Why the 200 quattro?

Author

admin

Browse pages
Current page

1

Current page

2

Current page

3

Current page

4

Current page

5

Current page

6

Current page

7

Current page

8

Current page

9

Current page

10

Current page

11

Current page

12

Current page

13

Current page

14

Current page

15

Current page

16

Current page

17

Current page

18

Current page

19

Current page

20

Current page

21

Current page

22

Current page

23

Current page

24

Current page

25

Current page

26

Current page

27

Current page

28

Current page

29

Current page

30

Current page

31

Current page

32

Current page

33

Current page

34

Current page

35

Current page

36

Current page

37

Current page

38

Current page

39

Current page

40

Current page

41

Current page

42

Current page

43

Current page

44

Current page

45

Current page

46

Current page

47

Current page

48

Current page

49

Current page

50

Current page

51

Current page

52

Current page

53

Current page

54

Current page

55

Current page

56

Current page

57

Current page

58

Current page

59

Current page

60

Current page

61

Current page

62

Current page

63

Current page

64

Current page

65

Current page

66

Current page

67

Current page

68

Current page

69

Current page

70

Current page

71

Current page

72

Current page

73

Current page

74

Current page

75

Current page

76

Current page

77

Current page

78

Current page

79

Current page

80

Current page

81

Current page

82

Current page

83

Current page

84

Current page

85

Current page

86

Current page

87

Current page

88

Current page

89

Current page

90

Current page

91

Current page

92

Current page

93

Current page

94

Current page

95

Current page

96

Current page

97

Current page

98

Current page

99

Current page

100

Current page

101

Current page

102

Current page

103

Current page

104

Current page

105

Current page

106

Current page

107

Current page

108

Current page

109

Current page

110

Current page

111

Current page

112

Current page

113

Current page

114

Current page

115

Current page

116

Current page

117

Current page

118

Current page

119

Current page

120

Current page

121

Current page

122

Current page

123

Current page

124

Current page

125

Current page

126

Current page

127

Current page

128

Current page

129

Current page

130

Audi’s five-cylinder 2144cc turbocharged 200 quattro would not be many people’s first choice as a potent rally car, so why is it being campaigned in the British Open?

According to Edward Rowe of Audi Sport, there was not, in fact, a great deal of choice. As the Coupé used in 1987 went out of production at the end of the year, there was very little point in promoting a model that was unavailable to the public; likewise the turbocharged Quattro which ceased production in June this year.

Looking at the rest of the range, the next obvious choice was the 90 quattro, but that has only just been built in sufficient numbers for homologating. The car available in Italy, of less than 2-litre capacity for Italian taxation purposes, is not available on the British market, nor is the 2.3-litre German model which Audi UK is keen to use, as it is only available with catalysers. David Sutton Motorsport would be very keen to develop the 90 in the same way as Radaelli of Italy and Schmidt of Austria are doing, but is reluctant to go against Audi policy decisions.

With Audi AG not running its own rally team this year it has been very much a case of a three-way development between DSM, Lehmann (its engine builders in Liechtenstein) and Audi Sport UK in Milton Keynes. If Audi AG had been doing its own development, it is likely that the work would have been much more advanced and there would have been none of the engine problems which have troubled the team this year. The power output is still a long way behind that of Cosworth and Mitsubishi, but is big enough for the four-wheel drive to take advantage of.

1988 has been a difficult year for DSM, with comparatively limited resources to cope with a sudden change in the intercooler regulations. The interpretation of FISA’s rules prior to this year was that intercoolers could be modified, so all the turbocharged rally cars had very much larger intercoolers, and in some instances even extra cooling with water-jets which reduced the charge temperature and considerably increased the horsepower. But at the turn of the year, in response to enquiries, FISA stated that standard intercoolers, which were about three times smaller, had to be used. In Audi’s case, this meant that power dropped from just under 300 bhp to just over 200 bhp which, with a car the weight of the 200 quattro, was quite a handicap in terms of power-to-weight ratio.

According to John Bevan, chief engineer at DSM, “The engine department is a different ball game this year because of the different intercooler size permitted. We have had to do a lot of learning about how to get more power out of the engine with the smaller intercooler. It has become ales more critical because the intake charge is much hotter and so you are running right on the limit of the breathing capabilities of the fuel.

“We started the year with something like 220 bhp, and that was hopelessly uncompetitive. We are now back to 280 bhp, and in Wales it was at last reliable. There have been small but expensive detail changes, such as in the shape of the pistons and the cylinder heads, but within Group A you are fairly restricted as towhat you can do. The ratios in the gearbox have been changed, for we started the year on too low a ratio, which with that power output gave us some acceleration but the top speed on Cartel and Portugal was only 97 mph. It is now 119 mph.”

The car has a servo unit which works the clutch pedal, operated by a little button on the gear lever. This allows left-foot braking while staying on the accelerator.

In the suspension department, the team has found out what settings suit David Llewellin’s driving. Rim-widths are smaller than last year, so they have had to learn a few more tricks to get back to the right performance with different tyre-sizes. “We do not have the budget and time to do serious testing and development on the suspension,” says Bevan. “We found the Monte Carlo equipment the factory produced worked quite well for Ireland, while on the Welsh we played around with ride-heights. Although it was not the same height they had on the Safari, we used the same dampers and springs.”

The car itself, which is now Manx-registered, was that used by Walter Rohrl last year on the Hunsruck and the Drei Stadte rallies. It was then shipped to England to be stripped and rebuilt by Sutton’s men. It is an expensive car, the gearbox and Torsen centre differential alone costing around £32,000 for example, but according to Sutton’s men the “taxi” is still a potential winner. WPK

Related articles

Related products