2001 Audi S8

If you follow these pages, it goes without saying that Im a pretty strong Ingolstadt devotee. My first car was an Audi 4000CS quattro and since then Ive owned an absurd 9 models along the way. But that doesnt mean I buy everything from the company hook, line and sinker. Indeed, Ive been less than impressed with many of the newer models. Sure, sometimes they look slick, go like stink or are really pretty inside. But would I want to own one? In most cases, no outside of a few very select models, I dont really desire to own much post Y2K.

One exception to that rule and its literally and figuratively a huge exception is the S8. Everything about this car was just spot on to me. In an age when increasingly the offerings from the competition were unattractive and overly complicated, the S8 was to me the last of the great original quattros. It was an analog offering in a digital age; simple, blunt force from a 360 horsepower V8 in front driving all the wheels with a luxurious driver-oriented cockpit. Sure, there were plenty of computers. Probably there are too many. But compared to the new luxo-suites? The D2 seems downright cart-like. And the proportions of the car were just perfect; lowered, menacing stance, huge yet delicate-appearing wheels, just the right amount of bling, yet an understated car which easily fades into the background. So even though Im still probably a long way from ownership, I often find myself dreaming about being behind the wheel of one.

The pool of candidates that remain is beginning to dwindle; the newest of the D2 S8s are now 16 years old and parts are already getting hard to source. Getting into an enthusiast owned one is the way to go at this point, but that doesn’t automatically mean it’ll break the budget:

CLICK FOR DETAILS: 2001 Audi S8 at Keloland Automall

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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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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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2004 Audi TT 225 quattro with 28,000 Miles

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.

CLICK FOR DETAILS: 2004 Audi TT 225 quattro on eBay

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1985 Audi Quattro

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:

CLICK FOR DETAILS: 1985 Audi Quattro on eBay

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1993 Audi V8 quattro 6-speed

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:

CLICK FOR DETAILS: 1993 Audi V8 quattro 6-speed on Mobile.de

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Unicorn Fight! 2003 Volkswagen Passat W8 4Motion Variant 6-speed v. 2008 Audi A4 2.0T quattro Avant S-Line Titanium Package 6-speed

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?

CLICK FOR DETAILS: 2003 Volkswagen Passat W8 4Motion Variant 6-speed on Providence Craigslist

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Tuner Tuesday: 2017 Audi S8 MTM Talladega R

There’s no denying that I’m a huge fan of the equally huge Audi S8. However, if I’m completely honest I must admit that the last two generations of S8 haven’t done all that much to impress me. Are they faster than the original? Without doubt. Are they more luxurious, too? Certainly. But to me the D2 S8 was just the right combination of punch, style and presence which somehow has been lost on the newer generations. But that doesn’t mean that I don’t pay attention to them.

Hard to believe though it may be, 2019 marks the year of the introduction of the 5th generation of S8. The new one will undoubtedly carry some time-warp inducing drivetrain just like the fourth generation did. The 4.0T may appear in a bunch of Audis, but when equipped in the S8 – especially the Plus model – it creates a large executive capable of altering physics. With 605 horsepower on tap driven through the predictable ZF 8-speed automatic to all four wheels via the most clever iteration of quattro, Audi claimed a 3.3 second 0-60 time and an electronically-limited 190 mph top speed. This is a 4,700 lb. sedan, mind you, full of all the most beautiful leather, wood carbon fiber and piano black treatment one could stuff into an electronics suite. This thing, stock on street rubber, will do a standing quarter-mile in 11.6 seconds – .3 seconds faster than a Ferrari F40, for reference.

But for some people, even the Plus edition of the S8 wasn’t enough. Enter Motoren-Technik-Mayer, better known as MTM. Roland Mayer, the eponymous founder of the company, has been at it since the beginning of quattro, and they’re generally considered one of the best when it comes to turning up even already fast Audis. So what did they do to the S8? Well, they named it after a place that calls itself ‘The Palace of Speed’ – Talladega. Does that give you a clue?

CLICK FOR DETAILS: 2017 Audi S8 MTM Talladega R 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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