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’s model years, with about 600 of those being Tiptronic equipped. LY9B Brilliant Black was the second most popular color ordered behind Light Silver Metallic, and this particular Avant is one of 183 Brilliant Black (out of 850 total) manuals brought in for the 2001 model year:
Update 4/28/19: Back in December 2018 I looked at this beautiful, low-mileage Coupe GT Special Build with a $12,000 asking price. It quickly disappeared, but has popped back up at another dealer, now with a $14,950 asking price. While it seems unlikely to sell, appreciation for this chassis has been rapidly growing and pricing creeping up. Finding an original one like this is very tough today!
How many times can you write-up the same car, or find something new to say? Somehow, for me these older Audis drive a passion of discovery which keeps them fresh. Today’s example of a B2 Audi is, like the 4000CS quattro from the other day, a last year model. Unlike the 4000CSq, though, the late Coupe GTs were upgraded with the Special Build package. A crossover to the B3 chassis, they featured rear disc brakes, color-matched trim, B3 interior fabric and a 20 horsepower bump thanks to the addition of the 2.3 liter NG inline-5. The Special Build also had a slightly different version of the ’86 digital dashboard. The best performing GT offered here, these are generally considered the most desirable of the lineup.
Today’s example is much like my ‘87.5 project, (unfortunately) right down to the automatic transmission. But with only 60,000 claimed miles and in pristine shape, is this the one to get?
Update 5/7/19: This time around, the Bamboo Bomber sold for $12,100.
I don’t think there are any young children sitting around pining for the loss of the wagon. It’s hard to imagine a young teen hanging a picture of a Audi Allroad on his wall next to the idealistic Ferraris and Porsches, after all. Say to a average car-obsessed 10-year old “someday you’ll really want a wagon”, and they’ll probably laugh. Then try to tell them it will be beige…
All of this raises an interesting point: at what point does this particular car become appealing? Is it because it’s rare? Certainly there aren’t many 200 20V quattro Avants out there, with most fans accepting that approximately 149 were imported. Is it because it’s old? Now on the verge of being 30, the scant number originally imported has dwindled to the point where I’m sure someone knows them all by name. After all, there were more people in my high school graduating class than 200 20V Avants imported. Is it because it’s powerful? Well, to be honest, the 217 horsepower the 3B turbocharged double-overhead cam 20V inline-5 chucked out originally seems pretty tame today. But at the time, you needed to spend a lot of money to go faster than this 5-door. Is it because it’s beige? Now it gets interesting, as I was frustrated by the drapes-match-the-carpet tones in a recent S8, which otherwise shares most of the characteristics I just mentioned:
2001 Audi S8
Yet here, this rare Bamboo Metallic over rare Travertine in the (you guessed it) rare 200 20V quattro Avant pulls the right strings and becomes quite desirable:
That a clean first generation TT still looks new some 15 years later is rather miraculous. Perhaps it points to a change in car designs; less revolution, more evolution. Consider for a moment that the TT concept (which went into production largely unchanged) toured the car show circuit in 1995 – only 6 years after the move to the 964 model by Porsche. Of course, it’s easy to see why Audi would only evolve the design of the TT. It was a hit off the bat, as pretty much everyone liked the snappy performance, the unique looks, the economic practicality of a 2+2 hatchback, the available all-wheel drive. So park a 2004 TT next to a 2014 TT, and though the design moved into a new decade, it didn’t change direction.
Because the TT has been ubiquitous over the past nearly twenty years in the marketplace, it’s often taken for granted that you can get one pretty much any time you want. News flash: you can get an air-cooled 911 of any variant, an E30 M3, a Bugatti EB110 – whatever – anytime you want, too. The difference? You and I can afford the TT.
Just the other day on my ‘Distinctive Drivers’ page – a Facebook group that looks at unusual automotive finds – I stumbled across a ’92 Honda Accord 5-speed. Here was a rather sedate, base model Accord; yet, because of the rarity of seeing such a car, and its recent complete disappearance from the marketplace, there’s an odd desirability for what was otherwise just an average sedan.
The same holds true today. Here’s a Euro-market Audi 80 TDi. The B4 chassis was nearly a stranger to us and is fairly infrequently seen these days; not many were sold here, especially when compared to the B5 A4 which followed. There were only two configurations they came in; all were 90s, and all shared the 2.8 V6 either driving the front or all four wheels. The 80 had been discontinued after ’92 for the U.S. and it didn’t appear as a B4 here, as there was no 90 model in the ’92 season officially.
But in Europe, of course, the B4 included the 80 model, which was the cheapest Audi you could buy – so they sold quite a few. Engines varied quite wildly from the U.S. models; there were 1.6 and 1.8 models which ranged from 70 to 125 horsepower, then 2.0 models running right up to a high-output variant of the 16V we saw in the GTI and GLI. There was the tried and true 5-cylinder we saw in our 80, and then there were a few V6s – the 2.8 seen in the U.S., but also a lower output 2.6 model for better economy. But if you wanted real fuel savings, you opted for one of the two diesels – the 75 horse 1.9TD or the 89 horsepower 1.9TDi:
Let’s head back to some rarities we never received in the U.S.. Now, the V8 quattro did come here, as did (briefly) a manual version. However, U.S. manuals were not only few in number, they were solely 5-speed and hooked only to the lower-output PT 3.6 from the late ’89-90s and a few ’91s. By the time the revised ABH 4.2 launched, Audi had dumped the manual option for North America; if you wanted to row your own in a fast quattro, your option was the S4.
In Europe, though, the S4 could also be mated to a 4.2 V8. And instead of 5-speeds, those cars got the 6-speed manual gearbox. That combination would go on to be the highlight reel of the S6, S6 Plus and early S8s, too. But a few select V8 quattros with the 276 horsepower 4.2 got that 6-cog manual, and our reader John spotted a very clean example:
Fortunately for its seller but unfortunate if you actually were interested in it, the 2.7T-swapped Audi B6 A4 Ultrasport Avant ‘Unicorn Killer’ I wrote up a few weeks ago sold just before I went to press. But that doesn’t mean there aren’t other interesting options out there, and I found two in direct competition (at least, ostensibly) with one another on my local Craigslist.
Here, we have two all-wheel drive wagons from VAG. Both are complicated. Both are reasonably quick. Both have mindbogglingly long names. Both have 6-speed manuals, both originally had MSRPs north of $40,000 and both, predictably, are quite rare to find. But while the mileage on the two is different, their asking prices are within a hundred dollars. So which would you take?
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:
Update 3/25/19: This Audi 50000S quattro sold for $1,500.
Did I say ‘trio’ of Audis? Well, when a clean older quattro pops up for sale, it’s always worth a look, so here’s numero quattro. As with the 80, the 5000S was an interesting addition to the marketplace for Audi. When the Type 44 quattro was introduced in the U.S. for the 1986 model year, it was solely available as a top-tier turbocharged 5000CS model. That continued for the ’87 model year, but in ’88 – the last year for the ‘5000’ moniker – Audi started to bring the C3 in line with its European counterparts. In Europe, Audi had offered the 100 quattro and 200 quattro, the latter being the turbocharged model. That would be the same in the U.S. starting in 1989. But in 1988, both models were termed “5000” and, as it did with front-drive models in the large-chassis range for 86-88, the “S” or “CS” would denote naturally aspirated and turbocharged models, respectively. This was somewhat confusing as the same naming convention did not carry to the B2 chassis.
To make it even more confusing, it was reasonably hard to tell the 5000S and 5000CS quattros apart – at least, from the side. There were no body differences and both wore aerodynamic 15″ wheels, also associated with the Turbo model. This was changed in 1989 as the naturally aspirated 100 moved to 4×108″ wheels and brakes, although the quattro model had BBS wheels that visually matched the 200 model. Both models moved to the new, smaller chromed badges. One easy way to tell the models apart was from the front, where instead of the dual-chamber European-look headlights the 5000CS and Turbo models wore, the 5000S quattro shared the normal single chamber 9004 U.S. DOT lights. Peek inside and you were much more likely to see velour instead of leather. And, of course, pop the hood and the motivation was completely different: