Perhaps I’m being harsh in my title. But I have to say, this listing annoys me for a few specific reasons. We’ll get back there soon. Predictably, as it did with Mercedes-Benz Pagodas, Porsche 930s, 80s BMW M products and the original GTI, the quick rising of selling prices for the Audi Quattro has continued to bring good examples to market. Where we used to wait seasons between seeing any at all, today you seem to be able to view at least one pretty good one on the market at any given time.
Today’s furthers the recent line of ’83s I’ve looked at. We saw the $59,000 ask on a modded L041 Black one. Recent bids only hit $33,000, which tells us more where market value lies. We saw more of a project a month later with the Treser’d LA5Y Helios example. At $25,000, it was one of the cheaper examples to come to market recently. Then just last week the stellar L97A Diamond Silver Metallic one popped up. Priced right in the middle of the two at $40,000, it looked like the one to buy of the three.
Today’s ’83 comes in a fourth shade available that year. LA3A Mars Red was shared with the A1 and early A2 chassis Volkswagen GTI and GLIs (along with a few others), but is less frequent to see on the Quattro than the color that replaced it in 1984 – LY3D Tornado Red. It’s more orange in tone and distinctive as a result. This particular example is also claimed to be completely original and from a single owner – something none of the others could boast. Priced at $36,900, is this the one to get as a collector?
Update 8/30/18: The car has been relisted at $3,000 Buy It Now.
I keep chuckling as I come across A2 Jettas. I’ve already professed that they’re not my favorite, yet interesting examples continue to pop up and they’re simply too good to pass on. Today’s may buck that trend, however, as it’s a non-original, non-running example. So what’s it doing here? Well, because of how it was built and how it appears today, it was worth a closer look. With a 1.8 PL 16V swap, a great set of Ronal wheels and some other VW-chic mods, is this a Jetta worth saving?
Update 9/26/18: This pristine 4000S has sold to a reader!
While I’m a big fan of the Audi B2 chassis, I don’t spend much time looking at or for the low man on the totem pole – the 4000S. If you read my Audi badging rant from a while ago, you’ll remember that there was no model below the “S” offered here, so the 4000S was the base model. Although these were the least powerful B2s on offer, in manual form they could keep up with the Coupe GT because they were also the lightest of the chassis here. Power came from a 1.8 inline-4 borrowed from the GTI and GLI Volkswagens, but it was mounted longitudinally like all B2 motors. Even though they were down on power to the 5s, the inline-4 also had 20% less motor hanging out front, making them fairly nimble. Like their 5-cylinder GT brethren, you had a choice between a 5-speed manual or the venerable 3-speed automatic that appeared in everything from the Vanagon to the Porsche 944. They were also the cheapest Audi you could buy in the 1980s. Though we often look at 4000 quattros, the reality is that about 75% or more of any given model year’s sales were front drivers. 1987 saw 9,043 out of 11,972 sold in this configuration. These appeared to be bought primarily by older women who wanted a more refined sedan but weren’t ready to buy the W201 Mercedes-Benz or E30 BMW. Much more often than their all-wheel drive counterparts, or even the GT, clean examples of the prolific 4000S pop up for sale:
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.
Update 6/28/18: The best part of a year after originally being listed, this reasonably clean 1985 Audi Coupe GT is back in a reserve auction format. Since the Buy It Now was $4,950 last September, we can guess the reserve is probably at or over $4,000. The Coupe GT market has moved forward since last year, so will it sell this time?
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:
We usually try to give plenty of time for readership to check out the auctions we link to. However, if you click on the link below you’ll find there’s only a few hours before this auction will end. Why am I writing it up?
Well, it should be pretty obvious. I like yellow cars, I like wagons, and I like Audis. Three checks there! This is a rare package, and I like rare, too. And before you start chattering about the BBK’s propensity to eat timing chain guides, this one’s already been upgraded. So it must have a million miles? No, they’re in check, too, at 112,000. Best of all, the seller is offering the car in a no reserve auction format and for some reason, bids aren’t outrageous yet.
If you want a big, bad and bold manual wagon, ACT NOW!
