Audi’s nomenclature took an interesting turn once again in the early 1990s. From the B2’s “4000CS quattro” – the only way the car was available at the end of the run, Audi had introduced the tiered 80/90 quattro for the B2 model range. That culminated in the 90 quattro 20V, but even though the run of the B3 was short in the U.S., by 1991 the model was already 6 years old for the European market. Audi then skipped the 1992 model year for the 90, offering only the holdover 80/80 quattro while it readied the 90’s replacement. That replacement was…the 90. But strangely back again was the S/CS model designation in this “new” chassis, the B4, which was a heavily revised B3 chassis with some new sheetmetal and trim. But the big news was new engines; gone was the NG and 7A, last of a long line of inline-5s that had populated the noses of small Audis since the late 1970s. In its place was the AAH 2.8 liter 12 valve V6. Rated at 172 horsepower and 184 lb.ft of torque, on paper it was the superior motor to the double-overhead cam inline-5 it theoretically replaced. But the power delivery and experience were entirely different. While the peaky 7A encouraged you to explore the upper realm of the rev counter, the AAH wasn’t particularly rewarding at the redline. Where it was superior was in low-end torque and it’s smooth power delivery, and though the cast-iron V6 was no lighter than the inline-5, it’s shorter overall length meant that some (okay, only a bit) of the nose-heaviness that had plagued the B2 and B3 series was forgotten.
But the ‘CS’ quattro moniker only lived a short two years in the U.S. before it, too, was replaced by the last-year oddly-named Audi Sport 90 quattro.…
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.
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:
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:
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!
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:
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.…
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.…
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.
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.