2000 Audi A6 4.2 quattro

2000 Audi A6 4.2 quattro

The A6 4.2 quattro falls into an unappreciated middle ground of typically unappreciated Audis. Unappreciated, that is, for everyone outside of the Vier Ringe, because the C5 has gone down as one of the most devoted fanbase Audi models I can remember, perhaps rivaled only by the B5. But while the cheap speed of the B5 attracted the Volkswagen and BMW crowd, the C5 fans seem to be more traditional Audi folk; offbeat, eclectic and fiercely loyal to their particular model.

Perhaps one of the reasons that the 4.2 gets so thoroughly overlooked by the market in general is due to the depth of the C5 lineup. On the performance end, you had the cool S6 Avant and the outrageous twin-turbocharged RS6. On the practicality end, the standard A6 2.8 and 3.0 models provided Mercedes-Benz like quality and adequate stateliness in both sedan and Avant bodylines. Outdoor adventures and tech-geeks loved the Allroad, which could be had with either a twin-turbocharged 6-speed or the subdued and upscale silky smooth 4.2 V8. And finally, for secret performance lovers, the twin-turbo’d V6 could be mated in narrow-body sedan with a 6-speed manual in the A6 2.7T quattro.

Frankly, it was hard for the 4.2 sedan to stand out in this crowd, yet it managed to appear quite special at the same time. This was the defacto S6 sedan, with aluminum front end and engine, along with wide flares and shark-fin door blades. It was longer, too, to accommodate the V8 tucked in the nose, giving a more menacing appearance overall. Special wider track was met with unique Speedline wheels (later replaced by the forged “Fat Fives”) and meaty 255-40 section tires as an option. And with 300 horsepower, out of the box the 4.2 was the top trump for the 2000 model year in the C5 lineup and would remain so until the 2002 introduction of the S6.…

1997 Audi S6 Plus

1997 Audi S6 Plus

Audi’s sleeper sedan squared up against some seriously stiff competition in the early 1990s, and to be frank, though it was innovative it came up a bit short in the power department. In turbocharged 20 valve form, the 2.2 liter inline-5 cranked out 227 horsepower and 258 lb.ft of torque. That was impressive by 1980s standards, but in the early 90s you needed to carry a bigger stick. BMW’s E34 M5 brought nearly 100 horsepower more to the party at 311 with the revised 3.6 (and yes, it had more torque than the AAN, too), but Mercedes-Benz really crashed the party with the E500, whose M119 held a full 100 horsepower and 100 lb.ft of torque advantage over the Audi. You could be as clever as you wanted, but a 50% power disadvantage was a bridge too far to cross for the legendary 5 pot no matter how many wheels were driven.

The writing was on the wall, and Audi decided to offer an upgraded V8 model alongside the S4 in the rest of the world. Starting in October 1992, you could select the same ABH 276 horsepower 32V 4.2 liter all-alumnium V8 in the S4. The switch to S6 saw the introduction of the revised AEC, which gained 10 horsepower for the 1995 model year and would continue to be the standard V8 in the S6 until production ended. But the big new was the 1996 introduction from Audi’s skunkworks quattro GmbH of the Plus model.

The Plus upped the ante quite a bit with the reworked AHK V8. Though it displaced the same 4.2 liters and had the same 32 valves, the breathed on motor had 322 horsepower and 302 lb.ft of torque. Power was matched with upgraded suspension, brakes, wheels and some small “Plus” badge details – this was still the decade of stealthy performance, after all.…

2008 Audi RS4 Cabriolet

2008 Audi RS4 Cabriolet

On its way out of production, Audi graced the ageing B7 with one last parting piece of performance. The RS4 Cabriolet was announced in late 2007 as a 2008-only model and ripped the top of of Ingolstadt’s signature small super sedan. Like the rest of the A4 Cabriolet production, it was soft-top only, 2-door only configuration, and like the RS4, it was 6-speed manual only. Under the hood lay the same BNS 4.2 32 valve V8; Audi dropped the 5 valve technology for the RS4 application, but gained quite a bit of horsepower in the process. Though the engine shared basic construction with the normal S4 V8, it had a unique crankshaft, connecting rods and pistons, cylinder heads and valvetrain, oil and cooling system, intake and exhaust system, and engine management system. Audi also introduced their Fuel Stratified Injection (FSI) system. The result was 420 high-revving horsepower and enough noise to make Pavarotti jealous.

