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audi // Quattro 10v
DRIVING
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The secret to the new quattro drivetrain was the ingenious packaging of the four-wheel drive system, developed by Bensinger alongside engineers Franz Tengler and Walter Treser. Taking drive from the five-speed gearbox a hollow shaft went to the centre differential. From there, drive went back to the front differential passed inside the propshaft installed inside the hollow shaft back to the front wheels. From the engine, another propshaft took drive from the centre differential via the rear axle. The 2.1-litre five cylinder turbo charged engine producing 197bhp, was enjoyed as much for its performance as it was its distinctive, off-beat engine note. engine note. In 1987 capacity grew to 2.2-litres, with the final version from 1989 onwards featuring a 20v cylinder head and 217bhp.
British designer Martin Smith was charged with styling the quattro, which was based on the Audi GT Coupe, itself derived from the Audi 80 saloon. The car's famously sculpted ‘box’ wheel arch extensions covering the quattro’s wider tracks beautifully, and giving it's tough, gunslinger stance and inadvertently creating one of the main styling themes of high performance cars from the 1980s. During its 11 year production run, the quattro's iconic design barely changed, but one of the most significant was the replacement of the original quad headlamps with more modern, integrated lenses. In addition, wheel sizes increased by an inch to 16, and items such as the rear wing were colour-coded.
Audi's quattro project began in the late 1977s when it's engineers were developing a small military jeep for the German army that became the Volkswagen Iltis. When the drivetrain was fitted to an Audi 80 test mule the potential was clear, and chassis engineer Jörg Bensinger suggested it to management, where Audi boss Ferdinand Piëch was a keen exponent of the project. The quattro made its public debut at the 1980 Geneva motor show, and remained in production for 11 years with more than 11,000 units sold. Originally conceived as a homologation special for rallying, it soon became an iconic performance car of the decade.
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The driving position is laid back but the ergonomics are generally good, not always a given with old cars. The five-cylinder engine dominates proceedings from the moment you turn the ignition key, and its lusty delivery provides the quattro with a surprisingly strong turn of speed, even today. The gearshift is notably precise and slick, although it has to be said, the brakes do struggle to keep up with the rest of the package. Most of all, it's the sheer traction combined with that turbocharged torque that makes the Ur-quattro such a thrilling car to drive. It’s entirely fitting of the tag ‘legend’.
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Engine: 2,144cc turbocharged five cylinder // Power: 197bhp @5,500rpm // Torque: 210lb ft @ 3,500rpm // Weight: 1,290kg // 0-62mph 7.1 seconds // Top Speed: 137mph+
ARTICLES
The WRC Years:
The Birth of Quattro
RS2 AVANT
S2 COUPE
SPORT QUATTRO
QUATTRO 10v
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TT COUPE
SPORT QUATTRO S1 E2
TT COUPE
RS2 AVANT
S2 COUPE
SPORT QUATTRO S1 E2
SPORT QUATTRO
QUATTRO 10v
The original quattro was conceived from the start as a homologation special for rallying. It made its debut at the 1981 Monte Carlo rally, where Hannu Mikkola led by a huge margin before suffering various issues. It didn’t take long though before the Audi Sport team hit their stride, and the team ended the year with three victories (two for Hannu Mikkola and one for Michèle Mouton). In 1982, the quattro’s dominance cemented its position at the top of the sport, and it was Mouton who made a charge for the title, narrowly missing out to Opel’s Walter Röhrl; Audi’s consolation was the manufacturer’s prize. In 1983, now with the Group B A2 version of the 10v, matters were reversed, with Audi pipped to the manufacturer’s crown, but Mikkola taking the driver’s title. That was followed in 1984 by Stig Blomqvist and Audi taking both titles in the final season for the trusty 10v Quattro in works guise.
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DRIVING
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There’s no two ways about it: in the mid 1980s the Sport quattro was probably one of the fastest, if not THE fastest cars on the road. Its combination of extreme power (302bhp was a very large amount for the time), low weight (under 1,300kg) and four-wheel drive traction, not to mention wide tyres and even ABS, meant there was almost nothing to touch it for A-B pace. Even today, it still holds together as a very fast car. By modern standards there is plenty of turbo lag, and it takes 4,000rpm on the rev counter before there seems to be much performance at all. Keep the faith though and there’s no denying the impact that the large turbo has: it suddenly boots the quattro towards the horizon, the urgency of its introduction causing the tail to squat and the nose to paw the air. Predictably, it rolls more in the corners than a modern car, and while this isn’t an advantage on a racing circuit, on the road it makes it particularly adept at dealing with a poor road surface, as you might expect given its rallying heritage.
MOTORSPORT
The Sport quattro may have created a sensation on the road, but its competition history was less successful. Making its debut on the 1984 Tour de Corse with Walter Rohrl at the wheel, the new car was explosively powerful (the rally cars initially boasted a claimed 400bhp, but it wasn’t long before rumours of over 500bhp were rife) but a real challenge to drive, and in the face of staunch opposition the results were hard to find. Audi successfully defended its driver’s crown, this time with Stig Blomqvist, and recaptured the manufacturer’s title too, but Stig held on to his trusty A2 model until the title was his. Nevertheless, the Sport Quattro might not have been the most successful rally car of all time, but it was surely one of the most spectacular, and what it led to was something even more extraordinary.
TECHNOLOGY
DESIGN
There was a lot more to the Sport quattro than merely chopping a length out of the wheelbase. It featured a steeper windscreen angle rake to reduce glare for the drivers, while the sloping rear glass followed a different trajectory, too. Many of the body panels were made from composite materials, and the widened track was covered by heavily blistered wheelarches. The bonnet featured a raised cnetre section with a trio of vents on the leading edge with more gaping holes beneath it, while one side of the bonnet featured opening to allow heat to dissipate above the turbocharger. At the rear of the bonnet, additional vents fed the engine’s induction system via a sealed channel. Wheels, finished in white, were still 15” in diameter were half and inch wider. Overall, the effect was sensation, the Sport oozing power and presence from every angle.
history
The original Audi quattro had come to dominate rallying in a way even its progenitors couldn't have imagined, yet motorsport doesn’t stand still, and by 1984 the signs were clear that the sport was once again evolving. The Group B rules had been introduced in 1982, and Audi had responded with the A2 version of the quattro, but now other manufacturers were arriving in the world championship with what amounted to virtually bespoke racing cars: something had to change. Audi’s response was the Sport quattro, which with 320mm chopped from between the axles aimed to improve the agility of the car, while a new, twin cam cylinder head and a massive turbocharger brought considerably more power from the engine. As per the regulations, Audi Sport needed to make 200 of these cars, and promptly did so, creating in the process one of the most ferocious ‘homologation specials’ ever to appear - and one that took road car performance to new heights.
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Engine: 2,133cc turbocharged five-cylinder // Power: 302bhp @6700rpm // Torque: 258lb ft @ 3700rpm // Weight: 1200kg // 0-62mph 4.8 seconds // Top Speed: 155mph
audi // SPORT Quattro
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There can be fewer driving challenges greater than getting behind the wheel of a genuine S1 E2. Inside it’s basic, bordering on crude; incredibly noisy, even at idle, and very warm. As a top flight rally car of the mid-1980s there is naturally no concession to comfort in any shape or form. Instead there is a heavy clutch and then an engine that sounds impossibly sweet but that doesn’t seem anything like as potent as you might expect. Stick with it though, and as the revs finally approach 6,000rpm the E2 seems to squat down and then suddenly spring to life with a furious lunge of acceleration that pings the rev counter needle around to 9,000rpm. The acceleration is fierce and the gearing short, while every control is beautifully weighted and dripping with feedback. The steering is beautifully precise, and far from being intimidated, it’s not long before you feel at home. It’s clear though that to make it really work you have to be brutal with it, forcing it to turn into a corner. On gravel, at night and in the rain, the thought beggars belief.
MOTORSPORT
The S1 E2 made its debut on the 1985 1,000 Lakes Rally, sometimes referred to as the Finnish Grand Prix. With steam pouring off its new water-cooled brakes, Stig Blomqvist and Hannu Mikkola stole the show and immediately proved that Audi Sport had made a big jump in performance. Although Hannu retired with an oil leak, Stig finished second overall in Finland, just 48 seconds behind the winning car. But the type’s finest hour was undeniably at the 1985 San Remo rally, where Walter Rohrl took on the best of the Group B field and won. After a tragic accident at the 1986 Portuguese Rally, Audi decided to withdraw altogether from the sport amid concerns over further incidents involving spectators and the general safety of the Group B cars. The S1 E2s life was short, but it most definitely made its mark.
TECHNOLOGY
DESIGN
The E2 model took the quattro to new levels of excess, and in the process created arguably one of the most memorable competition cars ever devised. With its towering rear wing and snowplough-like front end, it was one of the first rally cars to really deploy an understanding of aerodynamics onto the stages. Raised edges on the front wings helped to channel the airflow along the side of the car, and at the same time gave it even more of a thuggish, boxy look, while the sills featured extensions to marry the front and rear arch extensions into a cohesive design. The quattro had become a monster.
history
The Sport quattro S1 E2 came about because even the raw power of the Sport quattro couldn’t make Audi competitive with the new breed of rally supercar that was taking the Group B formula of the mid-80s to new heights. However, taking advantage of the ‘evolution’ rules built into the Group B rulebook, Audi were able to build a further 20 ‘evolution’ cars to a new, even more extreme recipe (without needing to make any more road cars). The new car targeted a better distribution of mass, even more power and response from the engine, a genuine use of aerodynamic devices and - in time - increasingly sophisticated transmissions, including the very first use of a twin clutch gearbox on a road car.
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audi // SPORT Quattro S1 E2
While Audi Sport retained the front-engined, large coupe package that was more closely related to its more normal road cars than the exotic machines of its competitors, the S1 E2 sought to find an advantage through raw power and the advancement of technology. Officially, the peak power output of the five cylinder engine was said to be around 550bhp, but rumours persisted that it was anywhere between 600-1,000bhp depending on who was to be believed. One thing is for certain: power was not an issue, and throttle response improved with the adoption of an ‘anti-lag’ system known as ‘Umluft’. An increasingly sophisticated quattro setup helped to deploy this potency, and Audi also debuted the twin clutch semi-auto gearbox, later to appear on Audi road cars some 20 years later as ‘S tronic’. By moving the radiators rearwards to the boot area, Audi Sport was able to better balance the weight distribution of the car, to the benefit of the handling. The S1 E2 was a dragster compared to some of its more nimble opposition, but what a fearsome dragster it was.
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audi // S2 COUPE
QUATTRO 10v
SPORT QUATTRO
SPORT QUATTRO S1 E2
S2 COUPE
audi // RS2 AVANT
RS2 AVANT
Creating the Sport quattro was like shaping Frankenstein’s monster. What the rally team wanted, they got, and the stylists had to make whatever transpired look appealing to the eye: not the other way around. Take the angle of the windscreen, which was the same as the Audi 80 saloon. This was requested by the drivers, to cut down on glare when they were on the stage.
The key to making more power on the five-cylinder engine was the introduction of a twin cam cylinder head, which also therefore doubled the valves (to 20) and gave the engine a much greater appetite for revs than the torque-rich, dependable old 10v. Taking advantage of that fact, Audi fitted a huge K27 turbocharger, which although meant lag on the road car, also gave it a serious slug of power all the way to the extended 8,000rpm redline, with no letup whatsoever.
S8 D2
S8 D2
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DRIVING
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With ‘only’ 364bhp, driving a facelifted Audi D2 S8 today doesn’t have quite the same shock and awe to its performance that it once might have had. However, the naturally aspirated V8 is a charismatic engine to sit behind, and once it gets into its stride it’s still able to whisk the S8 along at an impressive pace. Don’t forget, this was a vehicle that easily hit its 155mph speed limiter when new. Audi chose to sacrifice a little ride comfort in return for more poised handling with the S8, as this was one limo that was always intended to be driven by its owner as much as the owner’s driver. As such, it’s still a capable car, with particularly good traction thanks to the quattro setup. Only the laid back approach of the automatic gearbox blunts progress slightly, and that in spite of small shift buttons mounted on the steering wheel.
TECHNOLOGY
The A8 was chosen as the first car to debut the ASF aluminium technology that would one-day become a key ingredient to all luxury and high performance cars. Indeed, some manufacturers chose to make their car entirely of the material. Ferdinand Piëch wanted a way of offsetting the additional weight of the quattro four-wheel drive system, and with ASF it was said the A8 was around 140kg lighter than it would have been with conventional steel construction. The original S8 (from 1996) featured a 32v, 4.2-litre V8 delivering 335bhp and 310lb ft of torque, married (in the UK) to a five-speed automatic transmission. Later versions used a new five-valve cylinder head that increased those outputs to 364bhp and 317lb ft, ably deployed in both versions by a Torsen differential quattro setup drivetrain.
DESIGN
The simple, precise lines of the D2 Audi A8 were a quiet revelation in a period where Jaguar’s rival XJ series was still very much harking backwards in design terms and the Mercedes-Benz S Class was very much the staid, respectable staple of the community. Only the BMW 7 Series attempted to marry a more sporting flavour with ultimate luxury, but the D2’s clean lines won it many admirers. That was even more so the case with the S8 version, which carefully embellished the standard car with just enough performance details to quietly suggest it was a formidable machine. Audi’s designers added aluminium mirror housings (in-period an Audi S model flourish), chrome around the middle of the car and the lower front grille, and iconic 18” ‘Avus’ alloy wheels. It was perfectly judged.
history
The original S8 was based on the first generation of Audi’s A8 limousine, known as the D2 model. It may not be remembered as one of Audi’s most exciting cars to drive, but it earns its place here for two reasons: firstly, it was the first Audi production car to use Audi Spaceframe Technology (ASF), a construction technique that realised a car’s monocoque entirely in aluminium to save weight. And secondly, after its star appearance in John Frankenheimer’s 1998 movie ‘Ronin’, it did much to elevate Audi’s reputation, and particularly that of its more glamorous models, to a higher level. Neither can it be denied that in the process it also redefined a class of driver-focused large luxury cars.
