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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 16.12.06 15:38
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Audi S & RS mudelite andmed ja tutvustus
Koondame siia teemasse erinevate Audi S ja RS mudelite andmed ning pildid, sh kõik masinad, milledel tehase poolt oli aiste vahel 20vT.
Antud teema idee on selles, et meil oleks omal alati olemas nö andmebaas, kuhu kiigata (kui juhuslikult teinekord mõni web maas on või lihtsalt ära
kaotatud. näiteks urs4 webi pole enam tükk aega).
Võite vabalt ise lisada siia mõne mudeli või kommentaari mõne mudeli kohta (andmeid puudutava kommentaari ikka). Eriti hea on, kui keegi teab mõne
ajalehe või ajakirja artikklit internetis, kus on autot testitud vms.
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 16.12.06 15:43
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Audi RS2 (ADU) Avant, Manual/6, 1994-1995
Auto nimetus Audi RS2
Keremudel B4
Kere Avant
Tootmisaasta 1994-1995
Pikkus (mm) 4510
Laius (mm) 1695
Kõrgus (mm) 1386
Uksi 5
Istmeid 5
Teljevahe (mm) 2597
Tühimass (kg) 1595
Täismass (kg) 2100
Kütusepaak (l) 64
Mootorikood ADU
Silindrite arv 5
Mootori tüük reas
Turbo type
Klappe 20
Kubatuur (ccm) 2226
Hobujõud/pöörded 315/6500
Vääne/pöörded 410/3000
Kompressioon 9.30
Kg hobujõu kohta 5.06
Võimsuse tundlikkus?? 141
Specials
Käigukast Manual
Käigukasti kood CRB
Käikude arv 6
Rool Servo
Esipidurid (mm) 304/32
Tagapidurid (mm) 299/28
Rehvid ees 245/40 ZR17
Rehvid taga 245/40 ZR17
kiirendus 0-100km (s) 5.40
0-200 kmph (s) 23.90
Maksimum kiirus (kmph) 262
Air drag
Keskmine kütusekulu (l/100km) 13.20
Linnas (l/100km) 14.90
Maanteel (l/100km) 7.70
Hind (EUR) 50566.77
Toodetud autode arv 2908
Allikas: http://rsmodels.net/index.php?mode=cars&car_id=11
http://www.s2power.com/Artikelen/rs2-story.html
The RS2 story
The RS2 is born out of the Audi Avant S2 (make 1993), Audi had made too much Audi 80 Avants, they had a lot of them in stock. The sales department of
the VAG Group wanted to find a solution to solve this bad situation (because in 1993 the Avant model wasn't the great success as they had expected).
But at the same time the Porsche Engineering Service finished the Mercedes 500 E, that they were building and improving (I believe that AMG wasn't
bought yet bij MB). This let Audi make the very good decision to design a special car with the Porsche assistance. (This action saved in the same time
the very bad situation of Porsche, they gave them something to do. They had made enough 911's that weren't sold and still have financial problems,
also because of the 928 which should have been the new line, Porsche thought that the 911 concept was dead). And only because Audi gave this mission
to Porsche, is the reason that Porsche is here today (because during this time Porsche could work and design the new Boxster and the fabulous 993).
Audi saved Porsche life, remember that when you pass a Porsche... Not everyone will agree with this... But hey, it's a good story.
Audi and Porsche worked on this project together, Audi gave the all information and the vision of this project, and Porsche looked what they could
improve, in fact to change the Audi S2 Avant in a very special car. Porsche has a lot of problems during this action, because main goal wasn't to
place some Porsche parts and finished. It had to be the fastest estate/avant/break/stationwagon, with the souplesse, comfort and balance of an Audi
Quattro. And that wasn't the first vision of the Porsche engineers. They were used to design a little rougher and more brutal when the word "Turbo"
was heard in the Porsche buildings. But after a great cooperation between the Audi and Porsche people the RS2 come real.
The S2 was already equipped with the Quattro system (all wheels drive) like all Audi serial " S " had, also the 6 gears box is on the basic S2 car.
These S2 leaves the factory in Salzgitter without the front bumper, without the seats, without the laterals mirrors, and then the S2 was brought to
the Porsche factory in Zuffenhausen where the S2 received the new front and rear bumper, new laterals mirrors (from Porsche 993). The interior was a
little bit modified by Porsche (speed indicator indicate 300 km/h before only 280 km/h, white instead of grey look), doorhandles were changed for
black chrome ones and full options was installed on basic RS2. The Casting aluminium wheels in 16" were replaced by a Porsche design in 7,5 x 17".
The suspension were changed by Bilstein pistons, the rotor brakes were bigger (front 300 mm, or as a option 320 mm) on 4 corner the brake callipers
were also changed by the same one of the Porsche 928 Club-Sport. These are not all the parts that were changed.
The engine is the same as the S2 ( 2,2L / 20 valves Turbocharger with 230 BHP), but Porsche gave a magic up-grade with the replacement of the
crank-shaft, injectors, fuel pump, bigger Turbocharger, air box, cams, electronic data, body admission fixed after the throddle body, bigger
intercooler, bigger turbocharger with pressure up-grade from 0,8 bar to 1,4 bars (1,4 bars in continue and 1,5 bars in overboost), 2 metallic sport
catalysers, new design of the exhaustmanifold, and a higher flowing exhaust. Some internal bearings and the con-rods were also stronger on the RS2.
The result is wonderfull, the RS2 arrive on the market (1994) after the first prototype was exposed at the Frankfurt salon in 1993. Nothing on the
road is better like this car! When a Porsche normally is the (logical) reference of a sport car, a Porsche don't have the same performance of 143,2
BHP for each liter. A real "Porsche-Killer".
Now in 2003 when we have a RS4, RS6 and some Japanese cars, which I can't remember the names of, the hard digits aren't changed much. It is not that
the newer cars win 2 or 3 seconds in a 0 - 100 km/h (0 - 60 mph) sprint. The RS2 is still one of the most annoying cars for expensive new BMW-s,
Mercedes' , GTI-s and V6-24v-s.
http://www.tots.ch/rs2/rs2/derrs2/high_performance.htm
brake disc 304X32MM 5/130
brake disc 322X32 5/130 (for modified vehicles) only for:
17"
turbocharger
http://www.elektro.com/~audi/rs2/randt/
Porsche's Station Wagon
By: Road & Track
As a general rule, I don't like Audis, I don't like four wheel drive, I'm not too fond of Turbocharged engines and I reckon estate cars are but a
step away from caravan ownership. So how come my nomination is the RS2, Audi's four wheel drive Turbocharged super estate? Well lets get a few things
straight.
This is Porsche's interpretation of an Audi, which means some life has been massaged into the normally numb steering, the bumpy gearshift is tighter
and more positive and the chassis has been to one of the worlds best finishing schools. A few choice tweaks and a little brain surgery have coaxed a
whopping 315 hp from the charismatic in-line 'five' and its explosive delivery would give front or rear drive no chance, hence all wheel drive is
valid. The estate car body?
Call it a visual gag, the element of surprise or simply useful, nobody is going to think caravans as it overtakes and disappears. The RS2 is
devastating all-weather point to point car, not so much a Porsche in disguise as an Audi with an attitude. That makes it the first since the Quattro
which won our inaugeral Performance Car of the year contest five years ago. The RS2 is more powerful, faster, handles better and has great brakes
(borrowed from the Porsche 968 Club Sport). Its feedback won't leave you buzzing - there's only so much Porsche could do with original ingredients -
but it covers ground at such an astonishing rate, with such confidence and composure that it seems hardly to matter.
The RS2 is no ordinary car. Its power, brakes and handling combine to make it a finely tuned weapon, a blade for carving through traffic which would
obstruct less dynamic vehicles.
Its life has been short as right-hand drive production was limited to just 180 at a substantial price premium over the S2 Estate. The S2 is no mean
performer, but alongside the RS2 its acceleration seems slow, its handling less sharp and its brakes relatively inadequate.
How does the RS2 achieve this superiority? There's no magic about it, despite the Porsche name on the badges and the inlet manifold. Changes have
been made to engine, suspension and brakes, but most of them are relatively straightforward and have already been practised by some German tuning
houses.
Let's look at the engine first. Extracting more power from a turbo charged engine is not a mystery, but ensuring that big outputs can be delivered
reliably over high mileages requires careful development. The 20-valve five-cylinder unit is much stronger than the 10-valve and, as has been
recognised for some time, its mechanical components can cope with large volumes of torque and power.
Development work, in conjunction with Porsche, has resulted in a package which is little different to those offered by Nothelle or Schmidt, with one
or two exceptions. All the standard tricks are there, bigger turbocharger and modified engine management, but the RS2 has a larger-diameter exhaust
manifold, bigger intercooler and different camshafts, a feature which undoubtedly accounts for the lack of pull below 3000rpm and the subsequent,
shocking surge which rushes the car forward very strong at about 4500rpm and continuing to the limit of about 7000 so quickly that it is sometimes
difficult to avoid catching the rev limiter.
The RS2's power delivery will inevitably be compared with that of the S2, whose engine is relatively free from turbo-lag and with maximum torque
developing below 2000rpm. Even when the engine is burbling away close to tickover, there is little delay before the power comes in when you floor the
throttle. It is not perfect, but response is smooth without any great step in power delivery.
The RS2 is a very different kettle of fish, echoing early Ur-quattros in the way its engine responds to the throttle. There is little torque below
3000rpm, but then the surge is enormous. As with modified S2s, it is necessary to be in a gear which keeps the engine close to this mark, if you want
to take advantage of overtaking opportunities. It is no good seeing a gap, changing down and then accelerating; the chance will have passed because
the gear change, while better than most S2s we have driven, is still ponderous. Because of this, you are often at higher revs than you would like,
making driving less restful.
The suddenness with which power comes in is far greater than similarly powered modified S2s we have driven and this must largely be due to the
camshafts. It is hugely exhilarating, but in lime becomes wearing. As you will see from the comparison chart, performance is similar to that of a
Nothelle N300 S2, a car which exhibits noticeably less lag. The N300 engine feels almost soft in comparison, its response much smoother, despite
delivering similar levels of power and torque.
Fuel consumption turned out to be much as expected on British roads. Use the lower gears to a greater extent or wind it up to cruise at 150mph or more
on autobahns and you'll find that it drops to about 18mpg. The computer was strongly pessimistic, suggesting that fuel was being guzzled at a
disappointing rate. This is unusual: VAG computers usually flatter fuel consumption.
Relatively little has been done to the suspension, but the small changes have a substantial effect. The RS2 uses the same coil springs as the S2
Estate, so the car is no lower. The S2 has Boge shock absorbers, which are very good, but the RS2 has Bilsteins, which offer firmer damping. Both
anti-roll bars have a greater diameter, 28mm at the front (instead of 26mm) and 16mm at the rear (12.5mm). The combination of firmer damping and
heavier anti-roll bars combine to reduce the amount of roll on corners, making the RS2 much more enjoyable to drive on winding roads. This does not
cost too much in terms of ride quality, with comfort remaining quite acceptable, although some might find it rather hard.
Some of the credit for this must go to the SP8000 tyres, the only type which Audi recommends for the RS2. Their section is 245/40, leading one to
assume that ride would be very hard, but they are on 7in. rims, narrower than you would expect, causing the tyres to bulge somewhat, rather than
sitting flat on the wheel. The standard S2 wheel has a width of 7.Sin. for a 205-section tyre and this makes the RS2 combination look odd. Despite
this, it works well and there is no suggestion of the elasticity which sometimes characteristics the steering of cars which have a wide tyre on a
relatively narrow rim. The changes to the suspension certain-ly reduce the amount of roll, but the basic handling characteristics remain the same as
all the quattro Audis. When cornering quickly, you can apply power much earlier than you would expect as the four-wheel drive system maintains
traction even when the surface is slippery. You have to take care: there is so much torque that it is easy to demonstrate the basic understeering
characteristics, with the front beginning to run wide unless you ease off the throttle. On bumpy roads, the firm damping of the Bilsteins ensures that
the wheels are not deflected from their course and steering remains positive as you hurry through bends.
The wheels are what Porsche calls Carrera Cup, a style used on recent 911s. Made in Italy, these attractive alloys have one drawback: the centre
bulges out-wards and is vulnerable to high kerbs. Diameter is l7in, necessary in order to clear the brake calipers, which are labelled Porsche and
made by Brembo in Italy. They are a great improvement over those on the S2, but mean that the wheels and hubs are not compatible with other Audis.
Front and rear discs are ventilated with diameters of 304 and 299mm respectively. This compares with the 276mm ventilated front and 245mm solid rears
of the S2. Just as important as size is the use of four-piston calipers, each disc being by two pistons on each side rather than the single-sided
arrangement on the S2.
We expected great things from the brakes and, from speed, this was fully justified, the car being pulled down firmly and evenly time after time. But
at low speeds the brakes felt rather dead and required quite high pedal pressures. They don't, for example, inspire as much confidence at low speeds
as those of the A4, which react more sharply to the pedal. It is when you start to exploit the RS2's performance that you begin to appreciate what is
on offer. The S2 has the ability to accelerate very quickly past other traffic, but slotting yourself back into a line shows up the braking
limitation. No such affect the RS2, the brakes cut speed with great strength, but no drama.
In common with other Porsche disc brakes, the handbrake consists of a small expanding shoe mechanism inside the drum of the disc, a system used by BMW
and some other manufacturers, but not by Audi until now. We've always found it an effective form of handbrake, but, untypically, it did not work well
on the test car. Even a hefty heave to pull the lever up as far as it would go was not sufficient to stop the car rolling on quite a modest slope and
it always had to be left in gear.
One of the reasons why the driver of an RS2 feels in command is that the front seats are made by Recaro. The usual bolsters are extended to the top,
providing lateral support for the shoulders. Driver and passenger are held firmly, even when the car's cornering ability is being exploited to the
full. The lack of roll allows you to indulge in higher cornering speeds than with an S2 and the support is necessary in order to cope with the higher
G-forces.
Controls for the electric motors are neatly tucked away on the front of the bolster and a manual release under the front of the cushion allows you to
pull the front section forward, giving more thigh support for those with long legs. Lumbar support is good, but, unlike some other Recaros, it is not
possible to alter it.
Firmly seated, the driver is confronted with the standard Audi air bag steering wheel, looking rather out of place in such a sporting car. The air bag
is welcome, but the Personal wheel used on pre-air bag S2s and the Ur-quattro 20V looks more appropriate. Because the RS2 is essentially 80, the
steering column is not adjust-able for either height or reach and many drivers will find it set too high.
The RS2 uses the same six-ratio gear-box as the S2 and TDJ versions of the 100 and A6. It is not a quick change and, although more precise than any we
had experienced, there is nothing like the slickness which you get with, for example, a Corrado or an A4. It is quite firmly spring-loaded to the
central plane of third and fourth and pulling it across to select fifth or sixth requires a definite effort.
This means that a change from fifth to fourth, or third, is slick, but not in the other direction. The gear knob and gaiter are all in one, rather
like the top versions of the Golf and Corrado. The handbrake lever, as we have already mentioned, has to be pulled up high, not too easy if the seat
is well forward. This also applies to moving the gear lever: those who sit close to the wheel may find their elbow knocking against the seat bolster
when they make rapid changes into third or fifth.
Like the S2, S4 and 56, the RS2 has white instruments with calibrations that glow red at night. The rev counter is red-lined at 7l00 rpm and the
speedometer, which has mechanical counters for total and trip mileage, goes to 190mph, giving a margin of about 25mph if you exploit the car's top
speed on an autobahn. There are the usual three instruments in their unhelpful position at the base of the console. Unlike the other S cars, the oil
temperature gauge and voltmeter are swapped, so that the temperature gauge is nearer to the driver. This would make sense if the two right-hand
instruments were not obscured by the driver's arm, the result being that the voltmeter, which is the least useful, is the only one clearly visible
when you glance down.
Above the instruments are the conventional 80-series healing and ventilation controls, supplemented by the standard air conditioning switches. The air
conditioning is a relatively simple system, which cannot compare with the climate control on the A4, A6 and AS. The RS2 shares an anachronism with the
S2 Estate each passenger has a map-reading light but not the driver.
It must not be forgotten that the RS2 is an estate car, although it is likely that the Coupe would have been chosen as a basis if Porsche was not
building competitive vehicles. It is not a big load-carrier because of its compact dimensions and height of the deck, but with the divided rear seat
folded quite a bit can be packed in. Most of the time it will be used with the rear seats up, any luggage hidden by the roller blind cover. The floor
is carpeted and, with the RS2's cornering ability, you can guess what happens to anything you carry There are securing eyes at each corner and Audi
should be supplying a net to hold everything in place. They are sold widely as accessories in Germany.
The extra width of the full-size spare creates a problem, as the standard cover cannot fit over it without causing a bump in the load deck. This has
been overcome by replacing it with a thin aluminium sheet cover, but one would have to be careful about putting a heavy load over the middle of it.
Visually, much has been done to make the RS2 look different from the S2. The front end looks quite different, but all the panels, apart from the
combined bumper and spoiler, are the same. The standard grilled is replaced by one of black expanded metal within a black frame and similar material
is used to fill the ducts for intercooler and brakes below the bumper. It is the gaping maw beneath the bumper, which gives the RS2 its aggressive
appearance. Porsche lamps, with rounded ends, are used in the bumper, which has single headlamp washer jets. The headlamps are the same as the S2.
At the back, a red reflective panel fills the gap between the rear lamps and the number plate is displaced to the moulding beneath the bumper. It
makes the RS2 look different to other 80 Estates, but the aesthetics are questionable. Shapely Porsche mirrors replace the rectangular Audi versions.
The good-looking wheels are set off by the big Porsche calipers, enamelled in red and clearly visible through the gaps between the spokes. The front
ones soon get a coating of black brake dust once you start motoring!
Audi and Porsche between them have endowed a very practical car with sufficient mystique to make it immensely desirable, whatever its equipment.
Little surprise that they were snapped up so quickly.
http://en.wikipedia.org/wiki/Audi_rs2
Audi RS2 Avant
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Audi RS2 Avant
Manufacturer Audi and Porsche
Parent company Volkswagen Group
Production 1994 – 1996
Assembly Zuffenhausen, Germany
Predecessor Audi 80
Successor Audi RS4
Class Compact executive car, Sports car
Body style(s) 5-door station wagon
Layout Front engine,
quattro four-wheel drive
Engine(s) 2.2L 5-cylinder 20V turbo 316hp
Related Audi 80 Avant
The Audi RS2 Avant was a limited edition, high performance Audi estate car / station wagon, sold from 1994 to 1996. Collaboratively designed by Audi
and Porsche and built on Audi's 80 Avant, it was the company's first "RS" vehicle and the first of their high performance Avants; it used the most
powerful and most thoroughly developed version of the company's turbocharged 5-cylinder engine, and was unmatched in performance among other wagons
at the time of its release.
Although it was never exported outside of Europe, except for a few to South Africa, the RS2 has amassed an impressive cult following worldwide, and it
is often regarded as being the vehicle that finally firmly established Audi as a producer of practical high performance vehicles; its wagon body and
standard quattro four-wheel-drive system made it usable as a comfortable daily driver even in poor weather conditions.
[edit] History
The RS2 was the product of a co-development project between Audi and Porsche, based on Audi's 80 Avant (station wagon) and powered by a modified
version of their 2.2 litre, 20-valve turbocharged 5-cylinder engine producing 315 PS (232 kW) at 6500 rpm. Although much of the car's underpinnings
were manufactured by Audi, assembly was handled by Porsche at their plant in Zuffenhausen, Germany which had become available after discontinuation of
the Mercedes-Benz 500E, which Porsche had manufactured under contract.
Audi RS2 Avant
Audi RS2 Avant
Like the rest of the vehicle, the RS2's 5-cylinder engine was based on a unit that Audi already produced, although Porsche considerablly modified the
engine; the stock KKK turbocharger was switched for a larger unit along with a heavy-duty intercooler and higher flow fuel injectors, a newly designed
camshaft, a more efficient induction system and a low-pressure exhaust system replaced the standard fare; a new Bosch-supplied engine management (ECU)
computer controlled the engine.
With so much power available, the RS2 could run from 0 to 62 mph (100 km/h) in 4.8 seconds and achieve a maximum speed of 163 mph (262 km/h)
[restricted], despite weighing over 1600 kg (3527 lb). In a road test conducted in 1995, British car magazine Autocar timed the RS2 from 0 to 30 mph
(48 km/h) at just 1.5 seconds, which they confirmed was faster than both the McLaren F1 road car and also Jacque Villeneuve's Formula 1 car of that
time. Even by more modern standards, its performance is exceptional; it could accelerate on-par with the C5 generation Chevrolet Corvette and was only
a tenth of a second slower to 60 than a 996 generation Porsche 911.
Audi RS2 Avant
Audi RS2 Avant
Audi/Porsche design front
Audi/Porsche design front
Audi's quattro all-wheel-drive system was standard, and Porsche-designed braking and suspension systems replaced the standard Audi 80 equipment. 1.6
inches (4 cm) lower than a stock 80 Avant, the suspension and braking upgrades combined to give the RS2 the handling and braking capabilities of a
high-end sports car; 17 inch (432 mm) wheels and high performance 245/40ZR17 Dunlop tyres were standard as well. In fact, the braking system wore
Porsche badged Brembo calipers and both the wheels and side mirrors were identical in design to those of the 964 Turbo. Additionally, the word
"PORSCHE" is inscribed in the RS2 emblem affixed to the rear tailgate.
A 3-spoke leather steering wheel, Recaro sports-bucket seats (available in full-leather or a leather/suede combination) and console materials in
either wood or carbon-fibre trim rounded out the vehicle's interior changes.
Approximately 2200 RS2s were to be built initially, but due to demand the total was 2891 cars built. Of these, only 180 were right hand drive cars
built for the UK market. Audi also produced an S2, which was available both as a station wagon and a coupe as well as limousine model with only 306
models built. It featured a similar turbocharged 2.2-liter 5-cylinder engine which delivered 220 hp (3B engine) or 230 hp (ABY engine).
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 16.12.06 15:50
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Audi S2 (3B) Coupe, Manual/5, 1991-1993
Technical specifications
Car name Audi S2
Body Typ89Q
Body form Coupe
Modelyears 1991-1993
Length (mm) 4401
Width (mm) 1716
Height (mm) 1375
Doors 3
Seats 5
Wheelbase (mm) 2548
Unladen weight (kg) 1495
Max weight (kg)
Fuel tank (l) 70
Engine code 3B
Cylinders 5
Engine type in-line
Turbo type
Valves 20
Displacement (ccm) 2226
bhp/rpm 220/5900
Torque/rpm 309/1950
Compression ratio 9.30
kg per bhp 6.80
Power density 98
Specials
Gearbox Manual
Gearbox code ARV
Number of gears 5
Steering
Brakes front (mm) 276/25
Brakes rear (mm) 245/10
Tires front 205/55 ZR16
Tires rear 205/55 ZR16
0-100 kmph (s) 6.10
0-200 kmph (s) 26.70
Topspeed (kmph) 248
Air drag 0.32
Fuel consumption, Average (l/100km)
City (l/100km)
Highway (l/100km)
Price (EUR)
Units built 5469
Allikas: http://rsmodels.net/index.php?mode=cars&car_id=7
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 16.12.06 15:52
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Audi S2 (ABY) Sedan, Manual/6, 1994
Technical specifications
Car name Audi S2
Body B4
Body form Sedan
Modelyears 1994
Length (mm) 4509
Width (mm) 1930
Height (mm) 1386
Doors 4
Seats 5
Wheelbase (mm) 2597
Unladen weight (kg) 1520
Max weight (kg) 1980
Fuel tank (l) 64
Engine code ABY
Cylinders 5
Engine type in-line
Turbo type
Valves 20
Displacement (ccm) 2226
bhp/rpm 230/5900
Torque/rpm 380/2100
Compression ratio 9.30
kg per bhp 6.61
Power density 103
Specials
Gearbox Manual
Gearbox code CGR
Number of gears 6
Steering Servo
Brakes front (mm) 280/22
Brakes rear (mm) 245/10
Tires front 205/55 ZR16
Tires rear 205/55 ZR16
0-100 kmph (s) 6.00
0-200 kmph (s)
Topspeed (kmph) 246
Air drag 0.35
Fuel consumption, Average (l/100km)
City (l/100km) 14.00
Highway (l/100km) 8.90
Price (EUR)
Units built 306
Allikas: http://rsmodels.net/index.php?mode=cars&car_id=10
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 16.12.06 15:55
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Audi S2 (ABY) Avant, Manual/6, 1994-1996
Technical specifications
Car name Audi S2
Body B4
Body form Avant
Modelyears 1994-1996
Length (mm) 4509
Width (mm) 1930
Height (mm) 1386
Doors 5
Seats 5
Wheelbase (mm) 2597
Unladen weight (kg) 1569
Max weight (kg) 2110
Fuel tank (l) 64
Engine code ABY
Cylinders 5
Engine type in-line
Turbo type
Valves 20
Displacement (ccm) 2226
bhp/rpm 230/5900
Torque/rpm 380/2100
Compression ratio 9.30
kg per bhp 6.82
Power density 103
Specials
Gearbox Manual
Gearbox code CGR
Number of gears 6
Steering Servo
Brakes front (mm) 280/22
Brakes rear (mm) 245/10
Tires front 205/55 ZR16
Tires rear 205/55 ZR16
0-100 kmph (s) 6.10
0-200 kmph (s) 28.00
Topspeed (kmph) 242
Air drag
Fuel consumption, Average (l/100km)
City (l/100km) 14.00
Highway (l/100km) 9.20
Price (EUR)
Units built 1818
Allikas: http://rsmodels.net/index.php?mode=cars&car_id=9
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 16.12.06 16:04
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Audi Sport Quattro (KW) Coupe, Manual/5, 1984-1985, 1988
Car name Audi Sport Quattro
Body Typ85
Body form Coupe
Modelyears 1984-1985, 1988
Length (mm) 4160
Width (mm) 1780
Height (mm) 1340
Doors 3
Seats 4
Wheelbase (mm) 2224
Unladen weight (kg) 1300
Max weight (kg) 1650
Fuel tank (l) 90
Engine code KW
Cylinders 5
Engine type in-line
Turbo type
Valves 20
Displacement (ccm) 2133
bhp/rpm 306/6700
Torque/rpm 340/3700
Compression ratio 8.00
kg per bhp 4.25
Power density 143
Specials
Gearbox Manual
Gearbox code AAE
Number of gears 5
Steering Servo
Brakes front (mm) 295/28
Brakes rear (mm) 295/28
Tires front 235/45 VR15
Tires rear 235/45 VR15
0-100 kmph (s) 4.90
0-200 kmph (s) 23.10
Topspeed (kmph) 248
Air drag
Fuel consumption, Average (l/100km) 14.80
City (l/100km)
Highway (l/100km)
Price (EUR) 104047.90
Units built 214
Allikas: http://rsmodels.net/index.php?mode=cars&car_id=5
Pilte: http://84.50.81.66/gallery/album62
http://www.fourtitude.com/news/publish/Features/printer_1220.shtml
Under the Hood:
The technology packed into the Sport Quattro was groundbreaking and certainly many years ahead of its time. Keeping weight at a minimum was crucial
and as a result the body was constructed from advanced materials including fiberglass, carbon fiber and Kevlar.
To keep the driver firmly planted in one place custom Recaro racing seats came as standard equipment. The advanced Quattro all wheel drive system
employed a 55/45% front to rear torque split, which could be locked with a switch on the dashboard.
Handling the stopping duties was a braking system that featured ABS, discs on all corners and 4-piston calipers. Under the hood lied a 2.1 liter
inline-5 cylinder, DOHC 20-valve engine, complete with a lightweight alloy block and cylinder head. Providing the boost was a KKK-K27 turbo, sending
1.2 bar (17 psi) of intercooled air into the combustion chambers.
The result was monstrous power levels, 306 horsepower at 6500 rpm, and for competition the engine was easily tunable to over 500 horsepower. Coupled
with a curb weight of just 2807 pounds the Sport Quattro reached 60 mph in 4.9 seconds and flat out would hit 155 mph. When you consider this car has
the aerodynamic profile of a brick, the performance numbers are even more impressive.
http://forzamotorsport.net/news/announcements/sportquattro_overview.htm
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 16.12.06 16:06
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Audi Sport Quattro S1 Coupe, Manual/6, 1985
Technical specifications
Car name Audi Sport Quattro S1
Body Typ85
Body form Coupe
Modelyears 1985
Length (mm) 4240
Width (mm) 1860
Height (mm) 1344
Doors 2
Seats 2
Wheelbase (mm) 2224
Unladen weight (kg) 1150
Max weight (kg)
Fuel tank (l)
Engine code
Cylinders 5
Engine type in-line
Turbo type K27
Valves 20
Displacement (ccm) 2100
bhp/rpm 450/7500
Torque/rpm 480/5500
Compression ratio 0.00
kg per bhp 2.56
Power density 214
Specials
Gearbox Manual
Gearbox code
Number of gears 6
Steering
Brakes front (mm)
Brakes rear (mm)
Tires front
Tires rear
0-100 kmph (s) 3.10
0-200 kmph (s)
Topspeed (kmph) 220
Air drag
Fuel consumption, Average (l/100km) 60.00
City (l/100km)
Highway (l/100km)
Price (EUR)
Units built
Allikas: http://rsmodels.net/index.php?mode=cars&car_id=6
http://www.mtm-online.de/en/index.php?nav=5&id=24
http://www.audistory.24max.de/old1/epphc.htm
http://gamma.nic.fi/~globe/rally/paradise/stat/car_b_quattros1.htm
Tarmo poolt lisatud:
Lisaks siia siis väikse jutukese tootmisarvude kohapealt:
Täpset tootmisarvu "lühikeste" kohapealt ei tea täpselt isegi Audi AG
Prototüüpe tehti 6.
B grupi Sport quattroid tehti 22.
S1-sid tehti 20.
tornadopunaseid müüdi 89.
alpinvalgeid müüdi 48
kopenhagensiniseid müüdi 21.
malahiitrohelisi müüdi 15.
musti "müüdi" 2, nimelt Härra Piëch-ile toimetati need.
See teeb kokku 223. Sinna juurde tuleb veel 19 Audi Sport jaoks eraldatud kerenumbrit. Aga ka seal on kerge segadus, kuna võib olla kasutati ühel
kerel mitut numbrit ja mõne numbriga liikus erineval ajal mitu autot. Niiet teoreetiliselt peaks kokku olema 242tk.
Daniel Bachmann nimeline tegelane ostis nö tehasejäägid kokku "Seger und Hoffmann" ja sealt sai ta ka mõned suuremad kerenumbrid ja hulgaliselt
varuosi.
