We don’t often get to look at 1984 Quattros, and that’s for a good reason. While Quattros are rare stateside full-stop with only 664 brought here originally, just 10% – 65 – were ’84 model year cars. Like ’85, ’84 was a transition year as the newer dashboard, 8″ Ronals and a few other minor changes crept into production. Today’s car isn’t fully original – which used to be a death sentence for value on these cars, but no longer – as they’re being snatched up. Let’s check out this metallic black one:
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.
I’ve previously expressed that the RS2 wasn’t really my dream car. The fact that a certain YouTube star grabbed one didn’t really boost its image in my mind. The model certainly hold a lot of appeal, it’s true, and when presented in signature RS Blue as we see here, it’s pretty awesome. But is it the car I’d want for $66,000? Well, before you answer, read a bit more….
Treser is a name that occupies an interesting place in the tuner world. Both pioneering and polarizing, he pushed the boundaries of his technology at the time, creating stretched, chopped, and off-road versions of road cars. They had special wheels, unique body kits, and additional performance – not to mention optional interior refits. The highest-profile were, of course, his modifications of the Quattro, and today’s example is claimed to be the first modified by him. So let’s check it out!
Audi brought the S4 Avant to the United States for the first time in 2001. It joined the sedan lineup and offered a follow-up to the large chassis S6 Avant from 1995. This was actually the second S4 Avant, as Europeans had enjoyed the C4-based creation in the early 90s. Audi’s renaming convention therefore created a successor to the B4-based S2 Avant. Instead of the traditional inline-5 motivation, though, Audi had developed a new 2.7 liter version of its V6. With a K03 turbocharger strapped to each side, the APB produced 250 horsepower at 5800 rpms and 258 lb.ft of torque at only 1850 revs. Like all the B5s, Audi’s new generation of quattro used a T2 Torsen center differential and relied upon an electronic rear differential utilizing the ABS sensors. The B5 chassis used the same technology on the front differential as well and was capable of independently braking each front wheel to try to sort the car out through its dynamic stability program.
But the real fun was that it was available as an Avant and with a 6-speed manual. Just over 1,500 were claimed imported between 2001 and 2002 model years, with about 600 of those being Tiptronic equipped. This is one of a claimed 80 Imola Yellow 6-speed manual Avants imported for the model year, and for good measure it’s got quite a few upgrades:
The Audi racing program went through some really interesting changes between the late 1980s and the mid 1990s launch of what became one of the more dominant touring cars produced, the A4 STW. Continuously evolving regulations were part of that, coupled with a global recession and cost-cutting measures among many manufacturers. So it was just a few short years between the flame-breathing iconic 1989 Audi 90 IMSA and the death of the turbocharged Audi racing sedans entirely, though there were some interesting steps in between. For example, Audi tried their hand in the France with the 1992 Audi 80 quattro Supertourisme I looked at a few years ago:
Motorsports Monday: 1992 Audi 80 quattro Supertourisme
That car was powered by a crazy turbocharged 2.0-liter inline-four. Simultaneously, Audi built a 2.5 liter V6 80 for the German DTM series, though they ended up withdrawing in protest over the series rules, and the car never ran. Quietly, in the background, a more reasonable – and very entertaining – solution emerged. In 1990, the British Touring Car Championship revised their rules to make racing more affordable in the wake of the massively fast and expensive Ford Sierra RS500s. The new regulations were based around production sedans of no more than 2.0 liters and with no turbochargers. This, in turn, led to a series of homologation specials to make cars legal for the new Super Touring regulations, and Audi was happy to take part. What emerged was the Audi 80 Competition quattro – limited to 2,500 units to comply with regulations, Audi stuffed a development of 2.0 16v inline four also found in the European-market B3 Coupe into the B4 chassis quattro, stuck an S2 front end on it and a raised rear spoiler, quattro-script interior and a few other goodies, and sold them to the public:
It hasn’t been all that long since I looked at a 7A-powered 90 or, for that matter, a very clean Coupe Quattro:
1990 Audi Coupe Quattro
However, today’s car – while broadly similar to that Coupe above, is definitely worth a closer look. That’s because it has a scant 27,000 miles on the clock. How is that even possible?
The TT Roadster sold for $8,145 and the Coupe sold for $8,100.
Currently, almost no one has time to even consider the 8N chassis Audi TT. It’s old, with the last of the first generation produced 15 years ago and its replacement – the 8J – has also fully completed a production cycle. It doesn’t have the super wiz-bang computers, million horsepower engines, or cut-your-hand-on-the-front-end styling of the new models. A fair amount lay in a state of disrepair; crashed, thrashed and trashed to a point where they’re nearly given away – quite seriously, there’s one near me for $1,500. But find a good one, and I think now is the prime time to grab a clean TT that will be a future collectable – and BaT recently has sold a few low mileage examples at or over $20,000. Today’s duo of quattros aren’t nearly as clean or low mileage, but they’re also a lot cheaper. Which would you take?
So were I going to go through the effort to import a car from Germany, I’d probably be looking for an interesting ride that isn’t frequently seen here. Of course, I have a tremendous amount of love for the V8 quattro I just mentioned in my last posting, and Europe got some pretty cool options that never came here. Today I want to take a look at two unique – and very rare – D11s that are on offer in Germany. Despite being the proverbial hen’s tooth, they don’t need to break the bank, either:
I’ve owned Audis of all sorts, but the B3/4 chassis has so far eluded me. It’s not that I haven’t come close, though. My first experience with a B3 was at one of my first jobs. One of the delivery men had bought a brand-new 1990 Coupe Quattro. It was a mess, though it was only 6 years old at that point. I offered to clean it for him, and thus was born my first drive with the 7A. It started up and sounded just like my 4000CS quattro, and if I’m brutally honest, below 3,000 rpms you couldn’t tell any difference between the two in performance. But keep your foot buried in the loud pedal and the DOHC 2.3 inline-5 began to sing, eagerly heading for the redline at every prodding. The fit, finish and luxury of the Coupe made me envious of the time; though my Audi was only four years older, it might as well have been five times that. Such was the jump from the B2 to the B3. Soon after I met another Audi fanatic who had a string of Lago Coupes I would often drool over.
My later encounter came much closer to actual ownership. I met a friend in England during grad school and we quickly bonded over Audis. It turned out that back in his hometown in Canada, he, too, had an Audi waiting. It was a graphite 1990 90 quattro 20V. And, after some time, he asked me if I wanted to buy it. When I got home I pursued this prospect since I had sold the 4000 to leave for England. Long story short, when the photos arrived of the car, it was quite a bit more crusty underneath than I was hoping. His price was reasonable, but then for about the same ask a 1993 4.2 V8 quattro came up for sale locally, and the rest was history for me.
The B3 20V has never left my thoughts, though I haven’t gotten any closer to owning one. The Coupe and its 90 quattro 20V brother each have their devoted fanbase, yet they’re remarkably different cars both in how they look and who wants to own each. Both are fairly rare, with around 1,500 Coupes and roughly 1,000 90s imported with the 7A originally – and, in all honesty, probably only a fraction of that number remain today. This week a clean example of Pearlescent White Metallic 90 popped up, and it’s worth a look: