Predictably, as it did with Mercedes-Benz Pagodas, Porsche 930s, 80s BMW M products and the original GTI, the quick rising of selling prices for the Audi Quattro has continued to bring good examples to market. Where we used to wait seasons between seeing any at all, today you seem to be able to view at least one pretty good one on the market at any given time.
There are those that say you can’t really compare the Quattro to the M3, or even the 911 – though the pricing was quite similar. But isn’t that the point? In period, the other car you could have bought for the same money as a Quattro was a basic 911. And the market spoke: in 1983, Audi sold some 240 Quattros in the U.S.. Porsche, on the other hand, traded 5,707 911SCs between the Coupe, Targa and new Cabriolet models. There was basically no market overlap with the other two major contenders – the 944 Turbo and the M3. Both those cars, and the 911, were finished to a higher level of quality with better components, arguably, but the real difference was the type of owner who bought the Quattro versus the 911. These cars were built to be used and abused, and many were.
Today’s example wears LA3A Mars Red that was shared with the A1 and early A2 chassis Volkswagen GTI and GLIs (along with a few others), but is less frequent to see on the Quattro than the color that replaced it in 1984 ‚Äď LY3D Tornado Red. It appears to defy the odds and be a survivor worthy of a closer look:
Watch out Quattro, here comes the Golf!
While in the 1980s if you bought any of the branded ‘quattro’ systems you basically got the same drivetrain no matter what model you jumped in, the same was not true at corporate sibling Volkswagen. To add all-wheel drive to its lineup, VW had to incorporate three distinct systems all of which fell under the moniker ‘syncro‘. As just discussed in the T4, the T3’s system was a viscous coupling setup sending power forward with twin locking differentials. The B2 Passat shared its platform with the Audi B2, so there the all-wheel drive syncro was really just a re-badged generation 1 quattro system. But in the A2 chassis, a different viscous coupling setup engineered by Steyr-Daimler-Puch helped to transfer power rearward from the transverse engine when the front wheels slipped. The engineering was pretty trick, but underneath it all it was pretty much just a standard Golf – albeit one with potential.
So in the late 1980s when Volkswagen Motorsports wanted to enter Group A racing with the new all-wheel-drive Golf, it needed to build more than just race cars if they wanted a mean motor in it. It was homologation at its finest. Okay, maybe not, but build more they did, with at around 5000 road-going units planned of what was dubbed the Rallye Golf.
Defined by its rectangular headlights with cooling slats underneath, the Rallye continued the Iím a race car on the road Ö SHHHHHHH! theme with typical 1980s box-flared fenders. The Sebring alloy wheels were also seen on U.S.-bound Corrados. Despite the racer looks, the extra performance of the 1H G60-supercharged, 1.8-liter 8-valve inline-4 rated at 158 horsepower wasnít enough to overwhelm the additional mass of the rear drive system, and, consequently, a well-driven GTI 16V would be quicker to 60 and around a track. But BOXFLARES!
Consequently, though the Rallye may not win the VW drag race, it won the hearts of enthusiasts. This tribute plays into that with a visual recreation of the Rallye – lacking the viscous coupling setup, but with a lot more motivation under the hood:
Update 11/17/19: This Quattro sold for $18,600
Though the basis for what made the Quattro legendary; inspired racey styling, boxflares, turbocharging and all-wheel drive with a near-luxury interior seems almost trite, the Quattro really was a revolution in design. Some ten times more dear than an E30 M3, in recent years the Audi has gained a lot more respect in the marketplace. There are those that say you canít really compare the Quattro to the M3, or even the 911 Ė though the pricing was quite similar. But isnít that the point? In period, the other car you could have bought for the same money was a basic 911. And the market spoke: in 1983, Audi sold some 240 Quattros in the U.S.. Porsche, on the other hand, traded 5,707 911SCs between the Coupe, Targa and new Cabriolet models. There was basically no market overlap with the other two major contenders Ė the 944 Turbo and the M3. Both those cars, and the 911, were finished to a higher level of quality with better components, arguably, but the real difference was the type of owner who bought the Quattro versus the 911. These cars were built to be used and abused, and many were.
With only 664 brought here in total, and just 240 from the first model year, you’re going to have a pretty hard time finding one for sale at any given time – unlike the other three cars mentioned. That’s why it’s worth taking a look at one of the earliest U.S. chassis, even if it does come with a long list of needs. But that strong potential of heavy needs isn’t slowing bids down…
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. LY5Y Amazon Blue Metallic was offered alongside the Helios Blue Metallic in 1983, but for 1984 it became the sole dark blue offered. Itís a very pretty color, and is here coupled were with some nice and common upgrades to the early cars. Most obvious are the addition of European H1/H4 sloped headlights and grill, which give the Quattro a more updated and aerodynamic look. More subtle is the tucking of the impact bumpers which combined with the headlights give a more Euro feel to this example:
For U.S. Quattro fans, ’85 models are a bit special as they held numerous upgrades over the prior models. Like the rest of the Type 85/B2 lineup, those included revisions to the exterior, most notably the slanted grill and color matched spoiler, but also inside a new dashboard and revised seat fabric patterns. Like the ’84s, wheels were 8″ Ronals, but hidden was a new and more reliable fuse box location to run the whole car.
A few unique colors were offered on the ’85 up models, but since importation ended after one ’86 made it here, these colors are also a bit unique. Unique too was the headlight treatment, which had chrome aero bezels to match the grill. A total of only 73 of these upgraded 85s (plus the one 86) made it to the U.S., and they’ve pretty much always been the most sought of the scant 664 original Quattros sold here. This particular ’85 comes to market looking minty fresh in Amazon Blue Metallic over Quartz leather:
Okay, the third blue Audi in a row and so far I’ve been batting out in terms of cars I’d put in my ultimate garage. While the Audi TT would be on the list, the 180 version wouldn’t be my first choice, and though I wouldn’t kick the S4 out of my bed, I’d opt for a Avant version first. So how about my favorite chassis?
I’ve owned something like 8 or 9 Audi B2s, and though I came very close to owning a Quattro once, my history doesn’t include the illustrious leader of the pack. But a Quattro would very certainly be on my list of ultimate Audis. Which one would I want? Well, if money were no object, I’d probably choose a RR 20V first. The last of the run produced right through the 1991 model year, they were also arguably the best of the breed too; more refined than early models and sporting the 3B 2.2 liter 20V engine we saw in the 200 20V. While 20V conversions are popular, this one was factory. Here’s a link to a nice ’89 that’s for sale for a bit over $100,000.
More affordable are the cars that actually came to the U.S.. It’s a bit of a chuckle, though, as only a few years ago you could pick up a really nice example for well under $20,000. Today, those same cars are trading between $40,000 and $60,000 depending on condition. Here’s a very nice ’84 that comes in right at the middle of that range (and half the amount of the lustful RR) – so how does it stack up?
Update 11/11/18: Auto Kennel has dropped the asking price from $109,990 to $99,990.
Just as with Andrew’s 190E 2.5-16 Cosworth Evolution II, a series of modified M3s were run past the FIA to introduce new aerodynamic equipment and changes to serial M3s. Also dubbed the Evolution, three separate models were brought to market to homologate the changes. The last was called the Sport Evolution and brought the most amount of changes in the run. Thin glass and lightweight bodywork was carried over from the Evolution II, while the Sport gained adjustable front and rear spoiler extensions and wider arches in front. Under the hood, the 2.3 S14 was replaced with a 2.5 version of the motor which cranked out 238 horsepower. There were a host of other minor changes, all of which added up to a very special – and very quick – package. A total of 600 were produced; though this was the last of the specials, it was also the most prolific. To help differentiate them from the other Evolutions (if the spoilers weren’t enough), the Sport Evolution also got unique bumper trim and Nogaro Silver painted 16″ BBS wheels, along with special Recaro seats inside. While they are the most frequently produced E30 M3 special, they’re still arguably the most desirable and collector friendly. Since they were never officially imported to North America, it’s quite a treat to see stateside. Presented in Brilliant Red 308, today’s Sport Evolution is one of the better examples on the market:
Perhaps I’m being harsh in my title. But I have to say, this listing annoys me for a few specific reasons. We’ll get back there soon. Predictably, as it did with Mercedes-Benz Pagodas, Porsche 930s, 80s BMW M products and the original GTI, the quick rising of selling prices for the Audi Quattro has continued to bring good examples to market. Where we used to wait seasons between seeing any at all, today you seem to be able to view at least one pretty good one on the market at any given time.
Today’s furthers the recent line of ’83s I’ve looked at. We saw the $59,000 ask on a modded L041 Black one. Recent bids only hit $33,000, which tells us more where market value lies. We saw more of a project a month later with the Treser’d LA5Y Helios example. At $25,000, it was one of the cheaper examples to come to market recently. Then just last week the stellar L97A Diamond Silver Metallic one popped up. Priced right in the middle of the two at $40,000, it looked like the one to buy of the three.
Today’s ’83 comes in a fourth shade available that year. LA3A Mars Red was shared with the A1 and early A2 chassis Volkswagen GTI and GLIs (along with a few others), but is less frequent to see on the Quattro than the color that replaced it in 1984 – LY3D Tornado Red. It’s more orange in tone and distinctive as a result. This particular example is also claimed to be completely original and from a single owner – something none of the others could boast. Priced at $36,900, is this the one to get as a collector?
After looking again recently at the replica E30 M3, I still can’t help but shake my head. While it was an exacting clone of a real M3 in many ways, at the end of the day it was just that – an assemblage of parts made to reproduce the look of a legend. Despite that, and a slightly shady listing, that ad elicited ridiculous bidding and an even more outrageous $50,000 asking price. It makes looking at today’s car all the more refreshing, and helps to put the market into some perspective.
What we have is a L97A Diamond Silver Metallic 1983 Audi Quattro. It’s not a perfectly original example, nor is it heavily modified like a lot that we see. But with some weak areas addressed, a clean bill of health and a very good presentation, this is one of the more desirable examples that we’ve seen recently:
There was a point where it was very hard to find a clean Mk.1 GTI anymore, and consequently the values on them rose sharply and quickly. Predictably, the moment that occurred a bunch of really nice examples popped up for sale and have continued to emerge as the car has finally been recognized as a classic. Now, couple that scenario with the racing pedigree of the Quattro and sprinkle in a dash of ///Mania into the mix and you’ve got a recipe for some very expensive cars.
With only 664 originally imported to the U.S. and a fair amount dead, balled up in rally stages or repatriated to the Fatherland, the remaining cars that do emerge generally fall into two categories: well maintained examples that fetch high dollars, or needy chassis for the project-minded enthusiasts. Although today’s car looks quite clean at first glance, it’s not a perfect example. Yet it does sport some very rare (and very polarizing) period Treser bits, a great set of Fuchs wheels and is awesome Helios Blue Metallic. At $25,000 – the lowest price we’ve seen on a recent Quattro auction, is this a deal or a dud?