Viimased 5 Sport Quattrot valmistati ja toimetati tellijateni septembris 1988.
Nendeks olid autod kerenumbritega 30,60,80,171 ja 175. Number 175 (algselt alpinvalge) värviti veel tehases mustaks härra Piëch Junior-i tellimusel.
Põhimõtteliselt võib siis öelda, et tehasest on välja veerenud 3 musta sq-d, algupärase värviga aga siiski 2.
Allikas: tigupost Audi AG-st 
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 16.12.06 16:09
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Audi Quattro 20V (RR) Coupe, Manual/5, 1989-1991
Technical specifications
Car name Audi Quattro 20V
Body Typ85
Body form Coupe
Modelyears 1989-1991
Length (mm)
Width (mm)
Height (mm)
Doors 3
Seats 4
Wheelbase (mm)
Unladen weight (kg) 1425
Max weight (kg)
Fuel tank (l)
Engine code RR
Cylinders 5
Engine type in-line
Turbo type
Valves 20
Displacement (ccm) 2226
bhp/rpm 220/5900
Torque/rpm 309/1950
Compression ratio 9.30
kg per bhp 6.48
Power density 98
Specials
Gearbox Manual
Gearbox code
Number of gears 5
Steering
Brakes front (mm)
Brakes rear (mm)
Tires front 215/50 VR15
Tires rear 215/50 VR15
0-100 kmph (s) 6.50
0-200 kmph (s) 29.10
Topspeed (kmph) 233
Air drag
Fuel consumption, Average (l/100km)
City (l/100km)
Highway (l/100km)
Price (EUR) 49186.28
Units built 934
Allikas: http://rsmodels.net/index.php?mode=cars&car_id=4
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torque addict / in the real world four wheel drive means safety and traction
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Rax
klubiliige
Registreerunud 04.06.03
Asukoht: Eesti
Kasutaja on eemal
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Karel
huviline
Registreerunud 10.12.05
Asukoht: Tallinn
Kasutaja on eemal
Auto: S2
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postitati 16.12.06 18:50
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Ma juhiksin natuke tähelepanu laiustele. Kas on võimalik, et 3b ja ABY Audi S2 laiuste erinevus on kakskümmend neli sentimeetrit. Kui autopabereid
uskuda on ka Audi S2 Avant, nagu Audi RS2, 1695 mm lai.
See on muidugi väga hea mõte, et siia võimalikult põhjalikud andmed panna ja loodan, et saame kunagi arvud täiesti õigeks ning Audiklubil on palju
täpsemad andmed kui RSmodelsil, S2Centralil ja teistel kokku. Ühe ostuabi teema all juba lubas TT välja selgitada õiged tootmisarvud.
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turbo
huviline
Registreerunud 03.10.03
Asukoht: Stockholm
Kasutaja on eemal
Auto: S6
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postitati 17.12.06 08:10
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Kui väga täpseks minna, siis 1994 ja 1995a. mudelitel on vahe sees. Täpselt ei oska öelda, millal see tekkis.
Näiteks on vahe roolidel (uuemal 3 kodaraga rool) ja piduriketastel (uuemad on aukudega), kindlasti on muudki.
Peaks täitsa uurima.
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Mario81
huviline
Registreerunud 28.01.06
Asukoht: Tallinn
Kasutaja on eemal
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postitati 25.12.06 16:19
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loodan et on abi.
info pärineb siis sellisest raamatust nagu superautod. (300 kuulsat sportautot)
rs2 on sööbinud nii paljude inimeste mällu, et vähesed suudavad meenutada tema eelkäijat, 230-hobujöulist (172 kw) s2 avanti, tänu millele kasvas audi
80 universaalist välja kiire ja ka praktiline tarbeauto. rs2 töstis sportlikud sooritused täiesti uuele körgusele suuresti tänu sellele, et tömbas
tehnilisse teostusse kaasa porsche. alustanud audi 80 universaalist, kohendas porsche kogu küünalvedrustust, tuues juurde sportautole omased
pöikstabilisaatorid ja bilsteini teleskoopamortisaatorid. pidev nelikvedu kasutas torsen-tüüpi diferentsiaali, tagamaks laitmatut haardumist, süsteemi
sobitati kuuekäiguline lühikeste käiguvahedega kast. mölemal sillal olid porsche 968 mudeli ventileeritavad ketas pidurid, 2x17-tollised veljed vöeti
otse porsche 911-lt. viiesilindriline mootor oli audi oma, aga porsche lisas sellele suurema kkk turbo ja vahejahuti, vöimsamad pihustid, 911
kütusepumba, uued nukkvöllid ja madalsurveväljalaske.
tippkiirus 253km/h
kiirendusaeg 0-100 4,8 sekundit
mootori tüüp R5
töömaht 2226 cm2
käigukast 6-ne manuaal
max vöimsus 235kw (315hj) @ 6500p/min
max pöördemoment 409 Nm @ 3000p/min
tühimass 1595 kg
kütusekulu 14,1l/100 km
edit- kui kellelgi huvi siis veidi on veel andmeid selliste markide kohta nagu; audi a4 btcc, audi quattro swb 1983, audi s4, audi tt, audi v8
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f.
huviline
Registreerunud 27.12.06
Asukoht: Pärnu
Kasutaja on eemal
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postitati 18.01.07 10:50
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pole seeriatootmises olev S mudel aga sellest sai kõik alguse. Kiireim audi!
Audi S1 Rally Group B is the first 4-wheel drive car in the Group B era. Not the best handling but a fire spitting, tire shredding monster. Surpassed
by the outrageous S1 evolution in 1986.
"Accelerating from 180-200mph is like 30-40mph in a normal road car..." -- Walter Rohrl (World Champion)
Engine: Five cylinder, turbo-charged, 600+ bhp
Transmission: Four wheel drive - 4WD -, six speed
World Champions (Makes): 1982 and 1984
Top Drivers: Hannu Mikkola, Stig Blomqvist, Walter Rohrl, Michele Mouton
Speed: 250 kmh
Base in: Audi Sport Quattro
Audi S1 0-100 kmh / 0-60 mph: 2.3 sec.
Acceleration 0-100 kmh:
Audi Sport quattro: 225 kW/306 PS; 4,9 s
Audi Sport quattro Rallye: 331 kW/450 PS; 3,5 s
Audi Sport quattro E2: 390 kW/530 PS; 2,6 s (Double clutch transmission) bzw. 3,1 s (manual transmission)
Audi Sport quattro S1 Pikes Peak: 440 kW/598 PS; less than 2,6 s
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TT
huviline
Registreerunud 08.06.04
Asukoht: GDN
Kasutaja on eemal
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postitati 24.01.07 11:46
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Mõnede S mudelite tootmisarvud Audi tehase andmetel:
1. Audi S2 Limo - ABY 2226 cm3 169 kW/230 PS - 300 tk
2. Audi 200 Avant - 3B 2226 cm3 162 kW/220 PS - 1616 tk.
3. Audi S2 Avant - ABY 2226 cm3 169 kW/230 PS - 1818 tk
4. Audi S2 Coupe - ABY 2226 cm3 169 kW/230 PS - 1901 tk
5. Audi RS2 Avant - ADU 2226 cm3 232 kW/315 PS - 2900 tk
6. Audi S4 Avant - AAN 2226 cm3 169 kW/230 PS - 4654 tk
7. Audi 200 - 3B 2226 cm3 162 kW/220 PS - 4767 tk
8. Audi S2 Coupe - 3B 2226 cm3 162 kW/220 PS - 5469 tk
9. Audi S4 - AAN 2226 cm3 169 kW/230 PS - 9286 tk
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jõuvanker
klubiliige
Registreerunud 21.03.03
Asukoht: Harjumaa
Kasutaja on eemal
Auto: ´11a. A4 avant q. s-tronic 3.0TDI 176KW
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tarmo
klubiliige
Registreerunud 05.01.03
Kasutaja on eemal
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 06.01.10 12:23
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RS2-le lisaks
This months copy of EVO dropped through the letter box the other day and I flicked through it and spotted a small picture/article of the RS2. The
article states
"With 315HP and Porsche engineering, the RS2 was the hero of its generation, but drive one now and you'll be astonished by the turbo lag,
the light steering, the vague gearchange and by just how much understeer it has.
It's not as involving as contemporary road tests would have you believe".
EVO Magazine comments
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torque addict / in the real world four wheel drive means safety and traction
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Dan
klubiliige
Registreerunud 05.11.03
Asukoht: Tallinn/Kuressaare
Kasutaja on eemal
Auto: VW Golf R Mk7; Audi A3 SB quattro, Audi 80 quattro
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postitati 06.01.10 13:52
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S4 2.7 V6 BiTurbo
The technical data
•
Configuration:
V6 engine with 90° V-angle and twin
turbochargers
•
Engine code:
S4: AGB
•
Output:
S4: 195 kW at 5800 rpm
•
Torque:
S4: 400 Nm at 1850 to 3600 rpm
•
Maximum speed:
6800 rpm
•
Compression ratio:
9.3 : 1
•
Displacement:
2671 cm
3
•
Bore:
81 mm
•
Stroke:
86.4 mm
•
Weight:
approx. 200 kg
•
Engine management:
Motronic ME 7.1
•
Firing order:
1-4-3-6-2-5
•
Fuel type:
S4: 98/95/91 RON
•
Compliant with emission standard:
EU III-D
Figures obtained using 98 RON
unleaded premium fuel to
89/491/EEC.
Figures obtained using 95 RON
unleaded premium fuel to
89/491/EEC.
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fobik
huviline
Registreerunud 25.09.07
Kasutaja on eemal
Auto: C5 S6
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 03.02.10 19:51
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Leidsin mõned kaalud.
Vehicle Weights, S4 and 5000TQ Component weights
Horsepower is often used to compare vehicles performance, often times unfortunately, the weight of the vehicle is overlooked or not mentioned.
The transmission gearing and tire size, will also have a large affect on the acceleration capability of the vehicle. The other aspect of performance,
is the amount of torque the engine produces at different RPM points, if you were to graph the torque output vs RPM, this area under the curve, is
usually more important to gauge acceleration potential, than one HP number at a single RPM.
o The ur-quattro Coupe weighs about 2850lbs = 1292kg
o The 4000 quattro weighs about 2820lbs = 1279kg
o 1986-88 Audi 5000TQ weighs about 3350lbs = 1519kg
o 1989-90 Audi 200TQ weighs a little more, about 3400lbs = 1542kg
o The 1991 Audi 200TQ 20V, gets a little heavier, at about 3635lbs = 1648kg
o The 1992 Audi S4, gets heavier yet, at 3825lbs. = 1734kg
Weight of some of the individual parts from a 1994 Audi S4 with 2.22 litre 5 cylinder engine.
* AAN Engine code 5 cylinder Engine Block with Pistons, rods, crankshaft, Oil pump assembly, oil pickup and oil pan, but without the following:
oil filter housing, crank damper pulley and flywheel. 192 lbs
* Bare engine block without the following: No crankshaft, rods, pistons, oil pump or rear seal flange 118 lbs
* Crankshaft 44 lbs
* 5 pistons with 5 rods ~13 lbs
* Oil Pump assembly and rear seal flange 5 lbs
* Oil Pan, pickup and windage tray 12 lbs
* Front Crank damper pulley 11 lbs
* Dual mass Flywheel 27 lbs
* Complete Cylinder head with valves, 2 camshafts, intake manifold, fuel injectors, exhaust manifold 100 lbs
* Turbocharger 15 lbs
* Exhaust Downpipe 14.5 lbs
* A/C Compressor 17.5 lbs
* Alternator 16 lbs
* Turbocharger crossover pipe 4 lbs
* Intercooler with mounting brackets 11.5 lbs
* 01E 5 speed Transmission with shift linkage and Procon Ten cable guide 159 lbs
* Rear Differential with differential lock 73 lbs
* Rear suspension, including subframe, trailing arms, rear hubs, spindles, differential, differential lock and 2 axles/4 CV's, (does not include
shocks/struts/springs/upper-shock-mount) 192 lbs
* Front to rear Driveshaft 25 lbs
* 2 rear axles with inner and outer CV's 29 lbs
* Rear strut, spring, upper shock mount 15 lbs
* 16X8 five spoke forged alloy wheel 18lbs
* 16 X 8 five spoke wheel with 225/50X16 Dunlop SP 4000 Tire 46 lbs
* Front Sway bar with 2 bushings 15 lbs
* Left Front Strut with coil spring, upper strut mount, strut bearing 43 lbs
* Left front Lower control arm 6 lbs
* Front Subframe with 4 subframe bushings 27 lbs
* Steering shaft with adjustable column mount 14 lbs
* Shifter and shift linkage 5 lbs
* Front Brake rotor and G60 caliper and brake line 31 lbs
* G60 Brake Caliper and brake line 16 lbs
* Front Brake rotor 15-16 lbs
* Front shock and coil spring 14 lbs
* 2 Rear Brake Calipers 17 lbs
* L/F Strut housing with wheel hub and wheel bearing 22 lbs
* Dual exhaust system with dual catalytic convertors, includes center resonator, rear muffler 107 lbs
* 2 Catalytic convertors 25 lbs
* Power Steering pump with mounting bracket with belt tensioner 13.5 lbs
* Power Steering pump without pulley 6 lbs
* ABS Hydraulic Assembly 11 lbs
* Brake Hydraulic Booster 3 lbs
* Brake Master Cylinder 2 lbs
* Brake Accumulator (bomb)and mounting bracket 4.5 lbs
* Emergency brake handle and cable guide 2.5 lbs
* Front hood sheetmetal, without grill, without hinges or hood shock 51 lbs
* L/F Fender 9 lbs
* Rear Trunk lid with hinges/shocks without tail light lenses 41 lbs
* Rear Bumper with cover 27 lbs
* Drivers Seat with armrest, sport version black leather 67 lbs
* Passenger front seat, sport version black leather 60 lbs
* Rear seat bottom, sport version black leather 20 lbs
* Rear Seat back with center arm rest, sport version black leather 20 lbs
* Left Rear View Mirror complete 2.5 lbs
* Right Rear View Mirror complete 2 lbs
* Left front door sheetmetal skin with hinges 34 lbs
* Left front door aluminum frame with glass and electric motor 22 lbs
* Left front door panel with Bose speaker without handles trim 12 lbs
* Left front door complete 70 lbs
* Left rear door complete ~50 lbs
* Left rear door sheetmetal skin with hinges 27 lbs
* Left rear door aluminum frame with glass and electric motor 18 lbs
* Left rear door glass 7 lbs
* Pedal Assembly with clutch master 8 lbs
* Sunroof glass panel with sunshade 21 lbs
* Sunroof metal support frame with guide cables, wind/rain deflector and motor 29 lbs
* Headliner 5 lbs
* Misc. Body hardware, nuts and bolts 22 lbs
* Vehicle wiring harnesses except ECU harness with battery cables 54 lbs
* Seat Heater wiring harness 3 lbs
* Power Window and mirror harness 7 lbs
* Windshield wiper motor and arm assembly 7 lbs
* Headlamp assembly 7 lbs
* A/C Evaporator housing with evaporator 11.5 lbs
* Heater box with blower 15.5 lbs
* Procon Ten cables and guides including front seat belt retractors 13 lbs
* Empty Gas Tank with fuel pump and fuel sending unit 40 lbs
* Bare Body with front windshield and rear window, dashboard, and front hood, otherwise it is stripped clean without the following items:
drivetrain, the front and rear suspension, the 4 doors, both fenders, rear trunk lid, no wiring, no interior, no carpet, no headliner, no sunroof
assembly.. 850 lbs
LINK
EDIT:
* AAN Engine code 5 cylinder Engine Block with Pistons, rods, crankshaft, Oil pump assembly, oil pickup and oil pan, but without the following: oil
filter housing, crank damper pulley and flywheel. 192 lbs 87kg
* Oil Pump assembly and rear seal flange 5 lbs 2,2kg
* Oil Pan, pickup and windage tray 12 lbs 5,4kg
* Front Crank damper pulley 11 lbs 5kg
* Dual mass Flywheel 27 lbs 12,2kg
* Complete Cylinder head with valves, 2 camshafts, intake manifold, fuel injectors, exhaust manifold 100 lbs 45,3kg
* Turbocharger 15 lbs 6,8kg
* A/C Compressor 17.5 lbs 7,9kg
* Alternator 16 lbs 7,2kg
* Turbocharger crossover pipe 4 lbs 1,8kg
* Intercooler with mounting brackets 11.5 lbs 5,2kg
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 10.05.10 07:24
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Audi S1 PDK 2009
S1 Steckbrief:
* 23 Jahre alt
* heißt RE 15
* ohne WP-Kilometer
* mit PDK-Getriebe
* 610 PS stark
* 4 cm länger als andere S1
* km-Stand 712
* Erstbesitz: Walter Röhrl
Geplanter erster Rallye-Einsatz: Rallylegend Italien im September 2009.
Michael, wir wünsche allzeit gute Fahrt mit Deinem RE 15 - er ist bei Dir in besten Händen.
Der legendäre Audi Quattro S1. Man sieht ihn heute höchst selten auf einer Rennstrecke. Unverkennbar: der brachiale 5-Zylinder-Turbo-Sound. Durch die
Übertragung der 540 - 610 PS auf beide Achsen, konnte der Quattro Kurven schneller durchfahren als jedes andere Serienauto seiner Zeit. Die
Konstruktion verhilft dem Hersteller zu großen Erfolgen im Rallyesport.
Technische Daten
Motor: Fünfzylinder-Reihen-Turbo-Ottomotor DOHC;
Zylinderkopf und Zylinderblock aus Leichtmetall (ebenso Ölwanne)
Steuerung: 4 Ventile pro Zylinder, Zahnriemenantrieb
Hubraum: 2100 ccm (mit Turbofaktor 1,4: 2954 ccm)
Bohrung x Hub: 79,5 x 85 mm
Sonstige Merkmale: S1 (Spoiler-Evolutionsmodell) mit zulässigen Umbauten
im Motorraum: vorn liegender Ladeluftkühler tritt an die Stelle des nach hinten
(in den Kofferraum) verlegten Wasserkühlers und Ölkühlers für Motor;
Getriebeölkühler in seitlichen Taschen der hinteren Radkästen untergebracht
hinten 2. Generator von Fall zu Fall;
Leistung: Werksangabe: 330 kW / 450 PS bei 7500/min;
Steigerung bis zu über 610 PS möglich; Motor drehfest bis 8400/min;
Max.Drehmoment: Werksangabe: 480 Nm bei 5500/min
Gemischaufbereitung: Bosch elektronische Einspritzung und Zündung
(Motronic); je nach Renneinsatz unterschiedliche Gehäuse für KKK-Turbolader
K27 und Turbinenräder nach Bedarf;
Schmierung: Trockensumpf
Kraftübertragung: permanenter Allradantrieb, jedoch ohne Mitteldifferential
für San Remo (mit Torsen-Gleason-Antrieb).
Bei der RAC Rallye wurde ein Prototyp der PDK-Fünfgang-Automatik
("Porsche-Doppelkupplung") verwendet.
Ab August 1985 - 1000 Seen in Finnland - experimentierte das Werk mit
hydraulischen und mechanischen Mitteldifferentialsperren, darunter das
Torsen-System und die Ferguson-Kupplung in Verbindung mit Mitteldifferential.
Getriebe: allgemein Sechsgang-Schaltgetriebe von VW Kassel und elektro-
hydraulisch betätigte Zweischeibenkupplung (sofern nicht PDK-Automat
verwendet wurde).
Fahrzeugaufbau: Verkürzter Aufbau in Skelettbauweise aus Stahl plus
Außenhaut in Leichtbaustoffen; zusätzliches Spoilerwerk vorn, hinten und an
den Radkästen und Fahrzeugseiten;
Hecklast: im Kofferraum: Wasserkühler, Hilfsgenerator, Batterie und
90 Liter-Kraftstofftank von Uniroyal-Englebert.
Fahrwerk: Weiterentwickelte McPherson-Federbeine vorn und hinten; zusätzliche
Schubstreben; Leichtmetallgußteile für Neben/Dämpfergehäuse;
Bremsen: wahlweise belüftete Scheiben verschiedener Dicke mit 295 bis 305 mm
Durchmesser; häufig mit spezieller Wasserkühlung der Bremsen;
Räder und Reifen: Verträge mit Speedline (Leichtmetallräder) und Michelin (Reifen)
Rallyeeinsätze mit metrischen Abmessungen der Räder entsprechend 16 Zoll
Durchmesser und 9,75 Zoll maximaler Felgenbreite (Asphalt).
Lenkung: Zahnstangen-Servolenkung
Länge/Breite/Höhe: 4240/1860/1344 mm
Radstand: 2224mm
Spurweite: 1465 vorne, 1502 hinten (je +44mm)
Leergewicht: 1100-1200 kg
Höchstgeschw.: ca. 220 km/h (je nach Getriebeübersetzung)
Beschleunigung 0-100 km/h: 3,1 sec.
Verbrauch: 50,6 bis 70,6 l/100 km
http://www.1-buc.de/index.php?NEWS_ARCHIV:Januar_2009:Walter%2C_Dein_Alter%21_-_der_1._buc_begr%FC%DFt_sein_Neumitglied_Michael_
Gerber_aus_Lich
http://www.youtube.com/watch?v=IZskSMSsiPA
http://www.youtube.com/watch?v=NHDd4xGzhv0
http://www.youtube.com/watch?v=zyg-c9Pz1Mk
Info pärineb SIIT teemast:
Bram
I found some nice videos regarding the original S1 from Michael Gerber. This S1 is one (RE15) of the 20 original rally Audis and was prepared for the
Akropolis 1986 rally. It never made it to the stage, since Audi pulled out of Group B just before that rally. Walter Röhrl was owning this car before
Michael bought it. This S1 is 4 cm longer as the other S1 cars and has 610HP. That seems interesting, does it? If your German is
good, try this read: http://www.1-buc.de/index.php?NEWS_A...erber_aus_Lich
Appearantly the PDK box is too expensive to keep using, so they will change it back to a normal manual gearbox in 2010. This video might be the last
and most recent one using the PDK!
Puglife
Phil Short co-drove for Walter Rohl on that rally. I've got an Email off him about the gearbox.... It was very problematic and Walter didnt
like the setup due to the weight addition it imposed (30kg heavier, making a total gearbox weight of 87kg)....
I found an image of the test data sheet for the RE15 PDK somewhere a while back..... 0-100km/h in 2.4seconds.
Bram
Porsche Doppel Kupplung = Porsche double-clutch transmission
I think they were made for the Posche 962 racecars in 1985 and Audi had some exchange with Porsche on technology I think.
Puglife
Yup and the 956 also had testing with a PDK system. The DSG, PDK, S-Tronic etc of today was influenced by the 1980's Porsche development. Audi got
two PDK gearboxes for S1 E2 development through Ferdinand Piech, grandson of Ferdinand Porsche....
Täiesti haige, kui kiiresti see kast käiku vahetab.. auto kiirendusest rääkimata.
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 24.12.10 12:13
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S4 b5 2.7 biturbo vanem ja uuem mudel
Pre-Facelift - enne facelifti ehk mudeliuuendust (vanem mudel) - enne 1999a oktoobrit
Flush fit door handles - nö uputatud ukselingid
Square side repeaters – esitiibadel ruudukujulised suunatuled
Separate headlights and front indicators - eraldi esimesed pea- ja suunatuled
Windscreen washers on bonnet - tuuleklaasi pihustid kapoti peal
Analogue clock - seieritega kell (aja näitaja)
Mid-Facelift - vahepealne mudeliuuendus - 1999a oktoober kuni 1999a detsember
Once Piece Headlights and Indicators (not two separate units) - ühes tükis esimesed pea- ja suunatuled
Rectangular side repeaters - esitiibadel ristkülikukujulised suunatuled
Analogue clock - seieritega kell
Air vent location lights - salongi ventilatsiooni juhtnuppude valgustus
New interior light concept - uuem salongi valgustuse lahendus
Soft touch opening boot - nö pehme tagaluugi avamine
New bootlid outline – uus tagaluugi kujundus
Boot lock with cover – kattega tagaluugi lukk
Reversing lights to the lower half of the rear cluster - tagatuledel läksid tagurdustuled madalamale
Reshaped front and rear bumpers - muudetud esimene ja tagumine põrkeraud/stange
Polished body-post trims - poleeritud postiliistud
Curved door handles - väljapoole ulatuvad kaardus ukselingid
Aluminum door-sill trim strips - uksepakkudel alumiiniumist triibud
Wider side protection moulding -
New grille outline - uus iluvõre
Concealed windscreen washer jets (Not on bonnet) - tuuleklaasi pesupihustid peidetud
New wiper arms - uued kojameste vardad
S4 badge moved from the top lip of the boot to next to the number plate - S4 märk tagaluugil viidi ülaosast reg nr-iga ühele joonele (kõrvuti)
Bigger Turbo oil lines - suuremad turbode õlitorud
Exhaust manifold was modified - modifitseeritud väljalaskekollektorid
Cover over battery compartment - aku kohal kate
Front & rear brake setups - esi- ja tagapidurite seaded/modifikatsioonid (tagapidurid ventileeritavad ..)
Colour matched interior components - kerevärvi salongi detailid
Heated seats switches move from high up to low down - istmesoenduste nupud viidi alla poole
AC controls different - teine kliimajuhtplokk
Pushbuttons in dash are wide rather than tall - muutus keskkonsooli nuppude kuju
Audi ESP - tuli kasutele Audi ESP ehk stabiilsuskontroll
Post-Facelist - mudeliuuenduse järgne - peale 1999a detsembrit
High level brake light carpeted -
Digital clock with date on the Dash - digitaalne kell koos kuupäevanäiduga
CAN-bus – võeti kasutusele CAN-bus
2001 – mudelid alates 2001a
F-pipe was removed - F-lõdvik eemaldati
Hitachi MAF - võeti kasutusele Hitachi õhulugeja
Different S4 badge on the back and dash - uued S4 embleemid/märgid
4 lambda Sensors - võeti kasutusele lisaks kahele olemasoleale lambdale veel kaks lambdat (põhja all peale katalüsaatoreid)
LINK
S4 Tuning / S4 Buying Guide
This tuning guide is based on the B5 S4 with the 2.7litre twin turbo motor. These cars can be now picked up for between 3 to approx 8000GBP, which,
given the fact that its engine is based on the humongously more expensive RS4, makes the S4 a bit of a bargain. The S4's 2.7litre turbo can be tuned
to over 500bhp on standard engine internals making it possibly one of the cheapest 500bhp cars you can buy. Here's how to get an S4 to the magic
500bhp mark.
S4 Tuning - Brakes
The standard S4 brakes could be better. They fade after just one big stop. This can be largely sorted with the use of some high quality performance
brake pads. If this still isn't enough for you the next step is to increase the diameter of the brake discs. There are a number of ways of doing this
and all methods require upgrading the wheels from 17s to 18s. HiSpec make a kit for 1500quid and this should be up to the most extreme track use.
There is also an option of fitting the B7 RS4 brakes which use 8pot Brembo calipers. Speak to MRC for more details.
For the rear brakes a easy option is to get S8 caliper brackets which gives the ability to fit S8 discs. Calipers are extremely long lasting with the
only really problem coming from the ABS electronics. The ABS circuit board can be reconditioned for a few hundred quid but if you want to replace the
complete module this will set you back about a grand.
S4 Tuning - Suspension
S4s with over 60-70 thousand miles ask if the front suspension arms have been replaced. There are 8 in total, 4 each side and when the ball joints
wear out you have to buy a complete arm. The full set will cost around 600GBP. Any rattling over bumps is most likely the anti roll bar links which
are much cheaper. Springs and dampers can last for a 150000miles.
One of the most cost effective improvements that can be made is H&R anti roll bars. The ride comfort stays the same but the car corners flatter
and they give the S4 a more neutral balance.
For track days a coil over kit is the way to go, Bilstein and H&R both make a kit for the S4.
MRC Tuning S4, my word this flies
Just to put it into perspective, this S4, according to the video does 100-120 in just over 3 seconds, the new Mazda RX-8 R3 with 228bhp does it in
10seconds, the Lambo LP560-4 and Porsche 997 GT2 do 100-120 in 3 seconds. For the Lambo you'll need 147,000GBP, for the GT2 131,000GBP, for the S4
you don't. Rapid doesn't really cover it. If you cant wait for the link at the bottom which takes you to S4s for sale in the UK. Its here S4s for
sale on Autotrader
S4 Tuning - Bodywork
The shell is galvanised so there shouldn't be any rust. If there is rust it most likely be under the handle trim on the boot. If there is rust then
suspect an accident repair, likewise if the doors don't shut cleanly.
S4 Tuning - Engine
The 2.7l V6 Twin Turbo motor comes with 265bhp as standard. To get over 300bhp a simple remap to up the boost from 0.5-0.7 to 0.9-1.2bar, MRC can do
this for you for 400GBP. Combine the remap with a performance exhaust system and larger, second-hand RS4 intercoolers and the motor will be making
around 330bhp. The pre cats can be removed and the car will still pass the MOT. Milltek, Supersprint and Scorpion make exhausts for the S4.
340bhp is about the limit of the standard K03 blowers. The next step up the turbo ladder is the K04 turbo. They are nearly the same price as the K03
turbos so its a no brainer upgrade. The K04 can supply enough air for 370bhp with a remap and the standard injectors and fuel pump. Uprated the fuel
pump to a Bosch motorsport item and the injectors to 440cc capacity squirters and your looking at 450bhp with a suitable remap.
For the magic 500bhp 600cc injectors are required, hybrid K04s, tubular or ported original manifolds, thicker head gasket and a 3inch bore exhaust.
The RS4 has uprated internals over the S4 but it is believed the S4 internals are hugely over engineered anyway, the RS4 internals are overkill.
Although the engine is girder strong, the bits that are hanging off it are not. The biggest thing to look at on the FULL service history is the
service intervals. Fleet cars had a variable service period which could be as long as 20.000 miles which is no good for the S4. Have a butchers
through the filler cap and you can just about see the cam lobes, check them for wear and listen for rattles. Sorting them out is 3 and half large.
What your looking for is an Audi NON variable service history and best of all, a service history from a VAG specialist garage. While your checking the
cam lobes, have a look at the underside of the filler cap, if it's black and burnt then the engine has been abused.
Apart from the service intervals, oil changes and the cam lobes there are 3 major areas which can cause and/or lead to stress inducing bills.
1. Boost leaks, not a problem in itself but they can lead to the turbos over speeding as they try and maintain the programmed pressure. Woo ooo like
noises from the turbos can point to them needing changing in the not to distant future. Screaming sounds from the turbos will mean they are shot.
It's 1200GBP plus VAT to change the turbos.
