Audi R8 by xXx Performance Photoshoot - World Of Classic Cars -

Audi R8 by xXx Performance

Audi R8 by xXx Performance

Audi R8 by xXx Performance

Audi R8 GT by SGA Aerodynamics Photoshoot - World Of Classic Cars -

Audi R8 GT by SGA Aerodynamics

Audi R8 GT by SGA Aerodynamics

Audi R8 GT by SGA Aerodynamics

Audi R8 GT by SGA Aerodynamics

Audi R8 GT by SGA Aerodynamics

Audi R8 GT by SGA Aerodynamics

Audi A8 Venom Edition Photoshoot - World Of Classic Cars -

Audi A8 Venom Edition

Audi A8 Venom Edition

Audi RS6 Avant Plus 2004 - World Of Classic Cars -

Audi RS6 Avant Plus 2004

Between April and September 2004, there was a final limited run of an even higher-performance RS6 named the Audi RS6 Plus. This had an increased engine power to 470bhp at 6000-6400rpm and was developed and manufactured in the UK by Cosworth Technology. The additional performance was achieved with a new engine control unit and two additional coolant radiators behind the side-mounted intercoolers. Official performance figures indicate the 0 - 100kph (62.1mph) as 4.4 seconds. The RS6 Plus carried on to reach 124mph in 20 seconds with an official top speed of 174mph. It came with Dynamic Ride Control as standard and also included a no-cost option of

Audi RS6 Avant Plus 2004

'Sports Suspension Plus' which lowered the standard sports suspension by a further ten millimeters over the standard RS6. The brakes now included cross-drilled discs. The wheels were only available in 19-inch '5-arm design' alloys, finished in 'anthracite' (dark grey). The car was available only as an estate and was sold only in European markets. Visual differences for the RS6 Plus included the 'black optic pack' which consisted of black finish to the framing of the radiator grill, exterior window trims, tailgate lower trim, roof rails, and exhaust tailpipes. It quickly sold out once it was released. The last three digits of the Vehicle Identification Number are reproduced on a plaque inside the car, displayed on the centre console.

Audi Quattro Super Tourer 1995 - World Of Classic Cars -

Audi Quattro Super Tourer 1995

This ex-works Audi A4 Quattro Supertourer was driven in period by Hans-Joachim Stuck in the German ADAC Super Tourenwagon Cup in 1995. Chassis ST07 is a very early original Quattro that finished 4th overall in the championship and had some great races with likes of Frank Biela, Jo Winkelhock, Roberto Ravaglia and Emanuele Pirro. in 1996 the car was used by Chris Aberdein in the South African Super Touring Championship and it went on to be driven in the Spanish Hillclimb Championship. In 2011, under the ownership of Angel Bello, ST07 won the Canary Islands Championship. The current owner purchased the car in 2014 and returned the bodywork to the original Hans Stuck STW livery. After an invitation to the 2014 Goodwood Festival of Speed, it achieved 13th overall up the hill against some very exotic machinery.

Audi Quattro Super Tourer 1995

This Supertourer has both a distinguished racing pedigree and genuine front-running pace in the HSCC Supertouring Trophy. It finished 2nd and 3rd at last year's Oulton Park Gold Cup and can be raced in many prestigious events in 2015, such as the Silverstone Classic. The current owner describes the car as: "on the button and ready to race... A sure fire winner in the right hands or with a novice in the wet! Very easy to drive on the limit in all conditions and benefits from O/E differential mounted PAS."

Audi Quattro Super Tourer 1995

Technically the car boasts some quite incredible components. The engine is a 2-litre 4 cylinder developing 290 bhp mated to a six-speed sequential gearbox. The ECU is Bosch 1.7 and the roll bars can be adjusted internally. The cost to build these cars in 1995 was in the millions and to see this level of engineering in the flesh is something very special.

Audi Quattro Super Tourer 1995

Audi Sport Quattro 1984 - World Of Classic Cars -

Audi Sport Quattro 1984

“We’ve said it before, and we’ll say it again; one day these cars are going to rival vintage Bugattis for desirability…They have an unimpeachable motorsport heritage.”
– Octane, March 2011
The introduction of Group B into the World Rally Championship in 1982 resulted from an evolution that was dictated by a general industry move from rear to front-wheel-drive cars, and it proved revolutionary, with seven victories. Contenders now had three classes from which to choose, Group N (standard production cars), Group A (modified production cars), and the almost immediately notorious and virtually unbridled Group B (modified sports cars).

Audi Sport Quattro 1984

Most notably, Group B allowed Audi to compete with its still-new Quattro all-wheel-drive system, which was an obvious boon on varied rally stage surfaces. The permanent all-wheel-drive system debuted in the Audi 80-based Quattro Coupe in 1980, and it quickly came to define the brand. Furthermore, FIA Group B homologation rules meant that only 200 road going examples of each car were necessary for sale to the public. These light regulations made for intensely competitive racing, since automakers were no longer required to build racing cars based on mass production models but vice-versa.
Audi campaigned what was essentially a Group 4 Quattro for the first couple of years, before engineers in Ingostadt, Germany, unleashed a wildly different model, which is now christened Sport Quattro. Although the Ur-Quattro (“original Quattro” to German enthusiasts) was a dominant force due to its permanent all-wheel-drive system, its heavy monocoque chassis, long wheelbase, and balance issues caused by its longitudinally mounted engine proved to be hindrances against such purpose-built racers as the Lancia 037.

Audi Sport Quattro 1984

Audi’s engineers were tasked with developing a new model that would address these concerns, and this was something they did in secret, far from the company’s road car operations. With its wheelbase shortened a meaningful 12.6 inches between the B- and C-pillars, the Sport Quattro was not only significantly shorter than the standard Quattro found in showrooms, but it’s steel monocoque shell, which was built off site by Baur, also featured numerous GRP and carbon-Kevlar panels to further trim weight. As such, there was very little shared with serial production Audis (although a more upright windshield that had been cribbed from the workaday Audi 80 alleviated early visibility concerns).

Audi Sport Quattro 1984

Under the hood, a downsized 2,133-cubic centimeter, five-cylinder alloy-block engine that featured four valves per cylinder was turbocharged to the tune of around 450 brake horsepower in competition tune. A massive KKK-K27 turbocharger rated at 17 psi (1.05 bar) meant that the car’s engine displacement actually required reduction in order to comply with FIA regulations. Even so, the Sport Quattro competed against cars in the 3,000-cubic centimeter category. It was capable of sprinting from a complete stop to 60 mph in just 4.8 seconds, making it one of the quickest cars ever built for road use when it debuted. AP four-piston racing brakes that had been ventilated and slotted, as developed for the Porsche 917, ensured that extraordinary stopping power was available when needed.

Audi Sport Quattro 1984

Even if one ignored those impressive numbers, the introduction of the Sport Quattro was still in many ways a watershed moment for rally racing. With the world’s top drivers on its roster, including the likes of Stig Blomqvist, Hannu Mikkola, Michèle Mouton, and Walter Röhrl, Audi Sport dominated the WRC throughout the 1984 season. The Sport Quattro’s last win came at the hands of Stig Blomqvist and Björn Cederberg, who raced one in early November 1984, at the Rallye Côte d’Ivoire in Africa, where the team also claimed the manufacturers’ title. This outright dominance cemented the car’s legendary stature in WRC rallying.

Audi Sport Quattro 1984

Audi built a mere 214 Sport Quattros, most of which were sold to select customers via specialized dealers. In Germany, the car ultimately retailed for more than 200,000 Deutschmarks, which was a substantial sum that bought owners more than a taste of competition-proven performance. The road going models boasted a more reasonable 302 brake horsepower and 258 foot-pounds of torque, but they were no less aggressive to drive than their racing counterparts. Advancements like a selectable ABS system allowed drivers to specifically tailor the vehicle to a variety of road conditions.
With their nine-inch-wide Ronal alloy wheels, the Sport Quattro had a light but darty demeanor that proved daunting for novice drivers, and as contemporary media reviews indicated, its turbo-lag was profuse but workable, making the car hardly forgiving to drive. The Sport Quattro commands as much respect for its hidden technology as it does for the drivers who piloted it to the checkered flag.

Audi Sport Quattro 1984

The road going 1984 Audi Sport Quattro offered here is without a doubt one of the finest examples extant, if not the finest. It was acquired by its current American-based caretaker from its first owner, noted Japanese collector Yoshikuni Okamoto, of Kobe. At this time, it currently has just 8,300 kilometers showing on its odometer, which are very much believed to be from new. Notably, Sport Quattros were not officially imported to the United States, making them even scarcer on these shores.
This car is swathed in white paint, which, according to the owner, is almost certainly original, over grey leather and cloth-covered Recaro sports seats, and it wears its factory-correct white alloy wheels.

Audi Sport Quattro 1984

As interest continues to build in the saga that was Group B racing, the Sport Quattro has emerged as a genuine icon. So influential was the short, squat, purpose-built racer that Audi saw fit to pay homage to it by unveiling a modern take on the Sport Quattro as a concept car at the 2013 Frankfurt Motor Show, and this concept has been rumored to be slated for series production.

Audi UW 225 - World Of Classic Cars - Rank 45

Initially presented early in 1933, the Audi Front UW 220 was Europe’s first car to combine front-wheel drive with a six-cylinder engine. It remained in production for slightly under two years before being replaced by the Audi Front UW 225 featuring a larger 2.25-litre engine. The larger-engined car introduced in 1935 was built till April 1938 and continued to be listed into 1939. Between 1933 and 1938, the Front was the only Audi in volume production.

The engine installation

Audi UW 225 Spezial Cabriolet 1937

At launch the Front UW 220 featured a straight-six-cylinder ohv engine of 1,950 cc. Claimed maximum power output was 40 PS (29 kW; 39 hp) at 3,500 rpm. The two-litre engine was shared with the Auto Union group’s Wanderer W22 introduced at the same time. The letters "UW" in the car's name stood for "Umgekehrter Wanderer" and referred to the fact that it featured a Wanderer engine that had been "umgekehrt" (turned around) through 180 degrees in order to drive wheels which, on this application, were actually ahead of the engine.

The Car

Audi UW 225 Spezial Cabriolet 1937

In common with many performance cars of the period, the Front UW 220 provided a claimed top speed of 100 km/h (62 mph): presumably actual performance data would have varied according to the weight and wind-cheating qualities of each individual car body. Various body styles were offered, including four-door sports limousines and two-door cabriolets / roadsters.

1935 upgrade

For the UW 225 produced from 1935, engine size was increased to 2,257 cc, and reported maximum power rose to 50 PS (37 kW; 49 hp) or 55 PS (40 kW; 54 hp), respectively at 3,300 or 3,800 rpm: increased power was reflected by a modest increase in the claimed top speed to 105 km/h (65 mph). The ohv engine came, again, from fellow Auto Union group member Wanderer, being shared with the Wanderer W245 and its successors.
Despite the relative novelty of the front-wheel-drive configuration, the manufacturer quoted the car's turning circle as 12.5 metres (41 ft) which was not greatly above the norm for cars of this size. The rear-wheel-drive Wanderer with which the Audi shared its engine featured an advertised turning circle of 12 meters.

Manufacturing arrangements

Audi UW 225 Spezial Cabriolet 1937

Jørgen Skafte Rasmussen who till 1932 owned and controlled the companies that comprised the Auto Union had acquired Audi in 1928, and as part of the deal had acquired their manufacturing plant at Zwickau. However, since 1931 the Audi Zwickau plant had been producing the DKW F1, replaced in 1932 with the DKW F2. The small front-wheel drive DKWs proved popular, and completely utilised the production capacity at what had hitherto been the Audi plant. The Audi Front was therefore assembled at the nearby plant of Horch, another automaker purchased by Rasmussen in 1928, and one which, after Rasmussen's bank enforced a restructuring in 1932, became another of the four Auto Union group companies.

Audi UW 225 Spezial Cabriolet 1937

Commercial

Approximately 4,500 Audi Fronts were produced, including 1,817 of the earlier UW 220 model built between April 1933 and November 1934. By 1938 2,591 of the successor UW 225 model had been produced.