Audi Tt Gas Cap Open From Trunk
Published on: Jan 18, 2016 @ 16:21 Originally Published in: 2014 (old website) (C) Jay Auger - website possessor & author Notice: Whatever grade of duplication methods (including but not limited to copy/paste of text and screen capture) of the website'due south content is strictly forbidden.
INTRODUCTION
In 1983, Audi had anticipated that they would non exist able to rely solely on their traction advantage and overwhelming horsepower to win rallies for much longer. In mid-1984 their predictions rang true with the arrival of the smaller, purpose-congenital, mid-engined, and iv-cycle driven Peugeot 205 T16. The quattro in comparison was large, front heavy, and suffered from crippling understeer in well-nigh driving situations. To set up this, most of the engineers at Ingolstadt proposed that they should design and build a totally new Grouping B auto from scratch. However, Audi's top brass was not keen to the thought since information technology would accept given bad printing to their flagship quattro model. Hoping to save confront, the automobile had to be "fixed" and improved essentially, but not replaced. The respond was to exist the Sport quattro.
QUICK BROWSE CONTENT
- HISTORY
- E2 Development
- RALLY Automobile SPECIFICATIONS
- HOMOLOGATION MODEL
- Road CAR SPECIFICATIONS
- HOMOLOGATION PAPERS (B-264)
- VIDEOS
- REFERENCES
HISTORY
In hopes to prepare the quattro'southward handling woes, the Audi engineers proposed to shorten its wheelbase by 320 mm (12.6″). In theory, doing this should greatly raise plough-in capabilities and also reducing weight in the procedure (which meant overall improve performance). The project was canonical and the quattro underwent a major overhaul to make it a more capable rally car.
Shortening the wheelbase on a car who's engine sits over or forwards of the front axle actually worsens weight bias towards a front heavy vehicle. This was proven when the press got their hands on its first Sport quattro homologation model: it tipped the scales at 62.1% over the front axle (the old quattro had 60%). However, the wheelbase beingness very short makes for a quicker plow-in and greatly reduces rear stability which, in the Sport quattro's instance, could first its understeer outcome if driven properly. This was no like shooting fish in a barrel job as the drivers had to push button harder and aggressively "flog" the motorcar through the corners for this to take effect. Information technology was reported that the car all the same suffered from terminal understeer in low speed corners and/or if driven likewise cautiously.
Every bit such, in that location was only 1 good way to drive the Sport Quattro S1: all out and constantly sideways.
The drivers had also complained of glare in the windshield of the original quattro and so the engineers took the opportunity of the automobile'due south redesign to address the problem with a very original solution: since the chassis had to be cut in one-half to shorten the wheelbase, they married the rear section of the quattro with the front department of the Typ-81 (Audi fourscore/4000) which had the windshield already set at a steeper angle, thus eliminating the glare event.
The new Sport quattro S1 besides featured an upgraded all aluminium 20V turbo engine capable of hands producing 450 BHP. Nonetheless, it was too more "peaky", making the most of its horsepower in the very high RPM range, which made it e'er more difficult to drive on meridian of its already twitchy handling. This led Audi Sport to develop a closer ratio 6-speed manual then later the Porsche derived "PDK" unit to assist keep revs high and shifts quick. This could provide substantial cumulative fourth dimension savings over the grade of rally phase where shifts are very frequent.
Some questionable decisions were taken with the S1: one of which was the replacement of the lower air dam with a large angled sump guard. It is evident that this much harmed aerodynamics.
Even though it was much more powerful and technically avant-garde than the previous auto, the Sport quattro S1 was generally non well received past the Audi drivers; Michèle Mouton and Stig Blomqvist in particular had trouble adapting to the new shorter quattro'south features which demanded a driving style not quite uniform with their own. In fact, Blomqvist would shun the S1 while he and Hannu Mikkola raked up points with the "long wheelbase" quattro A2 in the WRC. Blomqvist would win the 1984 driver title with Mikkola finishing second, easily ahead of their competitors. That year, Audi would get the manufacturer championship back from Lancia. Even so, for Audi, even though the A2 netted them more consequent results, it was decided to exclusively field the Sport quattro from 1985 and on.
E2 UPGRADE
In early 1985, Peugeot continued its domination with the 205 Turbo 16 while the more powerful Audi Sport quattro S1 nonetheless struggled to match pace. Much more improvements were evidently needed if Audi had whatever hopes of winning at all. In but a few months fourth dimension, Audi Sport developed the 2nd evolution of the Sport quattro with hit aerodynamic enhancements. It was the first fourth dimension that rally engineers created a bodywork package aimed directly at gaining more traction with various spoilers and appendages, every bit opposed to just gaining stability. In doing so, Audi had created an iconic rally machine that instantly came to symbolise the very image of Group B in virtually people's minds; the immortal E2.
This all wasn't just for bear witness as it is estimated that the aero parcel was able to generate upwards to 1,100 lbs (500 kg) of downforce at high speeds.
Much work was washed in conjunction to assistance the weight distribution of the car as everything that could exist moved in the body/kick area was relocated in that location; engine coolant radiator, oil cooler, transmission cooler, and even the alternator which was now driven by a modest pump motor. The outcome yielded weight bias up to F51/R49% depending on the setup used. This procedure also much uncluttered the engine bay which immune for quicker access to key mechanical components.
The engineers at Ingolstadt did not rest there as the five-cylinder turbo aluminium engine was improved withal over again. Much of the work was full-bodied in making more torque in the mid-range with the possibility of even more horsepower as well: as much equally 590 BHP was reportedly used in that year's Finland upshot. The centre differential was also "liberated" from its abiding l/fifty ratio split with the employ of a Torsen unit of measurement with a Ferguson Formula (FFD) viscous coupling. This finally immune a variable torque split betwixt the front and rear axles and much aided the car's treatment.
All the improvements of Audi Sport's new beast were clearly seen in the year's 1000 Lakes rally in Finland as the motorcar had much smoother transitions in the corners and had an "urgency" to come dorsum down over jumps. The E2 in the hand of Blomqvist set no less than 16 fastest stages times, ultimately finishing in 2nd identify just 48 seconds behind effect winner Salonen's 205 T16.
Rally ace Walter Röhrl, who played an important part in the Sport quattro E2'southward testing and development, describes information technology as 1 of the nigh intense machines he always got to drive: "With this automobile, you lot take to recollect 2 corners alee […] finding the correct remainder between a decent pace and outright speed was a large challenge.", he fondly recalls. Röhrl, unlike some of his teammates, was more than willing to adapt his driving to the car's indomitable demands, and gave the E2 its but WRC win at the 1985 Sanremo rally. This astonishing try has since been immortalised in a well known blithe gif:
In contrast, Stig Blomqvist still didn't like where Audi was going with the car and, before the end of the flavor, he had already signed upwardly with Peugeot for 1986. That movement infamously led Audi to put him on the sidelines for the remainder of the 1985 WRC season. Blomqvist stated years later that his perfect Group B car would have been a "long wheelbase" A2 quattro but with the E2'southward very much improved and brutal mechanical components.
Sadly, Audi'southward efforts at keeping the quattro a contender for the titles was to be in vain equally the Peugeot 205 T16 still largely dominated 1985. This lack of success prompted some questionable decisions within Audi Sport, so led by Roland Gumpert, as they were accused of cheating in the yr's Ivory coast rally (by allegedly switching Michèle Mouton's desperately damaged S1 with a chase automobile). Some insiders saw this as an act of desperation by Audi to keep the quattro competitive at all costs. Admitting it was never proven, Gumpert lost his position within the company soon afterwards.
To make matters worse, Lancia unleashed the infamous Delta S4 at the end of the season which immediately brought the Italian team successive victories. For 1986, Ford was on its way with the RS200 and the level of competition would show no sign of letting down. Even though Audi was planning a rumoured 1,000 BHP version of the Sport quattro, all rally insiders agree that no amount of actress horsepower in such a car would have made Audi get its domination back.
Ultimately, the Sport quattro E2 would participate in just vi WRC rallies before Audi decided to pull out of Group B rallying due to the spectator deaths at the 1986 Portugal effect. For Audi'southward top management, this unfortunate accident gave them a perfect manner out of an unsavoury hereafter in the WRC while somewhat saving confront at the same time.
Audi Sport quattro S1 / E2
Although Audi would never admit it publicly, the quattro was a road machine that was capable in rallying only due to its initial 4-bicycle drive traction and power advantage. However, different the Peugeot 205 T16 and Lancia Delta S4, the quattro obviously wasn't a purpose built rally machine designed from scratch. The Sport quattro was a somewhat desperate attempt from the engineers to button the platform beyond its natural capabilities. Audi Sport knew this and had secretly started developing a mid-engine "silhouette" version of the quattro. When Audi's tiptop management found out, they killed the special project considering they thought that would have meant that their electric current road going quattro was not up to the job of winning rallies (in the public's point of view). This arguably was what truly made Gumpert lose his position with the company.
Audi later contended that Peugeot and the others "cheated" the spirit of homologation by building specialised rally cars from scratch rather than using a standard road going model as its base. Basically, call it German language pride. However, this does non diminish the importance that the quattro played in shaping the automotive & rallying globe. The fact that it stayed competitive for and so long is a testament to Audi's motto "Vorsprung durch Technik" (advancement through technology).
Anybody will forever fondly call up the quattro's exploits and the unmatched spectacle of the Sport quattro E2. It may ultimately not have been the fastest around a rally phase but it was certainly the most exciting rally auto to see and hear. Group B'due south legendary status would be much less known and appreciated today if not for this automobile.
The rally quattro's story did not end there as Audi too built a special version of the motorcar based on the E2's aerodynamics specifically for the 1987 Pikes Superlative colina climb event: a gambit to try and make the quattro a winner one last fourth dimension in the dirt. Yous tin can larn about that very special motorcar by clicking HERE.
To acquire about where the twenty works E2 that were built may peradventure exist now, CLICK Here.
RALLY Motorcar SPECIFICATIONS
| Group/Class | B/12 | Homologation number: B-264 (click # to view the papers) | |
| Years agile |
| Homologation kickoff:
Homologation end:
| |
| Engine | |||
| Type | I-5, DOHC 20v, gas engine | located front longitudinal with 27.5ocorrect inclination | |
| Displacement | 2135 cc | WRC: ten 1.four = 2989 cc | |
| Compression ratio | 7.5:1 | ||
| Output power – torque |
|
| |
| Materials | block: aluminium | cylinder head: aluminium | |
| Aspiration |
| Boost: North/A | |
| Ignition | electronic / firing society 1-ii-four-5-3 | ||
| Cooling organization | water-cooled | (E2) radiator moved to trunk area | |
| Lubrication system | dry sump with oil cooler | ||
| Transmission | |||
| Blazon | 4-cycle bulldoze |
| |
| Gearbox ratios | (S1)
(E2)
| (S1)
(E2)
| (S1)
(E2)
|
| Differential ratio | (S1) forepart and rear:
(E2) front and rear:
|
| |
| Clutch |
| ||
| Chassis-body | |||
| Type |
| ||
| Forepart suspension | McPherson strut with lower wishbone, coil jump, gas shock absorber and anti-gyre bar xix-22-25-28mm diameter | ||
| Rear suspension | McPherson strut with lower wishbone, ane longitudinal radius arm, whorl spring, gas shock absorber and anti-roll bar 19-22-25-28mm diameter | ||
| Steering arrangement | rack and pinion with hydraulic power help | 12.four:1 | |
| Brakes |
| dual circuit with servo | |
| Dimensions | |||
length:
| width:
| height:
| |
| wheelbase: 2224 mm (87.6 in) | front end rails:
| rear track:
| |
| Rims – tires | front end and rear
| Michelin | |
| Dry/Unladen Weight |
| Bias: (E2) F 51~53 / R 49~47% (depending on setup) | |
| Weight/power |
| ||
| Fuel tank | ninety~120 litres | ||
HOMOLOGATION VERSION
Produced at but 224 units, the Sport quattro is i of the most coveted and expensive Audis of all time. It was Audi's gambit at turning the quattro into a competitive Group B car which resulted in an amazing homologation special. Information technology sported a much shorter wheelbase (12.6″) than the normal quattro plus using the steeper 80/4000 model windshield. Its turbocharged five cylinder behemoth was tuned to produce a hefty 302 BHP in street trim which officially makes it the nearly powerful of all the four-wheel drive Group B homologation road cars that actually competed in the WRC (all other rally specials were closer to the 200 BHP mark in street trim).
At the time of its production, the Sport quattro was the almost expensive Audi model in the dealerships past a very large margin: costing around 200,000 German Marks. Nevertheless, information technology was reported that the automobile was a handful to drive fast and suffered from last understeer due to a olfactory organ heavy weight distribution (62.ane%). American rally driver John Buffum, even though he was very familiar with the quattro & Sport quattro, infamously crashed one in a Route & Track special feature.
It is note to mention that the official designation of the homologation model is the "Sport quattro", while the "S1" actually refers to the rally evolution model itself. For more data almost the right spelling of Audi'due south legendary car, CLICK HERE!
ROAD Car SPECIFICATIONS
| Class | Sport Compact | Homologation number: B-264 (click # to view the papers) |
| Production | 1983~1984 (224 units) | Assembly: Ingolstadt, Germany |
| Engine | ||
| Type |
|
|
| Pinch ratio | N/A | |
| Output power – torque | 302 HP @ – rpm | 243 lb-ft @ – rpm |
| Materials | Block: N/A | Cylinder Caput: Aluminum |
| Aspiration |
| Boost: 17.4 psi (1.2 bar) |
| Ignition | electronic | firing society 1-2-4-5-3 |
| Lubrication system | Due north/A | Capacity N/A |
| Cooling system | water-cooled | |
| Transmission | ||
| Type | four-wheel drive | 5 speed manual gearbox |
| Gearbox ratios | N/A | N/A |
| Differential ratios | N/A | manual locks on centre and rear differentials |
| Clutch | Due north/A | |
| Chassis/Body | ||
| Type | steel monocoque Typ 85 chassis version of VW B2 platform, shortened 320 mm (12.6″) | |
| Front end intermission | McPherson strut with lower wishbone, coil spring, gas shock cushion and anti-scroll bar | |
| Rear interruption | McPherson strut with lower wishbone, ane longitudinal radius arm, coil spring, gas stupor absorber and anti-gyre bar | |
| Steering system | rack and pinion with hydraulic power assistance | Due north/A |
| Brakes | N/A | N/A |
| Dimensions | ||
| length: 4160 mm (163.8 in) | width: 1860 mm (73.2 in) | elevation: 1344 mm (52.9 in) |
| wheelbase: 2204 mm (86.8 in) | front track: 1465 mm (57.seven in) | rear track: 1502 mm (59.1 in) |
| Rims – tires | North/A | N/A |
| Curb Weight | 1270 kg (2800 lb) | Bias: F 62.1/R 37.9 % |
| Weight/power | 4.2 kg/HP (ix.iii lb/HP) | |
| Fuel tank | North/A | |
| Elevate coefficient | 0.43 | |
VIDEOS
REFERENCES
(free delivery worldwide!)
AWIN Affiliates Program – by purchasing books with the links provided here you are likewise helping to support the Rally Group B Shrine!*
Group B – The ascension and fall of rallying'due south wildest cars (English)
Gruppe B – Aufstieg und Fall der Rallye-Monster (German)
Group 4 – From Stratos to quattro (English)
Gruppe 4 – Das Jahrzehnt der Heckschleudern (High german)
Traction For Auction: The Story of Ferguson Formula Four-Wheel Drive
The Consummate Book of World Rally Champions : All the Cars, All the Drivers 1974-2004
Cosworth- The Search for Power
Audi quattro – The Rally History (English + High german)
Rally Giants – Audi quattro
Audi quattro Rally Car: Enthusiast Manual
Audi quattro (German)
Audi quattro: The Complete Story
Audi quattro: 1980-1991
30 Years of Audi Sport (English language)
30 Years of Audi Sport (German)
The Little Book of Audi quattro
Audi quattro: Ultimate Portfolio
Audi quattro: The Inside Story of Your Automobile
(C) Manufactures past Jay Auger – w ebsite owner & author
- Images & videos are the holding of their original owners
- All homologation papers are the property of the Fédération Internationale de 50'Automobile (FIA): SOURCE
- Eifel Rallye Festival pictures used under permission – McKlein Publishing
-
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Audi Tt Gas Cap Open From Trunk
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