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audi // S8 D2
S8 D2
The S2 had the awkward job of replacing a true motoring legend - that of the original Audi quattro. The coupe was based on the ‘B3’ generation of the Audi 80 saloon, which had first appeared in 1986. The coupe was launched in 1988, and in late 1990 the S2 appeared; effectively the two-door coupe body, fitted with the quattro drivetrain and the 2.2-litre, turbocharged, inline five-cylinder engine as seen in the last of the 20v Ur-quattros. Because it differed under the skin in substantial ways to the saloon variant, when the 80 was updated comprehensively to the B4 version, the largely B3-based coupe version carried on alongside it. Estate (Avant) and for a brief period (just 306 examples) B4 saloon S2 models were offered in the early-mid 90s. The S2 had no direct successor when it went off sale in the middle of the decade, although the TT effectively entered a similar market when it arrived a few years later.
If the quattro is resolutely associated with the 1980s, then the S2 simply oozes late 80s/early 90s style. Its smooth, softly blended curves mask a sturdy, thick set sort of car that retains but reinterprets the original quattro’s prominent road presence for a new decade. Although the S2 packed a much bigger punch than the other coupe models, it hid its performance rather than shouted about it, with just a deeper front air dam and larger alloy wheels the only giveaway to the performance on offer. When the B4 80 superseded the B3, the coupe was facelifted to bring it inline with the new series of 80 models.
The B3-based Audi 80 coupe debuted new front and rear suspension, which was largely a forerunner of what would be seen in the not too distant future with the similar-looking B4 Audi 80. Arriving in 1990, the 20v Ur-quattro was still actually on sale at the time, which didn’t help the S2’s case as being seen as a worthy successor - in fact, it is said that it was largely meant to boost the sales of the still then new Audi Coupe range, rather than take on the role of a new ‘quattro’.
The S2 featured Audi’s Procon Ten safety system, which was a forerunner to the airbag in some ways. A series of metal cables pulled the steering wheel away from the driver in the event of an accident, making contact between it and the driver less likely.
The S2 had a brief rally career on the stages at national level, but it was too big and heavy to be a force in rallying in this era, and the factory didn’t pursue it, being preoccupied with circuit racing.
Although the S2 features the familiar 20v turbo engine and looks quietly purposeful, the initial reaction to it is of a car that hides much of its ultimate performance under a demure surface. The engine is quiet, and there’s some noticeable turbo lag which softens the response to the throttle. The steering is a little light, and the whole car feels like much more of a GT than other sporting contemporaries, such as the BMW E36 M3 and the Porsche 968. For that matter, the Ur-quattro 20v as well. Give it a chance however, and you’ll discover a capable, fast machine, that offers that performance in all weathers. The interior feels beautifully built, although a note to taller drivers: you may struggle for head room as the seat places the driver quite high in the car. Overall, it feels like a nice car to own and live with, albeit not the most exciting of ones to drive.
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DRIVING
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Driving an original TT Quattro 225 today is very nostalgic: can it really be nearly 30 years old already? In that time, the Mk1 has gone from being one of the most eagerly anticipated cars on the planet to bargain basement fodder, and is now undoubtedly ascending into the green pastures of being a modern classic. The design is still as arresting as ever, including on the inside where its jewel-like details still impress. The 1.8T engine is quiet but still potent, and it doesn’t take long before the qualities that impressed evo in the early days of the magazine come to the fore. The TT was a cover star for evo early on, and at the time we praised its agile handling and surprising pace.
MOTORSPORT
Although the TT was never conceived with motorsport in mind, it did form the basis of Audi’s representation in the German Touring Car Championship (DTM) from 2000-2003. Designed, built and entered by the Audi tuner Abt, the Abt-Audi TT-R was a pure racing car featuring an aluminium spaceframe with carbon fibre panels and weighed around 1,000kg. It was powered by a 4-litre, naturally aspirated V8 engine producing around 450bhp in restricted DTM guise, and rear-wheel drive only. Laurent Aiello won the DTM driver’s championship in the 2002 season against staunch opposition from Mercedes-Benz and Opel. In 201X the TT Cup one-make race series was launched, with examples also used in Germany’s gruelling Nürburgring VLN series.
TECHNOLOGY
Based on the VW Group 4th gen PQ34 chassis, as used by the Audi A3 hatchback. Initially, the only engine was the classic EA113 inline ‘four’ 1.8T 20v, in two states of tune: a 178bhp version with the K03 turbocharger, and a 222bhp version with a larger, K04 turbo. The quattro system was an option on the lesser powered car, but standard on the ‘225’ model. Later, further variants of the 113 engine were released. Eventually, a high performance model powered by the 3.2-litre VR6 engine was introduced, and it was this model that became the first vehicle on sale in the UK to have a twin clutch gearbox (Audi’s DSG) in 2003. Towards the end of production in 2005 Audi Sport released their own take on the TT, resulting in the TT quattro Sport, which featured a 237bhp version of the 1.8T engine and was considerably lightened by the removal of many items, including the rear seats. Just 1,000 UK specification examples of these were made.
DESIGN
For many people, their appreciation of the mk1 Audi TT begins and ends with its extraordinary aesthetic. Perhaps that undersells the rest of the car’s talents, but there can be no doubt that the original TT has earned its place in the pantheon of venerated car design. Styled by the American designer Freeman Thomas, under the leadership of Peter Schreyer, it adhered to the principle of a circle when viewed as a silhouette, and majored on form following function. “Every line has a function”, said Torsten Wenzel of the original design team, “it's the perfect graphic shape”. This bold, minimalist approach was said to be influenced by the German Bauhaus art and design movement of the early 20th century. The TT would later be adorned with a more aggressive body style, but there remains a purity of the original design that has wonderfully stood the test of time.
history
Not a product of Audi Sport per se, but an important part of Audi’s performance car history nonetheless, the TT proved that Audi was now a brand that could design, develop and, crucially, successfully sell a sports car to a global market. In the process it became a design icon, and for a while was one of the hottest properties on the new car market, with very long waiting lists and desperate buyers. The original concept car was unveiled at the 1995 Frankfurt Motor Show with the production car available to buy from 1998, remaining in production (bodies and paint at Ingolstadt, and then shipped by rail overnight to Audi’s Gyor plant in Hungary for final assembly) all the way until 2006. Along the way there was the roadster, which appeared soon after the car’s release in 1999, and later a V6-engined version. All in, 178,765 coupes and 90,773 roadsters were produced over the car’s lifetime.
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Engine: 1,781cccc turbocharged four-cylinder
// Power: 222bhp @5900rpm // Torque: 206lb ft @ 2200rpm //
Weight: 1,465kg // 0-62mph 6.6 seconds // Top Speed: 151mph
audi // TT 225 Quattro mk1
TT COUPE
B9 RS4
R8 V10 LMX
R8 V8 MK1
B7 RS4
B9 RS4
R8 RWS
R8 V10 LMX
R8 V8 mk1
B7 RS4
A2
audi // A2
audi // B7 RS4
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DRIVING
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The mk1 R8 is one of evo’s favourite driver’s cars of all time, and to drive one now is to immediately see why. Even in the first few yards you can sense an inherent ‘rightness’ to the R8, a feel that all the best cars possess. The steering is perfectly weighted and accurate, the ride has a magic ability to soak up the worst of the road’s surface, and the car can be driven expressively like the best rear-driver yet is also entirely faithful, with no real vices. The V8 has a classic muscle car rumble at low revs, but a more sophisticated howl as the revs rise, but arguably best of all is the open gate shifter: click-clacking through the gears is an experience to be savoured on every drive, at any speed. It soon becomes clear that the R8 is incredibly versatile, a comfortable, relaxed GT car one moment, and a surprisingly pure sports car the next.
TECHNOLOGY
The R8 used Audi’s aluminium spaceframe technology to create a light but rigid chassis, with the V8 mounted amidships. The 4.2-litre, naturally aspirated unit had first been seen in the B7 RS4 model, but was repurposed here with a dry sump oil lubrication system to better withstand the rigours of high speed cornering, also allowing it to be mounted lower in the chassis.
The original R8 was only available with quattro four-wheel drive, featuring a 30:70 torque split front to rear. However, not only did this provide it with fantastic traction by supercar standards, neither did it prevent it from drifting where desired. The original R8 coupe was joined by a Spyder version in 2011, although an open-roof version had first appeared with the V10 engine a year earlier.
DESIGN
The R8 production car was remarkably similar to the concept car that had spawned it. Its cab-forward design featured the family trapezoid grille in the nose, albeit shrunk for this application, and broad, low proportions that screamed ‘supercar’. Perhaps the most recognisable feature was the ‘blades’ behind the side glass, which were available in a range of different finishes such as aluminium or in painted form. A glass engine cover meant the V8 was on show to everyone in all its glory.
Inside, the R8’s cockpit was dominated by the sweep of the dashboard that rose from the door over the top of the driver’s binnacle, and then down into the centre console, creating the visual effect of an almost single-seater-like driving environment. Pride of place on that same centre console was the aluminium gearshifter with exposed gate, although in time a single clutch automated transmission would join the range.
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audi // R8 V8 mk1
With Audi dominating sports car racing on both sides of the Atlantic, it seemed only natural that the marque should launch a genuine sports car during the 2000s. Sure, there had been the TT, which had proved a rampant success, but the path was clear for Audi to launch a genuine supercar flagship to take on the grandest manufacturers on the market. The result was first seen as a concept car in 2003, called the Le Mans quattro concept. The clue for the model’s inspiration was in the name, and by 2005 Audi’s management had given the project the green light. The production version arrived in 2007, and somewhat confusingly adopted the ‘R8’ name that had been used for the five-time Le Mans winning racer in the first half of the decade. That first R8, with its V8 manual transmission was the beginning of a glorious lineage that has changed the face of the supercar market.
audi // R8 V10 lmx
audi // B9 RS4
A2
audi // R8 RWD Edition
R8 RWS
R8 V10 LMX
R8 V8 mk1
B7 RS4
Engine: 2,142cc turbocharged five-cylinder. // Power: 476bhp @8000rpm // Torque: 354lb ft @ 5500rpm // Weight: 1170kg //
0-62mph 3.1 seconds // Top Speed: 155mph
Engine: 2,226cc turbocharged five-cylinder
// Power: 217bhp @5900rpm // Torque: 227lb ft @ 1950rpm //
Weight: 1,444kg // 0-62mph 6.1 seconds // Top Speed: 154mph
Engine: 2,226cc turbocharged five-cylinder
// Power: 315bhp @6000rpm // Torque: 302lb ft @ 3000rpm //
Weight: 1,595kg // 0-62mph 5.4 seconds // Top Speed: 163mph
Engine: 4,172cc V8 // Power: 355bhp @7000rpm
// Torque: 314lb ft @ 3400rpm // Weight: 1,750kg // 0-62mph 6.6 seconds // Top Speed: 155mph
Engine: 1,422cc turbo diesel three-cylinder
// Power: 74bhp @4000rpm // Torque: 143lb ft @ 2200rpm //
Weight: 1,020kg // 0-62mph 12.3 seconds // Top Speed: 108mph
Engine: 4,163cc V8. // Power: 414bhp @7800rpm
// Torque: 317lb ft @ 5500rpm // Weight: 1,650kg //
0-62mph 4.7 seconds // Top Speed: 155mph
Engine: 4,163cc V8. // Power: 414bhp @7800rpm // Torque: 317lb ft @ 5500rpm // Weight: 1,560kg // 0-62mph 4.4 seconds // Top Speed: 187mph
Engine: 5204cc V10 // Power: 562bhp @8000rpm // Torque: 398lb ft @ 6500rpm // Weight: 1,595kg // 0-62mph 3.4 seconds // Top Speed: 198mph
Engine: 5204cc V10 // Power: 562bhp @8000rpm // Torque: 406lb ft @ 6400rpm // Weight: 1,590kg // 0-62mph 3.7 seconds // Top Speed: 204mph
Engine: 2894cc twin-turbo V6 // Power: 444bhp @5700-6700rpm // Torque: 443lb ft @ 2000-5000rpm // Weight: 1,745kg // 0-62mph 4.1 seconds // Top Speed: 155mph
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For a car with such a towering reputation, the initial impression of the RS2 is of a rather demure estate car. The RS2 doesn’t shout about its performance, even if it’s painted in the famous ‘Nogaro Blue’, which has become synonymous with the type. The five-cylinder engine is much quieter than the early 10v engines, and the steering is light and a little short on feedback. It’s an appealing way to travel distances, and it always looks cool, but… However, the RS2 really comes alive when you drive it hard. It has tremendous traction on the road courtesy of the quattro system, and feels really locked onto its line once you’re into a corner. The engine feels quite laggy at lower revs, but persevere with it and you’re rewarded with a rich seam of boost that shoots the car forward, accompanied by that familiar five cylinder roar.
MOTORSPORT
Audi Sport’s competition focus was still very much track focussed when the RS2 was conceived, developed and sold. And while other brands would enter their estate cars into saloon car competition in the late 90’s, Audi was well down the path of developing the 80’s successor on which the RS2 was based - the A4 - and formulating a motorsport programme for its new saloon car that would see it become one of the most successful of its generation.
TECHNOLOGY
The new familiar 20v five-cylinder turbo engine was given a thorough makeover. Chief amongst these was the fitment of a larger turbocharger, now running at 1.4 bar of boost, which gave outputs of 311bhp and 302lb ft of torque, compared to the 230bhp and 258lb ft of torque of the standard S2 - a healthy increase. The engine was suitably strengthened to handle this increase of pressure, and also received a new Bosch ecu, new injectors, exhaust manifold and a bigger intercooler. The chassis was upgraded to match with stiff, shorter - by 40mm - springs and more sport oriented dampers and the Brembo supplied brakes, developed with Porsche, with 304mm diameter discs and four-piston calipers on the front, 299mm discs on the rear.
DESIGN
As this was a joint venture company, Porsche made no attempt to play down its involvement in the project (like it had done with the Mercedes 500E). Although the enhancements to the 80 seem rather mild by the standards of today, the RS2 had a real aura about it in-period. The mirrors and ‘Cup’ alloy wheels were famously Porsche items, while the style of the gaping front intakes was pure Porsche, too. The word ‘Porsche’ also appeared on the tailgate, on the grille and on the Porsche brake calipers.
history
The Avant RS2 is important not only because of what it is as a car, but also for how it changed the world of performance cars in general. Here was an estate car that featured almost supercar levels of performance mixed with all-weather ability and high quality construction. A new class of car was born - and Audi was in the driving seat with it. To achieve this goal Audi approached Porsche, who had been building the 500E for Mercedes-Benz and who now had vacant production capacity and a desire to be involved. A joint company was formed, and the Audi 80 avant quattro chosen as the model to develop. The bodies were painted by Audi, but final production and testing of each car was done by Porsche at Zuffenhausen. The 311bhp estate car caused a sensation, and in the end 2,900 were constructed, 700 more than had been planned.
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
The A2 certainly isn’t a hot hatch, and you might wonder what merits its inclusion in this list. However, a low mass was always a founding ingredient of hot hatches in the past, and here it gives the A2 an alert feel. It’s the sort of car you drive with your finger tips, and it’s genuinely satisfying to thread it along a road, conserving momentum from the noisy but gutsy 1.4-litre diesel engine. It makes you wonder what might have been had Audi decided to make a genuine high performance A2…
MOTORSPORT
The Audi A2 was not designed for competition, however it did benefit greatly from Audi Sport’s motorsport activities. The car’s frugality was partly achieved through the car’s low weight but also from the engine technology Audi Sport had developed and learnt so much from its motorsport activities, specifically at in endurance racing. Its construction techniques and the use of lightweight materials could also trace their roots back to the company’s participation in global motorsport.
TECHNOLOGY
The A2 was Audi’s second use of the ‘Audi Space Frame’ aluminium technology, first seen on the A8 limousine. This all-aluminium construction used a variety of techniques to create a super-strong structure, with the panels of the car providing little in the way of strength. The use of it on a small car was pioneering, and gave the A2 qualities hitherto unseen in the market segment, including a weight of just over 800kg but all the safety and solidity of a modern vehicle. The most extreme example of the A2 was the ‘3L’, or three-litre, so named because it could return a European fuel consumption of less than three litres per kilometre. With a specially developed 1.2-litre turbo-diesel engine, an automatic transmission, narrower tyres and less weight, the 3L could manage an incredible 94.2mpg yet still top 100mph.
DESIGN
The design of the A2 was heavily dictated by aerodynamic considerations with a view to maximising the potential fuel economy. Its tapered roof line, carefully contoured surfaces, flat sides, sawn-off rear and clever details carefully managed airflow over, around and underneath the car, and contributed significantly to the car’s remarkably low fuel consumption. The packaging of the overall design, along with its proportions, made the interior surprisingly roomy for a small car. One novel feature, which also helped reduce drag, was the omission of a conventional bonnet - which would have been tricky in any case due to the car’s shallow front panel. Instead, the bonnet was fixed in place (although removable) and a service hatch was provided below, under which the relevant fluids could be monitored and topped up if necessary.
history
The Audi A2 was closely based on the AI2 concept car shown at the 1997 Frankfurt Motor Show, and designed around an entirely new premise for a small car. It may have been diminutive in size, but it wasn’t intended to be cheap, instead envisaged as a small car that showcased cutting edge technology to the benefit of design, practicality and also efficiency. Available with a range of small, efficient petrol and diesel engines, it was perhaps most famous in its extreme ‘3L’ guise, where it was capable of truly astonishing economy figures. A pioneer, many years ahead of its time, the A2 was expensive to make and to buy, and never sold in the quantities that Audi hoped for. Nevertheless, it’s one of those rare cars that 20 years after its introduction could still go on sale tomorrow and retain all of its currency and relevance.
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
It’s easy to be preoccupied by the naturally aspirated V8 in the nose of the B7 RS4. Nowadays such an engine is nearly extinct, and to experience one again really is a thrill. Despite what the figures suggest, the engine still pulls heartily from low revs, although to give its best you do need to hold onto the revs - whereupon you’re treated to a memorable soundtrack. But in many ways it’s the handling that’s the real star. Push the RS4 reasonably hard and you can still detect the weight of the V8 in the nose, as it’s mounted well forward, but this somehow doesn’t make the RS4 feel clumsy. Far from it: it’s surprisingly adjustable on the throttle, and pushed hard out of a slower corner it’ll even adopt a mild tail out attitude. Best of all, the beautifully resolved ride quality allows you to deploy most of the performance, most of the time.
MOTORSPORT
Audi Sport was well on its way to World Endurance Championship domination when the B7 RS4 was launched, so while the prototype racers dominated at Le Mans, Sebring, Spa and Sao Paulo road cars such as the RS4 benefited via a technology download, that included yet further developments to Audi’s FSI injection system that allowed the 4.2-litre V8 to deliver its breathtaking performance with maximum efficiency.
TECHNOLOGY
The core of the B7 RS4 is its drivetrain, from its 4.2-litre V8 and six-speed manual gearbox, to its quattro four-wheel drive setup. Together they form a formidable combination, melding tactility and driver satisfaction with all the traction and poise quattro is famed for.
The V8 features direct fuel injection, as developed on the R8 LMP1 cars, and revs to 8,250rpm. It makes 414bhp and 317lb ft of torque, and positively sings to the redline with great enthusiasm. A desirable option was carbon ceramic brakes, which saved unsprung mass as well as offering a greater resistance to fade, especially during track driving. However, one of the finest qualities of the B7 RS4 was its excellent composure and ride quality, and this was in part due to its DRC suspension system, where opposing dampers, front to rear, were linked by a hydraulic circuit, giving the chassis a remarkably relaxed feel without compromising precision during hard driving.
DESIGN
For many people, the B7 RS4 is the epitome of super saloon design: musclebound and with a beautiful stance, it’s not overtly aggressive like some newer models. The B7 introduced the one-piece Trapezoid grille over the B6’s smaller, twin grille design, and this along with the deeper front air dam and larger lower intakes gives the RS4 real presence on the road. At the rear, large, twin, oval exhaust trims dominate the view. Inside, the driving environment is defined by the flat-bottomed steering wheel, resplendent with various switchgear including the ‘S’ sport button. A press of this does, amongst other things, let the true voice of the V8 be heard - and it’s a spectacular bellow too, rising to a scream at higher revs. The optional folding bucket seats are something well worth looking for in a used purchase: they’re not only supportive, but supremely comfortable, too.
history
One of the truly special performance cars to be launched in evo’s 25-year history, the B7 generation RS4 was a sensation when it was launched in 2006. Although there had been the original RS2 and the B5 RS5 in 2000, both of these were created with some outside assistance (Porsche with the former, and Cosworth for the V6 biturbo engine in the latter), but the B7 was resolutely Audi Sport’s own work. Available in both saloon and estate guises (unlike the estate-only B5), the RS4 was dominated not only by its high-revving, naturally aspirated V8, but also defined by a chassis that worked well everywhere - from race track to country B-road. Options were limited to carbon ceramic brakes and super-supportive bucket seats, and today the car stands out as the last of a breed: a sports saloon with a thunderous V8 and a manual ‘box.
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
The V10-engined Audi R8 has always had a subtly different character to its V8 brethren. Heavier, and with more weight behind the driver, the balance of the car is different, and naturally, having the added power and torque of the V10 also changes the driving experience. Equipped with the S-Tronic gearbox, the shifts are almost seamless and make the most of the engine’s willingness to rev - and it really is that engine that steals the show. You’ll never tire of hearing this particular soundtrack. Although the LMX retains the quattro drivetrain, there’s more than enough power on offer to kick the tail out on slower corners, in which instance the four-wheel drive setup actually helps by pulling the car straight via torque being sent to the front axle.
MOTORSPORT
The R8 V10 formed the basis of Audi’s premier customer racing offering, and became one of the defining cars of GT3 racing. As the rules prohibited four-wheel drive, the racing version of the R8 was always rear-wheel drive only. The original R8 LMS made its debut in 2009, and was soon superseded by an Evolution version that brought a variety of improvements, both to usability and performance. The final LMS Ultra version improved the aerodynamics as well as giving more power, and also featured improved safety for the driver.
TECHNOLOGY
The 5.2-litre FSi naturally aspirated V10 engine originally produced 518bhp and 391lb ft of torque, and quickly became known for its distinctive howl and smooth, broad powerband. This engine was upgraded to 552bhp for the GT model, 542bhp in the V10 PLus, and finally 562bhp for the LMX, where it was only available with S-Tronic twin clutch transmission.
The laser headlight module on each side comprises four high-power laser diodes. With a diameter of just 300 micro-meters, these generate a blue laser beam with a wavelength of 450 nanometers. A phosphor converter transforms this into roadworthy white light with a colour temperature of 5,500 Kelvin. The laser beam has twice the range of an equivalent LED light.
DESIGN
Audi’s design team remained respectful of the R8’s lines throughout its lifetime, with any changes or tweaks sympathetic to the original and only included if they proved to deliver a performance benefit. For the LMX this saw the addition of a fixed rear wing and subtle aerodynamic canards fixed to the outer edges of the front bumper. Carbon fibre was also used for a number of the car’s exterior aero parts, including the front and rear diffusers.
history
The LMX was a special version of the V10-engined R8 that had first appeared in 2008. This engine variant was sold alongside the V8 cars for a number of years, and was eventually joined by a Spyder version. In 2012 the original ‘Type 42’ R8 was facelifted, and one of the key changes was the switch from a single clutch automated manual option (an auto box called R-tronic by Audi) to the twin clutch gearbox known as S-tTronic. This gave faster but also much smoother gear shifts. An even higher performance ‘GT’ model was launched at the end of the original model’s life, and then in 2014 Audi unveiled another uprated V10 version known as the LMX, which as well as a hike in power was also the first road car to adopt laser headlight technology, as debuted on the R18 Le Mans cars that season.
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TECHNOLOGY
DESIGN
history
DRIVING
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TECHNOLOGY
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history
DRIVING
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The latest R8 has refined many elements about the earlier versions, and in many ways it’s an easier car to live with than ever before. If there’s one supercar you could use as a daily driver, this is surely it. However, that doesn’t mean it hasn’t got a wild side, and in the Performance RWD guise that can be very exciting indeed. For starters, there’s just no substitute for a big, naturally aspirated engine. Yes, power outputs in this class have risen above what the Audi can typically offer, but that matters not a jot: the throttle response, broad spread of easily meterable power and spine-tingling soundtrack are everything you need for the full supercar experience, and in any case, the performance is shattering, with 0-60mph coming up in well under four seconds. All in, it’s a hugely rewarding car to drive, whether quickly or slowly.
MOTORSPORT
The second generation of R8 picked up where the mk1 racers had left off, and have continued the marque’s success in GT3 class racing around the world, with numerous race and championship wins. Once again, the R8 LMS is rear-wheel drive, due to the nature of the regulations. The original model was replaced by an ‘evo’ in 2019, and an evo2 in 2021. Each upgrade offered more performance, aerodynamics refinements, reliability gains and also further consideration to safety - such as an access hatch in the roof for safe driver removal in the advent of an accident. The evo models could be bought as new cars, or in the form of upgrade kits for existing cars. Audi Sport also made an R8 for the GT4 series (which needed to be detuned to under 500bhp to meet the rules) and also a GT2 class car, with 640bhp and extreme aero.
TECHNOLOGY
Audi Sport integrated carbon-reinforced plastics into the aluminium space frame structure of the mk2 R8, in the process improving the rigidity of the car by 40% but simultaneously reducing weight by 15%. Further weight saving measures included a carbon-reinforced aluminium front anti-roll bar that saved 2kg, along with the option of carbon ceramic brake discs once again. Although quattro was still an integral part of the R8 concept, the viscous coupling was replaced by a multi-plate clutch back that could distribute up to 100% of torque to either axle when required.
DESIGN
The mk2 R8, known by the ‘4S’ model code, followed a logical styling direction by combining the proportions and themes of the original R8 with the latest Audi styling language - that is to say, sharper creases in the panels and a generally aggressive form (as can be seen with the evolution of the TT as well).
One of the most notable changes is that the side blade is now split in two, bisected by the flank of the car, and hence a more subtle design motif than the original. The 2018 facelift stretched the grille opening at the front, as well as having a more intricate treatment for the air intakes. The side skirts were now unpainted, while the broader panel at the rear further emphasised the width of the R8.
history
The second generation of Audi R8 debuted in 2015. Based on a new version of the Audi Space Frame for aluminium technology, but with some composite elements, it featured a revised series of V10s but no V8s in the lineup. There were now two models from the outset: the standard car, with 533bhp, and the V10 Plus model with a 602bhp V10 and a higher level of equipment. The range was joined by the first rear-wheel drive R8 in 2017 known as the RWS. The range was facelifted in 2018, with notably a more aggressive front end styling. The core models were renamed, so that the entry model became the R8 V10 quattro, with a rise in power to 562bhp and 413lb ft of torque, and the V10 Performance quattro (replacing the old Plus) with 612bhp. For 2020 the rear-wheel drive model returned, this time as a constant fixture in the range and simply called V10 RWD, it featured the original 533bhp version of the V10. A year later Audi unveiled a Performance version of the V10 RWD with a 562bhp/406 lb ft version of the engine, and in late 2022 the R8 GT RWD, with 611bhp/411 lb ft plus the option of manually adjustable coilover suspension.
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
With the B9 generation of RS4, Audi Sport has pursued an even wider bandwidth of capability from this super estate. It’s a car that’s capable of being supremely comfortable one moment - especially if the optional DRC suspension is fitted - but then also entirely capable of lapping a racing circuit at high speed the next. The V6 has an incredibly wide range of throttle response, and seems to be devoid of turbo lag: you simply press the throttle at almost any revs and it surges forwards. The extensive driver modes allow the driver to tailor the car to whatever mood and driving style is required, again reinforcing the sheer versatility of this car.
MOTORSPORT
As Audi Sport has pivoted its motorsport focus in recent years through Formula E, Dakar and, from 2026, Formula 1, the road car models have stepped back from motorsport activities. However, while the models might not compete directly on track the technology within them is derived more from the track than Audi Sport possibly lets on. Adaptable chassis technology, ceramic brakes, lightweight materials and tyre technology learnt on the track have all been employed on the latest RS4 products.
TECHNOLOGY
This RS4 teams its V6 with an eight-speed automatic transmission, with manual shifts available either by the gear selector or via paddles behind the steering wheel. Its crisp changes allow for dynamic driving when you’re in the mood, but a very comfortable drive when you’re not.
The standard torque split of the quattro setup is 40:60, front to rear, while the Sport rear differential is standard on UK models and allows torque vectoring across the rear axle. The hydraulically linked DRC suspension is an option, but provides superb ride comfort when fitted.
DESIGN
The A4 Avant body shell features 24mm extra width courtesy of ‘box’ wheel arch extensions in the classic tradition of the Ur-quattro model. Many of the panels are unique to the RS4, which shows the investment Audi Sport is prepared to undertake in order to keep its products unique. The result is an estate car with the quiet muscle and presence entirely in-keeping with the RS tradition. The restyle of 2020 has given the front end an even more dynamic look.
history
The current RS4 was first seen in 2019 and featured a return to the sort of recipe seen with the B5 RS4 of nearly 25 years ago. Once again there was a twin-turbo V6 powering all four wheels, in a wide arch body shell that was only available as an estate. This would be a particularly usable kind of RS4, but that wasn’t at the expense of outright performance, given the 444bhp on offer from the V6. A subtle facelift was ushered in during 2020, and the range currently consists of three modes: the standard trim, the Carbon Sport and the Vorsprung, with each successive model offering more standard equipment over the one before it. A special edition ‘Competition’ variant also appeared, but was limited to 75 units only in the UK.
