Audi QUATT For Sale

Audi Quattro From Wikipedia, the free encyclopedia Jump to: navigation, search This article is about the Audi car. For Audi's 4WD system, see quattro (four wheel drive system). For the Audi subsidiary, see quattro GmbH. Audi quattro[1] Manufacturer Audi AG Also called Ur-Quattro Production 1980–1991 Assembly Ingolstadt, Germany Successor Audi S2 Class Coupé, rally car Body style(s) 2-door coupé Layout longitudinal front engine four-wheel drive Platform Volkswagen B2 platform Engine(s) 2.1L I5 SOHC 10v (1980–87) 2.2L I5 SOHC 10v (1987–89) 2.2L I5 DOHC 20v (1989–91) Transmission(s) 5-speed manual Wheelbase 2,524 mm (99.4 in) Length 4,404 mm (173.4 in) Width 1,722 mm (67.8 in) Height 1,346 mm (53.0 in) Kerb weight 1,290 kg (2,844 lb) to 1,350 kg (2,976 lb) Related Audi 80 (B2), Audi Coupé, Audi Coupé GT, Audi Coupé quattro Designer Jörg Bensinger, Walter Treser, Dr. Ferdinand Piëch, Franz Tengler (transmission), Martin Smith (stylist) The Audi Quattro is a road and rally car, produced by the German automobile manufacturer Audi, part of the Volkswagen Group. It was first shown at the 1980 Geneva Motor Show on 3 March.[1][2] The word quattro is derived from the Italian word for "four". The name has also been used by Audi to refer to the quattro four-wheel drive system, or any four-wheel drive version of an Audi model. To avoid confusion, the original Quattro model is also commonly referred to as the Ur-Quattro - the "Ur-" (German for "primordial" or "ancestral") is an augmentative prefix, in this case meaning "original", and is also applied to the first generation Audi S4 and Audi S6 models, as in "Ur-S4" and "Ur-S6". The Audi Quattro was the first rally car to take advantage of the then-recently changed rules which allowed the use of four-wheel drive in competition racing. It won competition after competition for the next two years.[1] To commemorate the success of the original vehicle, all subsequent Audis with their trademark quattro four wheel drive system were badged "quattro" with a lower case "q". The original car with the upper case "Q" in the Quattro name is a collector's piece. The Audi Quattro shared many components and the core of its body style with the Audi Coupé, which was a member of the Audi 80 (B2) model range.[1] It was internally designated Typ 85, a type number it shared with the Audi Coupé GT, Audi Coupé quattro and Audi 4000CS quattro. Its characteristic flared wheelarches were styled by Martin Smith. The Audi Quattro also had independent rear suspension and independent front suspension.[3][4] Contents 1 Production history 1.1 European market 1.2 North American market 2 Motorsport 2.1 Quattro - A1 and A2 evolutions 2.2 Sport Quattro 2.3 Sport Quattro S1 3 Ashes to Ashes 4 See also 5 References 6 External links [edit] Production history The idea for a high performance four-wheel drive car was proposed by Audi's chassis engineer, Jörg Bensinger, in 1977, when he found that the Volkswagen Iltis jeep, could outperform any other vehicle in snow, no matter how powerful. Bensinger's idea was to start developing an Audi 80 variant in co-operation with Walther Treser, Director of Pre-Development.[5] [edit] European market Audi released the original Quattro to European customers in late 1980,[1] making it both the first car to feature Audi's quattro permanent four-wheel drive system (hence its name), and the first to mate four wheel drive with a turbocharged engine.[1] The original engine was the 2,144 cc (131 cu in) (2.1 L), inline-5 cylinder 10 valve SOHC, with a turbocharger and intercooler. It produced 147 kW (200 PS; 197 bhp) and torque of 285 N·m (210 ft·lbf) at 3500 rpm; propelling the Quattro from 0-100 km/h (62 mph) in 7.1s, and reaching a top speed of over 220 km/h (137 mph).[1] The engine was eventually modified to a 2,226 cc (136 cu in) (2.2 L) inline-5 10 valve, still producing147 kW (200 PS; 197 bhp), but with peak torque lower in the rev-range.[1] In 1989, it was then changed to a 2,226 cc (136 cu in) inline-5 20v (2.2 L 20v) DOHC setup producing 162 kW (220 PS; 217 bhp), now with a top speed of 230 km/h (143 mph).