While it was certainly impressive to see the unique Aquamarine S4 Avant over the weekend, for nearly everyone it was a letdown. Many of the faults would be excusable were it not for the outrageous asking price – getting on for four times the market value of a decent “normal” S4 Avant. Of course, one of the great things traditionally about Audis is that the chassis flexibility means parts from a myriad of other models work across platforms. So, unhappy with the available options out there, why not build your own super Avant?
That’s exactly what folks at Black Canyon Performance did, taking an already desirable B6 A4 Avant Ultrasport 6-speed and turning the wick up substantially. The modifications range from installation of a B5-generation 2.7T V6 to a factory RS4 interior and a special Porsche color – 7A1 Gray Black borrowed from the 997 GT3 RS, but don’t end there. Welcome to the Unicorn Killer….or was it Killer Unicorn?
Update 2/25/19: It appears this car’s exact connection to Paul Newman is quite a bit more loose than indicated by the seller. Thanks, Jason!
Lately I’ve had my eye on Audi B6 Avants as a potential replacement for my Passat down the road. The B6 carried on with Audi’s tradition of building a high-quality, all-weather capable and highly versatile package. While arguably not the prettiest products to come from Ingolstadt, the subdued styling of the B6 has grown on me over time – especially as they’ve become less prevalent with age and used B7s and B8s have flooded the market.
While I’ve been looking primarily at the 1.8T that’s both economical and familiar to me, there’s no denying the appeal of the S4. For short money you can grab a car which was effectively without peer; an all-wheel drive wagon with a 340 horsepower V8 coupled to a 6-speed manual wagon. They’re certainly not without their faults, but the cost of doing business in nearly 15 year old high-tech fast German cars is infrequently small.
Appreciation for these potent and unique packages has once again been growing. Recently, a custom supercharged Jet Blue Metallic ’08 sold on Bring a Trailer for $28,250 – indicating there’s a strong market for special examples. And today’s ’05 is quite special for two reasons – first, the special order Aquamarine Blue Metallic exterior, and second involves who ordered it – none other than Hollywood legend and motorsport enthusiast Paul Newman:
Recently on our Facebook page I posted a poll to see what our fans would like us to write-up. The choice in that poll was between two different generations of Grand Tourer; cars with the same purpose but very different execution. The Porsche 928GTS was at the end of its illustrious production run, the ultimate evolution of the V8 transaxle design. On the other hand, the fairly recently introduced 850CSi wasn’t quite the ‘M8’ BMW had teased, but in a post-Recession economy it was still pretty special. The 928GTS clocked in to work with a slightly revised exterior, 17″ Cup wheels, giant Brembo brakes and a stonking 5.4 liter 4-cam V8 capable of 345 horsepower. The 850CSi was, of course, also naturally aspirated, but a 5.6 liter V12 lay under its computer-designed angular bodywork. The E31 was heavily breathed upon by BMW’s Motorsport division, the S70 laughed at Porsche’s V8 by channeling 372 horsepower to the rear wheels solely through a 6-speed manual gearbox. Like the 928, bodywork revisions, M-System II forged wheels and mega brakes along with suspension updates helped justify the lofty price.
In their days, both of these cars could eclipse $100,000 easily with options. The thing is, they’ve never really come down in price. Both were quite limited production; a total of 1,510 850CSis were made with only 225 sent to the U.S., while 2,877 928GTSs were made, with I believe 451 landing in North America.
The Facebook poll came down to a dead heat between the two, each with 44 votes. So, I did my best to come up with two worthy examples priced closely to consider today:
The year is 2019 and we are full into an era where a first generation Porsche Cayenne can be had for the cost of a German Shepherd puppy. Seriously these, along with its hunky cousin VolkswagenÂ Touareg, are trading for shockingly low prices thanks to the classic formula of low demand, low quality and higher than normal repair costs at a higher than normal rate. Buying one of these now is a gamble that I don’t think anyone is really ready for because while money can fix anything, you can’t buy more time from the inconvenience that these things can cause. If you wanted to snag one for a pure hobby knowing that this is going to be a bumpy ride, there is one special build that is worth looking out for: the 6-speed manual.
For whatever reason, Porsche brought over a handful of 6-speed manuals mated to their 240 horsepower version of the 3.2 VR6 in the 5,000 lb. base model Cayenne. I’m sure every dealer who were allocated these had thoughts about not setting the parking brake and letting them roll away given how hard these were to sell when new. While Porsche also brought the 6-speed manual in the GTS model, that one was mated to a 405 horsepower V8 and sold as a performance model, so it made sense in a way. Here we are now some 14 years later and a handful of these bounce around on the used market in conditions you would expect an old Porsche SUV to be in. Everything is sticky, it smells like crayons and theÂ center carrier bearing probably needs replaced again. Still, this example up for sale in Chicago might have you thinking about it if you are just crazy enough.
Update 1/17/19: This 135i is listed as sold at $18,000.
A few months ago I took a look at one of the best affordable driving packages from BMW in recent times – the E82 135i. The model I looked at was rare for a few reasons; clean, original 135is with a 6-speed manual are fairly hard to find, and on top of that the particular example was outfit in Alpine White and with the M-Sport package, plus it had the even more infrequently seen beige Boston leather interior. It was also fairly loaded and had lower mileage – all in all, a hard package to replicate.
2013 BMW 135i M-Sport
Well, I’ve come pretty close today. In some ways, this car may actually be a bit more desirable. Let me explain why:
It seems appropriate to follow yesterday’s S8 with this model. In just a few years, Audi went from only one S model with very limited production imported in the C4 S6 to three models. Top of the range was the S8, but it shared its running gear and sonorous V8 in a slightly detuned state with the new C5 S6. For Audi enthusiasts, though, big news came with the launch of the new S4.
