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Tag: Quattro

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2016 Audi S8 Plus

2016 Audi S8 Plus

Published May 26, 2016 by Carter

I have to say that as much of an Audi fanatic as I am, I’ve become increasingly disillusioned with the brand. Perhaps it is their departure from their 1980s and 1990s “screw you, we’re going to build the car WE want to make rather than the car YOU want to buy” manufacturing, but the reality is that early model did not work for sales. Instead, Audi has been forced to go more mainstream in the U.S., and as a result I find myself paying significantly less attention to the new models. I used to wait with eager anticipation for the next upgrade, and I remember literally uttering “whoa” when I first heard about the C4 S6 Plus. Manufactured by quattro GmbH, the turned up V8 produced over 320 horsepower and was mated through a 6-speed manual to all four wheels. Of course, it was also available as an Avant, and so it pretty much made my day for the next decade. I still love the C4 S6 Plus more than any other period Audi, including the RS2.

So, you’d think I would have been ear to the rail when last year Audi launched a Plus version of the S8. But I completely missed it. I wasn’t paying attention. I mean, the regular S8 was already pretty bonkers and can outrun Audi’s own supercar R8. A 4,700 lb sedan is now capable of running 0-60 in under 4 seconds, unrestricted can push 190 mph – yet it’s not just brute force, as with giant tires and ceramic brakes they can out turn and out stop most great 1990s sports cars. So why did Audi need a Plus? There’s a market for these super-sedans, that’s why, and in the midst of the horsepower war between the four manufactures, the S8 Plus is Audi’s “Big Stick”. Horsepower is up 85 (!!!) to 605 and 0-60 crumbles in 3.3 seconds. Insanity? Well, better not look at the sticker price on these fully loaded missiles from Ingolstadt, then…

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1990 Audi Coupe quattro

1990 Audi Coupe quattro

Published May 24, 2016 by Carter

Nomenclature has been something Audi fans have struggled with, but to be fair the naming scheme from Ingolstadt hasn’t always been particularly straightforward. For example, though ubiquitous as the Coupe GT, there was actually a trim and performance difference between B2 front drive Coupes and Coupe GTs. Similarly, though U.S. fans often fair to recognize it, the B3 Coupe quattro was actually the second Coupe quattro; Europeans enjoyed the option of having a non-turbocharged, non-flared version of the B2 platform which few but the most dedicated U.S. Audi Coupe fans are aware of. Then there’s the name – properly, a capitalized Quattro refers to the aforementioned legend – the model that launched the branding of Audi’s all-wheel drive system. Every subsequent model that followed properly has a lowercase “q” if it sported the optional all-wheel drive. That even goes for models that were only offered in all-wheel drive, such as the V8 quattro. So confusing is the naming scheme that fans have taken to using “Ur” to refer to the Quattro (though proper capitalization would take care of the problem) for not only the original model, but the C4 S4/S6 and I’ve even been seeing it used for TTs, A4s and a few others. But the B3 and B4 Coupe wasn’t just offered in all-wheel drive; there were a long line of optional engines in the Coupe in both two and four wheel drive. However it only came to the U.S. in one configuration – the under appreciated 7A inline-5 20V motor pushing all four wheels. The B3 ran the second generation of quattro, with the center differential controlled by a Torsen unit and the rear open with an optional, speed limited locking unit. It upped the safety and electronic options to respond to market demands. They were heavy with electronic features including power seats, and passengers enjoyed the confusing safety net known as PROCON-10 – essentially, a series of cables which pre-tensioned seatbelts in the event of a crash. Though the production run of U.S. Coupes was brief at only 2 years and roughly 1700 units, there were many changes over that time. The motor changed ISV valves and computers as well as swapping from a tubular header to a cast iron unit. Shortly into production, airbags became standard on both the Coupe and sedan models. A rear swaybar was added, along with changes to the hydraulic system. All of these went relatively unseen to consumers, making the only notable change the addition of a glass sunroof to 1991 models. For the most part, these cars came fully loaded with the only options being Pearlescent White Metallic paint and power heated seats, unlike the sedan which despite being fewer in number has much more variety in options. This 1990 example was basically as expensive as a B3 got here:

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Stretch Your Dollar: 2003 Audi A8L

Stretch Your Dollar: 2003 Audi A8L

Published May 15, 2016 by Carter

While they’re no longer the largest, fastest or most luxurious executive sport sedans on the market, the D2 Audi A8/S8 does still offer enthusiasts a substantial package for a very unsubstantial amount of money. While I’ve spent a lot of time previously covering my favorite S8 models, the normal A8 and stretched A8L tone down the sport but also come to the market at an even more budget-friendly price. To maximize your value, look towards the A8L models. These were expensive sedans back in the early 2000s, though today’s prices really dwarf the MSRP of $67,200 for the lang model. They came mostly loaded, but there were still some options that you could select such as the 18″ 5-spoke wheels shown on this 2003 example. With low miles, in a classic silver/black color combination that channels the original ASF concept that signaled the A8’s then futuristic shape and design, and in fantastic one owner shape, they don’t get much nicer than this:

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1990 Audi 200 quattro Avant

1990 Audi 200 quattro Avant

Published May 8, 2016 by Carter

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, and they didn’t get any more expensive than when optioned with the Pearlescent White Metallic paint:

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2000 Audi S4

2000 Audi S4

Published May 5, 2016 by Carter

Fans, I have to apologize. I’ll happily admit that there are huge gaps in our daily lineup of cars. When I think of the numerous models that we skip over on a daily basis I genuinely feel a tinge of regret. First off, we really don’t feature much from before 1980 often, and even then it’s limited generally to the more expensive cars that survive such as Porsches or Mercedes-Benz models. Then there are plenty of obscure models we just overlook in our searches. I mean, when was the last time that we wrote up an Audi A3, for example? I’ll save you some time – nearly two years ago was the last time an A3 came across our pages. Or an Audi A2? I’m not sure one has ever popped up here, despite them being a very interesting and cutting-edge car. We rarely look at BMW Isettas or Mercedes-Benz SUVs – actually, come to think of it, pretty much any SUV despite their massive popularity and the reality that quite a few of them are nice trucks (and by trucks I mean cars). How about Porsche 914s, Karmann Ghias and pretty much any newer Volkswagen that isn’t a Passat wagon (sorry about that)? There simply isn’t enough time and space to cover all the models that are out there. As such, we often focus on the cars that interest us, and I’ll admit that since there are only a few writers here that means that we see a lot of the same things day in and day out. So, I’m sorry. But I promise, we do try to vary it up as much as we can!

In that vein, I want to look at a very nice Audi S4 today. The S4 itself is no stranger in any of its several generations on these pages, but often we either focus on the C4 generation or the B5, B6 and B7 Avants. The sedan gets scarcely any coverage here probably because the Avant is such a popular choice. But today’s sedan is pretty special, first because it’s one of the hot B5 colors of Imola Yellow, and second because it’s a low mileage, nearly perfect original model. Is it worth a high asking price?

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