Although the RS4 Cabriolet shared the revised T3 Torsen setup, Dynamic Ride Control and huge 14″ front brakes as the sedan, Audi’s focus for the model was exclusivity rather than sport. The model was fully loaded with only one option – color – and came to market at a substantial $15,000 premium over the 4-door. Only 300 were sold with a sticker price of about $84,500:

CLICK FOR DETAILS: 2008 Audi RS4 Cabriolet on eBay

Signature Color Face-Off: 2004 v. 2007 Audi S4 Avants

Signature Color Face-Off: 2004 v. 2007 Audi S4 Avants

The S4 Avant is no stranger to these pages, offering enthusiasts a “have-your-cake-and-throw-it-squarely-at-that-M3-owner’s-face-too” package which combined functionality and sport in a very discrete wrapper. Well, for the most part they were discrete; most were ordered in shades of gray because a fair amount of people ponying up new were conservative with everything but the money they were paying for this small executive wagon. Lightly optioned, an S4 Avant was north of $50,000 in 2004, a price today that would having you knocking on the A7 and S6’s base price. That sticker shock masks that the B6 and B7 represented a huge price increase over the B5 generation; out the door, the cost on average about 20% – 30% more only 3 years later – but then, they offered a full 90 horsepower advantage over the twin-turbocharged V6 with that awesome 4.2 V8, which of course could still be combined with a 6-speed manual gearbox. Subtle though the exterior colors may be, the performance on tap was anything but.

But some enterprising individuals chose the vivid colors which had become the signature of the model in B5 form. Nogaro Blue Pearl Effect was, of course, the go-to for all things fast Audi since it was originally called RS Blue on the original super Avant RS2. But a nearly equal amount were requested in Imola Yellow, a staggering, retina-burning banana-toned shade that seems initially out of character with a family wagon, yet raises the cool-bus level to 11. Though Nogaro was replaced in the B7 chassis refresh with Sprint Blue Pearl Effect, Imola carried over for the end of the V8s.

Today, I have one of each – so which is your style?

CLICK FOR DETAILS: 2004 Audi S4 Avant on eBay

1990 Audi V8 quattro 4.2

1990 Audi V8 quattro 4.2

Both the 525i and GTI I’ve written up this week have followed a common trend; take lower spec model and kick it up a notch with bigger brother power. Today is no different, as once again we look at a car featuring an upgraded power unit swap. However, this is certainly the most stealthy of the trio. The V8 quattro was an impressive car upon its launch in 1988; sure, it was an updated version of an already generation-old car on the verge of being replaced, but the massive amount of updates to the Type 44 meant than the V8 quattro got its own model designation – D11. Nearly everything in the V8 was touched, from the interior materials to the exterior styling, and of course with some celebration Audi launched both its all-aluminum 3.6 liter, 32V 4 cam eight cylinder simultaneously with its 4-speed automatic hooked up to quattro all-wheel drive. The result was a unique luxury car at the time; no one else offered this packaged, and with 240 horsepower on tap the D11 proved a great cruiser. But there were of course teething pains; Audi forecast the length of timing belt service too long on the PT-code engine, and many suffered failures. This was rectified with the larger displacement 4.2 motor in 1992; shorter intervals were met with nearly 40 horsepower more, making the later cars really the ones to grab. Of course, Audi sold many, many more 3.6s than it did later 4.2 models – to the tune of almost 7:1. Many of the early cars were discarded because of low residuals when expensive repairs popped up, but this Pearlescent White Metallic one was saved from that fate by a fortuitous heart transplant:

CLICK FOR DETAILS: 1990 Audi V8 quattro 4.2 on eBay

Best in the World? 2008 Audi RS4 with 771 Miles

Best in the World? 2008 Audi RS4 with 771 Miles

You’ve all seen it before – the ‘Lazy Listing’. Often times it’s as if the seller is only partially motivated (or not at all motivated) to sell the car. Information is missing, incorrect or not related to the car at hand. The presentation is sloppy, and so are the photos. Sometimes it’s a ‘feeler’, or an ad with an absurd price no one would contemplate paying.

Usually, as is the case here, it’s multiples of these items combined into one. And while generally speaking it’s easy to dismiss and look away from these auctions, today’s car is a special case that makes you sit up and take notice. That’s because in the past ten years this RS4 hasn’t traveled out of the break-in period, or likely its third tank of gas.

CLICK FOR DETAILS: 2008 Audi RS4 on eBay

Almost S: 2001 and 2003 Audi A6 4.2 quattros

Almost S: 2001 and 2003 Audi A6 4.2 quattros

After the legendary run of turbocharged inline-5 motors ended for U.S. customers in 1995, Audi would not deliver another S6 to these shores until 2002. When it arrived, it came in only one form – the popular Avant package. While many rejoiced that this was at the very least an option, it was still pretty expensive and not everyone loves the fast five doors (crazy though it may seem!). But Audi came very close to offering S performance in the special package which was the A6 4.2 quattro. There were many variants of the C5, and ostensibly the 6-speed manual 2.7T was the “sport” option for the chassis. But the top of the heap 4.2 40V offered you the ART/AWN V8’s torque and 300 horsepower with instant throttle response starting in 2000. Underneath the 4.2 carried a special aluminum subframe. Additionally, the all-aluminum engine was joined by specially flared fenders and hood in aluminum, “door blades” that would later be seen on S models, plus optional 17″ x 8″ Speedline (later changed to forged and polished “Fat Fives”) wheels and upgraded brakes and pads. Suspension was lowered and stiffened with the 1BE sport springs and struts in the optional Sport Package; a 20mm drop was accompanied by 30% stiffer springs, 40% stiffer shocks and larger sway bars. The combination gave a menacing appearance to the C5 that wasn’t really present in the narrow-body 2.7T. Today, the argument over which is the better chassis still rages in multiple fora, and while tuners usually love the twin turbo manual option, many others prefer the velvet hammer 4.2 which really was a defacto S6 sedan Audi never brought here:

CLICK FOR DETAILS: 2001 Audi A6 4.2 quattro on eBay

“Gentleman’s Express” – 1993 Audi V8 quattro 5-speed

“Gentleman’s Express” – 1993 Audi V8 quattro 5-speed

Though we’ve had a nice string of older Audis, it’s been a while since we’ve looked at a V8 quattro – but today’s is pretty special. First off, it’s one of the later 4.2 models. These cars were upgraded with a transmission cooler to help solve the early model automatic transmission failures. That, of course, meant all U.S. bound 4.2s were automatics from the factory. While that may sound like a downer, the 4-speed auto wasn’t a bad transmission and linked to the 276 horsepower, all-aluminum 4 cam V8 in front, motivation was never really an issue. Dynamically, these V8 quattros were also much better on the fly than the nose-heavy inline-5s, too. Not only was the engine a bit farther back, but the Torsen differential in the rear helped to give these cars a better power distribution. Of course, the cream of the crop were the 3.6 5-speed manuals – the only Torsen center, Torsen rear differential car Audi ever produced. Mate one with a 4.2 in a perfect color combination, sprinkle in some sport seats, and you have one pretty desirable package:

CLICK FOR DETAILS: 1993 Audi V8 quattro on Boulder Craiglist

2001 Audi S8

2001 Audi S8

1Astute readers will have noticed that I don’t tend to write up many Audis. To be honest, I’m really more of a Mercedes/BMW guy and there aren’t that many cars from Ingolstadt that get me going. However, there are a few exceptions. I’ve always thought very highly of the B6 platform S4, the B7 RS4 and the D2 S8, the car that famously had a starring role in Ronin alongside an E34 M5. It should come as no surprise that I’m a fan of this generation S8: I like conservatively styled uber-sedans that conceal their power beneath restrained exteriors. Costing nearly $100k new depending on how they were specced, these cars now show up on the used market for between $5 and $15k depending on condition and miles. Of course, these were technologically advanced cars for their day with lots of expensive-to-replace components. So if you’re in the market for a bit of late 90s German stealthiness, condition and maintenance history matter the most.

CLICK FOR DETAILS: 2001 Audi S8 on Columbus Craigslist

1997 Audi A6 Avant S6 Plus Conversion – REVISIT

1997 Audi A6 Avant S6 Plus Conversion – REVISIT

One of the more amazing custom vehicles I’ve come across in my time writing here is also one of the most discrete. Upon seeing this Volcano Mica Audi Avant, most would probably dismiss it as just another S6 – but the secret identity of this wünderwagon lies beneath the subtle exterior upgrades. Not only did it start life as a mild-mannered A6, but the conversion to an S car went one step farther than normal in mimicing the European-market S6 Plus. The creation is unique, impressive, and semi-inexplicably still for sale today, some 6 months after I originally looked at it:

CLICK FOR DETAILS: 1997 Audi A6 Avant S6 Plus Conversion on eBay

The below post originally appeared on our site December 15, 2015:

Feature Listing: 2007 Audi S4 Avant

Feature Listing: 2007 Audi S4 Avant

Our own Paul has recently spent a few posts outlining some gripes he has with the current Volkswagen/Audi lineup, and in all honesty I have to echo him. With the exceptions of the TT-RS and Golf R, VAG has really left our market wanting. For some time, it was the niche-ness of Audi that made it so appealing. Where else would you get a turbocharged, all-wheel drive manual wagon? Ironically, it’s most recently been rival BMW that has offered that package in the 535xi Touring as Audi has steadfastly removed the fast 5-doors from North America. Okay, we get the beautiful A7/S7/RS7 lineup, but they’re exceptionally tech-heavy and….well, just plain heavy, as well as being (like nearly all of the Audi lineup) automatic only. Now, if I’m honest some automatics aren’t that bad and I think even Paul admitted the most recent generation of BMW autos were pretty impressive. The same goes for recent turbo motors that manage to produce both stellar fuel economy and outrageous power (for how long, I’m tempted to wonder as I saw yet another 2.0T apart on a bench today). But the synergy of naturally aspriated mechanical noise, three pedal engagement and a weighted lever to mesh them together is something enthusiasts will always want. That combo, when coupled with the equally sought fast wagons from Audi, creates a legendary package that has really few equals and a presence second to none. Last offered in the B7 chassis, the raucous BBK-code 4.2 V8 coupled 11:1 compression with variable valve timing for a screaming 7,200 rpm redline and 340 horsepower. The numbers were close to the S54 in the E46 M3, but the delivery is completely different. While the M3 is a high-revving race feel, the Audi positively comes across like a freight train when you’re behind it.…

2001 Audi S8

2001 Audi S8

Sometimes it’s not what a car is that I find interesting, but where. From Porsche 924s that appear at random second-hand dealers in the ‘hood to a S-Class Mercedes-Benz trade in at a Nissan dealer, a fish out of water always is worth a head scratching double take. Finding a 2001 Audi S8 for sale isn’t a hugely unusual event, though their numbers are beginning to thin. That it would be selected in a rare color also isn’t massively abnormal, though today’s Melange Metallic example is a very infrequently seen color. On top of the color is the very low mileage, as few of the S8s you’ll come across today have much less than 100,000 miles on them – never mind only half that amount, as this one does. But to see this mint condition oddity residing in a sea of Ford F150s at a dealer named “Truck and Van Country” is…well, strange. This dealer has ONE foreign car in its inventory, and that one foreign car is the best condition Audi S8 I’ve seen in a long time:

CLICK FOR DETAILS: 2001 Audi S8 at Truck and Van Country

Feature Listing: 2009 Audi R8 4.2 Coupe

Feature Listing: 2009 Audi R8 4.2 Coupe

Is there such a thing as a practical supercar? If there is, I’d have to suggest that the Audi R8 is perhaps the best representation of such a thing. First, let’s define if it’s a supercar. Even the base R8 has the sonorous and high-revving 4.2 FSi motor that has powered the B chassis RS products for the last few models. Rated at 420 horsepower and 317 ft.lb of torque, it’s enough to launch the somewhat heavy R8 from 0-60 in 4.4 seconds and a top speed just shy of 190 m.p.h.. As super sedans blur the lines between supercars and normal production cars, these numbers aren’t outrageous – but the R8 4.2 can run step in step in a Lamborghini Diablo, for example. Couple that with near perfect weight distribution and massive tires, and the R8 will easily out turn many marques of more mystique with its ability to generate the full gravity of the earth through turns – on street rubber. Yet this performance comes without the price that many used to have to pay for the luxury of speed; the R8 is happy to lounge around town at pedestrian speeds, bathing its occupants in comfort. And with all-wheel drive, it’s even usable year-round. Practical? Maybe it’s not the best choice for a family, but it’s certainly a driver’s car for those that love to drive in every condition. But perhaps best of all, it’s relatively affordable – only costing about the same as many Porsche 911 models:…

The Grass is Always Greener: 2001 Audi S8 Double Take

The Grass is Always Greener: 2001 Audi S8 Double Take

I recently pushed my finger on the right mouse button on some horrible click bait that came across my Facebook feed. The headline promised “The Top 10 Film Car Chases” or something that at least peaked my interest, if nothing else than to balk at the poorly researched and ill-chosen assemblage. And I was right; fighting through the pop-up ads and barely identifiable as English descriptions, I trudged through the list – baffled as I got closer to 10 that there was such a gap in the line up. Sure, you expect – and I agree with – movies like Vanishing Point, The French Connection, and Bullitt making the list. They’re iconic. But when The Fast and The Furious appears and a movie like Ronin doesn’t, I come within an inch of throwing my computer across the room. Silly, really, considering that none of this actually means anything, but besides being a huge fan of the movie, I’m even a more huge fan of the star of the movie. No, not Bobby. I’m of course talking about the Audi S8 – fast enough and shove-worth for the nitrous-induced chase across France. But the S8 really needs no introduction here. Today, to resurrect the honor of the dark green S8 from Ronin, I’m going to look at two examples of rare shades that never made it to the U.S.. Early in the run, U.S. customers did have the option of two different greens – Racing Green Pearl Effect in 2001 and nearly identical Irish Green Pearl Effect in 2002. Both were dark green but with a bunch of character. But what if you wanted something a bit lighter and lived in Europe?

CLICK FOR DETAILS: 2001 Audi S8 on Gumtree

1993 Audi V8 quattro

1993 Audi V8 quattro

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 Ragussa 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. Even though that car brought me plenty of heartbreak and emptied my wallet on multiple occasions, memories like that keep the legacy of my V8 ownership a positive one that still brings smiles to my face:

CLICK FOR DETAILS: 1993 Audi V8 quattro on Oregon Craigslist