Tuner Tuesday: 2002 Audi S6 Avant 2.7T 6-speed

Just last week I was baffled by a C5 chassis swap. The seller took a 2.7T twin-turbo motor, a 6-speed transmission, and an Audi A6 Avant to create a unique package. However, in some ways its mission was lost to me; why not just buy an Allroad manual for half the price, or get the nicer S6 Avant with more and better go-faster bits? To answer my question, our reader Andre posted a response with the link to this car. Again, we have a C5 Avant with a 2.7T 6-speed swap. The price is pretty similar. But the base vehicle this time is the S6, with lightweight aluminum panels, flared fenders and bladed doors, great interior and a host of RS6 bits. Does this one accomplish being desirable and justifying the swap better?

CLICK FOR DETAILS: 2002 Audi S6 Avant on Seattle Craigslist

Just Because? 2001 Audi A6 Avant 2.7T 6-speed

Generally, when an engine and transmission swap is undertaken it’s something that wasn’t offered from the factory. S52 in an E30, V8 in a 944, VR6 in a Mk.2; you’re making a performance version of a car that wasn’t offered from the factory. But then there are other swaps that, frankly, leave me scratching my head, and this one is certainly high on the list. It’s not that the result wasn’t neat – the finished product looks like a clean A6 Avant, but the lowered stance and big wheels hint at some serious changes under the skin. So let’s take a peek at what’s been done:

CLICK FOR DETAILS: 2001 Audi A6 Avant 2.7T 6-speed on eBay

2001 Audi RS4 – REVISIT

After trying for a few months to shift this RS4 over $40,000 back in the Spring, this awesome original Avus Pearl Audi RS4 is back on the market at a discount. The seller’s highest auction bidding reached $26,000 but failed to hit the reserve. Now it’s back up for sale at $36,000. For our friends in the Great White North, this car offers a lot of future collectability but for U.S. fans, you’ll have to go through some Federalization work to get it here. The good news is that others have already done this, so it is possible to bring this Euro-only wunderwagon stateside. While $36,000 sounds like a lot, the hand-built, exclusive nature of the RS4 coupled with performance that is still not far from cutting edge the best part of two decades later seems like a deal. However, since no one has snapped this one up it would seem to indicate the lack of appreciation for the RS4 at this current time – surprising, since we’ve seen replica RS-inspired models in the U.S. come close to the asking price. Is it just that it hasn’t been brought to the U.S. yet?

CLICK FOR DETAILS: 2001 Audi RS4 on eBay

The below post originally appeared on our site February 3, 2016:

2001 Audi S4 Avant

I remember a time not that long ago when everyone basically swore off the B5 as being too complicated, too prone to failure, and without enough pizazz. The funny thing was that these judgements were all levied in comparison to the B5’s replacement, the B6. Sure, the BBK 4.2 V8 stuck under the hood was a sonorous revelation of sorts. Gone was the timing belt and the “you’re going to have to replace them at some point” not one, but two turbos stuck in back of the motor that basically necessitated dropping the engine for replacement. The BBK brought nearly 100 more lag-free horses to the party, too, and better-looking interior bits with the promise of more build quality.

What happened?

Well, the reality is that Audi just punted the ball down field. The transition between B5 and B6 marked the real death toll in the long-term Audi for many, as complicated electronic systems really began to outweigh lifetime engineering designs. I love Audis. I really, really do. But it seems like every single system on every single Audi produced after 2002 is so unnecessarily complicated that I can’t imagine how anyone with even a minuscule amount of sense could look at the design and say “Yup, that’ll never go wrong”. They’re engineer’s wet dreams. In the case of the BBK, in addition to eating starters and prodigious amounts of expensive synthetic oil, there is the notorious timing chain guide issue. Since Audi opted to move the timing devices from the front to the back of the motor to fit into the snug B6 engine compartment, pulling the engine apart means taking it out. Finally get it out of the car and pop the covers off, and it looks like a Swiss clock underneath. And there’s one more secret about the B6 4.2 – sure, it’s fast and it feels shouty.…

1991 Audi 200 20V quattro Avant

Although the Type 44 chassis would live on in the D11 V8 quattro until 1994 (albeit heavily revised), for many the pinnacle of the chassis was the 1991 model year. It was then that finally the U.S. market received the power that Europeans had enjoyed in the chassis for so long. Audi used its Group B, Sport Quattro and IMSA experience to create a four valve head for their road cars. It was utilized in many chassis in slightly different configurations; the U.S. market 200 and early S models received the 3B, while the Quattro had a slightly upgraded RR motor. With mild revisions, this motor was again offered in AAN configuration for the 1992 model year, while Europeans had the ABY. The final development was the RS2’s ADU, but all of these motors shared the same inline-5, 20V turbo construction – and all are very highly sought. For U.S. customers, though, since the S2 and RS2 models were never offered along with the late 20V Quattros, it doesn’t get much better if you like the older cars than the 1991 200, and then again doesn’t get much better in 200s than a clean Avant:

CLICK FOR DETAILS: 1991 Audi 200 20V quattro Avant on eBay

1988 Audi 5000S Avant

Were you to buy this Audi 5000S Avant, exactly zero people would run up to you and give you a high five. But more likely than not, as you were at a gas station topping off the ginormous 21 gallon fuel tank, you’d have time to hear at least one snicker accompanied by a “hey, ain’t that the Audi that accelerates by itself?” 60 Minutes, the Donald Trump of high-brow journalism in the 1980s, so thoroughly managed to destroy the reputation of Audi that the brand was nearly extinguished from the U.S. market. Never mind that the owners had hit the wrong pedal because the automatics had a normal sized, normally placed pedal instead of the “EXTRA BIG-ASS” pedal ‘Merican cars gave you at the time. Never mind that 60 Minutes had to rig the on-air segment to demonstrate the Audi’s brakes failing. Never mind dealers would demonstrate – even in the turbo models – that if your foot was to the floor on the brakes, no amount of throttle could overcome them. You could stand there and argue yourself blue in the face, and still the person will walk away laughing about the Audi who acts like Stephen King’s Christine. It probably doesn’t help that it’s Tornado Red, though….

CLICK FOR DETAILS: 1988 Audi 5000S Avant on eBay

1995 Audi RS2 Avant

Having visited Finland earlier this year for the first time, I was struck by one characteristic that all Finns seem to share. The racing driver gene. Every person I was in the car with in Finland was aggressive on the throttle but were very quick and calculating in traffic. These people mean business. Not surprising then the drivers’ exam is a bit more stringent than what we are used to stateside. To get a drivers’ license in Finland, you must pass both a summer and winter driving test. This is a great idea which should be universal. Once licensed, what should the Finn who wants to drive fast in all conditions opt for? How about this rare red rocket? The Audi RS2 Avant. This RS2 Avant for sale in Helsinki is the perfect runabout for the speed freak who needs a bit of space for family or recreational activities.

CLICK FOR DETAILS: 1995 Audi RS2 Avant on Classic Driver

2002 Audi S6 Avant

The Audi C5 chassis was a unique time when the American market got virtually all of the options that were available in other parts of the world. There were many different engine configurations; starting with 2.8 liters and working its way to 3 liters was the naturally aspirated V6 in either sedan or wagon form. Stepping up a notch got you twin turbos on the V6, which could be had with either a manual or automatic gearbox, again in either sedan or wagon form (albeit only in Allroad configuration). The Allroad introduced a concept pioneered by Volvo and Subaru and was hugely successful if hugely complicated, with an adjustable air suspension meeting a host of other electronic gizmos. V8s were optional as well, in the widened and lightened near-S-specification A6 4.2 sedan, or as we see here the full fat S6 Avant. Turn it up a notch further and you could twin turbocharge the V8 and get your 450 horsepower jollies in a RS6, though we only received the 4-door. Granted, we did miss out on some great TDi configurations and the V8s came as automatic only, but simply the option to have the 340 horsepower wagon was a novelty at the time. I, like most die-hard Audi fans, was both mystified and disappointed by the C5 S6 Avant. With no manual option and the much hotter RS6 only coming in a sedan, it felt like even with the plethora of options available that the top-of-the-heap Avant wasn’t really all that could be offered. Expensive and overshadowed by options cheaper that were nearly as quick but more gimmicky (and basically looked the same), they didn’t sell particularly well – but most were coveted by those that bought them, and when they do arrive to market they’re usually a far cry from the tired look most C5 Avants have assumed:

CLICK FOR DETAILS: 2002 Audi S6 Avant on Charlotte Craigslist

1996 Audi A6 quattro Avant with 30,000 Miles

Audi’s priorities in the mid 1990s in regards to the U.S. market shifted, as they concentrated their efforts on reestablishing any semblance of market share with what would prove to be the very successful A4. The A4 itself was evolutionary rather than revolutionary, as it incorporated most of its technology from the existing platforms. Similarly, Audi backed away from its venerable turbocharged inline-5 platform; a new V6 had become the go-to option choice in both B4 and C4 platforms in 1992. It was far from sporty, but the combination of moderate V6 power, updated looks with the 1995 refresh of the chassis and legendary build quality resulted in what I consider the most Mercedes-Benz like car Audi built. THe A6 2.8 quattro was luxurious in a Spartan way; just enough power options, but not tech-heavy. It was quiet, comfortable, handsome and capable in a time when it still held the monopoly on all-wheel drive wagons – remember, this was the time when the widespread popularity of SUVs was still a generation away. You could even squeeze seven passengers in to a A6 thanks to the optional rear bench seat. They became vogue with the ski-set, and as a result few appear in the condition of today’s example:

CLICK FOR DETAILS: 1996 Audi A6 quattro Avant on eBay

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: