Getting old, my editors tell me, is a strange business. Pubs become somewhere you go for a quiet Sunday lunch, the language on TV suddenly seems a bit unnecessary and Radio 2 starts playing music you actually enjoy. But it has its advantages. Firstly you can afford that fast and unashamedly selfish sports car you always promised yourself. And secondly you can pretend that young girls still find you attractive when you're driving around in it. Or at least you can until that other hazard of the ageing process rears its head - a child. Or, worse still, multiple children. That car you always wanted suddenly seems an impractical extravagance and when it goes so does any illusion of your'mature' appeal for the younger lady. Your life is effectively over and you'll have to live vicariously through your children and grandchildren from now on.
Of course this isn't true - I just like winding-up Meaden and Barker. It can't be the case, not when there are still cars like the remarkable RS2. Launched in 1994, it had the same basic layout as the then-current Audi 80-based Avant S2, but with everything turned up to 11. Most sports cars couldn't touch it; grip was predictably huge, it looked quietly sinister and it was built with stereotypical German efficiency.
Suddenly practicality seemed pretty sexy, especially when you saw the figures. With 315bhp and 4wd it was always going to be rapid, but magazines were amazed by just how ballistic the RS2 was. Ingolstadt claimed 5.4 seconds to sixty but most testers found it dipped under the five-second mark with 100mph arriving in 13 seconds. Top speed was 163mph. A Ferrari 512TR couldn't live with its monumental acceleration and nor could a BMW M5.
Eight years on, the RS2 remains an extraordinary performer and Audi's evolutionary design philosophy means it hasn't really dated either. Being an Audi, and a very rare one at that, the RS2 has held its value pretty well - which means it hasn't attracted owners unable or unwilling to spend on maintenance. But the arrival of LHD cars from Germany has softened prices and for as little as £12,000 an imported RS2 makes an awful lot of sense. However, if you must have RHD you won't need more than £20,000 to bag one of the most practical supercars ever built.

Evolution
It was VW Group boss Ferdinand Piech, then in the early stages of formulating his plan for world domination, who came up with the idea of building a super-estate and a true successor to the ür-Quattro. That was in 1992, and with Audi engineers busy developing the innovative aluminium A8 he sought Porsche's help to realise his dream. Audi worked on the styling but Porsche had a free rein on engine, brakes and suspension. The results transformed the worthy but slightly dull S2 Avant into the shockingly fast RS2.
The S2's 2.2-litre turbocharged five-cylinder engine (previously seen in the Quattro) required significant work to liberate the extra horses. A pair of hotter camshafts created greater gas flow and a 30 per cent bigger KKK turbo blowing at 1.4 bar [up from 1.1 bar in the S2) got things moving in the right direction. A bigger intercooler, new injectors and engine management system and a freer-flowing exhaust manifold and catalyst completed the job. On super unleaded the RS2 unit is rated at 315bhp at 6500rpm. Torque is equally impressive with 302lb ft produced at 3000rpm. The S2's figures of 230bhp and 258lb ft illustrate just how far Porsche went to produce the ultimate quattro.
To ensure that the RS2 stopped as well as it went, Porsche borrowed the superb anchors from the 968 Club Sport - 304mm discs up front and 299mm rears, ventilated all round, with four-pot pistons. The extra weight of the Audi estate didn't faze them in normal driving, though hard use produced fade. The über-wagen also got revised dampers, thicker anti-roll bars and tailor-made Dunlop tyres.
Externally, the Porsche treatment meant 17-inch 'Cup'-style alloys, 911 wing mirrors and the front sidelights and indicator units from the 993. However, it's the jutting jaw-line that famously distinguishes the RS2. It's functional of course - the centre vent feeds the intercooler, the smaller side vents channel cooling air to the brakes - but it looks fantastically aggressive. At the rear, the number plate moved to the bumper and a large reflector panel took its place across the rump.
Inside, it's obviously based on the stock Audi 80, but silver-grey dials, half-leather Recaros with grey or blue Alcantara inserts, and pieces of carbon-fibre trim hinted that you were in something a bit special. Full black leather and wood trim were no-cost options, but lessened the sporty ambience.
Audi delivered part-built 80 estate bodies to Porsche's Zuffenhausen plant where the re-worked engine, suspension and wheels were fitted. The LHD RS2 was launched in March 1994, and a RHD version arrived in the UK in September 1994. Production continued until 1996, by which time 180 RHD examples had been sold here out of a total run of 2200. The short life of the RS2 means that there was only one spec change from the first to the last car- in 1996 the standard Audi steering wheel was swapped for a sportier three-spoke design. Otherwise, all RS2s are essentially the same.
RS2s came fully equipped, with UK market cars having air con and CD changer plus electric seats, mirrors, windows and sunroof, as standard. The front seats were also heated. Options were limited to a choice of Alcantara seat colouring (blue or grey) or full black Nappa leather.
The fact that all RS2s are fully-loaded simplifies the buying process. If you're buying a LHD import, we'd recommend you stick to a specialist such as MCP Motorsport. If it's a UK car get an HPI check, verify the service history and look for the very few faults that afflict the RS2. Either way you'll be rewarded with a beautifully built and practical car that has the agreeable habit of blowing most conventional sports cars into the weeds.

'I bought one'
Nick Mason – ‘I first saw the RS2 whilst on tour in Germany and knew I had to have one. I love sports cars but I’ve got two kids and need at least one practical car. It also comes in handy if I'm going to a race meeting with friends. At the time only the Golf VR6 offered such a fun package with a helping of practicality and the 315bhp of the RS2 sealed it for me.
'Audi lent me a car in France for a while and it really was an excellent car. Certain people and magazines criticise Audis for their lack of fun -but if you can't have fun with that superb five-cylinder motor up front and the quattro system then you're doing something wrong. Porsche's involvement really transforms the donor Audi 80 and as you'd expect it was utterly reliable.
'The only downside is that you really need to stir the gearbox to make brisk progress - a result of the turbo lag - and the 'box itself isn't very good. The diminutive fuel tank also irritates, especially when you consider how good the RS2 is at covering big distances.
'The RS2 made way for an S4, which wasn't half as good. Only the RS4 could fill its place. I expect the RS6 will be pretty good, too...
'When I traded-in my RS2 it was promptly stolen and used in an armed robbery!'

Driving an RS2 Today
There's no doubt it was stormingly fast in its day, but how does Audi's Porsche-honed wünderwagon feel seven years on? If you doubt that Audi's build-quality is up there with the very best in the world, then it's worth getting into an RS2. The 1995 model we tried, for sale at MCP Motorsport, has covered over 120,000 kilometres and yet feels extremely fresh. The cabin architecture is a little more angular than current Audis but the fit and finish is fantastic. Only the slightly cracked driver's seat tells you that this RS2 has pounded the autobahns for seven years.
Fire-up the turbocharged motor and that distinctive five-cylinder warble seeps into the vault-like cabin. The gearbox needs positive input and won't be hurried but almost immediately the RS2 feels somehow lighter of touch than recent Audi efforts. Quick corners are dispatched with total disdain and a pleasing lack of understeer, and you can trim your line on the throttle while revelling in the huge security of the quattro drivetrain.
And then there's the performance. Find yourself a meaningful straight, nail the l-o-n-g throttle and wait -don't worry, the turbo will be along in a minute. At 3OOOrpm it's starting to take a bit of notice; just a little longer and the KKK blower comes in with a violent bang. If you think 315bhp is a bit modest in the 21st century, then the RS2 will leave you amazed. This is big, deep-chested power and the RS2 deploys it with invigorating brutality. Happily the Porsche-sourced brakes are up to the job of bringing things to a halt - although the pedal lacks genuine feel.
The RS2 may not offer all the tactile delights that have made Subaru Imprezas and Mitsubishi Evos such heroes, but its stonking pace, integrity and practicality make it a peerless second-hand buy. Sensible and exciting all at the same time, the RS2's appeal runs deep.

Where to buy an RS2
If you’re happy with LHD then MCP Motorsport in Norfolk is worth a visit. MCP has sold around 15 in the last year and usually have one in stock. Audi main dealers have less to do with the RS2 now but the freshest cars usually remain in the network. You’ll pay top dollar but you do get a decent warranty. Fast Audi, specialists QuattroSports also sell RS2s and know the cars well. But the real bargains are within the private ads. Audi Driver mag is a good bet and Top Marques usually has a handful for sale. Remember to take your time and have the car checked by an expert before you buy.

Checkpoints
It’s vital to ascertain that the car that you’re looking at is what it purports to be, and that it has a full service history in the hands of Audi technicians or recognised specialists. If you’re in any doubt, get a specialist to check the car over
Engine
The RS2 engine is very closely related to the original Quattro unit and is superbly engineered. Rally versions easily produced 400 reliable bhp. The big KKK26 turbo rarely fails but it is common for the RS2 to smoke when cold. This should disappear once warm. If it doesn't the turbo could have a problem. The RS2 needs a cambelt change at 80,000 miles, so factor this in if it hasn't been done. If maintained properly, the five-cylinder shouldn't need major work for 250,000 miles.
Gearbox
The six-speed 'box taken from the less powerful S2 had a slightly beefed up first gear to deal with the RS2's torque. Despite this, first is weak and often noisy at high revs - it'll cost around £2000 to repair at a specialist so don't ignore the signs. The selector also wears, so check that the gearlever can't be lifted by more than around 1cm. There's a fairly inexpensive fix if it is loose. Clutches are incredibly tough - specialist Quattro Sports has never had to change one yet.
Brakes
You'd expect Porsche brakes to be faultless but the weight of the RS2 works them very hard and fade can be a problem. Audi recognised this and offered an upgrade consisting of 993 Turbo cross-drilled discs, pads and callipers up front and cross-drilled discs and pads at the rear. The kit was just over £2000 so it's a bonus if the car you're looking at has had the upgrade -specialists will supply the kit for around £1700. It's also worth noting that replacement discs (and some other components) are cheaper if bought from Porsche. Front discs are £76 from Porsche against £106 if supplied by Audi. (This doesn't work with the rear discs which have an offset unique to the RS2.) The Porsche-style handbrake is another weakness and is probably the most common failure on the car. Long handbrake travel means the cables are stretched or the shoes are worn.
Suspension
The suspension top mounts and front wishbone bushes need replacing 40,000 miles or so. If possible jack the car up and check for play in the struts signalling top mount wear. Wishbones will also move easily if the bushes are worn. They aren't pricey to replace but it can be a good bargaining tool.
Body
The RS2 is fully galvanised and shouldn't have any rust on the body itself - if it does then the car has been crash damaged. Only the lower door trims, mainly plastic with some metal are likely to corrode and warp. New ones are around £65 each. The front doors also drop due to weak hinge pins. Check thoroughly for crash damage. Open the bonnet and look for signs of disturbed wing bolts, ensure the bumper isn't cracked (top-centre is most common) and check the cross-member behind the bumper, which holds the turbo intake pipe. One good tip is to look at the intercooler - damaged fins indicate a front impact.
Tuning
Most owners are happy with 315bhp but some want more. A simple chip will liberate 15bhp but further gains mean turbo mods. A 360bhp conversion costs £2900 + VAT from QuattroSports and up to 430bhp is possible. However, unless the work is by a recognised specialist, tuned cars are best avoided – especially imports where you can't speak to the company that carried out the work.