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:
Rounding out my trio of grunge-era Audis, let’s take a look at the entry level quattro-equipped model – the 80. 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 â€˜meet the new boss, same as the old bossâ€™. 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 â€“ slightly more upscale from the B2. Interior quality was greater, safety took priority, and production was broken into two categories as it had been in Europe for the B2. 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 a velour and 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 â€“ 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 â€“ smoothly adequate, but certainly never overwhelming. The 80 quattro enjoyed only a short run in the U.S., being available in the 1988-1990 model years and then re-introduced with some 90 quattro upgrades for the ’92 model year as a hold-over until the V6 B4 was ready for production. The de-contented 80 was a fair bit cheaper than its quite expensive brethren; while a Coupe Quattro would set you back over $30,000 with some options, select a basic 80 quattro and you could sneak out of the dealership for $23,000 – barely more than the ’87 Coupe GT retailed for. Today I’ve come across what must be one of the best 80 quattros remaining out there:
The Audi S8 is, at its heart, just about the opposite of beige. Beige is neutral, calming, blends into its surroundings to the point where it becomes less a color and more a sickly feeling. None of those ideas represent the D2. It is beautifully sculpted and built, exhilarating to drive and listen to, distinctive in its presence. Yet, in many ways, it’s also a car not befitting the brilliant Solar Orange I just looked at. So perhaps the Melange Metallic of this 2001 is the perfect tone?
There’s something else odd about beige S8s. Amazingly, several of the best I’ve seen in recent years have been draped in blah. The Canvas Beige Metallic 2002 with a scant 13,000 miles was certainly one of, if not the best, used D2s on the market recently. I believe it’s the same car that recently sold on Bring A Trailer for $25,200 with 23,000 miles. Since there were only five imported in that color combination, the odds of there being another seem improbably low. Then there was the ’01 in Melange I looked at back in 2016. With 54,000 miles on the clock it looked near perfect. Well, here’s another Melange Metallic 2001 with 55,600 miles:
Recently I’ve written up a string of BMW 135is. A great car and likely future collector, the turbocharged E8x packs a mean punch and stands apart from the crowd, yet is just luxurious enough to make you feel quite special even when the throttle isn’t on the floor. But the BMW wasn’t without competition in the marketplace back in 2009. That competition emerged in the form of the new TTS package. Now, while Audi had made some pretty quick TTs up to that point, none had ever really been considered on par as a driver’s car with what typically emerged from Munich. But the new TTS shifted the balance of performance towards Ingolstadt: