It’s pretty amazing to think that only 20 years separate the 1984 GTI I looked at the other day and today’s 2003 Audi RS6. The development of car design, technology and performance over that time took a greater leap forward during that period than any other, I believe. Sure, new cars are incredible and do more every day. But when the RS6 launched, that GTI felt, looked and drove positively like an old car. When you factor in that roughly the same amount of time that separates those two models has passed since the introduction of Audi’s C5 platform to today, it draws into sharper focus that it’s been more of a progression of steps recently rather than a great leap.
The pinnacle of the C5 was, of course, the twin-turbocharged all-wheel drive version you see here built by Audi’s skunkworks, quattro GmbH. With assistance from Cosworth Engineering, the resulting BCY motor cranked out a peak 444 horsepower at 5,700 rpms and an impressive 415 lb.ft of torque between 1,950 rpms and 5,600 revs. The body, brakes, wheels and suspension were all upgraded by quattro GmbH too, with plenty of technology incorporated to transfer the power to the ground and keep the RS6 planted. Though it was saddled with an automatic transmission only and tipped the scales at a massive 4,050 lbs, the tenacious all-wheel drive, computer programming and massive power resulted in a 4.4 second 0-60 sprint, besting both the contemporary M5 and E55 AMG. The RS6 had 14.4” front brakes, dynamic ride control, and meaty 255-section Pirelli P-Zeros to control that speed. Lowered ride height, flared sills and fenders and giant gaping intakes and exhaust along with signature honeycomb grills set the stage for how these cars have looked since.
The first RS model imported to the U.S., Audi expected to sell 860 at nearly $80,000 a pop. But they didn’t. They sold more, such was the demand, with an estimated 1,200 making the journey to North America. But as with basically all complicated, fast older German cars, they’re not worth what they were new, making them very tempting in the used marketplace. You just have to find a good one…
I’ll be honest. There are only two reasons I’m looking at these 2003 Audi S6 Avants – their colors. Seemingly 90% of the S6 Avants that came to the United States were Silver, Silverer, or Black. As a result, it’s somewhat of a celebration to look at the more inspired tones. And there were a few; you could, for example, opt for Amulet Red, a striking deep crimson. You could get Audi’s signature Pearlescent White Metallic, one of the few extra-cost options on the S6. Or you could go with one of today’s two tones: LY5X Aqua Blue Pearl Effect or LZ6X Goodwood Green Pearl Effect.
Both are pretty stunning colors in their own right, but in each case here the transform the S6 Avant to another level of desirability. And in both cases here, the condition is outstanding and well documented; both sellers claim theirs to be one of the best in the U.S., and both are probably right. So which is the one to get?
Typically, our ‘Roll the Dice’ features have been cars that are a bit of a gamble; little history is disclosed, there are no photos to show the car’s condition or no description, something’s odd about the example, it’s got a million miles…you get the point. Today’s S6 Avant is a bit of a different gamble, though.
To be fair, jumping in to any 15-odd year old German car today is somewhat of a leap into the unknown. You’re entering territory where the complicated electronics begin to fail, oil seeps from every joint of the motor and rattles permeate the body structure. Often, you’re left chasing the ghosts of deferred maintenance. Add up the number of things that could potentially go wrong on an older car and then cross reference the part costs, and you’ll quickly see the problem.
So what does that look like when we consider today’s S6 Avant? Well, if the seller is to be believed, in the past year they’ve spent $14,079 fixing this Audi. The last nice S6 Avant that I looked at sold for $13,000. You don’t have to be a math wiz to figure out that’s a bad deal. And that last nice S6 Avant was in much better condition than today’s model with only 50,000 miles on the clock.
So if you’re getting in to today’s car, you’re rolling the dice a bit that the $14,000 “invested” in this one has resolved all the problems. But there are positives, because the seller has opted for a no reserve auction format, and…oh yeah, it’s supercharged.
Audi’s interesting sales plan of S-cars in the early 2000s was, for U.S. fans, both good and disappointing at the same time. Mega models like the RS4 continued to be withheld from this side of the Atlantic just as the S2, RS2 and S6 Plus had been. The new generation of V8 powered S cars had yet to arrive, too; movies teased us of the slithering, nitrous oxide-boosted battering ram S8, and though the C5 chassis now sported the V8 in 2000, we had yet to see the S6.
But there were bright points. The B5 S4 was available as a sedan or Avant here, for the first time, in 2001 the flagship S8 arrived and after a wait until 2002, the S6 arrived in Avant form. And, only in Avant form, and only in automatic. You could complain about that for sure, but then the introduction at long last of an RS model – the twin-turbocharged RS6 – assuaged the loss of the regular S6 sedan for nearly everyone.
Once in a while, though, a S6 sedan pops up on this side of the Atlantic:
Back to wagons!
One of the more
captivating baffling options in the used performance wagon market must surely be the C5 Audi. Despite the reputation for 100% metaphysical certitude that they’ll fail – probably catastrophically, they’re fan favorites. Often as a retort to internet commentaries that they’re not reliable, actual owners will chime in, demanding respect and steadfastly assuring the audience that the Allroad’s reputation is undeserved.
‘It’s been 100% reliable!’ they’ll insist.
Of course, the recipe to actually make it reliable involves major reworking of the engine and suspension. And, sometimes the electronics, too. On top of that, it turns out that various people’s definition of ‘reliable’ varies greatly – especially for Audi owners. Basically, to be deemed ‘unreliable’, an Audi must first assassinate a major public figure, then make a Star Wars reboot featuring only Jar-Jar Binks, then kneel during the National Anthem (easy to do, as most have failed suspension on at least one corner), and finally when you turn the key the engine does the action sequence out of a Michael Bay Transformer movie. If, and only if, those conditions are met will fanatics finally fail to reply to the assertion that the Allroad just isn’t a reliable car.
But, it’s cool. And so you probably want one, even though you know it’ll bankrupt you. So the smart way to buy an Allroad is to not buy an Allroad:
Update 12/15/2017: This RS6 remains available with 400 more miles and a further $6,000 price reduction to $41,999 – down substantially from the original $59,000 ask.
If yesterday’s post on the Audi 4000CS quattro represented the genesis of my love for the brand, if I’m honest the C5 RS6 was the start of where I started to question the choices of Ingolstadt’s design. It wasn’t that the RS6 wasn’t a hugely impressive car; though they seem pretty new still, this amazing ride is over halfway towards being considered “vintage” in some states. 14 years has passed since the original owner plunked down the heady $80,000 for what was briefly the world’s fastest production sedan. Audi brought two turbochargers to the Cosworth-built 4.2 liter V8 party, offering 450 horsepower, sub-5 second 0-60 times and a car that would easily bump into its 155 mph regulated top speed – and it came to America!
Consider, for a moment, that in 2002 when this car was ready for launch, the car that had existed 15 years before that was the very 1987 4000CS quattro I wrote up yesterday.
It was a monumental leap for the company into the throes of the top-tier performance sedans, but alas, it was a war of escalation that hasn’t stopped since. Audi has already announced that the new RS6 will have a gazillion horsepower and may even come here. In response, BMW has promised to up the new M5’s power to no less than whatever Audi produces, plus 50. To me, though the newest and biggest and baddest sedans are certainly mind-boggling, none of them really appeal to me in the same way the 4000CS quattro did. The 4000CS quattro had been a car I could conceptualize owning downstream of the original owner (maybe I’d even be the second owner?), but the RS6? It’d have to be many years and many ownerships before I could even hope to own one. And then, did I really want a seriously complicated car that hadn’t been well maintained?
Of course, if you’re not like me (a blessing for you, I’m sure!), maybe you love the RS6 and have always wanted one. And, I assure you, there is not a better example than this one for sale. The only problem is, if you have to ask….
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.
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. But as S6 Avants were quite expensive at $60,000 in 2002 after gas guzzler tax but without options, it (as the other expensive wagons in period) sold slowly. Only around 1,200 were imported over the brief two year period, compared to exactly 3.2 million Allroads if I calculate correctly based on the number that turn up at sleazy second-hand dealers in the greater Providence area. They wander the streets of Rhode Island, three wheels in the air and one on the ground, a winky Xenon vibrating up and down as the bumpstops are tested to the extreme. So let’s look at one of the nicest alternatives to the certain suspension failure:
Perspective is an interesting thing. Just a few days ago, I looked at an S6 4.2 Avant – a car that never came to the U.S.. It was certainly potent, with 285 stomping V8 horsepower. Even more potent was the Plus version linked in the article, with enough power to match rivals from Mercedes-Benz and BMW. But here in America, we bemoaned the lack of importation of these models; worse still, Audi’s U.S. lineup went decidedly soft following the discontinuation of the 20V turbocharged inline-5 S6 in 1995. Indeed, another S model wouldn’t appear here until 2000.
But only a half decade after the most potent S-car had launched out of quattro GmbH, Audi gave us a reason to celebrate. The S6 Avant returned to U.S. shores, and it was even more powerful than the Plus model had been. Now with 5V technology, the BBD 4.2 V8 cranked out 340 horsepower. Like the 4.2 sedan we just looked at, the flares were widened and door blades made the stance more aggressive. Special interior details abounded; sport seats and steering wheel (comfort seats were a no-cost option), Alcantara headliner, and carbon fiber trim let the driver know they were at the wheel of a special model. Audi’s signature Avus wheel design appeared in 17″, but uniquely 8″ wide and in lower offset than either the S8 or S4 models’ wheels. The 1BE sport suspension was 20mm lower and 30% stiffer than the standard models. And though it looked like the rest of the subdued, understated early 2000s lineup, the Avant scooted; 0-60 was gone in 6.5 seconds, the standing quarter mile in 14.5, and the S6 could pretty effortlessly brush against its electronically limited 155 mph top speed. Reviews and owners alike chime in with the same song: like the E39 M5, this is a car that does everything, and does everything well.
So why the hell didn’t we buy them?
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.