It was unrelated to the first S4 because of Audi’s renaming strategy in 1995. That meant that the new S4 was based on the small chassis B5, and U.S. enthusiasts finally got a taste of Audi’s M3 competitor. Performance came in the form of a new 2.7 twin-turbocharged V6 30V and was mated to either a 5-speed Tiptronic transmission like its bigger siblings or a 6-speed manual. Like other B5s, the S4 made use of the 4th generation of quattro technology driving all four wheels. This utilized a Torsen center differential with open front and rear differentials, both of which employed the ABS sensors to electronically ‘lock up’ the slipping wheels when a speed differentiation was detected. Like other S models, some light revisions to the bodywork and more pronounced exhaust were present, along with polished mirrors and 17″ Avus-design wheels. Most notable was the large front bumper cover with 6 gaping grill covers which hid the twin intercoolers for the motor. With 250 horsepower and 295 lb.ft of torque, you had an all-weather 155 mph warrior. And, it was available as an Avant:
Considering just how rare they are, it’s quite special that we get to look at a second Colorline 850CSi in such short order. And this one is quite a bit more rare to find than the prior Tobago Blue example. Only 13 were ordered in the rarest combination – Calypso Red Metallic with Trinidad Red and Black Nappa leather. This is really about as rare as an E31 gets.
Since I didn’t cover the differences between the EG91/2 (Euro) and EG93 (US) 850CSis, it’s worth taking a look at that. Euro-spec 850CSis got additional oil cooling for the differential and engine, along with 13.6″ floating rotors and different side mirrors. The front end also got special smoked lenses. I covered a bit more about what made all 850CSis special in the last post:
1994 BMW 850CSi Colorline
There are a few reasons to really prefer today’s CSi over the Tobago Blue. Beyond the increased rarity, this one has far fewer miles and the presentation is much better. There’s a lot more information provided, too. And, it’s already on this side of the Atlantic, though you’ll need to wait a few more months until it’s ready to roll into the U.S.. Of course, there is one drawback…and it’s a big one:
Update 11/26/18: Although listed as sold at $7,100 last auction, this car is back again with no reserve and sold for $7,099.
Update 11/15/18: This E34 sold for $7,100.
After selling earlier this year from out Feature Listings, this built and supercharged “540i” is back on eBay with a no reserve auction and some slick new photos. Bidding is currently only at $5,600 with a day and a half to go.
In the early years of the 1990s, the writing was on the wall for the high-strung M88 derivatives. They were excellent motors, no doubt, but power levels were rising to the point where the M5 was no longer top trump. It enjoyed a small power advantage over cars such as the V8 4.2 quattro, true – with 276 horsepower and 295 lb.ft of torque, the Audi had less punch but more pull. But cars like the M119-equipped 500E changed the playing field; 322 horsepower was enough to overcome the S38 in the M5, but the big number was the 354 lb.ft of torque. That was nearly 100 lb.ft more than the S38 and it was more usable, too.
BMW wasn’t to be outdone, launching its own series of V8 for the 1992 model year. in 3.0 and 4.0 form, the modern aluminum motors dubbed the M60 brought new levels of power to the third generation 5. In fact, so potent was the 4.0 version that BMW decided the more expensive M5 was effectively redundant in the marketplace. The M60B40 was rated at 282 horsepower and 295 lb.ft of torque and and good enough to scoot the luxury car from 0-60 in 6.9 seconds even when equipped with a 5-speed automatic.
But there was a 6-speed manual option as well, and of course you could opt for the sport package that would give you better seats, springs and a limited-slip differential. These options turned the two-ton Teuton into an athlete. While this particular E34 started life as a 525i, it’s been given the full 540 treatment and then some, culminating in a Vortech supercharger for some serious punch:
In yesterday’s Corrado SLC post, I referenced both how Volkswagen’s coupe was another attempt to create the “poor man’s Porsche”. Of course, at the same time that VW was perfecting its craft with arguably the best of their front-drive creations in the Corrado with the VR6 in the nose, Porsche wasn’t exactly napping at the wheel. They, too, had perfected their own pauper Porsche. The problem was, of course, that not many paupers could afford it.
The 968 stormed out of the gates and straight into the early 1990s recession wielding 236 horsepower from its VarioCam-equipped development of the 3.0 inline-4 from the 944S2. Evolutionary bodywork linked the model more closely with both the 928S4/GT and the 911 range. But with more power on tap than the standard 944 Turbo had in the mid-eighties, the base price was pretty much out of reach for most mortals. In 1992, the MSRP was $39,950 for a stripper Coupe. If you wanted the Cabriolet, you’d pay more than $10,000 additional. And if you opted for a Tiptronic transmission you’d be at $55,000. In 1992, mind you! That’s over $100,000 in today’s buying power and nearly double what a base 718 Boxster stickers for today. Even the basic Coupe in 1992 was double the sticker price of the 968 hardtop.
That made the Corrado a lot more compelling to consider in period, even with the 968’s stellar poise and road manners. It’s no surprise, then, that Porsche only managed to sell 2,234 968 Coupes here – compared to over 14,000 944 Turbos imported. A bulk of the Coupes, 1811, were 6-speed manuals, thankfully. But as we discovered yesterday, just because they were really expensive when new doesn’t mean that holds true today:
In recent posts I covered both the importance of the B5 chassis and its development into nuclear-grade weaponry in the RS4. In the midst was the substantially more tame yet still quite exciting S4 Avant.
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. 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’s model years, with about 600 of those being Tiptronic equipped. Light Silver Metallic was by far the most popular color ordered, and this particular Avant is one of 358 LSM manuals brought in for the 2001 model year: