The Audi 80 quattro was a great replacement for the 4000 quattro in many ways. And, in many ways, it was a complete let down. It was more quiet with better interior materials and better technology. It also had more power with the 2.3 liter inline-5, but additional sound deadening and more technology all meant more weight, so the new 80 quattro felt slower than the 4000 had. That technology meant it wasn’t quite as “cool” as the 4000 had been, either – you could only lock one differential thanks to a new center Torsen unit, and then at 15 m.p.h. the rear diff would unlock electronically. BOOOO, Audi, BOOOO! How am I supposed to channel Hannu Mikkola if your electronic nannies are undoing my sick slide?
Did it matter that the second generation of quattro was probably better in most conditions for the majority of drivers? Not really. It didn’t matter that fundamentally the 80 was a better car, either. The 80 had three strikes against it before it even went on sale here. First was the price; at around $24,000 out the door with a few options, it was considerably more expensive than even the expensive 4000 quattro had been. Second was that it was no longer top fiddle; the 90 quattro was the upscale model, meaning that if you wanted body-color bumpers, for example, you needed to pony up even more for the “nicer” model. Heck the 4000 had body-color bumpers in 1985 for less money. What was Audi thinking? And to top it off, there was the whole 60 minutes fiasco.
Those factors combined to doom the B3 here, no matter how good it was. In 1988, with the release of a fresh model, Audi barely managed to outsell the antiquated 4000 quattro. The 80 and 90 quattro combined to sell just 94 more examples than the 1987 4000CS quattro had (3,023 v. 2,929). And, that was their best year here, to boot; each successive year, sales fell – 1,947 in 1989, 1,680 in 1990, 655 in 1991 and only 640 in the last year of the B3, 1992. It’s made finding clean B3s very difficult. Despite that, they often don’t hold much value in the marketplace:
