Test Date Saturday, May 09, 1981



1. Background
The Audi Quattro was the car of the show at Geneva in 1980; 14 months later, it is still fascinating and unique. It has no direct competitor, if only because no other Grand Touring car has four-wheel-drive. But it’s no homologation special; the Quattro is being built at the hardly negligible rate of 10 a day. And one only has to ride in the Quattro to realise by its refinement that it truly is a genuine GT car.

2. Design
Although not the first performance car to feature four-wheel-drive, the Quattro is the one that gets the ball rolling, especially thanks to its domination in the world of rallying.
The floorplan is essentially that of an Audi 80, though with a 0.5in longer wheelbase and wider track. Much of the running gear, like the MacPherson strut suspension and servo-assisted brakes, is adapted from the Audi 200.
Power comes from a KKK turbocharged five-cylinder 2144cc engine producing 200bhp (DIN) at 5500rpm, and 210lb ft of torque at 3500rpm. The deliberately small turbocharger keeps lag to a minimum.
A clever, orange-sized bevel gear differential splits torque 50:50 front to rear, and sends output forward through the hollow gearbox shaft and backwards to the rear drive. The centre and rear differentials are lockable by means of levers alongside the handbrake.

3. On the road
The Quattro’s performance is typical turbo: above 3000rpm it is wonderfully quick, and certainly needs the rev-limiter which cuts the ignition at 6700rpm – 200rpm below the red line. The 200bhp propels the car to 30mph in just 2.0sec – 0.1sec quicker than a Porsche 911 SC – and to 60mph in 7.3sec. What’s marvellous is the delivery: sitting in first gear, clutch out, you can rev the engine to 6000rpm and slip your left foot off the clutch pedal. Where anything except perhaps a 911 would sit for a long moment spinning its back tyres, the Quattro rears its nose up and, with a brief squawk of wheelspin, tears away. The same traction is there, only slightly reduced, on surfaces such as firm sand.
It is important to remember that, while one has above-ordinary traction, you are no better than anyone else at braking; this is exacerbated by premature front-end locking. Still, the power-assisted rack and pinion steering is accurate, responsive and well-geared, with 3.4 turns lock-to-lock and a turning circle of 35ft.
As the Quattro is derived from a front-wheel drive chassis, it is not surprising to note that its unladen weight distribution is 61.3:38.7 front to rear, and thus it behaves like a front-wheel drive car on the limit. The Quattro sticks to the road no better than the midfield of top-class two-wheel drive chassis with which it competes. Lift off the accelerator and, as a minimum, the car will tighten its line. Corner very hard and it will break away into an oversteering slide, and even spin.
Driven with respect, once you have learned its ways, the Quattro is nevertheless magnificent, particularly through a wet and deserted roundabout or series of open bends.

4. Living
This is mostly a very civilised motor car with every comfort for long, fast drives, and the fact that you can only buy it in left-hand-drive need not deter anyone unused to such a layout.
The seats are comfortable and well-located, and the pedals very well positioned, so that heel and toe changes are easily made after a little practice. The rear can seat three, but is divided into two bucket-style seats more suited for two.
While not as practical as a hatchback, the boot is generous enough, though it is restricted by the large fuel tank. At least the 20.2-gallon reservoir gives a range of at least 380 miles. That’s welcome, given the19.1mpg fuel consumption.

Verdict

If traction matters above all else, then clearly the buyer will be rightly drawn to the Quattro.
It scores highly on comparative value for money, but does not dominate the scene as promised in handling or roadholding. Its grip is good, but not better than a number of other cars, and its rear end breakaway is marked.
Nevertheless, it is nearly as exciting to drive as the 911 ASC, if not quite as thrilling – the Porsche’s superbly free-breathing, naturally aspirated engine must be contrasted with the hardly existent bottom end of the turbocharged Audi. And if refinement, ride comfort and road holding matter most, the Jaguar XJS is still unapproached.
Marvellous though the Quattro is, it would be better if its enviable traction and power could be allied to better handling and grip, although it is a vastly satisfying and enjoyable car to drive.

5. Data
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