In its over 100-year history, Audi has had a long and storied past. Great pre-war cars, legendary motorsport endeavours via its one-time parent Auto Union and more point to heritage many brands might salivate over. Still, the years following World War II left Audi and its Auto Union siblings in a state of flux, owned by Mercedes-Benz for years and then sold to Volkswagen where initial models used to jump-start the Audi and NSU brands were quite pedestrian and far from the luxury offerings found in the years before the war. In the late 1970s, Audi would begin its re-emergence to greatness and individuals like Ferdinand Piech would help them make that first step with the introduction of all-wheel drive and the venerable Quattro.
Commonly referred to as ur-Quattro ur denotes original in German and the first of the quattro line, this turbocharged coupe was simply known as the Quattro - the only car to get the capital Q in its name.
First launched at the Geneva Auto Salon 25 years ago, the handsome coupe based on the 80 platform and its potent mix of turbocharged engine and all-wheel drive system would revolutionize the industry. In the years following, Quattros would dominate rally circuits around the world, while production Quattros would dominate the roads around Alpine ski villages such as San Cassiano, Italy a small and sleepy skiing village where Audi Tradition chose to set journalists loose in significant historic models that best represent the quattro lineage.
Over the next few weeks, Fourtitude will share our driving impressions of each of those vintage Audis, but it seems theres no better place to start than with the ur-Quattro.
This clean example of the so-called Ur-Quattro is a red 1988 model, from the last year of production before Audi switched to their improved 20-valve engine. This car was fitted with optional 15x7 Fuchs alloys and studded tires to help it traverse the snowy Alpine passes almost certain to be found this time of year.
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Being an 88, this coupe outwardly appears as a more contemporary example of the breed, having benefited from the most significant facelifting of the Quattro that occurred in 1985. Changes one might spot from US-models include a subtly sloping grille and matching one-piece Cibie headlights softened the front, while smoked taillights and a color-matched spoiler cleaned up the look at the rear.
1985 also saw the addition of ABS, along with a disable button found to the right of the steering wheel next to the seat heater controls. The ability to disable the anti-lock brakes was not uncommon in that era, and we wish manufacturers still offered such an option.
Improved buttons and controls also used in the 80/90 were added, though so was the Quattros decidedly dated 80s digital instrument cluster that was unique to the turbocharged coupe. Further down on the center console, a digital bar graph LED readout showed oil temperature and voltage, but the boost gauge of earlier models was deleted. Though controversial and certainly not timeless, one nice facet of the digital readout is its quick toggle between the Metric to Imperial setups.
Differential controls in this later model Quattro was a two-position rotary switch also found on the center console, which had replaced the vacuum pull-knob on earlier models. Indicated by the rotary switch as opposed to a push button operation, our car was a pre-Torsen version of quattro, utilizing a manual-lock, bevel type all-wheel drive system.
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Popping the hood of our late-model Quattro, we also were pleasantly surprised to see hood struts that later cars had, something none of the U.S. coupes or sedans of the B2 period was fitted with.
Also for 1988, Audi made several changes to the 10-valve inline 5-cylinder turbo that was fitted as standard in the venerable Quattro. Displacement rose from 2144cc to 2226cc and hydraulic tappets were added. Compression was raised from 7:1 to 8.6:1 and a smaller turbo was fitted to improve spool up and decrease the effect of turbo lag. A remapped ECU was added to make use of the changes. Power remained at a quoted 200bhp and 210 lb/ft, but peak power levels came on now lower in the rev range.
Performance for the period was impressive, with a top speed of 138mph and a 0-60mph in 6.7 seconds, up from 7.1 seconds before the 1988 engine improvements.
Sunroofs were standard on the Quattro in 1988, but the tilt-only steel roof offered limited functionality operating more as a vent and not allowing much sun to come through this sunroof unless you chose to somewhat awkwardly remove the rectangular steel section and stow it in the trunk.
In 1990, the Quattro would see even more improvements from the addition of Torsen differential technology to the use of the 4-valve per cylinder head that bumped power to 220bhp and 228 lb/ft of torque at a low 1950rpm.
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Part of the Audi Tradition collection, the coupe with registration number IN I17323 also recently took part in Audis quattro Night celebration in late February where Audis new RS4 debuted for the first time. That night, this Quattro was piloted by none-other than Michelle Mouton champion Audi rally car driver and a female the latter which helped change more than a few minds regarding all-wheel drive and gender in the relatively chauvinistic would of rallying in the early 1980s.
This beautiful sunny day in Northern Italy, Audi Tradition offered the car to awaiting journalists raring to snap the keys out of their hands. Being nowhere near, certainly, the skill of Mouton, and being on public roads we were happy to take the keys to this pristine red coupe and share our impressions.
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Behind the wheel, the fit and finish of this 17-year old coupe shows its age, even in as new condition. Its easy to appreciate just how significant the coupe was at the time, though it also becomes increasingly evident just how far automotive technology has come.
We drove this car back-to-back with Audis latest A3 in 2.0T quattro spec. The car that will fit in as Audis entry-level model in the USA does so with higher power levels, greater torque and performance than this legend that was at the pinnacle of performance for its day.
This relatively early transmission is a bit vague , though shifts are satisfying. Rev the 5-cylinder out and power comes on strong as you escalate up the rpm range. Torque comes on much later than current offerings like the aforementioned A3 2.0T, though it does become quite satisfying as the revs rise.
Mated with the relatively tall gearing of our cars 5-speed, its tough to get too much speed out of the car. Were climbing up switchbacks not much more than a quarter mile long, and dont care to beat on a car so pristine and so significant. Choosing not to downshift into first, something other early VW-Audi transmissions tend to audibly complain about with a disconcerting crunch, we opt to stay in second and wind it out.
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Were just hitting the meat of the power band when we have to lay off the throttle as we enter a salty banked nearly 180-degree turn, inducing some understeer as our studded rubber on the loose salt buildup is anything but optimal for measuring performance. While not perfect conditions, the road conditions are probably far more indicative of what racers like Mouton had to deal with as they rocketed through staged rallies of the day.
The suspension is surprisingly taught for the age of the car, but then again this car is virtually in the condition with which it rolled off the production line, so that really shouldnt be that much of a surprise. Still, one of the most apparent aspects of these older cars is their in-tune feel of the road. At the time, engineers were less concerned with isolation of noise and vibration from the road. The ride is more spartan, but also seemingly more in tune with the road than todays cars.
Given the significance of the car and the generosity of the kind Audi Tradition employees whove trusted us with this rare steed, we opt for care over craziness for the bulk of our drive.
Crossing through small ski towns as we complete our circuit around the mountain, it is striking how few looks the car gets. Perhaps thats more indicative of the sleeper effect of the ur-Quattro. Audi 80 sedans and coupes are a common sight in the day, and other than the blistered fenders and slightly different aero bumper design, the Quattro hardly screamed performance from the outside. The car did have large fade-out ring decals on the doors, another clue as to the era in which it was produced, but Audi predominantly focused on more of a timeless muscular sleeper effect than some of the louder designs one sees out of road-going rally cars from brands like Subaru and Mitsubishi today.
Returning to San Cassiano, it was harder than one might imagine to return the car to Audis staging point and to hand over the keys. Not surprisingly, another journalist wed passed going the opposite direction in a new S4 had quickly turned around and returned to snatch up the car after our brief test-drive and before any other journalist might beat them to it. His grin of anticipation was seemingly as large as our own resulting smiles as we exited the car.
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I just love these old school Audi.