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
S8 D2
RS2 AVANT
S2 COUPE
B7 RS4
A2
TT COUPE
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
It’s easy to be preoccupied by the naturally aspirated V8 in the nose of the B7 RS4. Nowadays such an engine is nearly extinct, and to experience one again really is a thrill. Despite what the figures suggest, the engine still pulls heartily from low revs, although to give its best you do need to hold onto the revs - whereupon you’re treated to a memorable soundtrack. But in many ways it’s the handling that’s the real star. Push the RS4 reasonably hard and you can still detect the weight of the V8 in the nose, as it’s mounted well forward, but this somehow doesn’t make the RS4 feel clumsy. Far from it: it’s surprisingly adjustable on the throttle, and pushed hard out of a slower corner it’ll even adopt a mild tail out attitude. Best of all, the beautifully resolved ride quality allows you to deploy most of the performance, most of the time.
MOTORSPORT
Audi Sport was well on its way to World Endurance Championship domination when the B7 RS4 was launched, so while the prototype racers dominated at Le Mans, Sebring, Spa and Sao Paulo road cars such as the RS4 benefited via a technology download, that included yet further developments to Audi’s FSI injection system that allowed the 4.2-litre V8 to deliver its breathtaking performance with maximum efficiency.
TECHNOLOGY
The core of the B7 RS4 is its drivetrain, from its 4.2-litre V8 and six-speed manual gearbox, to its quattro four-wheel drive setup. Together they form a formidable combination, melding tactility and driver satisfaction with all the traction and poise quattro is famed for.
The V8 features direct fuel injection, as developed on the R8 LMP1 cars, and revs to 8,250rpm. It makes 414bhp and 317lb ft of torque, and positively sings to the redline with great enthusiasm. A desirable option was carbon ceramic brakes, which saved unsprung mass as well as offering a greater resistance to fade, especially during track driving. However, one of the finest qualities of the B7 RS4 was its excellent composure and ride quality, and this was in part due to its DRC suspension system, where opposing dampers, front to rear, were linked by a hydraulic circuit, giving the chassis a remarkably relaxed feel without compromising precision during hard driving.
DESIGN
For many people, the B7 RS4 is the epitome of super saloon design: musclebound and with a beautiful stance, it’s not overtly aggressive like some newer models. The B7 introduced the one-piece Trapezoid grille over the B6’s smaller, twin grille design, and this along with the deeper front air dam and larger lower intakes gives the RS4 real presence on the road. At the rear, large, twin, oval exhaust trims dominate the view. Inside, the driving environment is defined by the flat-bottomed steering wheel, resplendent with various switchgear including the ‘S’ sport button. A press of this does, amongst other things, let the true voice of the V8 be heard - and it’s a spectacular bellow too, rising to a scream at higher revs. The optional folding bucket seats are something well worth looking for in a used purchase: they’re not only supportive, but supremely comfortable, too.
history
One of the truly special performance cars to be launched in evo’s 25-year history, the B7 generation RS4 was a sensation when it was launched in 2006. Although there had been the original RS2 and the B5 RS5 in 2000, both of these were created with some outside assistance (Porsche with the former, and Cosworth for the V6 biturbo engine in the latter), but the B7 was resolutely Audi Sport’s own work. Available in both saloon and estate guises (unlike the estate-only B5), the RS4 was dominated not only by its high-revving, naturally aspirated V8, but also defined by a chassis that worked well everywhere - from race track to country B-road. Options were limited to carbon ceramic brakes and super-supportive bucket seats, and today the car stands out as the last of a breed: a sports saloon with a thunderous V8 and a manual ‘box.
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
audi // B7 RS4
Engine: 4,163cc V8. // Power: 414bhp @7800rpm
// Torque: 317lb ft @ 5500rpm // Weight: 1,650kg //
0-62mph 4.7 seconds // Top Speed: 155mph
B7 RS4
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
DRIVING
IMPRESSIONS
The A2 certainly isn’t a hot hatch, and you might wonder what merits its inclusion in this list. However, a low mass was always a founding ingredient of hot hatches in the past, and here it gives the A2 an alert feel. It’s the sort of car you drive with your finger tips, and it’s genuinely satisfying to thread it along a road, conserving momentum from the noisy but gutsy 1.4-litre diesel engine. It makes you wonder what might have been had Audi decided to make a genuine high performance A2…
MOTORSPORT
The Audi A2 was not designed for competition, however it did benefit greatly from Audi Sport’s motorsport activities. The car’s frugality was partly achieved through the car’s low weight but also from the engine technology Audi Sport had developed and learnt so much from its motorsport activities, specifically at in endurance racing. Its construction techniques and the use of lightweight materials could also trace their roots back to the company’s participation in global motorsport.
TECHNOLOGY
The A2 was Audi’s second use of the ‘Audi Space Frame’ aluminium technology, first seen on the A8 limousine. This all-aluminium construction used a variety of techniques to create a super-strong structure, with the panels of the car providing little in the way of strength. The use of it on a small car was pioneering, and gave the A2 qualities hitherto unseen in the market segment, including a weight of just over 800kg but all the safety and solidity of a modern vehicle. The most extreme example of the A2 was the ‘3L’, or three-litre, so named because it could return a European fuel consumption of less than three litres per kilometre. With a specially developed 1.2-litre turbo-diesel engine, an automatic transmission, narrower tyres and less weight, the 3L could manage an incredible 94.2mpg yet still top 100mph.
DESIGN
The design of the A2 was heavily dictated by aerodynamic considerations with a view to maximising the potential fuel economy. Its tapered roof line, carefully contoured surfaces, flat sides, sawn-off rear and clever details carefully managed airflow over, around and underneath the car, and contributed significantly to the car’s remarkably low fuel consumption. The packaging of the overall design, along with its proportions, made the interior surprisingly roomy for a small car. One novel feature, which also helped reduce drag, was the omission of a conventional bonnet - which would have been tricky in any case due to the car’s shallow front panel. Instead, the bonnet was fixed in place (although removable) and a service hatch was provided below, under which the relevant fluids could be monitored and topped up if necessary.
history
The Audi A2 was closely based on the AI2 concept car shown at the 1997 Frankfurt Motor Show, and designed around an entirely new premise for a small car. It may have been diminutive in size, but it wasn’t intended to be cheap, instead envisaged as a small car that showcased cutting edge technology to the benefit of design, practicality and also efficiency. Available with a range of small, efficient petrol and diesel engines, it was perhaps most famous in its extreme ‘3L’ guise, where it was capable of truly astonishing economy figures. A pioneer, many years ahead of its time, the A2 was expensive to make and to buy, and never sold in the quantities that Audi hoped for. Nevertheless, it’s one of those rare cars that 20 years after its introduction could still go on sale tomorrow and retain all of its currency and relevance.