[1] Audi Quattros are often referred to among owners and enthusiasts by their engine codes, to differentiate between the earlier and later versions: the earliest 2144 cc 10v being the "WR" engine, the 2226 cc 10v being the "MB" engine, and the later 20v being the "RR" engine. Hence, Quattro models may be referred to as either the WR Quattro, MB Quattro, and RR or "20v" Quattro, respectively. Quattro car production was 11,452 vehicles over the period 1980–1991,[1][2] and through this 11 year production span, there were no major changes in the visual design of the vehicle. For the 1983 model year, the dash was switched from an analogue instrument cluster, to a green digital liquid crystal display (LCD) electronic instrument cluster. This was later changed in 1988 to an orange LCD electronic instrument cluster. The interior was redesigned in 1984, and featured a whole new dash layout, new steering wheel design, and new centre console design, the switches around the instrument panel were also redesigned at this time. In 1985 the dash changed slightly with harder foam and lost a diagonal stripe, the dash switches were varied slightly and the diff lock pull knob gave way to a two-position turning knob with volt and oil temp digital readouts. 1987 MB engined Audi quattro External styling received very little modification during its production run. Originally, the car had a flat fronted grille featuring four separate headlamp lenses, one for each of the low and high beam units. This was altered for the 1983 model year, and replaced with combined units featuring a single lens, but housing twin reflectors. This was changed again, for the 1985 model year, in what has become known as the 'facelift model' and included such alterations as a new sloping front grille, headlights, and trim and badging changes. The RR 20v Quattro also featured a new three spoke steering wheel design, leather covering for door arm rests, gloveboxes, centre console and door pockets. There was also a full length leather wrapped centre console running all the way to the rear seats. 20v was also the first Ur-Q to have "quattro" script interior with partial leather seats. The floor on the drivers side had a bulge due to dual catalytic exhaust setup. The different models may be distinguished by the emblems on their boot lids: the WR had a vinyl 'quattro' decal or a brushed aluminium effect plastic emblem, the MB had chrome plated 'audi', 'audi rings' and 'quattro' emblems, whilst the RR had only chrome plated 'audi rings'. The rear suspension was altered early on with geometry changes and removal of the rear anti-roll bar to reduce a tendency for lift-off oversteer. For the 1984 facelift, the wheel size went from 6x15" with 205/60-15 tyres to 8x15" wheels with 215/50-15 tyres. At the same time the suspension was lowered 20mm with slightly stiffer springs for improved handling. For 1987, the Torsen centre differential was used for the first time, replacing the manual centre differential lock.[1] [edit] North American market Sales of the Quattro in North America began with the 1983 model year, which were constructed concurrently, and were of the same design as, the European 1982 models (they did not include the minor cosmetic changes of the European 1983 model) and continued through 1986. Total sales in the USA were 664. Canadian market received cars that were identical to the US cars with exception of the speedometer, which was metric like the early Euro cars. Official sales figures for Canada were 99, which included 61 in 1983, 17 in 1984, 18 in 1985 and 3 in 1986. Although it's believed that there might have been up to 6 cars bought in 1986. US/Canadian cars were also equipped with larger impact bumpers with built in shock absorbers, just like the rest of the 4000/Coupé models. None of the cars came with Anti-lock Braking System (ABS), however they were otherwise "loaded" with options, including air conditioning, and in 90% of the cars, leather upholstery. Most of the 1984 and 1985 Canadian models did not have sunroofs. The remainder of the electric, suspension and cosmetic updates took place at the same time as the European cars. Out of 99 cars imported to Canada 35 are still known to be on the road. The initial 2.1L (2144cc, engine code "WX") engine for US/Canadian models included minor component and engine control unit (ECU) changes, including lowered turbocharger boost pressure, different camshaft, emission controls including catalytic converter, and lambda stoichiometric fuel control, which lowered power to 160 hp (119 kW; 162 PS). Otherwise, mechanical specifications were identical to the European spec cars. The WX engine was also used on Swiss and Japanese market cars. In fact Audi built 200 special edition cars in 1988 with WX engine and analogue instruments, the rest of the car was identical to the MB cars of that year. [edit] Motorsport [edit] Quattro - A1 and A2 evolutions Walter Röhrl driving a Quattro A2 at the 1984 Rally Portugal. Audi Sport Quattro S1 E2[6][7] Audi Sport Quattro S1 driven during the 2007 Rallye Deutschland. Manufacturer Audi AG Also called S1, S1 Quattro Production 1985–1986 Assembly Ingolstadt, Germany Predecessor Audi Sport Quattro Class Coupé, Group B rally car Body style(s) 2-door coupé Layout longitudinal front engine four-wheel drive Engine(s) 2110 cc I5 turbo Transmission(s) 6-speed manual Wheelbase 2,204 mm (86.8 in) Length 4,240 mm (166.9 in) Width 1,860 mm (73.2 in) Height 1,344 mm (52.9 in) Kerb weight 1,200 kg (2,646 lb) Related Audi Quattro The original Audi Quattro competition car debuted in 1980, first as a development car, and then on a formal basis in the 1980 Janner Rally in Austria. Largely based on the bodyshell of the road-going Quattro models (in contrast to the forthcoming Group B cars), the engine of the original competition version produced approximately 300 bhp (224 kW; 304 PS). In 1981, Michèle Mouton became the first female ever to win a world championship rally, piloting an Audi Quattro.[1] Over the next three years, Audi would introduce the A1 and A2 evolutions of the Quattro in response to the new Group B rules, raising power from the turbocharged inline 5-cylinder engine to around 350 bhp (261 kW; 355 PS). The Quattro A1 debuted at the 1983 season opener Monte Carlo Rally, and went on to win the Swedish Rally and the Rally Portugal in the hands of Hannu Mikkola. Driven by Stig Blomqvist, Mikkola and Walter Röhrl, the A2 evolution won a total of eight world rallies; three in 1983 and five in 1984. [edit] Sport Quattro Michèle Mouton's Audi Sport Quattro at the 2006 Goodwood Festival of Speed. The Audi Sport Quattro was a Quattro programme car developed for homologation for Group B rallying in 1984, and sold as a production car in limited numbers.[1] It featured an all aluminium alloy 2,133 cc (130.2 cu in) (2.1 L) 20v DOHC engine slightly smaller than that of the Audi Quattro (in order to qualify for the 3-litre engine class after the scale factor applied to turbo engines). In road-going form, the engine was capable of producing 225 kW (306 PS; 302 bhp),[1] with the competition cars initially producing around 331 kW (450 PS; 444 bhp).[1] The vehicle also featured a body shell composed of carbon-kevlar[1] and boasting wider arches, wider wheels (nine inches as compared to the Ur-Quattro's optional 8-inch-wide (200 mm) wheel rim), the steeper windscreen rake of the Audi 80 (requested by the Audi Sport rally team drivers to reduce internal reflections from the dashboard for improved visibility) and, most noticeably, a 320 mm (12.6 in) shorter wheelbase. This was carried out in order to improve handling potential in the face of newer, smaller competition, such as the Lancia 037 and the Peugeot 205 T16, which had been purpose-built from the start for Group B rules. A total of 224 cars of this "short version" Sport Quattro were built, and were offered for sale at a heady price of 203,850 German Marks.[1] [edit] Sport Quattro S1 1985 Audi Sport Quattro S1 Problems listening to this file? See media help. The Audi Sport Quattro S1 was introduced at the end of 1985 as an update to the Audi Sport Quattro. The car featured a inline 5-cylinder engine that displaced 2,110 cc (128.8 cu in) and produced an officially quoted figure of 350 kW (480 PS; 470 bhp).[1] However, the turbocharger utilised a recirculating air system, with the aim of keeping the turbo spinning at high rpm, when the driver closed the throttle, either to back off during cornering, or on gearshifts. This allowed the engine to resume full power immediately after the resumption of full throttle, reducing turbo lag. The actual power figure was in excess of 500 bhp (373 kW; 507 PS) at 8000 rpm.[1] In addition to the improved power output, an aggressive aerodynamic kit was added that featured very distinctive wings and spoilers to the front and rear of the car to increase downforce. The weight was lightened to just 1,090 kg (2,403 lb), and now accelerate from 0-100 km/h (62 mph) in just 3.1 seconds.[1] Some of the cars were supplied with a "power-shift gearbox", which is said to be a forerunner of today's Direct-Shift Gearbox (DSG) technology.[1] The S1 proved to be an immediate success in the rally circuit, helping Walter Röhrl[1] and Christian Geistdörfer win the 1985 San Remo Rally. A modified version of the S1, was also driven by Michèle Mouton.[1] The S1 evolution would become the final Group B car produced by Audi, with the works team withdrawing from the Championship following the 1986 rally in Portugal.[1] Twenty years after the cancellation of Group B, the Sport Quattro S1 is still widely regarded as the most powerful rally car ever fielded in international competition, with the final factory machines of 1986 rated at an incredible 441 kW (600 PS; 591 bhp).[1] In addition to Group B competition, the S1 won the 1985 Pikes Peak International Hill Climb with Michèle Mouton in the driving seat, setting a world record time in the process. This victory was repeated in 1987, this time at the hands of Walter Röhrl. [edit] Ashes to Ashes Gene Hunt's Quattro in the car park of BBC Television Centre A red 1983 Quattro is driven by DCI Gene Hunt (played by Philip Glenister) in the television drama Ashes to Ashes (aired on BBC1 from 2008 to 2010). Two cars were used through the run of the series, the original, and a stunt car that was acquired for series 2. Both portrayed the same car.[8] The original vehicle (also used in the Children in Need Top Gear crossover mini-episode) lacked a sunroof which was present on the car(s) used in series 2 and 3, hence a fake one was added for the sake of continuity. The stunt car was written off for the jump in series 3, episode 1 by the overzealous director of that episode and used as a parts and interior shots car until it was shot up in the finale, leaving the original intact[9] In the run-up to the 2010 general election, a campaign poster by the incumbent Labour Party government portrayed Conservative Party and opposition leader David Cameron as Gene Hunt sitting on the bonnet of the iconic red Audi Quattro and urged voters not to allow Cameron to take Britain "back to the 1980s" by electing his party into government amid fears that it would lead to a repeat of the social unrest and unemployment that Margaret Thatcher's Conservative government of that era oversaw. The image was then adopted by the Conservatives, with the slogan "Fire up the Quattro, it's time for change".[10] [edit] See also Wikimedia Commons has media related to: Audi Quattro Audi S and RS models AMC Eagle, the first mass-produced all-wheel drive car introduced in August 1979. Jensen FF, the first all-wheel drive road car, introduced in 1966 [edit] References ^ a b c d e f g h i j k l m n o p q r s t u v w x y Audi of America Press Site 25 Years of Audi Quattro 22 February 2005 ^ a b Audi Tradition Audi Tradition at the Techno Classica 2005 16 March 2005 ^ "1984 Audi Quattro Treser CoupĂŠ". Motorbase. 2008-09-19. http://www.motorbase.com/auctionlot/by-id/1214258312/. Retrieved 2010-05-20.  ^ "1982-1985 Audi Quattro - Drive - Motor Trend Classic". Motortrend.com. 2010-04-20. http://www.motortrend.com/classic/roadtests/c12_0509_1985_audi_quattro/index.html. Retrieved 2010-05-20.  ^ "History of the Audi ur-Quattro". Isham-research.co.uk. http://www.isham-research.co.uk/quattro/history.html. Retrieved 2010-05-20.  ^ Rally Paradise Audi Sport Quattro S1 ^ Martin Holmes (July 11, 1985). "The Sport's evolution". Autosport. http://homepage.virgin.net/shalco.com/quattro_s1.htm. Retrieved 2006-10-27.  ^ http://img38.imageshack.us/img38/320/audi3u.jpg ^ "Luigis • View topic - My 3.8 filming photos". Luigis.org.uk. http://www.luigis.org.uk/viewtopic.php?f=63&t=2903&start=30. Retrieved 2010-09-24.  ^ "Gene Hunt poster sparks propaganda battle". BBC News. 2010-04-03. http://news.bbc.co.uk/1/hi/8601781.stm. 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Volkswagen Group • quattro GmbH • Audi S and RS models • Volkswagen Group of America, Inc. • Volkswagen Group of America corporate website • Electronics Research Laboratory • North American Volkswagen engines • Audi Driving Experience || Skip to main content A1A3A4A5A6A7A8Q5Q7TTR8RS Audi site navigationExplore modelsUsed carsOwners areaFleet salesAudi innovationAbout Audi Locate a dealer Virtual factory tourOur technologies FSI, TFSI & TDI Transmissions quattro Audi efficiencyAudi Motorsport Audi R15 TDI Audi R10 TDI Audi at the DTM Audi R8 LMS Motorsport news Concept cars quattro concept A1 e-tron Audi A8 hybrid Detroit showcar Audi e-tron Frankfurt showcar Audi e-tron Sportback concept A1 Sportback concept TT clubsport quattro R8 TDI Le Mans Concept A1 project quattro concept Cross Cabriolet quattro Cross Coupe quattro Audi Heritage Iconic cars Motorsport CompanyAudi is born Premium class Audi & Lamborghini Winning partnership Sales milestone Innovation quattro How quattro works Front wheel drive Front wheel drive allows the car to be pulled which increases the amount of tractive force it can transmit to the road compared to rear-wheel drive. The weight of the engine and other assemblies rests on the front axle and thus increases traction to the driving wheels. If they start to lose traction, the front-wheel drive vehicle understeers and tends to continue straight ahead although the front wheels are turned. This is a relatively mild effect that the driver can normally control by simply lifting their foot off the accelerator. Traction aids such as ASR and EDL are fitted as standard on all Audi front-wheel drive vehicles. Additionally the ESP Electronic Stability Programme greatly enhances what is already a high level of safety. Rear wheel drive The vehicle is pushed along by the driven rear wheels. As an initial situation, this is fundamentally less stable than with front- or all-wheel drive. If the driven wheels spin, the rear-wheel drive vehicle tends to oversteer and its tail may then slide sideways. To guard against this situation arising, which the driver may find fairly difficult to control, the corrective action of traction aid systems and electronic stability programmes takes effect quite early. The vehicle can be kept moving safely, but traction is reduced by the need to apply the brakes at individual wheels, so that driving the vehicle becomes less pleasant. quattro permanent all-wheel drive Permanent all-wheel drive offers an unusually high level of active safety. In terms of tractive force, acceleration and hill-climbing ability on a poor surface it is unbeatable. By distributing the power input from the engine between two axles, higher lateral locating forces can be absorbed when cornering. This enhances lateral acceleration and at the same time ensures the highest possible level of safety. Raising the benchmark To transmit their full potential onto the road, sporty vehicles like the Audi RS 6 and Audi R8 need a driveline to match. And the latest, enhanced version of quattro, featuring asymmetric/dynamic distribution of torque for the first time in an Audi, has set new standards in handling, agility and steering precision. Asymmetric/dynamic torque distribution, with a rear-biased split, allows the exceptional driving forces produced by powerful engines to reach the road even more efficiently. It reacts to conditions on the road more responsively. And with more agility on tight bends, it delivers a more exhilarating performance than ever. Once again, quattro raises the benchmark in high-performance engineering. Better traction with quattro Example 1: Ideal driving conditions If more traction is required – when towing a trailer, for example – quattro offers real advantages by offering greater tractive force in proportion to the vehicle’s weight. Example 2: Only 50 percent grip In conditions where tyres experience reduced grip – as on a wet road – the advantages of quattro immediately become apparent. Whenever one wheel loses traction the others can compensate, so the car remains stable and continues to grip the road. Example 3: Only the front wheels have grip quattro continually adjusts to road conditions to permanently distribute power between the front and rear wheels precisely where and when required. It means the vehicle stays responsive even if only one axle has enough grip. By contrast, if front- or rear-wheel drive vehicles lose grip at the driven axle, they can no longer transmit the engine’s power onto the road. The self locking centre differential The self locking centre differential sits at the heart of quattro on models with the engine positioned lengthwise along the car’s centreline, such as the Audi A4, A6, A8, Q5 and Q7. Operating entirely mechanically, it continually reacts to road conditions and responds to any differences in the rotational speeds between the wheels. This ensures more power is always transmitted to the wheels with a better grip. In addition, the Electronic Differential Lock (EDL) can act when needed to prevent the wheels from spinning. Excess power at one wheel is diverted to the other wheels that have more grip, maintaining traction in virtually every situation. quattro for cars with transverse engines To ensure the optimal distribution of engine power for each model, Audi uses specially configured all-wheel drive systems that vary in design. The Haldex clutch is an electronically-controlled multi-plate clutch. It performs the function of the Torsen centre differential in cars with transverse engines, such as the Audi A3, A3 Sportback and Audi TT. It ensures that engine power is permanently distributed between the front and rear wheels as and when required. The Haldex clutch works by reacting to differences in the rotating speed between the front and rear wheels. This causes variations in the system’s hydraulic pressure, which in turn compress the clutch plates together to balance the distribution of power between the front and rear wheels. So if the front wheels begin to lose traction, the Haldex clutch channels power to the rear. And the greater the difference in rotational speed, the higher the pressure applied to the plates – which means that more engine power can be transmitted to the rear wheel. See the site in all its glory To make the most of the Audi website, you need to have JavaScript enabled in your browser. 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