Update 7/15/17: Due to lack of payment, this Coupe Quattro has been relisted, again with a no reserve auction format.
Time to consider another Audi icon – the Coupe Quattro. Of course, it was quite hard to follow the original act, but in Europe alongside the RR Quattro 20V was the all-new B3 generation S2. Performance was about par between them, but they had intensely different character. The new car was safer, more quiet, more round, and a lot more practical. For while the original Quattro had always looked like it had a hatchback, it was the successor that actually had one.
Of course, in the U.S. we didn’t receive the S2. The Coupe Quattro made due with a thoroughly upgraded 2.3 liter DOHC 20V motor – the 7A. Deep in the middle of the recession and not fully recovered from Audi’s 60 Minutes debacle, the very expensive Coupe Quattro sold slowly. A total of approximately 1,700 of them were imported at over $30,000 each. Considering the cost, the performance was rather soft; the heavy Coupe sported only 164 horsepower and though it was smooth and reasonably quick on the highway, off the line performance was lackluster at best. Still, though the internet fora would have you believe otherwise, performance between the U.S. spec Coupe and original Quattro was pretty similar.
Options on the Coupe were limited to the Cold Weather package, 8-way power seats and Pearlescent White Metallic paint – all seen here on this ’91. ’91s also had the upgraded glass moonroof rather than the early steel panel, though they lost the infamous “Bag of Snakes” tubular header early models carried. ’91s also gained rear sway bars and are the rarest of the bunch, with only 364 sold in the model year and a further 58 traded as leftovers. Like the original, finding a good one is key – and difficult:
While the Audi Coupe is no stranger to these pages due to some ridiculous bias by a certain author (ahem), we rarely get the treat of looking at the first half of B2 production. But before it became the “Coupe GT” I so adore, the 2-door basis for the Quattro was simply referred to as the Audi Coupe.
Europeans got a choice of several engines, but in the United States options were limited to one: the WE 2.1 liter inline-5, rated at 100 horsepower. Mated to a wide-ratio 5-speed with economy in mind, these cars were decidedly not as sporty as the later KX- and especially NG-equipped GTs. Brakes were smaller, too – with 4x100mm bolt pattern wheels on the early models sharing duty with some Volkswagens. But the Coupe had a whiff of class that the VWs didn’t manage, and its upscale construction – when well maintained – meant these cars have serious staying power.
Early models, while numerically superior to late GTs, are harder to come across. Audi sold some 4,236 1982s – the Type 85 Coupe’s most successful sales year in the U.S.. However, ’81-’83 GTs are the least frequently seen on the open market here, so this one from Canada looks to be prime to import:
Twenty years ago, the Audi TTS would have been a very exciting proposition. Built on the universally praised MQB platform, the third generation 8S TT is lighter than the original, better balanced, and more powerful. With close to 300 horsepower and 280 lb.ft of torque from the 2.0 TSFI turbocharged inline-4, it’s a Golf R in a slinky dinner dress. Equipped with the impressive dual-clutch 6-speed S-Tronic transmission and launch control, the results are hard to argue with: 0-60 in 4.2 seconds and a quarter mile in 12.8 at 108 mph. Unthinkable for anything but the most exotic exotics a few generations ago, this is all wrapped up in a reasonably affordable and attractive package that is usable year-round and has few drawbacks.
But the TTS falls into a no man’s land today. It’s $10,000 more expensive than the base TT – already quite an impressive car. It’s also more expensive than the more practical Golf R on which it is based. A lot more expensive. But more troubling, with a few options like today’s it is also dearer than a base Porsche 718 Cayman. And while it soundly out-drags the base Cayman, which would you rather impress friends in?
For such an important vehicle, there’s very little fanfare that surrounds the Audi B1. Badged the 80 in Europe and the Fox in the United States, Audi’s small front-drive sedan was a complete transformation for the brand which was emerging from the reshuffling of DKW and Auto Union. Mercedes-Benz had a hand in bringing 4-stroke engine technology to Auto Union in the 1950s and early 1960s, and but freed of their reigns, the Audi engineers produced an all-new motor for the clean-sheet B1. It was the EA827, and it (and the B1) would go on to be the basis for basically every Audi/Volkswagen product since 1972. The 80 was the first to launch, but quickly the 80’s platform would be used to produce the first Volkswagen Dasher (née Passat) and, engine turned transversely, then the Audi 50. The 50 was then the basis for the Golf and Scirocco, and the all-new Volkswagen lineup was complete. So while most internet comments will sometimes dismiss modern Audis as little more than re-badged VWs, you can now remind them that historically it was the opposite. The 80’s traditional longitudinal engine layout ended up being convenient a few years later to help spawn the might Quattro, too.
Motor Trend (and notable automotive historian Karl Ludvigsen) called the 80 the “best new affordable small sedan in the world” in May 1973. Horsepower was modest from the 1.5 liter version of the EA827 at only 75, but then the weight was quite modest, too – curb weight of the sunroof-equipped model was still under 1,900 lbs and fully laden the 80 weighed less than an empty B2 4000CS quattro. Capable of over 30 mpg, the Fox sold surprisingly well in the gas-crunch era as a result – Audi sold 142,511 of them here. While that number sounds modest by today’s standards, consider for a moment that Audi sold only 123,764 of the Fox’s successor, the 4000, in total.
Yet today, finding an Audi Fox seems like something of a minor miracle – never mind when it’s in great condition!
Audi’s S products from the early 2000s are a conundrum for me. I think the S6 Avant is neat, but I don’t love it. I think the S4 is neat, but I don’t love it. Even the mighty RS4 should capture all of my attention – but it doesn’t. I can’t quite pinpoint what it is about these cars that I find lacking, but collectively they all fall short for me.
But the S8? I love the S8. And for the same reason that I can’t quite identify what’s missing from the other models, I’m at a loss to fully quantify what it is I find so perfect about the D2. But it is just about perfect; arguably the best looking big-body Audi made to date, and though newer cars have far more power, when it came to the early 2000s this was the punchy package you wanted if you liked to drive rather than be chauffeured.
Unlike some other early 2000s big executives, the S8 still looks the boss today. Mean, low and long, it is remarkably fresh despite the design being the best part of 20 years old. Yet they remain some of the best values out there. Find a good one, and you’ll have class, speed and style which defy the price you paid:
Typically, our ‘Roll the Dice’ features have been cars that are a bit of a gamble; little history is disclosed, there are no photos to show the car’s condition or no description, something’s odd about the example, it’s got a million miles…you get the point. Today’s S6 Avant is a bit of a different gamble, though.
To be fair, jumping in to any 15-odd year old German car today is somewhat of a leap into the unknown. You’re entering territory where the complicated electronics begin to fail, oil seeps from every joint of the motor and rattles permeate the body structure. Often, you’re left chasing the ghosts of deferred maintenance. Add up the number of things that could potentially go wrong on an older car and then cross reference the part costs, and you’ll quickly see the problem.
So what does that look like when we consider today’s S6 Avant? Well, if the seller is to be believed, in the past year they’ve spent $14,079 fixing this Audi. The last nice S6 Avant that I looked at sold for $13,000. You don’t have to be a math wiz to figure out that’s a bad deal. And that last nice S6 Avant was in much better condition than today’s model with only 50,000 miles on the clock.
So if you’re getting in to today’s car, you’re rolling the dice a bit that the $14,000 “invested” in this one has resolved all the problems. But there are positives, because the seller has opted for a no reserve auction format, and…oh yeah, it’s supercharged.
Update 6/28/18: The best part of a year after originally being listed, this reasonably clean 1985 Audi Coupe GT is back in a reserve auction format. Since the Buy It Now was $4,950 last September, we can guess the reserve is probably at or over $4,000. The Coupe GT market has moved forward since last year, so will it sell this time?
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:
Quattros have been a hot commodity in the marketplace over the past year, and speculation coupled with their low numbers continues to drive prices up. This is especially true of cars that arrive to market in good to excellent condition with few needs since the pool of those candidates is remarkably small.
How much speculation? Cars that traded in the teens less than five years ago are suddenly – and regularly – hitting close to $50,000. A really pristine example hit $81,400 in January. And, the last time we saw a Quattro is was a desirable ’85 with some good modifications. Bids had rocketed past $35,000 before the auction was pulled because of a private sale.
Pretty much every time a Quattro comes up for sale, it’s worth a look. This one, at least on the surface, looks pretty great – so where does it fall in the market? Welcome to the ‘new norm’:
Update 6/23/18: After failing to sell last summer for $17,500, the seller of this pristine low mileage TT has increased the asking price to $18,000. With only 400 miles on the clock since last year, will it be a sale this time around?
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. The difference? You and I can afford the TT.
It’s hard for me to believe that it’s been well over a decade since I bid farewell to my Audi 200. It was never meant to be; I had always admired the turbocharged Avants and so when one came up for sale for an incredibly low asking price, I jumped.
Turned out it was more than just me that needed a jump. And it turned out that the 200 needed a lot more than just a jump; the clutch was thoroughly fried, as were the brakes, and the fuel system, and a few other odds and ends. I patched it together and we enjoyed a memorable run of events. Of all my automotive calamity stories, about 50% revolve around both of my big body Audis. The V8 created more hair-raising events (such as the time the throttle stuck wide open and in an effort to stop it I managed to set the brakes on fire), but the 200 wasn’t to be outdone.
There was the time I left the tollbooth on the Mass Pike. The car was running particularly well that day, so I gave it WOT leaving the gate. First to second and the nose was pointed at the sky! Surely, everyone must be saying “WOOOOOOOW!!!“, and it turns out they were because I had blown an oil cooler line and was crop dusting Sturbridge with a thick coat of atomized 10W-40. Another time the voltage regulator died, leaving me to switch various electrical items on and off to balance the charge between 11.5 and 14 volts all the ride home from Cape Cod. It blew several tires while on the road, which admittedly probably wasn’t it’s fault but was exciting nonetheless. I found out that the ABS worked – well – in an ice storm on 95 one time as I passed a braking BMW on the hard shoulder. The coolant lines froze one day – a major feat, since there was theoretically coolant in them. It twice threw alternator belts, leaving me to drive home the length of Rt. 24 at 5am with no lights on. The air conditioner didn’t work. Actually, basically everything electronic didn’t work particularly well if I’m honest. The radio’s blown speakers weren’t enough to overcome the wind noise created by the necessity to have the windows down at all times if the outside temp was over 60. But the kicker? The kicker was that the brake lines collapsed, leaving the calipers to randomly seize partially closed. As a result, you had to go full throttle to maintain 50 mph which, as you read at the beginning of this passage, occasionally presented an explosive problem. I gave up eventually, unable to stomach this car consuming more of my money.
Sound charming? It was. But most of my issues probably would have been remedied if I simply had bought a better example: