1990 Audi 90 quattro 20V

1990 Audi 90 quattro 20V

As I cover the more typically unloved range of German automobiles, finding comps can be at best difficult. At any given time, there are many favorite models of each of the marques available from pretty much any given date range – except Audi. For example, right now there are well over 100 pre-1990 BMWs on eBay. Audi? There’s one right now. One. And, I’ve already looked at it.

The result is that when you have a pristine example of a 26 year old Audi, finding something exactly like it to compare values is very difficult. But we have something unique today to follow up on yesterday’s highly-spec’d ’91 90 quattro 20V, as another very clean Type 89 20V just so happened top come up for sale at the same time. How does it match up?

CLICK FOR DETAILS: 1990 Audi 90 quattro 20V on eBay

1991 Audi 90 quattro 20V with 23,000 Miles

1991 Audi 90 quattro 20V with 23,000 Miles

As I covered in my last 90 quattro 20V post, while the sedan version of the small chassis mated with the 7A dual-cam EFI inline-5 may not have looked quite as sexy and evocative as the Coupe version, it was a bit quicker and more rare. That’s carried over to today; with such a small pool to begin with at only around an estimate of 1,000 imported here over the short 2-year production cycle, it bears to reason 25 plus years later there won’t be many in good shape. Factor in the typical Audi depreciation and lack of careful ownership downstream, and coming across a 90 quattro 20V like today’s 23,000 mile example is just to the left of impossible:

CLICK FOR DETAILS: 1991 Audi 90 quattro 20V on eBay

1990 Audi 90 quattro 20V

1990 Audi 90 quattro 20V

Just as they had with the development of the 10V Turbo for their top tier products, Audi’s work on the Group B, Sport and later RR 20V Quattro (along with the creation of the original S-series cars soon after) trickled down into the rest of the range, but only in a very limited fashion. The 7A 2.3 liter 20V motor was the beneficiary of that racing work, and it was at the time a pretty impressive unit. Out of 2.3 liters, Audi squeezed a very reliable 164 horsepower with a screaming 7,200 RPM redline. While it’s true this was down on peak power to racing motors like the M3’s S14, the adding of the second cam and a modern EFI engine management also yielded nearly 160 ft.lb of torque.

So why does everyone claim that this car was under-powered?

Weight. The luxury-oriented B3 was most popular in Coupe form, where at 3,300 lbs in 1991 it was in need of a diet. It was 30 horsepower down on the BMW, and weighed 500 lbs more, with a more frontward weight bias. A performance car this did not make, and the result was that the expensive Audis leisurely gained speed. Despite the near 50% power increase over the outgoing Coupe GT, a stock B3 Coupe Quattro shared near identical 0-60 times and cost $10,000 more.

But if you were a clever buyer, you could get slightly better performance out of the 4-door variant of the naturally aspirated double overhead cam inline-5. That’s because concurrent with Coupe production, the motor and drivetrain was offered in the slightly lighter 90 quattro 20V:

CLICK FOR DETAILS: 1990 Audi 90 quattro 20V on Chicago Craigslist

1988 Audi 80 quattro

1988 Audi 80 quattro

The Audi 80 quattro was a great replacement for the 4000 quattro in many ways. And, in many ways, it was a complete let down. It was more quiet with better interior materials and better technology. It also had more power with the 2.3 liter inline-5, but additional sound deadening and more technology all meant more weight, so the new 80 quattro felt slower than the 4000 had. That technology meant it wasn’t quite as “cool” as the 4000 had been, either – you could only lock one differential thanks to a new center Torsen unit, and then at 15 m.p.h. the rear diff would unlock electronically. BOOOO, Audi, BOOOO! How am I supposed to channel Hannu Mikkola if your electronic nannies are undoing my sick slide?

Did it matter that the second generation of quattro was probably better in most conditions for the majority of drivers? Not really. It didn’t matter that fundamentally the 80 was a better car, either. The 80 had three strikes against it before it even went on sale here. First was the price; at around $24,000 out the door with a few options, it was considerably more expensive than even the expensive 4000 quattro had been. Second was that it was no longer top fiddle; the 90 quattro was the upscale model, meaning that if you wanted body-color bumpers, for example, you needed to pony up even more for the “nicer” model. Heck the 4000 had body-color bumpers in 1985 for less money. What was Audi thinking? And to top it off, there was the whole 60 minutes fiasco.

Those factors combined to doom the B3 here, no matter how good it was. In 1988, with the release of a fresh model, Audi barely managed to outsell the antiquated 4000 quattro. The 80 and 90 quattro combined to sell just 94 more examples than the 1987 4000CS quattro had (3,023 v.…

Tuner Tuesday: 1995 Audi Sport 90 quattro 1.8T

Tuner Tuesday: 1995 Audi Sport 90 quattro 1.8T

In a very small subset of enthusiasts, early Audi chassis are nearly as legendary as the BMW E30. Robust, well built and refined, Audi over-engineered most of its small chassis starting with the B2 because it was the platform that launched the legendary turbocharged Quattro. While the normally aspirated versions lacked the punch of their bigger brothers and the acceleration curves could be somewhat laughable, they still offered plenty of entertainment when driven hard. I have a video of my Coupe GT at Watkins Glen – heading up the long uphill straight, we’re shouting out numbers as they barely increase from 95-100 before flinging the car with nary a touch of the brakes into the bus stop, maniacal laughs abounding as we leap the turtles.

Clearly, though rare the small Audis are always prime for more power, and converting those earlier cars to turbocharged Quattro specs – or later RS2 replicas – has been popular since they were sold new. Today’s example, though, has different and more modern motivation than the familiar inline-5 under the hood – but they don’t get much better than this presentation and build:

CLICK FOR DETAILS: 1995 Audi Sport 90 quattro 1.8T on Motorgeek

1992 Audi 80 quattro

1992 Audi 80 quattro

Just a few weeks ago, I spent a fair amount of time documenting the substantial changes to Audi’s small chassis lineup which accompanied the launch of new nomenclature in the B3 80/90 twins. But while early models like the 1988 90 quattro I wrote up for that article were mechanically identical to the “entry level” 80, changes were on the horizon. In 1990, the 7A-motored, dual-overhead cam 90 quattro 20V and Coupe Quattro replaced the 10V NG powered 90s, which were no longer available in the U.S. market. To accompany their upgraded 165 horsepower mill, the 90s featured an optional sport package which included 15″ Speedline wheels and upgraded brakes (standard, albeit in slightly different offset, on the Coupe).

Soldiering on with the 130 horsepower NG and slightly less flair was the 80. In fact, the 80 outlived the 20V motor in the U.S. into 1992, and was ultimately the last small chassis offering the 5-cylinder until the recent reintroduction in transverse layout in the MQB platform. While power and running gear was unchanged, the 80 received some of the 90’s signature bits from earlier on, including the BBS alloys and painted bumper covers. Like all B3 quattros, they’re exceedingly rare to come across; in the case of the 1992 80 quattro like the one here, a scant 640 made their way to our market.

CLICK FOR DETAILS: 1992 Audi 80 quattro on eBay

1988 Audi 90 quattro

1988 Audi 90 quattro

The B3 was a much needed update to the very old small Audi chassis in the late 1980s. Although the addition of the 4000 quattro was only a few model years old and the Type 85 B2 had undergone a pretty comprehensive update in 1985, the reality was that it was a chassis which had been designed in the mid 1970s and was antiquated compared to the BMW E30 and Mercedes-Benz W201 chassis, both of which it was out of sync with in terms of launch. While both of those cars were in mid-life in 1986, Audi launched its new B3 platform with a heavily revised, updated and aerodynamic replacement for the popular 80 and 90. This was interesting, as the B2 would continue alongside in production for several years – notably in Coupe form – until the new 2-door was prepared.

