PDF - Audi Encounter

THE
THE SOUND
SOUND
OF
OF SUCCESS
SUCCESS
Audi motorsport legends
From the Auto Union Type C to the R8 Le Mans prototype – Audi has been
a hugely successful part of motorsport history. Here, we present the sights and sounds of
seven legendary racing cars from four decades.
Text
Johannes Köbler
1936
AUTO UNION
TYPE C GRAND PRIX
Seldom is a racing car so intensively defined by its engine as the Auto Union Type C Grand Prix – the V16 is a power
unit of epic force and infernal noise. The supercharged engine was designed by Ferdinand Porsche; from its beginnings
as a 4.4-liter in the Type A, it grew by the C generation to a displacement of 6.0 liters. The long-stroke engine, which
uses one central camshaft, sends 382 kW (520 hp) to a four-speed transmission. At just 2,500 revs it already generates
around 850 Nm of torque.
The mid-engine concept put the Auto Union Type C decades ahead of its competition. With its tubularframe chassis and aluminum outer skin, it had a dry weight of just 824 kilograms; around 750 kilograms without
wheels and tires. Its running gear, too – trailing-arm suspension at the front, swing-arm axle at the rear, torsion springs,
friction dampers and drum brakes – was state-of-the-art. Bernd Rosemeyer won the 1936 European Championship
with the Type C.
Auto Union Type C
Year1936
Engine
V16 supercharged
Displacement
6,005 cm³
Power
382 kW (520 hp)
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1985
Audi sport
quattro S1
In May 1984, Audi entered the World Rally Championship with the Sport quattro with a wheelbase of just 2.22 meters –
the intention behind this drastic shortening was to make the series-based front-engine coupe lighter and more
agile. July 1985 saw the arrival of the final evolution, the S1. Its 2.1-liter five-cylinder with 20 valves delivered 350 kW
(476 hp) and 480 Nm of torque. With the medium final drive, it catapulted the car to 100 km/h in just 3.1 seconds.
There were a number of differentials available for the quattro driveline; shortly before the end of the
season, the range was enhanced by a pneumatically actuated dual-clutch transmission – a precursor to today’s S tronic.
The load-bearing body was made from sheet steel with plastic add-on panels and reinforced by an artfully incorporated roll cage. The radiator, cooling fan, battery and alternator were in the rear for improved axle-load distribution. On
fast tracks, massive wings and scoops shoveled air onto the car. In October 1985, Walter Röhrl scored a glorious victory at the San Remo Rally in the Audi Sport quattro S1.
1989
Audi 90 quattro
IMSA GTO
In the 1989 season, Audi entered North America’s most demanding touring car series, the IMSA GTO with its freeranging technical regulations. The Audi 90 quattro IMSA GTO was a purely functional machine – the first Audi touring
car with a CFRP floorpan, tubular mesh frame and plastic panels on the sides, front and rear. With 2.65 bar of maximum charge pressure, the commendable five-cylinder generated 530 kW (around 720 hp) and 720 Nm of torque. The
IMSA GTO reached a top speed of about 310 km/h and made full use of its strengths in handling and traction when
cornering – all four tires were 36 centimeters wide.
From the outset, Audi reached second place in the manufacturer rankings. In the driver table, HansJoachim Stuck was in third place ahead of his teammate Hurley Haywood. In the 13 races run by the IMSA GTO, he took
seven victories.
Audi 90 quattro IMSA GTO
Audi Sport quattro S1
Year1989
Year1985
EngineFive-cylinder
EngineFive-cylinder
Displacement
2,190 cm³
Displacement
2,110 cm³
Power
530 kW (720 hp)
Power
350 kW (476 hp)
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1990
Audi V8 DTM
The Audi V8, with which the brand entered the German touring-car championship (DTM) in 1990, was a winner –
although, at first sight, the 4.90-meter long, bulky sedan didn’t seem to be a natural motorsport talent. The freebreathing, 3.6-liter V8 initially produced around 309 kW (ca. 420 hp); in 1992 this ended up at around 346 kW
(around 464 hp) and a good 380 Nm of torque. Alongside standardized tanks, the regulations also called for standard
tires. At just 265 millimeters wide, they were actually too narrow for the Audi V8 DTM. However, quattro technology once again proved decisive, particularly in wet weather.
The overall package brought Audi two DTM titles in succession, with the decider run both years in the
last race of the season on the Hockenheimring. Hans-Joachim Stuck won the title in 1990. In 1991, it was the young
Frank Biela who inherited the crown – with the incipient rain slowing down the rear-wheel driven competition.
Audi V8 DTM
Year1990
EngineV8
Displacement
3,562 cm³
Power
309 kW (420 hp)
1996
Audi A4
supertouring
In 1993, Audi entered the French Touring Car Championship with the Audi 80. In 1994, the Ingolstadt company
switched to the newly created, close-to-production Supertourenwagen-Cup (STW). The team began with the Audi 80
and moved later to the A4. The regulations were based on the international standards for two-liter touring cars;
they used a rev limit of 8,500 to limit the power of the naturally aspirated, two-liter four-cylinders to around 210 kW
(285 hp).
Aerodynamics became even more important. Audi spent around 140 hours in the wind tunnel fine tuning
the outer skin of the A4 quattro Supertouring. Inside, in the interests of weight distribution, the driver’s seat was
positioned a little lower, rearward and towards the center. A sequential six-speed transmission directed torque to the
permanent quattro all-wheel drive, which was a major contributor to the harmonious, well-mannered character of
the racing A4. The 1996 season brought a historic triumph – the Audi quattro Supertouring entered seven national championships on three continents and won them all.
Audi A4 Supertouring
Year1996
EngineFour-cylinder
Displacement
1,998 cm³
Power
210 kW (285 hp)
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fascinating sound of the Audi A4 Supertouring!
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fascinating sound of the Audi V8 DTM!
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2005
Audi r8
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In the Olympics of motor racing, the Audi R8 holds a place of honor. When it retired in 2006, it had chalked up 63
victories in 80 outings, including five Le Mans wins in 2000, 2001, 2002, 2004 and 2005; each time with Dane Tom
Kristensen at the wheel. Even with added weight, smaller tanks and power restrictions via airflow limiters – from
449 kW (610 hp) to 382 kW (520 hp) – there was no effective way of holding back the open-top sports prototype at the
classic race in La Sarthe.
From its debut in 1999, then with the R8R, Audi very quickly learned its lessons in endurance racing.
The R8 was not only fast, it was also a pleasure to drive and extremely service-friendly – throughout its entire racing
career, it never once suffered an engine failure. In 2001, Audi switched the 3.6-liter biturbo V8 to direct injection –
a successful durability test for the series-production of TFSI technology, which started four years later.
Audi R8
Year2005
Engine
V8 biturbo
Displacement
3,600 cm³
Power
382 kW (520 hp)
2009
Audi A4 DTM
From 2004 until 2011, Audi competed in the German touring car championship (DTM) with the A4 DTM, following
on from Team Abt’s successful participation from 2000 to 2003 with the TT. In 2004 and 2007, Swede Matthias
Ekström won the driver’s championship, with Timo Scheider taking the honors in 2008 and 2009 and Martin Tomczyk
following suit in 2011.
Although the regulations called for rear-wheel drive and a host of standardized components, the Audi A4
DTM was a hi-tech race car. Its CFRP monocoque and steel-tube roll cage was wrapped in an aerodynamic, highly
efficient exterior skin, which bore the look of the new series model as of 2008. The four-liter V8 sent around 340 kW
(460 hp) and more than 500 Nm to the sequential six-speed transmission at the rear axle; the clutch and brake
discs were made from CFRP. Its vital statistics are impressive: a dry weight minus trim ballast of around 900 kilograms, zero to 100 km/h in less than three seconds, lateral acceleration of up to 2.5 g.
Audi A4 DTM
Year2009
EngineV8
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Displacement
4,000 cm³
Power
338 kW (460 hp)
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