1984 Audi 4000S quattro

The 1984 Audi 4000S quattro is a bit of a unique beast. Though it appeared for all intents and purposes identical to the 4000S Limited Edition from the same year, underneath the two shared little in common. Indeed, when you lifted the covers much more of the quattro model was shared with its bigger brother, the exotic Quattro – the so called “Ur-Quattro” by fans. Herein lies part of where things get confusing in Audi history, since the actual development mules for the boxflared rally wonder utilized the 4000 (nee 80). You could make a pretty convincing argument that the small sedan was the original, but that’s neither here or there at this point and is generally semantics (though, it’s occasionally nice to splash the waters of reality on enthusiast’s ill-informed fires of unshakable belief). Whoever was technically first, there’s no denying that the 4000/80 model brought the idea of permanent all-wheel drive to a much more affordable market of rally-bred enthusiasts who eagerly snapped up the roughly 4,500 examples of the first year model. Radical looking changes came for the 1985 model year with a thorough refresh, and there are those who love both generations with equal aplomb. Admittedly, I’m a fan of the post-’85 models, sometimes referred to the as the “sloped grill” cars. But you don’t have to go far to find fans of the more square ’84 model. One reader of ours tasked me with the goal a few years back of keeping an eye out for a clean ’84. Easy, right? Not so fast…

CLICK FOR DETAILS: 1984 Audi 4000S quattro on eBay

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1987 Audi 4000CS quattro

The Audi 4000 quattro was like a Sherpa to thousands of European car enthusiasts; a steadfast winter standby with slick styling and Rally-bred sure-footedness. On paper, looking back today the 4000 was probably a bit dull; nearly 2,900 lbs of brick-on-brick design with a measly 115 horsepower motivation from the slow-revving oddball inline-5 hanging entirely in front of the forward axleline. But numbers don’t tell the whole story of the B2 Audi, because in any configuration it’s a great handling car. The quattro, however, had some special features that would have been headline items for any sports sedan until very recently; four wheel independent suspension with a large front sway bar and four wheel disc brakes. Couple that with the first all-wheel drive system fitted to a small car, sprinkle some luxury items in and cut the price of the exotic Quattro in half, and it didn’t matter that it wasn’t particularly fast.

What the 4000 quattro was, though, was one solid all-around performer. The subtle changes from the front-drive sedan resulted in a car that felt more grown-up and refined, yet still pushed you to do silly Hoonigan things. 4000 quattro owners that I’ve talked to almost always have the same proud story; the time that they managed to get their 4000 quattro stuck. Normally, that would be a cause for embarrassment, but such was the grip of the plow-through-anything small sedan that it became a badge of honor when you outdid the car’s twin-locking differentials. The secret, of course, was just to make sure all four wheels were in the air! But because of this type of silliness-inducing competence coupled with dropping residual value and a second or third tier of ownership that didn’t always repair or maintain the cars, few are left in good condition. But once in a while one pops up that has you seeing red…LY3D Tornado Red, in this case:

CLICK FOR DETAILS: 1987 Audi 4000CS quattro on Bring A Trailer

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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 Audi’s 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 4×108 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 200’s 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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1995 Volkswagen Eurovan Winnebago Rialta QD

And now for something completely different. If you walked into your local Volkswagen dealership as a Westfalia devotee when the new Eurovans launched in the early 1990s, you were likely to be a lot disappointed. These came to the U.S. starting in 1993, and there were two configurations – the Eurovan and the Multi-Van (MV for short). The difference was the seating configuration, in that the MV had rear-facing seats behind the captain’s chairs and a table in the middle. Easy, right? Well, then there was the Westfalia model. Volkswagen hadn’t forgotten how successful the T3 was with the pop-top, so a new aerodynamic folding roof arrangement was added to the MV. But here was the catch – the new Westfalia didn’t have the camping gear, but instead was effectively the same as the previous pop-top only Weekender. It was called the Weekender, too.

The full campers were only converted by Winnebago and based on a lengthened chassis. These started being produced in 1995 and replaced the Westfalia in the lineup but were not called Westfalias. But Winnebago also produced an extra-fat and extra-expensive camper, too – the Rialta. This took the front cabin of a Eurovan, the taillights from a Ford Ranger, interior fabrics from your Pyschologist’s waiting room and a lot of fiberglass in the middle to make a small RV. Prices started around $41,000 – in 1995, mind you.

Though rare, you’ve likely seen one before, but unless you owned one (and maybe even if you did…) you probably didn’t realize there were actually four different Rialta model configurations. Beyond that, Rialtas also followed the Eurovan production cycle with power, so early models had the 2.5 liter inline-5, replaced in ’97 by the 12 valve VR6 and finally the 24 valve VR6 in the 2001 model year. What we have here is an early Rialta in the most popular 7-seat QD configuration, powered by the 2.5 liter:

CLICK FOR DETAILS: 1995 Volkswagen Eurovan Winnebago Rialta on eBay

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1983 Audi 5000S Turbo

1983 was the last year of the Type 43 (C2) model, as its replacement the revolutionary Type 44 (C3) design had already been hinted at with the 1981 “2000 Concept” model. The Type 44 would usher in more power, more refinement, and the addition of all-wheel drive. That meant that the Type 43 was quickly forgotten as the newer car emerged. Even in the mid-80s when these cars were nearly new, they felt and looked old compared to the rest of Audi’s lineup.