2. MAF sensor, if this fails the hotter exhaust gases can destroy the lambda and EGT sensors, 106 per side for the lambda and 139 for the EGT sensors.
80GBP for the MAF.
3. Recirculating boost valves, the diaphragm can fail leading to loss of boost and therefore power. S3 ones can be used as replacements as they are
only 24GBP. Uprated valves are also available from Forge Motorsport.
These 3 faults can get by a Audi main dealer service as they don't trigger fault codes.
Cambelts, used to be changed every 80k but its down to 60k now, better safe than sorry on this. 695GBP for changing the cam belts when its done by MRC
but they change nearly every component that comes into contact with the belt as well including the water pump.
The exhaust manifolds have push fit pipes inside them which can come loose and rattle. Manifolds are not expensive due to many owners upgrading to
tubular items, its the labour that costs here, 950GBP of it. Its a good opportunity to upgrade the turbo and change the cambelts while your doing the
manifolds.
S4 Tuning - Transmission
Civil engineering more than automotive engineering went on in this area. The standard box is good for 650bhp just change the oil every 100k or 3 years
to keep it fresh. If there is any area that can be found wanting its the clutch. 370bhp is the standard clutch's limit. Fortunately the RS4 clutch is
a straight swap and this can hold 500bhp with no problems. The clutch can be changed when your changing the turbos.
S4 Tuning - Interior
Audi are famous for being the best at comfortable and ergonomic interiors and the S4 is no exception. The S4 came with coloured inserts on the seats
which breaks up the dark interior. The build quality of the interior means that the mileage of the car shouldn't be obvious as it wears so well. But
as always check the drivers seat bolster and steering wheel for a clue if the mileage on the clock matches with what your seeing on the interior.
The standard radio can play up with volume knob going on sporadic holidays. If its on the fritz a new radio is required as it cannot be repaired.
The centre LCD display on the dash in between he rev counter and the speedo can loose a few lines of pixels. MRC have now found someone who can repair
it.
Audi S4 Tech Spec:
Engine: 2.7 V6 Twin Turbo 30Valve
Transmission: 6 Speed, 4wd, Torsen Centre Diff and Electronically Locking Front and Rear Diffs.
Brakes: 321mm Front Discs - 255mm Rear Discs with ABS
Suspension: Macpherson Strut
http://www.strikeengine.com/audi-tuning/s4-tuning-buying-guide.html
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 04.08.12 13:27
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For Your Eyes Only
Esimene
Teine
Kolmas
Neljas
Viies
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 08.01.13 22:27
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The C4 Audi S4 / S6 (UrS4/S6) Buyer’s Guide, 2010 Edition
http://s-cars.org/site/archives/630
Many of these cars are bargains these days as far as I am concerned. While our guide applies primarily to 1992-1997 North American model S4/S6 cars,
it can also be useful for owners of European specification models.
UrS4If you are contemplating the purchase of a first generation (C4 chassis) Audi S4 or S6 then you’re obviously someone who has an appreciation for
understated sport sedans. Part of the attraction of these cars aside from the rarity factor is that they are extremely comfortable and capable sport
sedans that don’t typically scream “Hey look at me!” They are also, for the most part, simple enough to work on for the average enthusiast. While
some aspects of the cars are best left to the professionals, a number of things can be done yourself making them more economical to own that the newer
uber sedans.
Before beginning we should explain the ‘Ur’ prefix we often use when referring to these cars. Simply put, “Ur” is a German prefix meaning original.
You’ll hear these cars referred to as UrS4/UrS6 or the original S4/S6. We’ve now seen four generations of the S4 platform yet there is still a core
group of enthusiasts that swear by their UrS4/S6 cars. These cars are unique. Special. Limited production. Oh yeah, and they can be quite fast as
well!
With that out of the way let’s take a closer look…
UrS4 badge
UrS4 badge
So where did the S-Cars come from anyway?
Germany of course! Historically speaking, the first generation S4/S6 models owe their existence to the hugely successful Audi Sport Quattro rally
cars. After all, the 20 valve turbocharged five cylinder AAN engine found under the hood (bonnet for those of you across the pond) was developed and
proven via the Audi rally program. Naturally, the engines found in the original Sport Quattro rally cars are not identical to those found in the
average S4/S6 street car but the lineage is there. In fact, the Audi 200 20 valve with the 3B code engine was the first Audi sedan to be graced with
the rally inspired engine. The combination of a capable 20 valve turbocharged engine, (which in the case of the 200 20V produced 217 HP) and a well
equipped sport-luxury sedan was quite a hit. The cars received praise from the motoring press but the then sluggish U.S. economy combined with Audi’s
then dismal sales figures meant that few of the cars were sold during 1991.
The S4 is born….
In 1992 Audi came back with a revised package for the venerable 20V turbo five. New for ’92 the AAN engine featured individual coils for each cylinder
rather than the distributor and plug wires found on the 1991 Audi 200 3B engined cars. This enhancement helped boost horsepower from 217 to 227
horses. Performance was excellent for a moderately sized sport sedan. 0-60 MPH sprints required roughly 6.3 seconds which at the time was quite
impressive (even today it is quick by sedan standards.)
Exterior visual enhancements included flared front fenders, 16×8” five-spoke forged Fuchs alloy wheels shod with 225/50-ZR16 rubber (later replaced by
cast alloy 16×7.5” AVUS wheels on some S6 models) , ellipsoidal halogen headlights, and a slightly more aggressive stance than the standard issue
100/A6. Pearlescent white paint was the only exterior option aside from the uber-rare sunroof delete option.
Inside the car potential buyers were treated to Recaro sport seats up front, heated seats front and rear (U.S. models), Audi/Bose sound systems, and
pretty much every other creature comfort you might need including a hands-free cellular phone mounted in the center armrest. A 10 disc (6 disc on
later cars) was the only interior option. (Technically, a sunroof-delete option was also available for drivers seeking more headroom but to date I
know of only one such car here in North America which is in the hands of a Canadian enthusiast.)
Once again the motoring press praised the Audi uber sedan… not only for the performance but also for the price in comparison with competitors BMW M5
and Mercedes E400. The S4 did still cost nearly $50,000 U.S. dollars (1992) and the economy still wasn’t exactly booming. Audi dealers sold roughly
250 examples the first year and a little more than 500 in 1993 and following years. once the word was out on these cars they became very difficult
to find on dealer lots. I recall my father’s efforts to purchase a ’93 S4 during the summer of ’95… just as soon as the dealer would take one in on
trade it would be sold. It took nearly six months to find one! Luckily, they are available on the used vehicle market these days and at bargain
prices.
1994 UrS4
1994 UrS4
Buying a 1992-1997 Audi S4 or S6…
UrS4The time has come to buy your own 1992-1994 S4 or 1995-1997 S6? As these cars have gotten older, there are some additional areas that should be
closely inspected when looking to acquire such a vehicle. Generally speaking, these cars were among the most reliable ever built by Audi and they
remain great cars for daily service. Proper maintenance is the key to finding the right car.
All things get older and the S-Cars are no exception. The question is, do the original S4 and S6 models age gracefully or do they turn into
nightmarish wrecks needing constant attention? Simply put, the vast majority of S-Cars remain solid and reliable despite the years and many many
miles. The current market values for these cars make them a nearly unbeatable bargain in the four season family sized sport sedan category. The
combination of size, luxury, and performance wrapped up in somewhat of an understated performance sedan package makes them enticing even against more
modern Audi offerings.
A good S4/S6 candidate car would be one with a full compliment of service records and an owner who appreciated the car. For this reason, buying a car
from an enthusiast owner, such as an S-CARS.ORG member, would be a good place to start. Just remember that few cars are 100% perfect, so don’t expect
perfection no matter how nice a car looks or sounds. It is normal to have a few things that need to be taken care of. Don’t let it scare you away from
a car if everything else checks out. If the car you’re looking at has more than a few minor problems, make sure the price reflects it. Be very
cautious if the car has any major problems (i.e.: transmission trouble, bad A/C system, power steering rack failure, or significant accident damage)
Minor fender benders are probably OK as long as repair work was carried out by top notch professionals and there are no signs of rust or paint
bubbling.
Now we’ll examine the cars more closely…
Body Structure:
All C4 chassis cars were double galvanized by Audi therefore body panel rust is generally not a major concern unless the car has been in an accident
and improperly repaired. Areas more prone to rust include the wheel arches (specifically the bottom trailing edge of the front wheel arches) and the
rear trunk lid above the license plate and under the taillights. Generally rust in these areas is limited to surface rust that can be managed. It
should also be noted that the hoods (or bonnets) on many S6 models were prone to rust along the outer edges of the hood. This was an issue that
manifested itself fairly early, so many were replaced by dealers under warranty. Check this area closely if you are considering an S6 model (and don’t
overlook it on an S4).
S6 steering rack
S6 steering rack
Another area to check is the area where the steering rack is attached to the body of the car. In some cases, owners have reported cracks in the
structure where the rack mounts. A creaking sound in the steering can be a hint that all is not well here. This issue was most likely found in the S4
and some early S6 model cars. Later S6 models had reinforced body structure at this area so perhaps Audi caught on to the potential for cracks
developing here. This problem CAN be fixed in most cases. There is an F.A.Q. on the site that details the steps taken by one owner.
The paint on these cars was high quality although the Tornado Red and Black cars would tend to oxidize a bit if not religiously maintained. I have
seen some clear coat cracking on cars as well. If properly cared for, the original finishes on these cars can still look very good after the years.
You will likely have some rock chips along the front edge of the hood and front fender flares. Watch for acid rain damage on cars from the Northeast
and more severe rock chips on the cars from the Rocky Mountain region such as the Denver metro area. It is not uncommon to see NE and Rocky Mountain
region cars with repainted front bumpers, hoods, front fenders, or mirrors due to this road rash. Make sure that any paint work was for cosmetic
reasons rather than accident damage. Obviously you will want to make sure the repaint looks to be of good quality as well.
Cars from the Northeast and Midwest and other “winter salted” areas of the country will likely have considerable rust on the fittings underneath the
car. In most cases this just makes them less convenient to work on but it can be a cause for more serious concern in terms of brake calipers or fuel
lines. We’ll detail these issues in another section.
What to look for…
- Check all door and fender gaps closely for signs of panel replacement or repair. The gaps should all be uniform with no signs of overspray.
- Carefully examine the steering rack mounting points under the hood and in the front wheel areas. Some owners have experienced cracking in this area.
It can be fixed but is best avoided.
- Check the seams along the edge of the hood for signs of rust. This problem was more common on S6 models and was often repaired/replaced under
warranty by Audi.
- Wheels arches are prone to rock chips. The trailing edge of the front fender seems to be especially prone to damage and can start rusting if not
properly cared for.
- Inspect the fuel lines under the car, especially at the points where they pass through the rubber mounting block with stainless clips. Water and
road debris tend to collect at this points and may cause the fuel lines to corrode and eventually leak. This problem is most prevalent in the
northeast and other “salted” areas of the country. Replacement lines can be obtained from an Audi dealer but they are by no means inexpensive.
- Bumper covers should be in good shape. Beware of covers with cracks or holes in them. Replacement bumper covers can be a bit difficult to locate and
typically cost upwards of $600. Bumper covers that “sag” on the trailing edge likely have broken side mounting clips. Sometimes you can get lucky and
pop them back in place. The majority seem to need new side mounts. Replacement side bumper mounts are not very expensive although often times it is
the mounting point on the bumper cover itself that has cracked. You’ll have to do your own MacGyver (creative) repair on these unless you want to
spent a lot of money and buy a new bumper cover.
Engine / Driveline:
The 2.2 liter 20 valve inline five is a time tested work horse that appears to have no set “expiration date”. There are many cars still on the road
with more than 200,000 miles. Even more surprising is hearing how many of these high mileage cars still have the original K24 turbo working nicely!
Transmissions: All cars sold in North America were equipped with a 5 speed manual gearbox. Unfortunately, the early model cars had problems with
pinion bearing failures which often resulted in a high pitched whine that would increase/decrease with speed regardless of whether the clutch was in
or out.
Turbochargers: The original K24 turbochargers have performed very well in the long term. Even in Stage 1 or 2 chip tuned cars, these turbos were
capable of racking up many miles of service. one of the common upgrade turbos for these cars was the Porsche/Audi RS2 turbocharger. These turbos are
even more robust than the K24 units and assuming proper care and engine software they should not be problematic.
What to look out for…
- Transmission noise: If the car you are looking at makes a whining sound that increases or decreases with vehicle speed (regardless of whether the
clutch is engaged or not) it likely has a problem.
- Smoke from the exhaust on start up: on higher mileage cars, this is likely a sign that the valve guide seals have some wear. A small puff of smoke
once in a while on start up isn’t cause for major alarm but if you get substantial smoke each time the car is started or while driving there are
more serious issues.
- Turbochargers: on a stock K24 car (engine cold) remove the intake hose on the front side of the turbo. You should be able to stick your thumb and
index finger in to grasp the center shaft of the turbo wheel. Gently check the turbo shaft for excessive movement fore/aft or up/down. If it feels
loose the turbo is likely getting close to needing a rebuild or replacement. “Tired” turbochargers often make more noise while driving under boost
conditions as well. Really tired turbos may blow smoke out the rear of the car while driving.
Suspension / Wheels / Brakes:
The stock suspensions on the North American S4 and S6 were far too soft for many enthusiast owners. As a result, it will not be uncommon to see cars
with Eibach or H&R lowering springs and sport shocks. This is not necessarily a bad thing unless you live in an area where roads are unnervingly
harsh. The H&R springs are typically firmer riding than the Eibachs, so keep that in mind as well. Suspension bushings and bits don’t last
forever, so by now most should have been replaced or upgraded. Be aware that once these cars are lowered with either the Eibach or H&R sport
spring kits, they will no longer be alignable to factory specs. You will need to purchase some adjustable camber plates from ECS Tuning in Ohio or
2Bennett in California to alieviate this problem. Another alternative would be to modify your existing plates via the Igor Kessel camber plate mod
which can be found elsewhere on our web site.
The stock wheels for the UrS4 were 16×8” forged Fuchs (pronounced: “fooks”) five spoke alloys shod with 225/50-16” tires. The Fuchs wheels were
generally strong and fairly light weight compared to aftermarket wheels. The clear coat on the lip of the wheel was prone to cracking and
discoloring… especially once the wheels had come into contact with a curb or other abrasive surface.
An optional six spoke 15×7.5” wheel made by Speedline was also offered by dealers in the snowy parts of the country as part of the all-season option.
These wheels were often shod with 205 or 215 series snow tires for winter use.
Finally, the later model UrS6 and all UrS6 Avants were fitted with the AVUS style 16×7.5” cast alloy wheels. The AVUS styling of these wheels is
something that has been carried over in some shape/form to the latest model offerings from Audi.
’17″Larger wheels and tires are not uncommon sights on UrS4/S6 models. Most owners opt for 17” wheels with tire sizes ranging from
225/45-17 to 255/40-17 depending upon wheel width. Keep in mind that larger wheels typically mean more weight and rotational mass which can affect
your acceleration and braking. Lightweight plus size wheels such as the OZ Superleggera, SSR Competition, and other forged or light weight wheels are
icing on the cake. Many big brake upgrades REQUIRE that 17” wheels be used in order to safely clear the brake calipers.
Got brakes?
Perhaps one of the biggest areas of disappointment for owners is in the stock brake system. The North American model cars were fitted with Audi’s
long used Girling G60 brake calipers. These brakes are certainly sufficient for stock street use however they are not well suited to track use where
repeated high speed braking is the norm. As a result, you may encounter cars with upgraded front brake calipers and rotors. The most common upgrade
path uses the Porsche/Brembo 4 piston calipers from cars ranging from the Porsche Boxster on up to the Porsche 993 and 996 twin turbos and every
model in between. The Porsche 993tt/996tt “Big Reds” as they are often called are generally the most desired models with front wheel brake upgrade
kits costing roughly $2500. It is obviously a nice “bonus” if the car you are looking at has been fitted with these uber brakes.
1994 UrS4 center console
1994 UrS4 center console
Interior Systems:
While the UrS4 and UrS6 had all the bells and whistles of the era, they are relatively simple in comparison to the more modern models.
What to look out for…
- Instrument cluster and switch bulbs: More of a nuisance than anything. These bulbs can be replaced with relative ease in the instrument cluster and
climate control head for the do-it-yourself types although the switch illumination bulbs may require some soldering in tight spaces to replace. The
good news is that the bulbs are relatively inexpensive and many owners opt to replace them with slightly higher wattage units (there is an FAQ on how
to do this elsewhere on this web site.)
- Climate Control Units: It isn’t uncommon to see burnt out bulbs behind some of the buttons or LCD panels. This can be easily fixed with some new
bulbs. Watch out for bad LCD panels however. If the car you are looking at has a scrambled display or missing segments make sure you can either live
with it or afford to replace it (~$400). It should also be noted that the original amber color display units found in the earlier UrS4 model cars is
no longer available from the dealer. Audi only sells the later style units with more of a reddish color display. The later display type will work but
be aware it won’t be a perfect match with the rest of your interior lighting.
- Heater flap motors: Check to see that the climate control functions for changing from the dash to floor vents and defrost work OK. It should be
obvious if the flap is not working.
- Bose audio systems: Generally pretty reliable in the UrS4 and UrS6 but there can be problems with the volume knobs and buttons. It is not easy to
simply add an aftermarket head unit to these cars due to the Bose amplified speakers.
- Accelerator pedals: Yeah, they can and do break from time to time. (That will teach you to stomp on the gas so hard next time huh!?) A replacement
can be had for about $80 USD.
- Power seat motors: Not generally a problem area on these cars but I’d bet they aren’t cheap to replace. More often than not, a problem might be in
the power seat switches themselves.
- Heated seats: The majority of North American cars have front and rear seats with the exception of a few cars with only heated front seats
(generally Canadian models.) The heating elements within the seats can fail leaving you cold in the winter. A tell tale sign of a seat that is about
to fail is a “hot spot” usually near the driver side bolster. Failed seat heating elements can often be repaired by removing the seat covering and
finding the broken part of the element then soldering back together. This may prove to be only a temporary fix however, so you may as well order a
new seat heating element (~$100) and replace it entirely. It might be best to leave this work to an auto upholstery shop if you’re not comfortable
tearing apart your seat.
RS2 spec AAN
RS2 spec AAN
Performance Enhancements:
To some, buying a car with performance upgrades is a good thing while to others it is something best avoided. Let’s put it this way, if you intend to
purchase a stock vehicle and then perform a bunch of modifications yourself then I would suggest looking for a car that already has some of the
upgrades you seek. Why, you might ask? Simple economics! Given the current exchange rates (USD to EUR) many of the common performance upgrades have
become more expensive than ever before. Parts such as the RS2 exhaust manifold which could once be had for around $700 now demand upwards of $950
from most sources. (Granted, this is not all exchange rate influenced… part scarcity also comes in to play since there were not an infinite number of
these manifolds produced.)
Just be sure that the car you are buying has been properly upgraded and maintained. If you have questions regarding the upgrades on a car you’re
considering purchasing, feel free to drop us a line.
What changed on these cars from year to year?
Taking their cues from Porsche perhaps, Audi had a tendency to make subtle changes from year to year on these cars. Generally speaking, the changes
were not typically significant save for a few notable exceptions. A list of year to year changes can be found here.
OK, so what breaks / fails on these cars and how much does it cost?
While these cars are generally quite reliable (assuming they have been well cared for!) there are some things to be prepared for as with any
automobile.
ENGINE
• Camshaft position sensor ($200 + ~ 4 hrs. labor)
• Ignition coils ($140 each, 40 mins. DIY)
• Power Output Stage (~ $200)
• Oxygen sensor ($40 for splice-in / $120 original, 20 mins. DIY)
• Rear brake calipers ($220/side + 1.5 hrs. labor)
• E-brake cables
• Lower door trim ($45 per piece, installs in minutes DIY!)
• Washer reservoir ($60 + 1 hr. labor DIY)
• Coolant reservoir ($70 + 1 hr. labor)
So how much should I pay?
Generally speaking, the majority of the nice cars I’ve seen for sale sell for between $3,800 and $18,500 USD. Early models and higher mileage examples
can often be had for as little as $3,500, but don’t expect a car that “needs nothing” at that price. Generally, a very solid daily driver car in good
condition with good service history can be had for around $9,000. The values of these cars are all over the map so the Blue Book or NADA values often
go out the window. It is getting harder and harder to find really nice cars, so don’t be afraid to pay a little more for that perfect car if you
should come across one in your search.
Note: Last revised: September 22, 2010
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torque addict / in the real world four wheel drive means safety and traction
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