The latest crop of sports sedans get to sixty in less than five seconds, corner at .9 Gs, come loaded with digital displays, are uncannily silent and have kidney punishing rides. Seeing the cars which gave birth to the segment as we know it today can therefore be quite refreshing. They were easy going, confident cars that were designed in deference to subtlety above all else. In other words, fun during an aggressive romp, but appropriate for a Sunday excursion.
So it’s no surprise that it was several Sundays ago that this Audi, with tarnished body work and a license plate hung askew, caught my eye outside my local lunch haunt. I remember these cars vividly from my childhood, and loved the way they looked new. In addition to being pleasingly low to the ground with sharply-defined bodywork, they were uncommonly sober looking, free of both unnecessary styling flourishes and the 5000’s futuristic ethos. Debuting in 1978, the B2 80/90/4000 is attributed to Giugiaro, but much of the initial work was done by Claus Luthe, who also styled the E30, which looked downright festive next to the sober Audi. When it debuted in 1979, the fundamentally decade-old Saab 900 was just plain rustic in comparison and only the W201 (a much more expensive car) looked as rational.
Serious styling aside, however, small details such as these rewarded the more attentive onlooker and spoke to the quality of materials, assembly and even reliability (superior to that of the Typ44 100). Well trimmed but muted surface treatments dominated the snug interior, creating an intimate atmosphere very different from that of its Jetta and Golf stablemates.
Being a Quattro model means our particular car has a 2.2 liter five-cyl engine sits under the hood. I’ll never understand why VW never bothered turbocharging either the 4000 or its B3 successor for the US market. By the time truly competitive power came in the upon the 1.8t, Audi’s compact chassis had been famously numb and overweight for over a generation.
That wasn’t always the case, however; the Typ81 4000 was well regarded for both its front-drive dynamics but also its rewarding driver feedback. While the Audi’s reputation for excellent handling was built during the days that BMW embraced slow steering ratios and enthusiastic tail-happiness, tactile engagement was nearly on par with that of its Bavarian competitor and easily better than either that of the Mercedes 190 E or the Saab 900. While the E30 and Golf/Jetta were ultimately more fun, they lacked the Audi’s security; all-wheel-drive models had the added benefit of allowing fast exits in demanding cornering, something the left all the others struggling (though VWs and Audis have better front-drive traction than many competitors).
This was a problem for all the competition, no matter how meager the power. In the Audi’s case, 115 horsepower and 126 lb-ft of torque, with a bias toward a strong midrange, propelled 2,800 pounds, sending power to both axles through a low 4.11:1 final drive. That means 60 mph took about 9.5 seconds, with a top speed of 110-115, and real world fuel economy in the very low twenties, upper teens. While not enough to make full use of the balanced, communicative chassis (its successor was criticized for being numb), it wouldn’t be until the B3 hit the market that rivals had above average power. Blame that car, known here as the 80/90, for taking the tossable fun out of Audi’s compact.
In reality, this car would make a very fun beater, quattro or no. The drivetrain in the B2s is famously bullet proof, and with the low gearing and torque curve, one could comfortably drive aggressively in urban situations. Just don’t expect rapid passing, modern high-speed performance or good fuel economy. If the driver of this sedan knows what he has, he doubtlessly has a blast bombing through Bloomington’s busy and often hilly, curvy streets. Given the choice between this Audi and a brand new A4 2.0T, with ultra stiff suspension, drive by wire lag, electric steering and horrendous sightlines, I’d easily take the 4000 for daily urban use.
COAL: 1980 Audi 4000 – The Boy Embraces His Heritage…
COAL: 1984 Audi Coupe GT – A Trivial Pursuit Into Personal Rationalization
Cars Of A Lifetime: 1984 Audi 4000 S Quattro
I will confess to really liking the 4000 when they were new. However, at that time these were way beyond my means. I preferred these to the 5000s. Now that I can afford one, I find that I have reached the age where I choose to avoid the experience of an elderly upscale German car, especially one that is nor RWD.
Well that Audi does not look too bad for a nearly 30 year old car since none of the rust has eaten through yet and I even like the styling. County 53 (from the license plate) is Monroe County and I did not think vehicles rusted that much in Southern Indiana so perhaps it came from a more Northern location. Thank you for the info on this Audi since where I grew up Volvos, Saabs, and Mercedes were the predominant European vehicles from what I remember.
Just so you know the Saab 900 debuted for the 1978 or 1979 model year.
Perry, that is an ’85 not an ’86 and would be an S, not a CS. Fantastic cars, I always wanted a quattro version of my 4000. Actually I was looking on Craigslist last night to see if any were out there! Very light and tossable with fantastic grip. Originally they were available at half the price of the Ur-Quattro, if they had turbo’d it it would have made the pricing look really ridiculous, many folks have converted these with either the 10v turbo from a 5000/200 or even better, a 3B or AAN motor from a 20v 200 turbo or C4 chassis S4/S6 making them an absolute rocket. Alternately a VW Quantum Syncro wraps a wagon body around identical mechanicals but those seem to have become even more rare.
You’re right; I just *imagined* a third, high-mount stoplight to match with the aero headlights!
Yeah, the ’85 is the easy one to recognize. The other main difference is the ’85’s had little black caps over the hub on the wheels and ’86/’87 had full covers over the lugnut area, this example has neither thus making it unreliable as a tell. Coupe GT were the same in those years. I believe only ’87 was a CS to keep in line with the 5000 nomenclature but there is no difference between earlier S and later CS models. For ’86 there was an annniversary edition available in all white with white rims and red leather interior. One of the girls at my high school got a new one for her 16th. It was beautiful (as was she)…
One of my favorite things about the older quattro models is the rear defroster. In the second picture you can see the rear element spells out “quattro”. This does work, when switched on, power goes through it, making the word visible in the frost before the rest of the window clears completely. The sidelight script is merely decorative though and hardens back to the Ur-Quattro as well which had the name set into the rear side windows as well.
That is a gimmick worthy of the mid-sixties Thunderbird, and really surprising in a car this soberly Germanic.
I’d have to agree. THe decal on the quarter windows is one thing, but the letting in the defroster grid is a bit too much for me, and out of the Audi 80/90/4000’s chracter.
When I took my A3 in for service I often got a A4 as a loaner. It was softer than my S-line which I would not classify as “ultra stiff” Maybe you are getting a bit soft. I think this is the first time I’ve heard of an Audi as “bullet proof.” Don’t see many old Quatros
The engine and transmission itself are quite reliable. The rest of the car, not so much, at least not by US standards. Compare your A4 loaner to one of these, and it’s proof that suspensions have gotten much firmer (while feel has become muted).
My point was more to the phrase of “ultra stiff” My Elva Courier setup for autocross racing was ultra stiff, but an A4 is better described as firm.
These cars have always left me cold. I’m not entirely sure why. In some ways, it’s my kind of car, but while it has a fine chassis, there’s nothing about it that’s compelling enough to make up for the stodgy styling, underpowered engine, and what I assume are very high part and repair costs. Also, while I might feel differently if I still lived in the snow belt, in Southern California I need AWD about as much as I need a zeppelin — possibly less. (As I think about it, I find myself musing, “Y’know, a zeppelin…”)
I hear you. I think a turbo, or at least a hot cam and high-comp pistons on a regualr front-drive model, might solve your concerns. Or maybe a Jetta GLI.
But I really like them for what they are.
I wouldn’t want any of the above, really. Adding a turbo wouldn’t make the maintenance and repair costs any easier to take and then it would demand premium fuel. Either an old-school turbo installation or a hotter cam would also probably make the engine peakier and might well make it even softer down low, which might be okay in a little sports coupe, but not a bigger sedan.
I’m not a fan of the Jetta of that era. It’s one of the dumpiest-looking cars of its time — looking at it, it’s easy to see why European buyers grimaced and bought the Golf instead. It would be fun to drive, but thinking about my past experiences with ’80s Volkswagens, I’d say no.
Looking at the interior of this thing, it reminds me of the ’87 VW Jetta I once had. The instrument panel/dash layout, door panels and even the seats are almost carbon copy the same. The Jetta was the worst car I ever owned. It drove nice when it was working, but was always breaking down. The mechanical fuel injection system was the worst. Couple that with arrogant and expensive dealer service, and it turned me off the brand forever. I imagine the Audi would be the same.
Pass.
I must have lucked out with the 86 Jetta GL I bought used in 91. Maybe because I do my own repairs and upkeep, but the engine and 5 speed trans have been perfect for over 300k miles. The AC needed a receiver dryer when I got it, and after it was replaced the AC worked for the next 20 years without even a recharge. Still a daily driver, down 1/2 quart oil when I change it every 3000 miles.
I want to hear more about the lunch.
After owning 17 or so of these little mongrels, I can say they are actually a pretty good little car. Underpowered, absolutely. Did they have quite a few electrical gremlins? O-sure, just like any other german car of the time. But perry is right, the drivetrains are 100% bulletproof. The gearbox and rear end on these is good till about 400 hp, give or take. For a while there was quite a few of these that were running around, usually Colorado and upper New England that were either running the 10v or 20v turbos, and a couple that were running the 4.2 liter v8’s, including a couple of twin turbo v8’s. With some real power, they are an absolute ball, but with the stock power, they are one of the most fun, and easy cars to drive in the snow that have ever been built. I never should have gotten rid of the last one I had, the only thing I had left to do was put a larger motor in it, everything else was done, and it was a fantastic handling car, with real suspension, brakes, wheels and the interior from an A2 gli. But I sold it to get a 1993 S4, which was a whole other animal entirely.
Big fan of these cars, but I’ve always preferred the pre-refresh, sealed-beam headlamp version. I think it’s the bulkier aero bumpers that I find somewhat less attractive, because the original looked very light and lithe (even with the U.S. 5-mph humps) in a way that this one never did to me. Still only a minor downgrade, though.
I drove/nearly bought one of them once and wrote a lengthy comment about it in Jim Klein’s COAL. Didn’t disappoint in any way, except that me driving the car apparently caused it to never run again!
This one looks like it’s been through every one of the last 29 Indiana winters and is still serving someone well. There must be a good Audi mechanic in the area, or the person who owns it knows how to turn a wrench and work a multimeter. That seems to make all the difference in the world. It’s no excuse for VW-Audi’s constant electrical gremlins and often complicated “issues”, but with any car I’ve ever owned like this, the more I learned about it the more reliable it became.
Oh, and the “quattro” defogger is cool as hell! That is perfect for this car – turning safety into bling in an incredibly subtle and uncommon way.
I bought an ’84 4000S quattro when Audi values plummeted after the sudden unintended acceleration farce. I paid $4,500 for it with 35,000 miles, dealer maintenance records, and an audiophile sound system. Someone had keyed the hood, but otherwise it was cherry. Sadly, I drove it off a cliff, breaking the engine block into three pieces, lowering the roof to beneath the height of the rear seat backs and pushing in the driver’s door past the center line of the car. I left through the windshield, having taken my seatbelt off in an effort to reach something under the passenger seat before finding out what Virginia charged for an ornamental guardrail. Youth.
Wow! This brings back memories.
My dad had one of the earlier B2s – a 1979 1.6 l. with 75 BHP. In bright yellow with a green interior. “Lima-Gelb” if I remember the colourcode correctly. Later on he bought different stuff at german dealers to make it look like the face-lift version from 1984.
He just loved that car – and I have to agree on the durability of the engine and drivetrain. It ran and ran and ran.
It was also the last car my dad could repair/modify all by himself in the driveway with Haynes in hand. I remember he installed a home-made electronic rev-counter and a powerassisted antenna that would disappear in the trunk. Man, I loved turning on the radio in crowded parking lots.
When he bought the B2, he handed down his old B1 to my big brother and they swapped that cars 1.3 l. engine with a 1.6 l, but kept the original drivetrain and painted it white like the rally quatros of the time. I thought we had the coolest driveway on our street.
The B4 was a great car too, but it seems like all the A4s he owned later on, just kind of regressed in terms of durability and “straight-forwardness”. Well well – good times 🙂
I remember the Audi 4000 of the 80s. I find them more attractive than any of the Audis that are on the market today. It’s a shame, however, that they’re not available with a turbo diesel engine as an option.
I’ve had an ’87 4000 quattro since the end of 1999. It now has 262K miles on it. I recently bought another car and will be selling the 4000. I have my (pragmatic) reasons for doing this, but I’ll miss the car.
If I’d had the disposable income, I would have hired someone to convert it to TDI power!
Here is a much better example of this car from about 1 year ago. This was a 84, just like the one I use to have 🙂