Performance was dimmed quite a bit over European counterparts, too. The range-topping 5000S Turbo model did feature the same basic engine as the Quattro, but without intercooling and hooked only to an automatic transmission. As a result they were quite a bit more pokey than the U.S.-spec Quattro, which wasn’t exactly a cheetah itself. The Turbo did offer a 30% bump in power over the standard 5000S to 130, though, and had 280mm front brakes and 240mm rear discs unlike the standard 5000S. Those larger brakes necessitated 5-bolt hubs, so the 5000S Turbo shared the 15″ x 6″ Ronal R8s worn by the same model year Quattros. These cars are increasingly rare to find today in functional condition:

CLICK FOR DETAILS: 1983 Audi 5000S Turbo on eBay

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1991 Audi 200 20V quattro Avant

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:

CLICK FOR DETAILS: 1991 Audi 200 20V quattro Avant on eBay

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2013 Audi TT RS

Update 4/26/19: This car sold for $41,500 – strong money!

Not convinced that the 8N will be a collectible in the future? Fair enough, they’re a lot of them out there and the performance (while good for what it was) didn’t really hold a candle to ‘true’ sports cars like the M Coupe. Well, its replacement – the 8J – sure offered up more performance in the TT RS. It was a whole lot more limited, too – with a scant 1,300 produced worldwide, collector status was almost ensured for this giant killer.

The 8J platform offered as standard a much improved chassis over the 8N that launched the TT, but it was the addition of the CEPA turbocharged inline-5 that really changed my opinion on the TT. In RS form, the soundtrack and driving experience was transformed into what had made Audi great. It was an outrageous street fighter with the chops to back up the “RS” insignia, with 360 horsepower and matching torque mated through a 6-speed manual. 0-60 was gone in 4 seconds and tenacious grip from giant tires coupled with the all-wheel drive and Audi’s dynamic magnetic ride suspension meant this TT was a corner killer, too. So what does it take to get into a nice one today?

CLICK FOR DETAILS: 2013 Audi TT RS on eBay

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1988 Audi 5000S quattro

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:

CLICK FOR DETAILS: 1988 Audi 5000S quattro on eBay

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1987 Audi 4000CS quattro

Update 1/2/19: Relisted on Craigslist at $7,800.

Okay, I did my due diligence and covered a BMW 325ix. But as I said, I can’t help but love my first car, the Audi 4000CS quattro, even if the BMW soundly out-performed it in most measures. While performance typically comes to mind, the 325ix also outpaces the quattro in pricing in the used car market.

For quite some time, the 4000CS quattro was a $2,500 car in good shape. I paid exactly that amount in 1995 when I bought mine. When I sold in 2003, it moved along for $2,500. And a further eight years after that, barring that it wasn’t destroyed, I’d have estimated its value at $2,500.

But with Coupe GTs and especially the Quattro heading into collector territory, it certainly follows that the 4000S/CS quattro will be there soon too. So how does that affect this one?

CLICK FOR DETAILS: 1987 4000CS quattro on eBay

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Double Take: 1980 and 1981 Audi 5000Ss

Update 12/2/18: The manual 1981 5000S has been relisted with a reserve auction and opening $6,500 bid price. It bid to $5,100 last time around and I was surprised it didn’t sell. Based upon the other Type 43 sales recently, the current listing seems ambitious so we’ll probably see this one remain for sale for a bit.

Update 11/11/18: The 1980 5000S sold for $2,600.

I wasn’t particularly effusive with praise for the Type 44 Audi 5000S, although it was almost certainly the car which kept Audi’s doors open and lights on in the U.S. during the 1980s. Part of the reason that the Type 44 was so successful was that it was a major step forward from the Type 43, a car designed in the 1970s that felt…well, decidedly like it was from the 1970s. It was big, boxy, not particularly efficient and not particularly technically advanced – especially when compared to the model which replaced it.

However, there were some great qualities about the Type 43. It was the model that introduced mass turbocharging to Audi with the 200 5T, a de-tuned version of which would appear in the U.S. as the Audi 5000 Turbo. Audi used that idea to launch the Quattro a bit later, and the rest is history. The Type 43 was also quite a handsome car, though like many from the period its looks were hampered by the DOT-approved bumpers. Although well reviewed by magazines and offering class-leading features and technology, the Type 43 never really sold in great numbers. A total of 163,442 sold here between its 1978 launch and 1983, the last model year before the Type 44 replacements rolled into dealers. That was just a bit better than the C1 Audi 100 had sold here, a car with a less-than-stellar reputation. Clearly, the Type 43 spent most of its time erasing the memory of the C1, and consequently it is important as it laid the cornerstones for the more successful Type 44.

Today C2s are pretty hard to come across, though we do see a regular flow of them across these pages. Today’s examples are the more pedestrian (and more common to find) 100 horsepower naturally aspirated versions rather than the early Turbo. Still it’s a bit of a treat to get two at the same time, so here we go:

CLICK FOR DETAILS: 1981 Audi 5000S on eBay

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