The U.S. market’s offerings also didn’t mesh with Europe either in nomenclature or trim scale. The 4000 quattro had only come in one form – 4000S in 1984 and 1985, and 4000CS in 1986 and 1987. They were relatively loaded and all powered by the venerable JT inline-5. However, Europeans had enjoyed several different configurations; the basic 80 and more upscale 90, with many different options. Audi would continue the 4000CS in 1987, but in 1988 the new models rolled out, with two options like the Europeans had. As in the Fatherland, a prospective buyer could get the basic 80 quattro or opt for the more luxurious, upscale 90 quattro. Many of the design elements of the U.S. spec 4000s carried over into the 80 – such as the rear urethane flush spoiler and even the standard Ronal R8 alloys. But the 90 came with nicer bits, such body color bumper covers with integrated fog lights, wood trim inside, a more pronounced rear spoiler and BBS alloy wheels.…

1988 Audi 80 quattro

1988 Audi 80 quattro

While the move from the B2 to B3 chassis brought many changes to the small Audi lineup, it was also very much a case of ‘meet the new boss, same as the old boss’. Some of the features of the 4000 were gone; you could no longer opt to lock the center differential, for example, since the manual locker had been replaced by a more sophisticated Torsen unit. You could still opt to engage a rear differential lock, but electronics overrode that at 15 m.p.h.. That change was indicative of movement in the marketplace and where the B3 was aimed – slightly more upscale from the B2. Interior quality was greater, and production was broken into two categories as it had been in Europe. Selecting the top-range 90 quattro got you nicer BBS wheels, color matched bumpers and mirrors, a sportier raised spoiler, a better leather interior and wood trim. The downscale 80 would channel more of the outgoing 4000, with savory Serret Velour and a more plastic-heavy interior. They even opted to keep the same Ronal R8 wheels as the old model early on, and the subtle rear spoiler was a near copy of the B2. The more basic 80 was closer in performance to the 4000, too – the luxury and safety items of the B3 meant more weight, and the 90 tipped the scales at nearly 3,000 lbs. Mechanically identical, the 80 quattro was about a hundred pounds lighter and anyone who has driven 80s normally aspirated Audis knows that 100 lbs. makes a difference in performance. Motivation for both was the same NG-code inline-5 that was seen in the last Coupe GT Special Build models, meaning 130 horsepower and 140 lb.ft of torque – smoothly adequate, but certainly never overwhelming. As with the 1988 5000S I looked at the other day, these models came to market at a time of crisis for Audi, and consequently few were sold.…

1993 Audi Coupe

1993 Audi Coupe

Though it lived a short life in the United States over only two production years in 1990 and 1991, the Audi Coupe both started before that run and continued after in Europe. Along with the rest of the B lineup, the Coupe was refreshed for the “new” B4 lineup after 1992. Most notable in this production cycle of 2-doors was the introduction of the convertible model, the new V6 engine and of course, the fan-favorite S2. However, for those with a more modest budget and interested in better fuel economy, you could still get a EA827-based motor in a 2-wheel drive configuration. Displacing the same 2 liters an with 16 valves clattering away, the 138 horsepower front driver wasn’t much of a match for the girth of the B4, but it was cheaper than the 5-cylinder quattro models:

