Back in January, I took a look at this European-specification 1995 Audi S6 Avant. So why is it back? Well, it’s now with a different seller, has different photos, and is now a no reserve auction. Strangely, the new photos also appear to be taken in Europe, but the car is claimed to be in Stamford, Connecticut now. Given that the US model I just looked at traded exactly where we expected in the high teens, and this one is currently under 10k. So, let’s take a look again!
Original text from January 2021:
It used to be a bit unusual to see 90s-era European-specification cars come this way. But with the advent of the internet and 25-year-old cars being relatively cheap in other areas of the world, coupled with a current soaring market in the US and nostalgia for easier (they weren’t, but it’s okay to think they were) times, it’s less unusual to see Euro-only models for sale stateside. That’s not the case today; this S6 Avant was available here in nearly identical spec. However, there are a few things interesting on this one and it’s worth taking a look:
This car sold for $3,700 on June 29, 2021.
Back in January I took a look at a late B5 1.8T quattro Avant:
2000 Audi A4 1.8T quattro Avant
Audi continued the recipe for sales success in the B6 generation, largely carrying over the drivetrain more or less unchanged from late B5s to early B6s. However, soon into the run a nice change appeared; the sixth cog in the gearbox, which had previously been reserved for the 3.0 model. Under the hood still lay the AWM 170 horsepower version of the venerable motor, and like the B5 you had your choice of nice options like the Sport and Cold Weather packages. Today’s sedan has combined all of those things, and it’s a nice shade to boot! Today it’s a surprisingly hard package to find:
I’ve covered quite a few of the special Audi R8s brought to our market, but most have been color-based and focused on the second generation. But before it bowed out, Audi offered a hotted-up performance version of the 5.2 model:
2010 Audi R8 5.2 V10 quattro Coupe
It was called the GT, and Audi only built 333 of them – a scant 90 of which were directed to the US market. Performance was increased thanks to 35 more horsepower for a total of 560, and weight was down over 200 lbs thanks to lightweight glass, panels, and seats. Audi ditched the magnetic ride damping system as well, opting instead for adjustable coilovers. Add in some aero and carbon-fiber bits, and this limited ride was pretty impressive – and expensive, with a sticker price of over $200,000. One is up for sale, and worth a look – and yeah, it’s a pretty cool color, too!
The A6 4.2 quattro falls into an unappreciated middle ground of typically unappreciated Audis. Unappreciated, that is, for everyone outside of the Vier Ringe, because the C5 has gone down as one of the most devoted fanbase Audi models I can remember, perhaps rivaled only by the B5. But while the cheap speed of the B5 attracted the Volkswagen and BMW crowd, the C5 fans seem to be more traditional Audi folk; offbeat, eclectic and fiercely loyal to their particular model.
Perhaps one of the reasons that the 4.2 gets so thoroughly overlooked by the market in general is due to the depth of the C5 lineup. On the performance end, you had the cool S6 Avant and the outrageous twin-turbocharged RS6. On the practicality end, the standard A6 2.8 and 3.0 models provided Mercedes-Benz like quality and adequate stateliness in both sedan and Avant bodylines. Outdoor adventures and tech-geeks loved the Allroad, which could be had with either a twin-turbocharged 6-speed or the subdued and upscale silky smooth 4.2 V8. And finally, for secret performance lovers, the twin-turbo’d V6 could be mated in narrow-body sedan with a 6-speed manual in the A6 2.7T quattro.
Frankly, it was hard for the 4.2 sedan to stand out in this crowd, yet it managed to appear quite special at the same time. This was the defacto S6 sedan, with aluminum front end and engine, along with wide flares and shark-fin door blades. It was longer, too, to accommodate the V8 tucked in the nose, giving a more menacing appearance overall. Special wider track was met with unique Speedline wheels (later replaced by the forged “Fat Fives”) and meaty 255-40 section tires as an option. And with 300 horsepower, out of the box the 4.2 was the top trump for the 2000 model year in the C5 lineup and would remain so until the 2002 introduction of the S6.
Treser is a name that occupies an interesting place in the tuner world. Both pioneering and polarizing, he pushed the boundaries of his technology at the time, creating stretched, chopped, and off-road versions of road cars. They had special wheels, unique body kits, and additional performance – not to mention optional interior refits. The highest-profile were, of course, his modifications of the Quattro, and today’s example is claimed to be the first modified by him. So let’s check it out!
