When it came to replacing the third “C3” generation of its midsize 100/200 (a.k.a. Audi 5000) line of vehicles, Audi certainly had its work cut out. Boasting dramatic aerodynamic styling, flush side glass, spirited engines including a 220-horsepower 20-valve turbo I-5, features such as ABS, the availability of Audi’s Quattro all-wheel drive, a stunning fastback Avant wagon, and overall proficiency in efficiency, the C3 was a highly successful model — notwithstanding the blemish of U.S.-market 5000’s later debunked unintended acceleration scandal. Although it was a tough act to follow, after a decade on the market, the C3 was due for a replacement. In true logical German fashion, enter the appropriately-codenamed Audi C4.
In the time since the C3 debuted, Mercedes-Benz soon released its massively successful W124 (Ur-E-Class) and BMW rolled out a new highly technologically-advanced generation (E34) of its 5 Series. More significantly, particularly in North America, was the introduction of three new luxury brands and executive-class sedans from Japan, in the form of the Acura Legend, Lexus LS 400, and Infiniti Q45. The luxury-sports sedan market was more saturated and competitive than ever, and Audi had an especially difficult challenge. Not only did Audi need to build a worthy successor to the C3 and a competitive entry towards rivals, but it also had to build a mainstay model that would restore its presence in the U.S., where brand sales had plummeted over 80% in just 5 years following the fraudulent yet severely damaging unintended acceleration scandal.
Introduced in 1990, the C4 generation Audi 100 (as all were now called) was in many ways a careful evolution of the C3. Styling and proportions of the sedan followed the template of the C3, with long hood, six-window greenhouse, and upright trunk. Versus the C3’s very rectilinear lower body styling, the C4 exuded a more sculpted look overall, though retaining the C3’s basic profile and footprint.
In fact, C4 sedan body exterior dimensions were all within millimeters of its predecessor. Versus the C3, however, engineers widened the track by two inches for greater stability, not to mention a visually more athletic stance. Audi was also able to stiffen the chassis by some 30%, add larger front and rear stabilizer bars, add larger four-wheel disc brakes, all while giving the C4 100 two more cubic feet of interior volume, in true German efficiency.
Unlike the sedan’s styling, the styling of the C4 Avant (as all future Audi wagons would be known as) was a dramatic departure from its fastback predecessor. “Undramatic” might be a better way to describe it, as the C3’s radical Citroën-esque profile was traded for a more conventional two-box wagon design.
Nevertheless, the C4 Avant was a very handsome wagon, still possessing a hint of fastback roofline and somewhat defined sedan boot for a sportier look than midsize wagons from Mercedes-Benz and Volvo. Running on the sedan’s good looks, the C4 Avant boasted an additional 48 cubic feet of cargo volume for a total of 64.4 cubic feet. Additionally, the Avant offered a flat-folding rear-facing third row bringing total passenger capacity to seven if needed.
Bigger news came from under the hood, in form of a new 2.8-litre 12-valve SOHC V6. Producing 172 horsepower and 184 lb-ft torque, this new engine offered a substantial output increase over the outgoing C3 100’s 2.3-litre I5 that made 130 horsepower and 140 lb-ft torque. This engine served was standard on North American-spec 100s, while European-spec 100s were also available with a plethora of inline-4s and inline-5, both petrol and diesel.
Of course, even more exciting for enthusiasts was the performance-minded Audi S4 (a.k.a. Ur-S4) variant. While not quite a BMW M5 in terms of power, the S4’s standard 2.2-liter turbocharged I5 produced an impressive 227 horsepower and 258 lb-ft toque for zero-sixty times of 6.2 seconds. Combined with its standard Quattro all-wheel drive, and upgraded brakes, wheels, and tires, the Ur-S4 was a formidable German luxury high-performance sedan, even more so in Europe, where one could spec the S4 with a 4.2-liter V8.
Using a MacPherson strut front suspension with firm tuning, front and rear stabilizer bars, and speed-sensitive power rack and pinion steering, the C4 gave its driver and passengers a ideal balance of precise, engaging German handling coupled with a smooth, comfortable ride well-suited for long journeys. This “best of both worlds” balance of ride and handling is one of Audi’s strengths in its cars today.
As with before, the 100 was available in either front- or all-wheel drive, with the latter using Generation II of Audi’s Quattro. Used in the C3 100 from 1988 until the end of production, this permanent all-wheel drive system used a Torsen center differential with a default 50/50 split and the ability to send up to 75% of torque to either axle. Quattro cars also upgraded the rear suspension to a fully-independent trapezoidal arm setup over the front-wheel drive’s semi-independent torsion beam rear suspension.
Whereas European C4s offered Quattro with most available petrol engines, in North America, Audi limited availability of Quattro exclusively to the top-trim 100 CS for a $3,000 price premium over front-wheel drive 100 CS models and an $8,000 entry price over the base front-wheel drive 100.
Much like the exterior, the C4’s interior was a clear evolution of the C3’s, to an even greater extent at that. However, by no means was this drawback, as the C4’s interior was a model of aesthetically pleasing and ergonomic excellence that was typical of German car interiors of the day. Maybe it’s just me, but doesn’t that tidy stack of physical buttons and comprehensive set of analogue gauges look so refreshing compared to the plethora of digital display screens and touch screens that occupy the majority of modern cars’ dashboard real estate?
Furthermore, in the increasingly competitive field of midsize luxury sedans, Audi took care in enhancing the luxury aura of the C4’s interior. The quality of plastics was improved with more soft-touch surfaces, while the appropriate use of real woodgrain trim was changed from a visually harsher Zebrano, to a softer, warmer high-gloss Canadian Elm for increased elegance and the added benefit of less damage to tropical rain forests.
Base C4 100s and A6s continued offering supple velour with an attractive vertically-striped pattern as their featured standard upholstery, while leather was naturally an upgrade. S4/S6 models featured even racier seats with thicker side bolsters and extendable thigh cushions.
Perhaps the most interesting aspect about the Audi C4 was its mid-cycle facelift in 1994, which resulted in it gaining a new name and new identity. Now called the “A6” to fit in with Audi’s new nomenclature, visual changes included a new chrome-trimmed grille, ellipsoidal projector-beam headlights with clear turn signals, chrome shadow line trim around the side windows, new taillight clusters, new wheel designs, solid outboard headrests, and body-colored lower trim. Overall, little else was actually changed beyond minor styling details, but somehow the A6 conveyed a smoother, more grown up, and more elegant look compared to the 100.
At least in North America, the A6 also presented somewhat of a better value proposition, specifically pertaining to all-wheel drive, which could now be had at a much lower entry price. Audi kept base prices for the 100 and A6 relatively constant through the years, though with the A6, Audi eliminated the 100’s base, S, and CS trim levels in favor of one reasonably-equipped A6 model with a number of available options and packages.
Whereas the 100 required the top-trim CS with nearly every option in order to add Quattro for almost $44,000, the A6 offered all-wheel drive as a standalone extra-cost option. Thereby, one could get an A6 Quattro — sans leather, dual power front seats, heated seats, sunroof, remote keyless entry, and automatic transmission — for around $32,000.
Nonetheless, it wasn’t until the C4’s C5 generation successor arrived in 1997 that the A6 really began turning heads and gaining serious momentum. Quite possibly the most dramatic Audi restyle ever, the C5 was the car that showed the world Audi was firmly one of the big boys.
With this in mind, nearly three decades after its debut, it’s important that we not under-credit the C4’s significance for Audi. From a global perspective, the C4 100/A6 was the backbone that kept Audi going throughout the early-to-mid 1990s. As it relates to the North American market, the C4 was the car that kept Audi alive, accounting for as much as 70% of total Audi sales.
Following the unintended acceleration scandal and its subsequent plummet in sales to less than 15,000 units annually, Audi could have easily gone the way of other European marques such as Peugeot, Renault, and Alfa Romeo, all of which retreated from the North American market in the late-1980s/early-1990s. While not nearly as revolutionary and noteworthy as its C3 predecessor nor its C5 successor, the C4 played an important piece in the very possibility of Audi’s future, and its rise to becoming one of the world’s top-selling luxury brands, reaching nearly 1.9 million units sold in 2017.
In many ways, the C4 was a transition car for Audi, bridging the gap between quirky premium brand and elegantly understated luxury brand. Solidifying this foundation, I can’t help but describe the Audi C4 with a phrase I picked up in my travels to Germany, “Everything is fine”. In the somewhat straight to the point German demeanor, it’s a phrase an English-speaker may use in the place of “Don’t worry”, and I think it’s a very fitting way to describe this car.
1993 Audi 100 CS photographed in Hanson, Massachusetts – July 2018
1997 Audi A6 Quattro photographed in Lower Manhattan, New York – March 2018
1997 Audi A6 Quattro Avant provided by Jim Klein – September 2019
Related Reading:
1993 Audi Ur-S4 (Jim Klein’s COAL)
1995.5 Audi S6 Avant (Jim Klein’s COAL)
I cringe. I was dating a man way back who had an Integra and one of these, a green ’93 I think. Dates in the Integra were just that; if we took the Audi half the time Triple A was our ride home. I loved that car’s presence yet despised its lack of self mobility. It got to a point where I exclusively drove, and honestly affected the relationship to breaking point (along with other questionable things.) Nice cars, absolutely, ruined by my own bad memories.
Isn’t it sad how a negative experience with someone who owns a particular car can lead to a sort of post traumatic stress every time when seeing that type of car again?
I had a former co-worker who was a very toxic person and he got a high off trying to make my life a living hell each day. He owned several cars in the time I worked with him, including a white F30 3 Series. That was my one reservation in deciding if I could actually get a white BMW, as for a while every time I saw a white 3 Series with M Sport, I cringed a little.
I was nearly run over by a fintail Merc sedan speeding out of a gas station when I was a kid. Talk about post-traumatic stress! Fortunately they weren’t that common in the part of town where we lived. Long over it now, of course, but the experience kinda stigmatised Merc drivers for me for more years than I’d like to admit. Even now if I’m crossing the road I’m unusually wary if there’s a Merc coming.
It is sad. I won’t deny the effect, but most certainly am older and wiser now.
I love the dashboard on this model.
I’m fairly certain it’s the same one that turned up in the C3 update, slightly burnished. Seems possible because the width dimensions barely altered.
I believe it is identical, apart from the choice in wood veneer and a few controls. Jim Klein can probably confirm!
The instrument cluster is pretty much the same – the instruments themselves though differ greatly depending on model just like every Rabbit, Golf etc.
However the dashboard, console, wood, vents, etc are all in different places so no part of the dashboard is interchangeable at all although you could possibly retrofit the entire assembly both forward and backward with some effort. For example the last of the C3’s had wood all the way across interspersed with vents. The C4 had wood (or carbon fiber in the case of the ’93-’94 S)4 periodically across the dash but not above the center console, the vents were housed within the console perimeter. Also to the left of the wheel there is a vent in the dashpad as opposed to in the wood (places it higher) and on the right the vents are again in the dashpad instead of lower in the wood strip as on the C3.
It’s basically a fine tuning of the previous design and looks very similar at first glance. You need two pictures side by side, then the differences become obvious (to geeks such as ourselves, that is).
The C4 is to me a bit of a dullard, that wagon comparison to the C3 being illustrative. But you’re right, it did hold the line for Audi, which was effectively only a 20 y.o. brand which had been trashed by falsehoods in what was potentially its biggest market. (As I seem to recall, Audi settled not one law suit over these matters, but fought and won all that actually ran).
And the car was effected with some economy. Judging both from a dim memory and brief look at the internet, the same essential platform went from C1 to these C4’s. You wouldn’t think so from looking.
Sadly, practically extinct. Fragile and expensive as age – and not necessarily great age – consumed them.
Great summation, Brendan! The C4 was a very good (if slightly overdue) tightening and taughtening of the older C3; while the C3’s styling was certainly a huge step forward at the time of intro, by the end of the 80’s was starting to look and feel a bit dated. The C4 addressed that by adding some tension into the design and while conservative, proved fairly long-lasting as well as influential in the design of the rest of the range.
The C4 ended up being probably Audi’s most solid car ever, pretty much their W124. Some people certainly had issues, often way down the ownership chain, but the basic chassis proved that this was easily a 300k mile car with proper care and feeding. The rare and excellent S4/S6 models are still sought after, especially in winter climate states/areas, and very robust. Only when absolutely neglected do they end up parted out and even then the components are prized enough to end up in other cars such as the 4kq and CQ.
If I could relive my COAL series buying experiences the Audi C4’s I owned would be at or very near the top of the list of keepers/repeat buys.
One aside re the wagon – The C4 wagon was kept on the market as a 1998 and didn’t get the new C5 style until 1999 in North America as sort of a staggered rollout.
I remember your C4 COALS as among my favorites! The C4 was always a car I never saw many of (given their low sales figures) even as a kid, but every time I saw one I always found its neat and well-proportioned styling very handsome.
There used to be a green C4 100 parked on the street I’d walk past everyday on my way home from track practice in high school before I had my license and a car. I used to slow down when I walked by it and always look back for a second glance 🙂
The ultimate relative is the Audi V8. If I could ever find a good condition one for a reasonable price, I’d be very tempted.
Horribly unreliable, like so many German cars. Too bad as they were, on paper, decent automobiles, albeit undermined by the German tendency to over-engineer everything with perfection, rather than pragmatism, being the goal.
“Audi could have easily gone the way of other European marques such as Peugeot, Renault, and Alfa Romeo”
The huge difference between these 3 and Audi was that Audi was part of VAG. Memory is fuzzy, but I don’t recall too many standalone Audi dealers (the few I do remember had a VW or Porsche dealer under the same ownership). Such that there was a good supply chain of dealerships, importation, and parts availability, even with the Audi brand faltering. Peugeot, Renault, and Alfa did not have this luxury.
Very good point about dealership network and supply chain. Likely a primary reason why Audi survived in the U.S. during the 1990s.
Yes lots of dealers and pond scum every one.
Good-looking cars, but the US-market wagons had a terrible rear turn signal design where the turn signal is a tiny red strip that is barely visible when the brake light is lit. The 2010-2011 Camry has a similar design flaw. I’m not sure how NHTSA approved either, but that’s a rant for another day.
A very nice summary for someone like me who was never into the details on these cars.
It seems to me that Audi may have done a better job than almost anyone at maintaining a “corporate look” for its cars over a three decade span. Audi’s tendencies towards the conservative and the elegant have paid dividends.
Some friends had an A6 that I rode in a few times. It was the kind of car that made you notice it, both inside and out – it just felt very high quality. It was service costs that eventually did it in – no one big major thing, but a slow series of small things, each of which cost way more to fix than on, say, a Honda. They finally sold it to their independent Audi mechanic when a big repair started looming. They loved it while they had it and were happy when it went away.
I have mixed emotions about these. I agree with you that these cars kept Audi alive in North America… it was the right mix of everything to keep a steady stream of customers coming in. It was stylish, had good brand identification, a decent luxury-car value, had the available Quattro system, etc. Without all these things, Audi would have sunk.
But despite all this, the 100 left me cold. At the time, I was a big Audi fan, largely because I owned a (well-used) 1981 Audi and I absolutely loved the 5000 series. But this one? Yes, somewhat more modern looking, etc., but it just didn’t stir interest like the 5000 did. If it wasn’t for the Quattros, these would be largely generic German luxury cars.
Interesting about the change to Canadian Elm wood inserts and the tropical rainforest claim. I suspect that elm was a lot cheaper too, so I guess it was a win/win.
Also (and somewhat tangentially), the 1997 A6 shown here has New York Press license plates (that’s what NYP stands for). I wonder who in New York’s press corps drives a 22-year-old Audi? I’d love to know.
I also spotted this 1988 Dodge Caravan a few blocks over with New York Press plates. Maybe they like to keep a low profile?
My previous employer liked Audis as their company cars. I had the dubious privilege to drive several of the higher-mileage A4s and A6s including a V6 C5 quattro that still had plenty of grunt, but terrible, cheap tyres. I’ve never experienced a car that could spin all 4 wheels when accelerating away from a junction!! I won’t mention the time I tore a hole in the door of an A4 when parking in our underground car park…
“Quite possibly the most dramatic Audi restyle ever, the C5 was the car that showed the world Audi was firmly one of the big boys”.
The C3 was by far the most dramatic restyle….Introduced the aero look to the world, would set the tone for Audi decades and even influence the creation of the Ford Taurus….Maybe one of the most dramatic designs of any manufacturer
I always felt this generation of Audi was something of a disappointment, a step backward after the beautiful aero cars. These ones seemed generic, mundane, ‘meh’ as my daughter would say after the previous generation’s distinct, unique look. Things got visually interesting once more with the C5 cars.
It’s merely a point of opinion… to each and his or her own. The C5 was the car that lastingly cemented Audi’s place as a 5 Series/E-Class competitor though. I always felt the C3 was still something of a different breed when compared to early-1980s midsize Mercedes-Benzes and BMWs.
They seem to be nice cars when they are running, but seem to be aging into the scrap pile now as the price of parts and service from VW exceeds the value of the vehicle, that plethora of engines availeable on the european market doesnt help if the one youve got isnt a common version,
Nice article, Brendan!
The perlescent white wagon in the junkjard breaks my heart. I think the C4 Avant is one of the most attractive wagons ever.
I have to side with Kim when it comes the the matter of reliability / longevity. These cars are – at least in Germany where I live – known to be one of the most over engineered products of all time and I still see ten of them daily without looking for them. I never really figured out why they have such a bad reputation in the US. One reason might be that from what I gather most of these came fairly loaded over the Atlantic whereas in Germany many cars where manual windows, no A/C, manual transmission cars, many of them with tried and true EA827 fourbangers or the inline-five.
What could also be is that this – at least in Germany – was the kind of car that when you bought it you were gonna do proper maintenance, just like the W124. You dont spend a year’s salary worth of many on a luxury car and then neglect it. This may have led here to many of these being pampered and in fairly good condition for their age.
Three additions:
There was no S4 Plus model with a V8. There was, in Europe, however, and S4 4.2 with the V8 from the Audi V8 flagship. Post facelift, when the 100 turned A6, the S4 line was called the S6, featering three models: S6 (2.2 I-5, 227hp), S6 4.2 (V8, 276 hp), and the S6 Plus which Brendan may have mistaken for the S4 Plus (4.2 V8, 322 hp).
In Europe, the C4s legacy mostly is that of making the Diesel engine suitable for luxury cars (much like the W1116 and W126 in the US) by introducing direct injection in the 2.5 TDI. While this engine was actually offered in small numbers in the last model year of the C3, the C4 brought it to the masses in large quantities. While seemingly weak (113 hp), it had some pretty serious low end torque and a six speed manual to make the best use of the power. Most importantly, I had 20 to 30 percent better gas mileages to the comparable W124 and E34 diesel engines. This engine (and the derivative 1.9 liter inline 4 TDI in the Audi 80/5000 B4, VW Golf Mark 4, Passat B4)) paved the way for he European Diesel boom of the 90ies and 2000s (really actually lasting until today).
On the balance of handling and comfort which Brendan stressed in his post I would beg to slightly differ. The Audi range (until today) always suffers from the overload of its FWD designs. Too much of the weight is on the front axle, therefore, higher spring rates than comparable RWD designs must be run on the cars, feateuring a somewhat harsh ride. But I guess it depens on what you compare it against.
anyway, great article and great pictures of a car I love and always wanted to own.
Of Course I’d rather side with Jim than with Kim. I’d actually much rather not sign with Kim….
I had a well-used ’96 A6 a few years ago and I had a blast with it on rural roads and highways in the Southern Indiana and Northern Kentucky area. I likened it to my own personal rollercoaster ride since the car gave the impression of being pulled into the curves in much the same manner a rollercoaster car feels following the track. It was also interesting in that the car seemed to pivot around the B-pillars rather than an axle like most cars seem to. The Lincoln LS V6 that replaced the Audi will handily out perform it in all categories but just isn’t anywhere near as much fun. Where I wouldn’t think twice about zipping off down a side road of questionable quality and direction with the Audi just to see what was down it, with the LS I’ll see a side road I don’t know and think “yeah, naw” and just continue on. Eventually the Audi got up to 340,000 miles and it needed a full suspension overhaul that I had no time for so I basically gave it away to a kid who drove it away but I never heard any more about it. He was probably in over his head and the car got scrapped is my guess. Would definitely buy another if I could find one worth a damn somewhere around me.
Very well written and good media. I’ve had a 92’ 100 sedan for two summers and overall I’m very pleased with its smooth and comfortable ride. Even 30 years later – it doesn’t look as ouddated inside/out as most of its competitors from this era. Good engineering and styling, great handling and plenty of clearance to blast on country roads. Makes me dream of the very first D2 A8