CLICK FOR DETAILS: 1993 Audi Coupe on eBay

Entwicklung 80: 1990 Audi 80 Quattro V8

Entwicklung 80: 1990 Audi 80 Quattro V8

It was really neat to see the interestingly optioned pre-production Audi 90S V6 last week, but more from a curiosity standpoint. As many noted, what’s the market on a front drive pre-production Audi 90 with 200 miles? It would take a very special and specific fan to be interested in that chassis. The same can’t be said of today’s example. When it came to tuning up the Type 89 quattros, Audi offered a few options; the DOHC 7A motor with 164 horsepower came to the U.S., but European markets also got the stellar S2 in 20V Turbo form. Though both were most common in Coupe quattro form, sedans and even for European customers Avants later were available with the legendary turbocharged mill. However, let’s not forget that technically the 20V Turbo wasn’t the top of the heap in 1989, since Audi had just launched the revolutionary quad-cam all-aluminum 3.6 V8. That motor was the signature mill of the eponymous V8 quattro. Out of the box, the V8 was the most powerful Audi on offer, but the engine package would only be available initially in the D11 chassis, but in 4.2 form it would later be offered in the C4 S4/S6 as well. The first small chassis Audi with a V8 wouldn’t be until the B6 S4, right? Well, wrong, because a few generations prior Audi apparently toyed with the idea in some development 80s:

CLICK FOR DETAILS: 1990 Audi 80 Quattro V8 on autoscout24.com

Double Take: 1990 Audi Coupe Quattro

Double Take: 1990 Audi Coupe Quattro

For some time, the B3 Audi Coupe quattro enjoyed a coveted place in the lineup, and many enthusiasts still consider them the high point of Audi design. However, in the market place their star has fallen slightly as newer and faster cars have become more affordable. While for some time a solid example would have cost you well north of $6,000, these low production all-wheel drive hatchbacks seem to have fallen on harder times recently. They have a reputation for being slow compared to the competition – the result of being relatively heavy rather than lacking in the motor department. The 7A inline-5 20V motor is a true gem of a motor, and on the fly these Coupes are quite entertaining to drive. Of course, as with most of the Audi quattros, turbo conversions are popular and the possibilities are near limitless. The B3 chassis also upped the electronic quotient for the driver compared to the relatively simple B2s. Electronic fuel injection, electronically locking (and automatically disengaging) rear differential, a Torsen center differential, electric seats and automatic climate control moved the B3 upscale from the B2, along with added safety features. However, this past year the first of these Coupes turned 25 years old – an age that qualifies them as being antique in some states. Audi only sold a reported 1,730 of these Coupes between 1990 and 1991 model years, and the best (and probably optimistic) estimates put only about 75% of those still on the road today. So, today instead of looking at two modded examples, here are two clean drivers that could be an affordable and unique classic:

CLICK FOR DETAILS: 1990 Audi Coupe quattro on Washington D.C. Craigslist

1994 Audi 90CS quattro Sport

1994 Audi 90CS quattro Sport

If you were looking for a sporty small executive sedan in 1994 and opted to buy an Audi 90, something was amiss. You would have waded through the miring scandal of “Accelerategate” and the media implication that your Ingolstadt-born all-wheel drive wonder would suddenly attempt to go full throttle (preferably, when your husband was opening the garage door….). Okay, so you must have had some understanding of physics, logic, spacial awareness and could differentiate a square pedal from a rectangular pedal and your left from right. That, in and of itself, isn’t all that odd. But then you still bypassed the BMW dealer to look at the Audi; a move which probably surprised even them. After all, in 1994 the E36 chassis was still relatively fresh and won nearly every magazine competition it was entered into. In comparison, 1994 was the penultimate year for the B4 quattro as the new A4 was already on the horizon, and though it had received a refresh in 1992 the now B4 chassis didn’t really offer much new technology or refinement over the outgoing B3. It was dressed up with some newer clothes, wheels, and a slightly more powerful motor, but it was still numerically at a disadvantage to the BMW on several fronts. The V6 produced 172 horsepower – about 17 less than the inline-6 in the E36. That V6 also hauled around more weight than the BMW did, so the Audi was predictably slower in every measure, too. The weight and larger displacement meant it got worse gas mileage. And for the pleasure of this slower, thirstier, older chassis, you paid less, right? No – walk into your dealer and select the 1994 90CS quattro Sport as shown here, and you were going to pay over $35,000 – about $5,000 more than the base price on a 325i sedan.…

Feature Listing: 1990 Audi Coupe Quattro 20V Turbo

Feature Listing: 1990 Audi Coupe Quattro 20V Turbo

In my recent “Gimmie Five” 10K Friday, I charted some of the developments of the venerable Audi powerplant. Though the Eurovan would continue using I-5s in some applications, ostensibly 1997 would see the end of the line for the original configuration with the discontinuation of the S6 even if it’s returned in spirit in the new 07k turbocharged 5 seen in the TTRS and RS3. Those cars are the successors of the original small turbocharged Audis; the Quattro and the S2 coupe and Avant, and while we briefly got the 10V Quattro, none of the later small turbocharged variants came to the U.S.. For enthusiasts that were unwilling to wait for either the new models to launch or the European models to become legally eligible for importation, a popular pursuit has been to recreate the turbocharged package in the small chassis. Adding the turbocharged motor in 20V form instantly transformed the B3 and B4 into performance machines, and with plenty of tunability in the package it was possible to create a really serious package. That tuning has been taken to another level by an entire generation of new electronic fuel injection management which exploits the longevity and stout construction of the inline-5 and makes absolute monsters. Sure, it was impressive that Audi produced versions that managed the best part of 1,000 horsepower in certain tune in the 1980s – but that, of course, was a major manufacturer with near unlimited budget. What’s more impressive is that small tuning firms subsequently have been able not only to match but to exceed those power levels, with companies like 034 Motorsport and Dahlback Racing making 1,100 – 1,200 plus horsepower variants on their own. Even though the B3 chassis is fairly heavy, if you can turn up that boost to high levels you’ve got yourself a rocketship – and this S2 replica certainly has the right ingredients for that recipe:

CLICK FOR DETAILS: 1990 Audi Coupe Quattro 20V Turbo on Motorgeek

10K Friday: Gimmie Five – Audi 5-pot-off

10K Friday: Gimmie Five – Audi 5-pot-off

Today’s 10K Friday is something a bit unique; instead of a normal comparison between similarly valued cars, I’m going to chart the development of the venerable Audi inline-5. While, due to a dearth of examples, we won’t go back to the very early days of the I5 in the U.S., I’ve rounded up some of the more notable configurations that the engine appeared in the U.S.. Since, save some exceptions like the legendary Quattro and RS2, nearly every used Audi with this motor fits the under $10,000 limit (or comes close to it), that gives us the opportunity to see Audi’s continual technical changes to the inline-5. Though not as memorable as BMW’s inline-6 or Porsche’s flat-6, this motor was extremely important to the company nonetheless and was a character-defining attribute of Audis for nearly 20 years. So, let’s see how they kept it relevant from the 1970s into the 1990s:

CLICK FOR DETAILS: 1987 Audi 4000CS quattro on Craigslist

Tuner Tuesday Ersatz S2: 1990 Audi Coupe Quattro S2 Replica

Tuner Tuesday Ersatz S2: 1990 Audi Coupe Quattro S2 Replica

For some time, if you wanted to go fast in a two-door Audi in the U.S., you had to make your own car from pieces of others. Even if you selected the much praised Quattro, you had a fairly heavy car to start with that was coupled to a rather measly 160 horsepower. Unless it’s snowing, a bone stock Ford Fiesta ST will pretty thoroughly stomp all over the legendary boxflared wonder in just about every situation. So people began modifying the turbocharged cars to produce more boost and bring them into line with their European counterparts. Of course, when it came to the replacement for the Quattro, those that waited longingly from 1985 until 1989 for the next turbocharged coupe were greatly disappointed. Sure, the new 90-based B3 Coupe Quattro had 20 valves under the hood – but no turbo came here. Europeans enjoyed several iterations of the turbocharged B3 and B4, including the Porsche tuned RS2, but in North America only the normally aspirated, slightly portly 2-door hatch came here. Again, it was no surprise that as soon as they were outside of warranty, people began to tinker; in this case, making their own S2s out of pieces from their bigger brother 200/S4s. Installing the 20V Turbo into the engine bay instantly transformed the Coupe Quattro from competent cruiser to sleeper assassin:

CLICK FOR DETAILS: 1990 Audi Coupe Quattro on eBay