It hasn’t been all that long since I looked at a 7A-powered 90 or, for that matter, a very clean Coupe Quattro:
1990 Audi Coupe Quattro
However, today’s car – while broadly similar to that Coupe above, is definitely worth a closer look. That’s because it has a scant 27,000 miles on the clock. How is that even possible?
The TT Roadster sold for $8,145 and the Coupe sold for $8,100.
Currently, almost no one has time to even consider the 8N chassis Audi TT. It’s old, with the last of the first generation produced 15 years ago and its replacement – the 8J – has also fully completed a production cycle. It doesn’t have the super wiz-bang computers, million horsepower engines, or cut-your-hand-on-the-front-end styling of the new models. A fair amount lay in a state of disrepair; crashed, thrashed and trashed to a point where they’re nearly given away – quite seriously, there’s one near me for $1,500. But find a good one, and I think now is the prime time to grab a clean TT that will be a future collectable – and BaT recently has sold a few low mileage examples at or over $20,000. Today’s duo of quattros aren’t nearly as clean or low mileage, but they’re also a lot cheaper. Which would you take?
So were I going to go through the effort to import a car from Germany, I’d probably be looking for an interesting ride that isn’t frequently seen here. Of course, I have a tremendous amount of love for the V8 quattro I just mentioned in my last posting, and Europe got some pretty cool options that never came here. Today I want to take a look at two unique – and very rare – D11s that are on offer in Germany. Despite being the proverbial hen’s tooth, they don’t need to break the bank, either:
I’ve owned Audis of all sorts, but the B3/4 chassis has so far eluded me. It’s not that I haven’t come close, though. My first experience with a B3 was at one of my first jobs. One of the delivery men had bought a brand-new 1990 Coupe Quattro. It was a mess, though it was only 6 years old at that point. I offered to clean it for him, and thus was born my first drive with the 7A. It started up and sounded just like my 4000CS quattro, and if I’m brutally honest, below 3,000 rpms you couldn’t tell any difference between the two in performance. But keep your foot buried in the loud pedal and the DOHC 2.3 inline-5 began to sing, eagerly heading for the redline at every prodding. The fit, finish and luxury of the Coupe made me envious of the time; though my Audi was only four years older, it might as well have been five times that. Such was the jump from the B2 to the B3. Soon after I met another Audi fanatic who had a string of Lago Coupes I would often drool over.
My later encounter came much closer to actual ownership. I met a friend in England during grad school and we quickly bonded over Audis. It turned out that back in his hometown in Canada, he, too, had an Audi waiting. It was a graphite 1990 90 quattro 20V. And, after some time, he asked me if I wanted to buy it. When I got home I pursued this prospect since I had sold the 4000 to leave for England. Long story short, when the photos arrived of the car, it was quite a bit more crusty underneath than I was hoping. His price was reasonable, but then for about the same ask a 1993 4.2 V8 quattro came up for sale locally, and the rest was history for me.
The B3 20V has never left my thoughts, though I haven’t gotten any closer to owning one. The Coupe and its 90 quattro 20V brother each have their devoted fanbase, yet they’re remarkably different cars both in how they look and who wants to own each. Both are fairly rare, with around 1,500 Coupes and roughly 1,000 90s imported with the 7A originally – and, in all honesty, probably only a fraction of that number remain today. This week a clean example of Pearlescent White Metallic 90 popped up, and it’s worth a look:
While it feel like most modern Audis have swapped to automatic-only configuration, there were some bright spots. The R8 and TT soldiered on for some time with manual options, as did the A3 and A4. The B8 A4 we see here comes from the year before the model’s refresh, but it carries some desirable options. By the time of the B8, engine options had diminished to the 2.0T rated at 211 horsepower, but you could have FrontTrak, quattro, or quattro Avant options in that time. The Avant couldn’t be had with a manual, but the sedan could, and there were several trim packages that dress up the appearance of the A4 as well. Today’s example has the 18″ Sport Package, which gave you (wait for it) 18″ wheels, sport suspension, and front sport seats, and it’s got the manual transmission option ticked.