Following up on Paul’s Goodwood Green Pearl Effect RS4 and the Aquafresh duo of Ruf and Eurovan from yesterday, I wanted to take a look at some of the more rare greens from Audi in the early 2000s. Greens have all but disappeared from the color pallet over at VAG, but they featured some fetching shades a decade and a half ago. However, unlike the ubiquitous Emerald Mica or Cactus Green Pearl Effect that seemed everywhere in the mid-1990s, these shades are seldom seen in the wild. Which is your favorite?
All posts tagged Quattro
There are two ways to look at the TT RS. Either it’s a very expensive and over complicated Golf, or it’s a really cheap Porsche. Which camp you fall in to probably relates back to your general feelings about Audi’s engineering and platforms, but the VAG group has done a masterful job of filling nearly every conceivable niche with a specific model which suits the needs of a seemingly minuscule group of buyers. Consider, for just a moment, the number of 911 variants that Porsche offers. Not including color and interior variations (and forget Porsche’s individual program for a second), there are 21 variants of the 911 for sale in the U.S. right now. 21. That’s nuts. But that’s about on par with what Volkswagen has done with the Golf – producing not only the many Golf models, but also the Golf-based Jetta, A3, S3, Q3, Tiguan, Touran, Passat, several European Skodas, Seats, and – of course – the Audi TT. But while there are hot versions of the Golf available in a few different flavors, Audi took the TT RS to the next level, replacing the typical 2.0T motor with a 2.5 liter turbocharged inline-5 that hearkened back to the great 1980s designs. Sure, the motor was now transverse, and you can complain about that all you’d like. But the performance of the TT RS is undeniable – 0-60 in 3.6 seconds (with the DSG box), nearly 1 g on the skidpad and seemingly endless acceleration up to 175 m.p.h. from the 360 horsepower 5-pot. And, all of this was available for around $60,000. You also got a revised exterior with go-faster grills and plenty of special looking accents both inside and out. With only around 1,000 imported, exclusivity was guaranteed and these TT RSs are fan favorites already that are likely to retain a strong value in the marketplace:
CLICK FOR DETAILS: 2013 Audi TT RS on eBay
Much as the Quattro set the trend for performance turbocharged all-wheel drive coupes in the 1980s, Audi launched another trend-setter in 1988. The V8 quattro was not an all-new design; it borrowed heavily from the Type 44 200 chassis, but several revisions completely redefined the character of Audi’s flagship. First was the motor, an all-aluminum quad cam V8 coded PT displaced 3.6 liters initially. If you thought it was effectively two Volkswagen 16V motors sandwiched together, you thought correctly – Audi mimicked what Porsche had done with the 944/928 motor designs. With 240 horsepower, the new V8 offered about a 20% boost in power over the 10V turbo motors that were in the European 200s. But the real innovation wasn’t the motor – it was the automatic transmission. Combining a multi-plate clutch center differential and an all-new Torsen rear differential, the V8 quattro drove decidedly quite differently than the inline-5 variants. Weight, while not down thanks to a host of luxury items, was moved backwards and the V8 was more balanced and less prone to understeer than the turbos were. Additionally, the torque was near instant. But by 1991, the gap between the now 20V variant of the 200 and the V8 was so narrow that Audi upped the displacement. The new ABH V8 upped the power to 276 horsepower and 296 lb.ft of torque. Outside, subtle changes helped to distinguish the luxury variant after Audi’s brief foray into absolutely no badging from 1990-1991. Now with small “V8” monikers front and rear, along with a small “quattro” script, the performance was quite a bit improved over the earlier car. Additionally, there were small changes to the 4.2 model – such as some new colors, a transmission cooler and a mildly revised cockpit featuring the updated climate control. But outside remained effectively unchanged, as the 4.2 wore the same forged BBS RG wheels that the 1991 3.6 V8s had. What was always a bit special was the presentation of the V8 quattro – low, hunkered down and widened over the normal slab-sided 200, the headlights and hood treatment hinted at the revised Audi design language that would carry through to the mid-2000s. Plus, the V8 quattro sported some awesome flares to pull it all together. If you like cars such as the 500E and 540i, you can thank the V8 quattro for establishing the benchmark for them. Yet considered over-complicated and prone to mechanical failure, few of these pioneering luxury Autobahn cruisers survive in the U.S. today: