For a few reasons, I found yesterday’s S4 Avant a bit lacking. The B7 S4 Avant isn’t my favorite of the S Avants to begin with, and truth told I think I’d take a S-Line 2.0T Titanium before I jumped into a S4. The high price these have retained also is a bit of a turnoff; you can get the same car, for nearly all intents and purposes, in the B6 for a lot less. But the killer, at least for me, was the color. I just find newer silver and gray Audis predictable, cliche, and boring in general. They lack imagination. And when Audi had such brilliant colors available in the color pallet, I don’t look upon the more conservative and prevalent with envy.
But what about something wild, like LZ5F Sprint Blue Pearl Effect? Yeah, that gets the blood boiling and draws the eyes in pretty much every situation. But today I didn’t have a SBPE Avant; instead, to make up for that, I’ve got two examples of the color on S sedans from the same dealer. Strange? Even more strange is that this is the same dealer that I previously looked at a special order Sprint Blue A4. Does this dealer have some special source of smurf blue Audis?
If you follow these pages, it goes without saying that I’m a pretty strong Ingolstadt devotee. My first car was an Audi 4000CS quattro and since then I’ve owned an astounding 9 models along the way. But that doesn’t mean I buy everything from the company hook, line and sinker. Indeed, I’ve been less than impressed with many of the newer models. Sure, sometimes they look slick, go like stink or are really pretty inside. But would I want to own one? In most cases, no – outside of a few very select models, I don’t really desire to own much post ‘Y2K’.
One exception to that rule – and it’s literally and figuratively a huge exception – is the S8. Everything about this car was just spot on to me. In an age when increasingly the offerings from the competition were unattractive and overly complicated, the S8 was to me the last of the great original quattros. It was an analog offering in a digital age; simple, blunt force from a 360 horsepower V8 in front driving all the wheels with a luxurious driver-oriented cockpit. Sure, there were plenty of computers. Probably there are too many. But compared to the new luxo-suites? The D2 seems downright cart-like. And the proportions of the car were just perfect; lowered, menacing stance, huge yet delicate-appearing wheels, just the right amount of bling, yet an understated car which easily fades into the background. So even though I’m still probably a long way from ownership, I often find myself dreaming about being behind the wheel of one.
The pool of candidates that remain is beginning to dwindle; the newest of the D2 S8s is on the verge of being 15 years old and parts are already getting hard to source. As a result, if you want to get into one of these cars, you’ll want to find the best one available.…
The Phaeton is a very perplexing car. It was established as a plan to produce a no-expense spared, world-beating luxury car – and, in many ways at the time, it was world beating. It offered similar luxury and performance to the established German standards – Mercedes-Benz’s S-Class and BMW’s 7-series, but also challenged stable-mate Audi’s A8. Yet it was available on a more Volkswagen budget – at least, in theory. That’s because if you walked into a Volkswagen dealer in the mid 2000s and wanted a basically optioned model, you’d be out about $75,000. For reference, that’s about three times what my expensive-for-the-category Passat cost in 2002. And the big problem with that was how the Phaeton looked, because a bulk of the population wouldn’t be able to tell the two apart.
But that wasn’t the point about the Phaeton. Nor was it that you could get the lighter, aluminum version of what appeared to be the same car from more upscale Audi that would arguably attract much more attention for not much more money. And it was this exact confusion that befuddled the market; why would you ever pay $75,000 for a Volkswagen? The trick came in realizing what you were getting, which actually shared little architecture with the Audi corporate partner. Park a Phaeton next to an A8 and you’d swear they were just about the same car with light badging changes, but you couldn’t be more wrong.
Although the model shared components with the D3 A8, it also shared much more architecture with other side of VAG’s portfolio – the Bentley Flying Spur and Continental. This meant a steel chassis rather than the aluminum space frame, and that meant more weight – a lot more weight. To mitigate this, Volkswagen upped the power slightly over the A8’s V8 to 335 and dropped its axle ratio to 3.65:1.…
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.…
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.…
In my first Mercedes-Benz from across the pond this week, I figured I’d start with a bang and a color to make you jump too. This a 1998 C43 AMG in fiery Imperial Red with the black and white two-tone interior. Just a quick refresher, this baby Benz comes with the 4.3 liter M113 V8 from AMG with your standard bits of accessories from Affalterbach with monoblocks, some different bumpers and the interior sprinkled with some special touches. This all is the same as we usually see in North America, but these euro W202 AMGs did have one different feature that makes a big difference in my eyes.
Model: C43 AMG
Engine: 4.3 liter V8
Transmission: 5-speed automatic
Mileage: 158,000 mi
Price: GBP 5,995 ($7,782 Buy It Now)
Presented In Imperial Red With Full 2 Tone Black & White Amg Leather Interior, Full Usual AMG Extras,, Climate Control, Cruise Control, Seats Heated (Driver), Alarm, Alloy Wheels (17in), Electric Windows (Front/Rear), In Car Entertainment (Radio/Cassette), Seats Electric (Driver). 4 seats, Red, Last Owner Since 2010, Mot July 2017, 17″ Genuine Amg Alloy Wheels, Stunning Condition Bargain at, £5,995 p/x welcome
If you are wondering why this car looks so good and a little different from the C43s you usually see, it’s because the euro cars are lowered slightly with different springs from AMG. The North American cars, in my eyes, sit way too high and the wheel gap is unusually high. With the euro-spec cars, the wheel gap is barely there and look absolutely perfect.
As for this car for sale in Buckinghamshire, it looks like a really prime example. I don’t see any evidence of rust at all despite being in the rainy and snowy UK and the paint shines really well.…
While visually most people would have a hard time telling a 1991 and 1992 V8 quattro apart, there were a bunch of little changes throughout the model if you were paying attention. The easiest change to spot was the BBS RG forged wheels that carried over from the 1991 model. At 15 x 7.5″ with a 35mm offset, they filled out the widened arches nicely. The more pragmatic change was in badging; after two years of no model designation (one with nearly identical looking but very different cars underneath for sale), the company finally decided other people besides the owner should know what they were driving. V8 badges were added to the grill and left rear of the trunk, and a “quattro” badge returned to the right side of the lid. Much less noticeable was a more pronounced exhaust, with twin stainless outlets now emerging straight out instead of the 1990/1 down-turned tips.
Inside there were few changes; minor gauge movement had occurred between 1990 and 1992. Connolly leather seats were now standard (as were nearly all items on the V8), and the wood trim was upgraded. The V8 came standard with the Cold Weather package, sunroof, ABS, and BOSE radio. Gone was the option to row-your-own, as the manual was removed from the U.S. market. However, a light revision to the shift points along with an integral cooler meant that the 4-speed automatic in the ’92-94 models was more robust.
But the big change was under the hood, where a new ABH 4.2 liter all-aluminum V8 met the owner. With 276 horsepower and 295 lb.ft of torque, it was the most powerful Audi you could buy in 1992, and acceleration matched the manual and turbocharged S4. All of this luxury and speed cost; the sticker price was now up to $54,000.…
I’m probably in the minority here, but there is something satisfying about seeing a really nice car for sale at a really reasonable price. I can’t tell you how many times I run across cars that for whatever reason are priced entirely too high for the condition they are in (I’m looking at you R107 owners). This is far too common with the German marquees because naturally their owners have an affection towards their vehicles because they sought out these specific brands in the first place to purchase. So when it comes time sell, they usually see more value than it is actually worth in reality, thus pricing the car too high. Or maybe they can’t stomach the massive depreciation and are trying to recoup some of their loses. Either way, it’s usually a struggle to find of king of common ground between buyers and sellers and everyone wastes time. But today, we have none of that. This 1998 Mercedes-Benz E430 for sale in Brooklyn is not only in outstanding condition, but I think it’s actually way under priced.
Engine: 4.2 liter V8
Transmission: 5-speed automatic
Mileage: 102,334 mi
Price: Buy It Now $3,900
Up for sale a classic Mercedes E430 V8 in excellent condition in and out. No mechanical issues, no oil leaks, no warning lights. Runs and drives like new.
I’m the 3rd owner since March 2013. I bought it with 76000 miles on it in VA state, where it was driven since new.
Oil change every 3000 miles with full synthetic Mobil 5W-30. Last oil change reported 5/28/17/. Garage kept only.
-New leather on steering wheel and shift knob. This job was professionally done by best local upholstery shop.
Edit 7/28/2017: This ’93 has reappeared with the same plates (so I presume the same seller) from December 2015 in a no reserve auction. It no longer has black wheels but only a few more miles on the clock. Finding clean late model V8s is pretty rare and this one generally looks nice! Cleverly the seller stuck in the listing that the car’s odometer is broken, though you have to look. The original ask price was $5,000, so it will be interesting to see where the strong bidding ends.
Sometimes it’s something small on a car you’re looking at that brings up a great memory. In the case of this 1993 V8 quattro, if my emotions weren’t already stirred by the sight of another late 4.2 model like my beloved and maligned example from a decade ago, it was the wheels that really did it for me. You see, for a few winters I ran A4-spec 15×6 steel wheels with Michelin Artic Alpins on my Ragusa Green monster. Already small, the A4 offset is higher than the V8s, leaving the impression – especially head on – that the car was floating. The awesome flares that were the signature of the V8 hung out in mid air, the antithesis of today’s trend of fitting the widest wheel as close to the fender as possible. But the result in the snow was undeniable. The V8 on skinny rubber was virtually unstoppable, hugely controllable and a riot to drive. Pulling in from runs at a Tim O’Neils rally school, the rumbling eight would erupt in clouds of smoke, as if Vesuvius was on the verge of claiming Pompeii. Crowds would gather to look in wonder and slight bemusement at the smelly, crusty and leaking old Audi which so thoroughly trounced the newer models around the circuit.…
The Audi S8. Still, this car ranks as one of my favorite automotive designs from the company, from the 1990s and 2000s – heck, maybe even overall. While I’m not a huge sedan fan in general, there was just something so right about the proportions and presence of the D2 S8. Did it help that it was in a movie I also loved? Sure, without a doubt. But even without that aspect I think this car, and specifically the 2003 model year, are my favorite U.S. bound Audi.
I especially like the 2003 model year because of the limited Audi Exclusive package. Special colors and interiors were fit to the car, along with updated “RS” design wheels. Limited to only 100 copies each. my favorite for the past decade and a half has been the Avus Silver Pearl with Burgundy interior and I think I’ve pointed that out…well, more than a few times. However, at nearly 15 years old, these cars are far from new and we’re deep into a territory were plenty of neglected examples are coming to market. As a result, rather than just find one in the color you want, with the D2 S8 in today’s market condition and history needs to trump other considerations like location and color.