DRIVING
IMPRESSIONS
MOTORSPORT
TECHNOLOGY
DESIGN
history
audi // A2
Engine: 1,422cc turbo diesel three-cylinder
// Power: 74bhp @4000rpm // Torque: 143lb ft @ 2200rpm //
Weight: 1,020kg // 0-62mph 12.3 seconds // Top Speed: 108mph
A2
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Naturally, the performance of the RS e-tron GT Performance is truly shattering. With the full 912bhp available for launch control, it can reach 62mph from rest in just 2.5 seconds, and as we’ve experienced, it doesn’t take very long to reach the electronically limited top speed of 155mph. Yet speed is only part of the story. The chassis technology of the new car imbues it with a superb mix of comfort and driver appeal: it’s a serene, relaxing car at a cruise, but one that can readily hide its weight and dimensions on a testing road, and allow the driver to use more of the performance than they’d think possible. Thanks to a carefully calibrated throttle in Performance mode, it’s possible to drive the RS e-tron GT with real sensitivity, metering out the remarkable thrust from the electric motors with a deftness more akin to a petrol-powered performance car. And given that performance, the fitment of carbon-ceramic brakes with giant 10-pot calipers is most welcome, because they make short work of slowing the RS e-tron GT down from big speeds when called to do so.
TECHNOLOGY
However, the new RS e-tron GT is not just about improved power and efficiency. It also blends comfort and driver appeal in an even more effective and enjoyable way than before, thanks in part to the new Active suspension. This uses hydraulic power to control damping response, in the process doing away with conventional anti-roll bars, and allows the RS e-tron GT to not only respond more convincingly to a road’s surface to the benefit of ride quality and handling, but also to actively compensate for pitch and roll - of crucial importance given the power on offer. The agility of the new RS e-tron GT is given a further boost by a more direct steering ratio and rear wheel steering, which makes the car more responsive to turn at low speeds, but improves stability at higher velocities.
DESIGN
The design of the e-tron GT fuses the current Audi design language with proportions and detailing that could only be possible with an EV, thanks to the battery pack located low down in the centre of the car. The result is a sleek, dynamic shape, with a much lower bonnet line than would be possible with an internal combustion-powered vehicle. The revisions for the new 2024 models have been slight, with new wheels, colours, and lightly revised front-end styling with a one-piece honeycomb grille and a new diffuser design at the rear that on the RS model features a vertical reflector. Inside, there is a new flat-bottomed sports steering wheel with ‘satellite’ buttons, a new design of sports seats for increased support and comfort, and upgraded digital content.
history
The e-tron GT wasn’t the first production EV from Audi (that distinction goes to the original e-tron SUV), but it was the first EV that Audi built in Germany - at the Bollinger Höfe home of Audi Sport - and along with the Porsche Taycan, the first in a new genre of very high performance all-electric coupes. Initially sharing production hall space with the R8 supercar when it first appeared during 2021, the original e-tron GT (530bhp) and RS e-tron GT (636bhp) were revised in 2024 and a three tier model range was then introduced. Now there is the S e-tron GT (671bhp), the RS e-tron GT (844bhp) and the wild 912bhp, RS e-tron GT Performance. Audi’s EV technology has advanced rapidly, enabling not just a huge jump in what was an already strong level of performance, but also in terms of charging capability, too.
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audi // RS E-TRON GT performance
Engine: battery-powered electric motors // Power: 912bhp // Torque: 1,000nm // Weight: 2,320kg // 0-62mph 2.5
seconds (with launch control) // Top Speed: 155mph
The latest RS e-tron GT continues to use an electric motor on both the front and rear axle. At the front, the 236bhp motor is virtually unchanged, but the rear motor has been redesigned to not only provide a lot more power, but to be lighter by 10kg as well; once again, it works with a two-speed gearbox to give the RS e-tron GT the kind of autobahn performance at higher speeds that simply shrinks distances. The battery pack has increased in size to 105kWh, but thanks to careful design of the cooling circuit and associated systems it weighs 9kg less than before. With the GT’s 800 volt architecture and improved battery management, the charging capacity of the new car has risen from 270kWh to 320kWh, meaning that it can be charged from 10-80% in as little as 18 minutes. In mileage terms, that’s up to an additional 174 miles.
RS E-TRON GT
RS E-TRON GT
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IMPRESSIONS
TECHNOLOGY
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history
DRIVING
IMPRESSIONS
The mk1 R8 is one of evo’s favourite driver’s cars of all time, and to drive one now is to immediately see why. Even in the first few yards you can sense an inherent ‘rightness’ to the R8, a feel that all the best cars possess. The steering is perfectly weighted and accurate, the ride has a magic ability to soak up the worst of the road’s surface, and the car can be driven expressively like the best rear-driver yet is also entirely faithful, with no real vices. The V8 has a classic muscle car rumble at low revs, but a more sophisticated howl as the revs rise, but arguably best of all is the open gate shifter: click-clacking through the gears is an experience to be savoured on every drive, at any speed. It soon becomes clear that the R8 is incredibly versatile, a comfortable, relaxed GT car one moment, and a surprisingly pure sports car the next.
TECHNOLOGY
The R8 used Audi’s aluminium spaceframe technology to create a light but rigid chassis, with the V8 mounted amidships. The 4.2-litre, naturally aspirated unit had first been seen in the B7 RS4 model, but was repurposed here with a dry sump oil lubrication system to better withstand the rigours of high speed cornering, also allowing it to be mounted lower in the chassis.
The original R8 was only available with quattro four-wheel drive, featuring a 30:70 torque split front to rear. However, not only did this provide it with fantastic traction by supercar standards, neither did it prevent it from drifting where desired. The original R8 coupe was joined by a Spyder version in 2011, although an open-roof version had first appeared with the V10 engine a year earlier.
DESIGN
The R8 production car was remarkably similar to the concept car that had spawned it. Its cab-forward design featured the family trapezoid grille in the nose, albeit shrunk for this application, and broad, low proportions that screamed ‘supercar’. Perhaps the most recognisable feature was the ‘blades’ behind the side glass, which were available in a range of different finishes such as aluminium or in painted form. A glass engine cover meant the V8 was on show to everyone in all its glory.
Inside, the R8’s cockpit was dominated by the sweep of the dashboard that rose from the door over the top of the driver’s binnacle, and then down into the centre console, creating the visual effect of an almost single-seater-like driving environment. Pride of place on that same centre console was the aluminium gearshifter with exposed gate, although in time a single clutch automated transmission would join the range.
history
With Audi dominating sports car racing on both sides of the Atlantic, it seemed only natural that the marque should launch a genuine sports car during the 2000s. Sure, there had been the TT, which had proved a rampant success, but the path was clear for Audi to launch a genuine supercar flagship to take on the grandest manufacturers on the market. The result was first seen as a concept car in 2003, called the Le Mans quattro concept. The clue for the model’s inspiration was in the name, and by 2005 Audi’s management had given the project the green light. The production version arrived in 2007, and somewhat confusingly adopted the ‘R8’ name that had been used for the five-time Le Mans winning racer in the first half of the decade. That first R8, with its V8 manual transmission was the beginning of a glorious lineage that has changed the face of the supercar market.
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audi // R8 V8 mk1
Engine: 4,163cc V8. // Power: 414bhp @7800rpm // Torque: 317lb ft @ 5500rpm // Weight: 1,560kg // 0-62mph 4.4 seconds // Top Speed: 187mph
R8 V8 mk1