I’m certain there’s a sect of the readership that gets pretty sick of me droning on about the Audi Coupe GT. I’ll acknowledge a very large soft spot for this relatively unloved Audi oddity. But it’s Father’s Day, and so as a treat to myself I’d like to look at another. And, I think you’d like to look at it too.
As we write up cars constantly, for me there’s always a point of thinking ‘Right! That’s it. There can’t be another clean original one out there!’ Because, at some point that certainly must be true. How many completely original, low mile and low ownership examples can there be out there. Who, for 33 years, would care for a car so much that basically everyone else gave up on when it was five years old?
Yet occasionally they turn up, and here’s a prime example. According to the seller, this 1985 GT has turned just 67,000 miles and he picked it up when GTs were still on dealer lots. Alpine White with the unique blue tweed interior and matching blue dashboard, he obviously loved the B2 as much as I do:
Today’s car is going to start a bit of a series of big-body Audis from the 1990s for me. Why start here? Well, the 1991 Audi 100 was a end of an era for Ingolstadt’s products in the U.S. For a little over a decade the big-body cars had been powered by inline-5 motors, and the NG 2.3 liter unit under the hood of this 1991 was at the end of its life span. 1991 would see the introduction of the new V6 motor that would become the staple of Audi for the nearly decade and a half. Late 1991 also saw the introduction of the Type 44/C3’s replacement – the all-new C4 chassis. Well, I saw “all new”, but inside it didn’t really look like it changed much. Outside, though…
There were other changes to the new 100 that I’ll go through in the next post. But let’s talk about today’s 100, which was really just a dressed up 5000. Like all the Type 44s, it received a revised interior with the nomenclature swap in late 1988. Dynamically, though, there were basically no changes from 1987. In fact, the ’87 5000 front-drive shared more in common with the Turbo than the later model which shared many components with the small chassis cars.
The front-drive 100 soundly outsold its more expensive 100 quattro and 200 brethren. Somewhere around 5,000 1991 100 front-drive sedans and Avants were sold here, but finding them today can be a bit of a trick:
Friday, the stellar low-mileage, significant history and great condition 1985 Audi Quattro I wrote up this past week sold for $81,400. It’s definitely a signal that there’s been more interest in the mid-80s Audi market in the past few years, as finally these cars get a bit of sunlight shone on just how great they are. The problem? There are very, very few good examples left of any mid-80s Audis. Most of the really nice ones are coveted by their owners (this author included) which means they come up for sale infrequently – frankly, there’s not been a reason to sell them up until this point, as no one has been willing to pay a reasonable market value.
But $81,400? I’d wager no one with a 1985 Quattro today has that much invested in theirs. So while I’m sure there will still be a plethora of fans who want to hold on to theirs longer, it wouldn’t surprise me to see the trickle of nice Quattros we’ve seen hit the market over the past two years start to increase.
With that in mind, if you’re a fan of the inline-5 all-wheel drive recipe, you’ve got to turn to ‘lesser’ models, just as the E30 and 911 crowd has. And if you’re a big fan of the original model, there’s only one that makes the most sense – the 1984 4000S quattro.
It is, admittedly, quite hard to lump the importance of one car into the same category with yesterday’s M3. But if there’s a German car from the same period that deserves to be mentioned in the same breath, it’s certainly the Quattro.
True enough, the U.S. version wasn’t really as quick as you’d expect it would be considering the Deitous stature levied upon it by fans of the brand. But if you looked up “game changer” in the dictionary, an image of the Quattro should certainly appear next to it. So advanced was the thinking behind this car that today it’s still the recipe being followed by many manufacturers nearly 40 years later. And those iconic boxflares that the M3 sprouted? That’s right, they appeared here first. While in some ways the re-work of the design sullied Guigiaro’s clean silhouette, the result was monumental and again the basis for all of the important be-flared WRC fighters that came after. The M3 was only one to copy the style; the Celica Alltrac Turbo, the Escort Cosworth, The Lancia Delta Integrale, the Subaru WRX, and the Mistubishi Lancer Evolution are but a few of the turbocharged, all-wheel drive and box-flared cars that would go on to become legendary in their own right. But the one that started it all has finally gotten some recognition over the past few years. Great examples of the Quattro are few and far between, so when they come to market it’s something very special. And this particular Quattro is really exceptional: