1995.5 Audi S6 Avant

I recently did a breakdown of the C4 production changes, including the rolling revisions on the ‘1995.5’ models, which I covered in a lovely Magnolia Pearl White:

1995.5 Audi S6

The only real downside to a clean S6 sedan is that, of course, there was also an Avant provided – and who doesn’t love an Avant? This one looks pretty special, and as an interesting counterpoint to the 2021 RS6, let’s look at Audi’s first true big-body S five-door in the US:

CLICK FOR DETAILS: 1995.5 Audi S6 Avant on eBay

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2021 Audi RS6 Avant

Friends, the great experiment is finally underway. For generations, US fans have lamented Audi’s all-out refusal to bring its fastest wagons to the US market since 1991. Starting with the first generation S4 Avant and S6 Plus with their thundering (and optional) V8s, through the RS2, RS4, and RS6s, Audi has seemed convinced that it would not be able to sell the top-tier fast wagons here. They’re not alone; BMW has also robbed US enthusiasts of the best wagon offerings as we’ve seen, yet Mercedes-Benz has managed to eek out a market here over the past decade and change and has become the defacto boss of fast five doors, minus an occasional Cadillac interloper.

A few weeks ago, though, I saw the first shipment of fully-wrapped RS6s arrive at the port next to my home. Audi’s no longer playing around, and the full-fat 4.0T cranking out 561 horsepower and 590 lb-ft of torque. Coupled with a hybrid assistance motor and an eight-speed automatic transmission, it’s no surprise the numbers are staggering. 0-60 is a hair over 3 seconds, and it’ll bury the needle close to 200 mph if deregulated. This isn’t a supercar; this is a five-passenger wagon that weighs in just over 5,000 lbs – with nothing in it! Also staggering? The tech, with touchscreens, virtual cockpit, and torque-vectoring. The tires, measuring 285/30 and 22″ in diameter. The brakes, which are 16.5″ in front and ‘only’ 14.6″ out back. And, the price. Last I heard there was already a wait for these cars, and that’s despite the monster pricetag starting at $110,000. Lucky for you, you don’t have to wait…as long as you’re willing to pay:

CLICK FOR DETAILS: 2021 Audi RS6 Avant on eBay

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1994 Audi RS2 Avant

Why would anyone even contemplate paying nearly $80,000 for a 26 year old, complicated and turbocharged Audi wagon? Because of the badge that adorns the front – the magical ‘Renn’ added to the S2 badge, along with the legendary name Porsche scripted below. That meant that this relatively unassuming Audi 80 quattro Avant had been produced in Zuffenhausen on the 959 production line rather than Ingolstadt or Neckarsulm and had added a healthy dose of even more “Sport” to the small chassis. Ostensibly, though the Sport Quattro was the first RS vehicle, the RS2 was the first to wear the badge which has become synonymous with Audi’s speed department. For many Audi aficionados, though the RS vehicles have become much faster and more luxurious, just like the with W124 500E and the E30 M3 Audi has never made a car better in its overall execution than the original. Not that it was slow by any means; Porsche’s massaging of the ADU inline-5 resulted in 311 horsepower – even more than the Sport Quattro had from essentially a very similar motor.

So despite being much heavier than the Sport had been, the RS2 wasn’t much slower; sub-5 seconds to 60 and a top speed north of 160 mph. Along the way, it was capable of bullying everything outside of a supercar; yet this car also established the move from Audi’s 2-door halo vehicle to a long line of fast five doors. Porsche also upgraded the brakes and wheels with Brembo units and 17″ ‘Cup 1’ wheels creating a signature look, and tacked on 911 mirrors for good measure. So, too, was the color signature; original called RS Blue rather than the color name it’s often mistaken for – the later Nogaro – bright blue is still the go-to shade for Audi’s fastest and was just announced on the launch of the new RS6 Avant. Even within its fast contemporaries, this car was legendary, and the upgrades to the motors and wheels spawned an entire generation of enthusiasts to turn up their inline-5s stateside. Now that these cars are legal for importation, a steady stream have been coming up for sale:

CLICK FOR DETAILS: 1994 Audi RS2 Avant on eBay

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1989 Audi 200 quattro Avant

Its hard for me to believe that its been well over a decade since I bid farewell to my Audi 200. It was never meant to be; I had always admired the turbocharged Avants and so when one came up for sale for an incredibly low asking price, I jumped.

Turned out it was more than just me that needed a jump. And it turned out that the 200 needed a lot more than just a jump; the clutch was thoroughly fried, as were the brakes, and the fuel system, and a few other odds and ends. I patched it together and we enjoyed a memorable run of events. Of all my automotive calamity stories, about 50% revolve around both of my big body Audis. The V8 created more hair-raising events (such as the time the throttle stuck wide open and in an effort to stop it I managed to set the brakes on fire), but the 200 wasnt to be outdone.

There was the time I left the tollbooth on the Mass Pike. The car was running particularly well that day, so I gave it the beans leaving the gate. First to second and the nose was pointed at the sky! Surely, everyone must be saying “WOOOOOOOW!!!“, and it turns out they were because I had blown an oil cooler line and was crop dusting Sturbridge with a thick coat of atomized 10W-40. Another time the voltage regulator died, leaving me to switch various electrical items on and off to balance the charge between 11.5 and 14 volts throughout the 2 hour ride home from Cape Cod. It blew several tires while on the road, which admittedly probably wasnt its fault but was exciting nonetheless. I found out that the ABS worked well in an ice storm on 95 one time as I passed a braking BMW on the hard shoulder. The coolant lines froze one day a major feat, since there was at least theoretically antifreeze in them. It twice threw alternator belts, leaving me to drive home the length of Rt. 24 at 5am with no lights on. The air conditioner didnt work. Actually, basically everything electronic didnt work particularly well if Im honest. The radios blown speakers werent enough to overcome the wind noise created by the necessity to have the windows down at all times if the outside temp was over 60. But the kicker? The kicker was that the brake lines collapsed, leaving the calipers to randomly seize partially closed. As a result, you had to go full throttle to maintain 50 mph which, as you read at the beginning of this passage, occasionally presented an explosive problem. I gave up eventually, unable to stomach this car consuming more of my money.

Sound charming? It was. But most of my issues probably would have been remedied if I simply had bought a better example:

CLICK FOR DETAILS: 1989 Audi 200 quattro Avant on eBay

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Right Hooker RS: 1995 Audi RS2 Avant

Why would anyone even contemplate paying $65,000 for a 25 year old, complicated and turbocharged Audi wagon? Because of the badge that adorns the front the magical Renn added to the S2 badge, along with the legendary name Porsche scripted below. That meant that this relatively unassuming Audi 80 quattro Avant had been produced in Zuffenhausen on the 959 production line rather than Ingolstadt or Neckarsulm and had added a healthy dose of even more Sport to the small chassis. Ostensibly, though the Sport Quattro was the first RS vehicle, the RS2 was the first to wear the badge which has become synonymous with Audis speed department. For many Audi aficionados, though the RS vehicles have become much faster and more luxurious, just like the with W124 500E and the E30 M3 Audi has never made a car better in its overall execution than the original. Not that it was slow by any means; Porsches massaging of the ADU inline-5 resulted in 311 horsepower even more than the Sport Quattro had from essentially a very similar motor.

So despite being much heavier than the Sport had been, the RS2 wasnt much slower; sub-5 seconds to 60 and a top speed north of 160 mph. Along the way, it was capable of bullying everything outside of a supercar; yet this car also established the move from Audis 2-door halo vehicle to a long line of fast five doors. Porsche also upgraded the brakes and wheels with Brembo units and 17″ ‘Cup 1’ wheels creating a signature look, and tacked on 911 mirrors for good measure. So, too, was the color signature; original called RS Blue rather than the color name its often mistaken for the later Nogaro bright blue is still the go-to shade for Audis fastest. Even within its fast contemporaries, this car was legendary, and the upgrades to the motors and wheels spawned an entire generation of enthusiasts to turn up their inline-5s stateside. Now that these cars are legal for importation, it’s pretty tempting to turn to Europe to see what’s available.

CLICK FOR DETAILS: 1994 Audi RS2 Avant on eBay

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1992 BMW M5 Touring

BMWs second generation M5 followed the same recipe as the outgoing E28; manual transmission, rear-drive, howling inline-6 under the hood. But the E34 was far from a copy of the car that was really credited with being the first super sedan. BMW upped with power first with the 3.6 liter version of the S38; though the increase in displacement was a scant 82 ccs, the result was impressive. BMW Motorsport GmbH fit a new cam, a higher compression head, and a new engine management system to yield 311 horsepower at a rev-busting 6,900 rpms. They werent done.

In 1992 M upped the capacity again, this time to just 5 cc shy of 3.8 liters. Even higher compression, a further revision in electronic management, and a few other odds and ends now netted 340 horsepower and 300 lb.ft of torque. Again, they werent done. Perhaps tired of Audi cornering the go-fast-5-door market with their 200 20V Avant, in 1992 BMW launched the M5 Touring. Production began in March 1992 and ran through 1995. All E34 M5 Tourings were left-hand drive 3.8 models, and a total of 891 were produced.

BMW opted not to bring the enlarged motor or the M Touring model to the United States, as the 540i took over the top rungs of North American production. But now legal for importation, these rare Ms have been trickling in:

CLICK FOR DETAILS: 1992 BMW M5 Touring on eBay

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1995 Volkswagen Passat GLX VR6 Variant with 26,500 Miles

Update 11/17/19: This Passat sold for $5,950.

Without a doubt, wagons are one of the favorite subjects here at GCFSB, and while there are plenty of desirable, big name Avants, Tourings and Estates that grab the headlines and generate the likes on Myface or Spacebook or Instaselfie or whatever, if Im honest Im always a fan of the underdog Passat Variant. Perhaps its because Ive owned two, perhaps its because its the less common choice; Im not entirely certain. True, the Passat isnt the best performing wagon out there, and Id concede that its not the best looking or best made one either. But in terms of the performance you can get in a stealthy, good looking package on a budget, I think that the Passat may be the real sleeper in the German wagon realm.

But the positive aspects of the Passats arent unknown to all; the Quantum Syncro is always a popular if rarely seen 80s icon for the company, and when we got to the Golf-based B3 and B4, there were some cool options too such as the not-for-the-U.S. G60 Syncro. But even in the U.S., the B4 offered some neat performance options for the wagon aficionado interestingly, in very different directions. Check the TDi option, and you had a hyper-miler capable of over a thousand miles on a tank of gas. Check the GLX option on your order form and youd get the torquey, great sounding VR6 engine and BBS wheels in a sporty package. While both of those engine options were also available in the Golf lineup at the same time, if you wanted a true 5-door you could only select the Passat. Admittedly that’s a niche market, so it should come as no surprise that this is a fairly uncommon car to see today:

CLICK FOR DETAILS: 1995 Volkswagen Passat GLX VR6 Variant on eBay

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2000 BMW 540i Sport Touring Dinan Supercharged

Update 10/18/19: This super supercharged 540iT sold for $11,100. Deal!

BMW’s continual refusal to bring the most powerful form of its its Touring/Sports Wagon historical lineup has been, as a 5-door enthusiast, pretty frustrating. That’s left Audi in the 2000s and Mercedes-Benz more recently to thoroughly dominate fast 5-doors, with the brief Cadillac interloper. But just because you couldn’t get an M5 Touring over here didn’t mean you couldn’t at least get M performance.

For that, though, you had to turn to fabled California tuner Dinan. No stranger on these pages, Dinan’s well-thought mods and clean execution earned his company a place in the revered showrooms of new BMWs. Cheap? Certainly not. Just the supercharger alone on this particular 540i was $16,000. But you get what you pay for, and the result when Dinan blew on the M62 was a claimed 400 horsepower. So this 540iT has the chops to back up its M5 looks:

CLICK FOR DETAILS: 2000 BMW 540i Sport Touring Dinan Supercharged on eBay

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1990 Audi 200 quattro Avant

Although the C3 Audi chassis enjoyed a reasonably long production run of 1984-1991, each year introduced changes that, while evolutionary, were notable and make each specific model year feel a little bit bespoke. The biggest change was the 1986 introduction of Audis all-wheel drive system of quattro to the large model range, making three distinct packages you could get the unique drivetrain in the luxury market. In the U.S. market, 1986 5000 quattros came only in CS spec and sedan basically, fully loaded with only heated seats, Fuchs forged wheels and Pearlescent White Metallic paint as options. 1987 opened the options, but not with more gadgetry the Avant, previously only available in front drive normally aspirated S form, joined the quattro lineup full time after being introduced about halfway through the 1986 model run. Alcantara also became a seldom-selected option. 1988 saw a very minor revision to the turbocharged CS models with new script badges in the rear and a few more options including heating for the rear seats and Velour interior options, but the big news was a new 5000S quattro model, which came sans turbo and without the twin-bulb headlights, but shared the big brother turbo brakes and wheels. It was a smart move to drop the price on the quattro models, as the normal run 5000 reported outsold the 5000CS quattro by a measure of 4:1!

1989 was highlighted by a complete model refresh, moving to the European 100/200? model designations. Accompanying the change were some new colors and minor alterations, such as more upscale-looking 15?x6 BBS wheels (color matched on Pearlescent White Metallic examples, just as the aero and Fuchs wheels had been). But inside an entirely new sweeping dashboard setup would be the standard on big Audis for the next 7 years. Instead of the previously confusing S/CS monikers, turbocharged models now wore the 200 badge, while normally aspirated models were 100s. The Alcantara and Velour options disappeared on the 200 models, which came only fully-loaded, and Fuchs were no longer an option. The 100 quattro shared many components with the 80/90 quattros from the same time, including the NG normally aspirated motor instead of the turbocharged MC1. 100s also ran the familiar small-chassis 4108 bolt pattern with accompanying smaller brakes, but oldly Audi commissioned BBS to make a run of 15?x6? wheels that matched the look of the 200s wheels outwardly. Mechanically, otherwise there were few changes to either model, though as with the 80/90 quattros, the option to lock your own differential was now limited to the rear, and then speed limited to 15 m.p.h.. While 1990 saw few changes to the run overall, there was a change in motor in the 200. A rolling change saw the revised (and very short lived) MC2 replace the MC1. Twin knock sensors allowed engineers to run higher compression; coupled with a reground camshaft, lighter mass flywheel and smaller K24 turbo meant that the MC2 could run less boost and spool more quickly for a better driving experience, but ultimately the facts and figures say the power was unchanged. As always, top of the heap was the 200 quattro Avant, like this Zermatt Silver Metallic example:

CLICK FOR DETAILS: 1990 Audi 200 quattro Avant on eBay

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Tuner Tuesday: 1994 Alpina B10 4.6 Touring

While the B10 BiTurbo generated the headlines as the world’s fastest sedan, BMW’s replacement M60 V8 motor was making its way into production and the M30 inline-6 was on its way out. Of course that meant it wasn’t too long before Buchloe got their hands on one, and in turn it wasn’t too long before the B10 4.0 replaced the BiTurbo as the top offering. But a year later, Alpina had already punched out the block to 4.6 liters. Now generating 340 horsepower, the new B10 4.6 not only was as quick as the M5, it was considerably cheaper and less complicated than the BiTurbo had been too.

Like the 4.0 before it, the standard 17″ Alpina wheel treatment, upgraded suspension, larger and less restrictive exhaust, aerodynamic tweaks and unique interiors all made their way here. Also like the 4.0, the 4.6 was available as either a sedan or Touring, and as either a 6-speed manual or 5-speed Switch-Tronic automatic. A scant 46 were built before the end of E34 production, of which only 19 were Touring models – making this one of the most limited Alpinas produced:

CLICK FOR DETAILS: 1994 Alpina B10 4.6 Touring at Springbok.de

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