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2005 Audi A8L W12 quattro

2005 Audi A8L W12 quattro

Published September 10, 2022 by Carter

About a year ago, I took a look at the top of the heap for Audis in the early 2000s – the A8 W12.

2005 Volkswagen Phaeton W12

With a sticker price of roughly $120,000, they were about five times more expensive than an A4 1.8T quattro. For that, you got more room, more luxury, and more power – 450 horsepower, to be exact. Standard luxuries were also impressive; Audi’s MMI system, 16-way power front seats trimmed in Valcona leather upholstery and equipped with massage elements and ventilation, a rear-seat DVD entertainment system, Bose surround sound, polished wood trim, powered rear side window shades, heated front and rear seats…essentially, this was a Swiss ski resort that could move pretty quickly – to the Swiss ski resort. Today’s car also had some pricey options; the $2k adaptive cruise control system, 20″ wheels, a solar sunroof, and a special interior and full leather upgrade.

Last year’s example came to market with 60k miles and a $68k asking price – pretty hard to justify in my mind. Today’s car? Well, let’s say it’s been well used, but it still looks good. What does the high-mileage discount equate to?

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2003 Audi RS6

2003 Audi RS6

Published September 5, 2022 by Carter

From the end of the C3 chassis we looked at the other day to the launch of the C5 was just a scant 7 years. The styling was evolutionary and instantly recognizable, but the C5 really broadened Audi’s offerings in the U.S. market. Building on the success of the A4, Audi launched not only the normal sedan and wagon offerings, but the return of the S6 and introduction of new 2.7T performance models, along with the Volvo-challenging Allroad.

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 VAG-owned 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. And there are a lot of used RS6s out there to choose from at any given time – currently, there are 10 available just on eBay. The thing is, you should avoid most of them. But not this one:

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2001 Audi S4 Avant

2001 Audi S4 Avant

Published September 2, 2022 by Carter

I’ve noticed an interesting trend over the past few months – vehicles shipped to a Latin American country and then restored. Perhaps this points to a larger issue in the US – specialized work on cars has become very expensive, and far fewer shops are undertaking projects for “average” enthusiasts. Today’s car, a US-spec S4 Avant, is claimed to have been shipped to Puerto Rico and restored. It sure looks good from what is shown, and it has a lot of modifications that should make it seriously quick. Is it worth a roll of the dice?

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1987 Audi 5000CS quattro Avant

1987 Audi 5000CS quattro Avant

Published August 28, 2022 by Carter

One of the reasons it’s hard to get excited about the Type 43 Audi is just how far forward the bar was moved with the Type 44. Similar to the leap from the 6-series to the 8-series BMW, the Type 44 was a radical departure both in style, aerodynamics, and chassis dynamics. The basic Type 44 chassis would endure a remarkable run, too – from its basic layout in the Forschungsauto FV Auto 2000 from the 1981 Frankfurt Auto Show right through the derivative D11 V8 quattro through the 1994 model year. The C3 was revolutionary in its incorporation of modern aerodynamic devices, helping to drop drag coefficients to a then-excellent .30 cd. The Audi design prompted many copies, the most notable of which was the very popular Ford Taurus.

But the C3 was about more than just a slick body. Underneath it continued the C2’s turbocharging on top-tier models. With the addition of intercooling, power was up quite a bit from the prior model. Where the 1983 5000 Turbo generated 130 horsepower and 142 lb.ft of torque in U.S. trim, the C3’s MC1 brought 158 horsepower and 166 lb.ft of torque to the party. It was good enough to prompt notoriously BMW-friendly Car and Driver to name it to its ’10 Best’ list for the first time. In the later 200 20V, it also brought a tamed version of Audi’s Sport Quattro motor to market. The Ingolstadt company also pioneered full body galvanization, something that would become the norm for many newer cars moving forward. That body also grew, as Audi added its signature ‘Avant’ model to the lineup. But of course the big news was the 1986 addition of the word synonymous with Audi in the 1980s and ever since – quattro. Combine them, and you’ve got a reason to click!

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2002 Audi S6 Avant

2002 Audi S6 Avant

Published August 21, 2022 by Carter

In 2002, the S6 Avant returned to U.S. shores, and it was even more powerful than the C4 Plus model had been. Now with 5V technology, the BBD 4.2 V8 cranked out 340 horsepower. Like the A6 4.2 sedan offered before it, the flares were widened and door blades made the stance more aggressive – as well as adding aluminum bodywork. Special interior details abounded; sport seats and steering wheel (comfort seats were a no-cost option), an 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? Audi claims it sold around 900 2002s and just over 200 2003; compared to the Allroad, those numbers probably didn’t even justify AoA’s effort and probably were a large part of the reason that the S6 Avant disappeared and has still not returned (granted, we’ve now got the RS6, but still…). Let’s take a look at a nice first-year model:

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