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.
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:
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.
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.…
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:
Edit 10/8/2017 – This car is back up again on a new auction with the vinyl removed and/or replaced. The seller removed their ~$5,000 asking price but the car has gone through several reserve auctions and not cleared $3,000.
Do you ever see a car and think it looks awfully familiar? Probably like a lot of you, I scan listings nearly every day, and every day provides a wealth of new examples of rare cars that encourages a lot of what we do here at GCFSB. But, once in a while, one pops up that sticks out like a sore thumb.
Now, being the chief (and only) Audi Coupe GT enthusiast
in the world at GCFSB, I’m obviously prone to remembering these cars. Sure enough, with so few hitting the market these days I tend to remember every single example I’ve written up – meaning, basically every single example which comes to market – sorry about that.
But this one is particularly interesting. I immediately recognized the Team Dynamics wheels that this 1986 was wearing, but the two-tone paint color was off. Not many Oceanic Blue Metallic Coupe GTs are still kicking around, but at least the sides of this one were the neat and oh-so-80s-electric hue. But closer investigation of some of the details in the description revealed what I thought; this was the same GT I knew from the early 2000s. Originally, the car was Graphite Metallic with black leather – a rare combination on an infrequently seen car – and had been upgraded to participate in track events in Pennsylvania with a cage, a hotter NG motor, rear discs and upgraded suspension, those great looking Team Dynamics wheels and a few other odds and ends. Later it turned up on the West Coast with a notorious flipper of Audis; now with European H1/H4 lights and little else but failing paint, the flipper was looking to make a profit claiming it was one of the best GTs in the country.…
If yesterday’s 76,000 mile Audi Coupe GT was impressive, today’s example is close to unbelievable. Yet here it is – a 1986 model with a scant 3,390 miles showing on the odometer. You’re probably used to seeing very low mile Porsche 911 models, and occasionally we see similar time capsule Mercedes-Benz or BMWs – but nearly never an Audi. Once again, it would be simple to default to the ‘broken odometer’ argument, but the evidence does seem to mount that this might be a fully original example. Welcome, then, to what is as close to a museum-quality example of a Coupe GT as might exist in the U.S.: