. There are reasons for this, but for both the RS2 and B5 RS4, Audi had to utilize outside help to make the car they wanted to between Porsche and Cosworth. So, in some ways, today’s model is the first real all-Audi effort.

Instead of the icon we’re going to look at Audi’s mega-impressive B7 RS4. Audi went to great lengths to revise the all-wheel drive system in this car to make it a better competitor to the M3. With a naturally-aspirated Fuel Stratified Injection 4.2-liter V8 chucking out 414 horsepower, it had the motivation to move it around quite a bit too. And the best part? For U.S. fans, it actually was sold over here and remains a great performance value (if you can afford the repairs). So why look to Europe to get one?

Well, there are a few reasons. First, Avant. We only got the sedan version of the RS4 here, so if you really want street cred, importation of one of these bad boys will certainly gain you that, though nearly every conversation will include a “Yes, it’s real…” exchange. But perhaps an even better reason to consider Europe for your RS experience? The price. These cars haven’t hit the collector market yet, but they’re moving outside of normal consumption for daily drivers. So while an 85,000 mile RS4 sedan hits eBay in the $27,000 – $30,000 range, this clean Avant can be yours for a discount:

CLICK FOR DETAILS: 2007 Audi RS4 Avant on eBay.co.uk

Right Hooker Week: 1983 Audi 200 Turbo

Right Hooker Week: 1983 Audi 200 Turbo

After yesterday’s South African 500SE, this 200 Turbo is an interesting counterpoint for several reasons. First, if the age is correct, it’s from the very beginning of Type 44 production. In fact, it wasn’t until September 1983 that the turbocharged variant of the new Type 44 – the 200 – was available for the marketplace. So this car represents the beginning of the run compared to yesterday’s run-ending 500SE.

What’s amazing to me is how little change there was in that period. Outside of the interior refresh, a slightly different exterior color and some small details, the 1983 and 1990 model years could pass for contemporaries. Try that in other model ranges today! Of course, one other reason this car is interesting is the turbo. This would be an early 2.1 liter unit, rated nominally at 182 horsepower – a healthy bit more power than the late NF motor (130 horsepower). What’s unusual in this case is that it’s mated to a 5-speed manual transmission. Of course, these were the days before the quattro drive setup moved into other models outside of the halo Quattro, so you’re stuck with a front-driver only.

Oh, and one more oddity? Well, it’s being sold in the U.K., but it’s left hand drive.

CLICK FOR DETAILS: 1983 Audi 200 Turbo on eBay.co.uk

Right Hooker Week: 1990 Audi 500SE

Right Hooker Week: 1990 Audi 500SE

No, it’s not a typo. And no, it’s not an Audi 5000.

The Audi 500SE won’t be a model that is familiar to pretty much anyone on these pages. But in an interesting side note of history you do know, Audi tried to bring its large sedans to Africa in the late 1980s. After the banning of Group B and the cancellation of Group S, Audi took to Group A with both normally aspirated Coupe Quattros and turbocharged Audi 200s. The 200 was successful at the hands of Hannu Mikkola, winning Rally Safari in 1987. 1988 saw the introduction of the 200 quattro Trans Am to U.S. shores, but few remember that those cars were then used in South Africa in the 1989 Wesbank Modifieds Championship. They would continue on in 1990 and 1991 before being replaced by a rebody of the 90 IMSA GTO car in an S4 chassis – a car which was just on display at the Goodwood Festival of Speed.

But without much need for quattro and without the smaller model range on sale, Audi’s showroom was filled with a rebrand of the Type 44. Produced in Uitenhage, South Africa, it was dubbed the 500SE, and it was available with either turbocharging or a normally aspirated motor. Unlike Europe (and later, the U.S.) the model designations did not change with forced induction. The specification was a bit strange, too; like the 1987 Audi 5000S quattro, the 500SE wore the larger brakes and wheels of the turbocharged model even when it did not have one. But unlike those cars, it also wore the upscale dual-chamber 200 headlights. Models like this particular 1990 were powered by the 2.3 liter NF motor that saw duty post 1987 in the late-5000 and early-100 front-drivers and quattros. They wore the later Type 44 updates like the smooth dash, too.…

Right Hooker Week: 1994 Audi S2 Avant

Right Hooker Week: 1994 Audi S2 Avant

With the news that in a short twenty-three years Britain plans on no longer having internal combustion engines for sale, I was struck with the idea of a theme week. We haven’t done one in a while, but what about looking at some of the cars that are available in England that won’t be welcome there soon, but would be right at home in my driveway? Sure, they’ll mostly be right hand drive, but I’ve done it before and for the price of some of these cars I’d be happy to offer them sanctuary when they’re no longer register-able in Great Britain.

With that in mind, I’ll start with what is likely top of my list – the Audi S2 Avant. I know, I know – most enthusiasts pine over the much more legendary, quicker and more rare RS2. But there are a few reasons for me to like the S2 even more. When I lived in England, there was a Cyclamen example that parked near my flat. I ran by it often, and even had a few daydreams as training miles passed under foot that I’d be rowing through the gears. So, it is with a bit of nostalgia that I view them every time. Next, I like the look more. The gaping guppy look of the RS2 became signature for the RS models moving forward, but the S2 is very handsome in a classic Audi way without being as shouty. But most of all, it’s the price. While RS2s are still treading in the $40-$100,000 range for decent examples, a very nice S2 Avant can be had for only a fraction of that amount:

CLICK FOR DETAILS: 1994 Audi S2 Avant on eBay.co.uk