The Audi name is behind many decisive advances in automotive engineering: aerodynamics, front wheel drive, all wheel drive, the rotary piston engine and the 5 cylinder petrol engine, to name but a few. There are other achievements, too, that survive only as halfforgotten chapters in the motorcar sagagems for the auto buff  but they all express the passion and creativity of extraordinary people who were linked by a common drive to experiment, to innovate, to pioneer.

Today the company is officially AUDI AG, but its previous title, Audi NSU Auto Union, reflects its very distinguished background, a marriage over many years of Audi, DKW, Horch and Wanderer (who together formed the Auto Union) and later, NSU Motorenwerke.

August Horch, the founder of Audi, was one of the first designers to tackle the problems of aerodynamic drag. His 'torpedo' coachwork raised the top speed of his racing cars by several kilometres an hour. His cars featured many pioneering technical achievements, illustrating his constant endeavours to find new solutions to technical problems.

In the late 1800's the automobile was invented. The technical foundations of motorised transport had been decided: the thing would have four wheels, one in each corner, and would be propelled by an internal combustion engine. That much was certain, but not much else. At this time, there were many heros of the automobile: Gottfried Daimler and Carl Benz of Germany, Siegfried Marcus of Austria, and the Americans, George Baldwin Seldon and Henry Ford.

But for Audi, it is a young, ambitious engineer, August Horch, who begins our story of exceptional progress. In 1896 Horch discovered the exciting possibilities of the new technology, and signed on with Benz, then the most influential figure of the automobile world. Horch would become one of the most important men in European automobile history  he helped found and name the car companies Horch (1899) and Audi (1909).

1899. Bursting with his own creativity and ideas, Horch left his position as manager of motor construction at Benz to found August Horch and Cie in Cologne, Germany. The next year, he built his first car, equipped with a shockfree, twocylinder engine. Soon afterwards, he developed the rearmounted gearbox and the OHV engine with overhead inlet valves. By 1908, the company was turning out over 100 cars a year.

In 1909 Horch left his own company to form another. Unable to trade under his own name, he chose 'Audi'  the Latin translation of Horch ('Listen' in English). Audi Automobilwerke GmbH began business. 'One of my life's dreams has come true' August Horch.

August Horch built the elegant 'Audi Type K' for the discriminating tastes of the elite. Many of these 1919 innovations would become standard later on  for example lefthand steering and the central position of the gearshift.

In 1926, the Berlin Automobile Exhibition showcased the new Horch 303. Horch immediately became the marque of top quality in German automobile history. The eight cylinder engine would become standard for all models after 1927.

 

 

At the 1931 Salon de Paris, August Horch became the leading name in the German automobile market. The star of the exhibition was a yellow lacquered Cabriolet with a brown top and green morocco upholstery. But its main feature was less cosmetic  a 12 cylinder V engine with a sixlitre cylinder capacity, a marvel of innovative engineering.

Horch, DKW, Wanderer and Audi linked forces in 1932 to create Auto Union AG. The union was symbolised by the four rings

From the start, Auto Union AG was Germany's second largest automobile manufacturer.

DKW was the most affordable marque, and had 18 % of the German market in 1938. Wanderer was positioned in the mid range sector, with Audi at the upper mid range.

The premium sector was reserved for Horch, which captured over 50 % of this market segment. 

Auto Union developed a separate department for racing cars. The sixteen cylinder engine designed by Ferdinand Porsche created a sensation. Sceptics laughed at its innovations, especially the engine position behind the driver. But 27 years later this became the norm in Formula One cars. In 1934 Hans Stuck drove the Rennwagen to break the world record at its first official race.

One of the cofounders of the Auto Union was Baron von Oertzen. He emigrated to South Africa in 1935, and was the first to market German cars on three continents  Asia, Africa and Australia.

In Germany that year, a streamlined version broke a new record at the Frankfurt autobahn  406,3 km/h.

In 1939, every fourth car registered in Germany was made by Auto Union.

Just when private cars were finally replacing bicycles in Germany, the outcomes of the second world war had the most serious impact on Auto Union. The plants were dismantled, and Auto Union was dissolved by the Soviet military.

The directors reacted smartly, and built a new company  Auto Union GmbH, based in Ingolstadt. The new Auto Union concentrated on DKW delivery vans and motorcycles. All these models were marked with a 'W' for 'West' to distinguish them from similar models produced in Saxony for East Germany. Car production only started again in 1950.


In 1956, a plasticbodied DKW set new longdistance records on the Monza race track in Italy  over 4000 miles in 48 hours and 5 000 miles in 72 hours. From 1954 to 1964 the Auto Union achieved over 100 championship titles, 150 overall wins and 2500 class wins.

In Germany 1958, Daimler Benz bought 88 % of the share capital of Auto Union, and a year later began constructing ultra modern facilities in Ingolstadt.

The first DKW Junior rolled off the assembly line at Ingolstadt. Customer demand pushed dealers to their limits. DKW production continued until the mid sixties, when the factory was sold to Volkswagen.

In December 1964, Auto Union was transferred to the Volkswagen Group. The day of the twostroke engine was over, and Auto Union engineers had begun working fulltime to develop a competitive fourstroke model. Meanwhile, the VW 'Beetle' helped maintain production levels  From 1965 to 1969, between three and five hundred VW's were produced each day at Ingolstadt.

In September 1965, Audi launched its first postwar fourstroke engine. The Audi brand was chosen because Audi had been the only prewar Auto Union car with frontwheel drive and a four stroke engine.

The next three years saw launches in Germany of the medium sized Audi 75, the Audi Super 90, and the Audi 60 in its compact class.

Things were also looking up for another German car manufacturer  NSU AG. They were a sensation at the Frankfurt Motor Show with the premiere in the deluxe car class of the NSU Ro80. Twelve international journalists voted it 'the 1967 car of the year'. However, the massive development costs meant that NSU was ripe to join forces with a powerful associate company.

1968 saw the unveiling of the first Audi 100  a fundamentally new car which helped renew the value of Auto Union.

In 1969, Auto Union GmbH and NSU Motor Works formed a joint company  Audi NSU Auto Union AG.

Audi NSU were quick to unveil an entirely new car, the Audi 80 which was developed by chief design engineer, Ludwig Kraus. The Audi 80 was voted 'Car of the Year 1969' in four countries.

The Audi 100 was launched in 1972.

Two years later in Germany, the Audi 50 was launched. The Audi 50 was the last in the 'building block' series that included Audi models 80 and 100. With modern overhead camshaft engines, frontwheel drive, weight saving design and tailgate, it paved the way for the international success of the future Audi and VW models.

The first ever 5 cylinder petrol engine was introduced with the second generation Audi 100, in 1976. In 1977 the millionth Audi 100 came off the production line. In the same year, production of the NSU Ro80 stopped after a production run of 10 years.

The Audi 200 was launched in 1979.

December 1980 marks the landmark introduction of the first high performance car built on fourwheel drive principles  the Audi Quattro Coupe. Quattro is an Audi patented system that spreads the car's power across all wheels, so the driver experiences improved handling, greater stability, lower tyre wear, better traction and therefore better safety in all road conditions.

The quattro astonished the critics. The prototype shot up the Turracher Hohe, Europe's steepest mountain pass, without any traction problems. The tradition of excellence has continued up until today with breathtaking triumphs around the world. The Audi quattro was marketed to the general public in 1980.

The oil embargo in the early 70's had made fuel consumption a concern for all car manufacturers. Reducing fuel consumption was a driving force at Audi because of the important goal to reduce the environmental damage caused by emissions.

Audi gave proof to its pro environment stance at the Frankfurt Motor Show in 1981. The Audi vision of the car for the Year 2000 was a full sized deluxe saloon, with lower requirements for fuel and raw materials, as well as greater safety, operating economy and practical value.

A trendsetter because of its genuine innovations, the third generation Audi 100 had similar aims to the Audi vision for the Year 2000. Aerodynamic body design  with a drag coefficient of Cd 0.3, lighter body sections, new or greatly revised engines for fuel economy, and advanced levels of safety all signalled the future for car design and engineering.

After its 1982 launch, the innovations of the Audi 100 were recognised and praised around the world.

1983 marked another impressive step towards environmentally friendly driving. Audi was the first German manufacturer to receive a general operating permit for cars with catalytic converter technology.

Audi continued to be a world leader in rallies. Drivers like Hannu Mikkola, Michele Mouton and Stig Blomqvist helped Audi become Manufacturers World Rally Champion in 1982  the first German car company to win this title.

The Audi quattro changed the shape of rallying internationally. In 1984, Audi Sport won the Manufacturers world Rally Championship and the rally drivers championship. Stig Blomqvist was behind the wheel  of a quattro of course.

Audi NSU Auto Union AG was renamed Audi AG in 1985.

In 1986, two important innovations find their place in our history: fully galvanised, rust resistant bodies and the pro con ten system.

The first innovation allowed Audi to guarantee their cars against corrosion for six years. The second innovation, pro con ten, was an early precursor of airbag passenger technology, and considerably reduced the chances of a driver hitting the steering wheel when in an accident.

These innovations won Audi many international awards, including the German Industry's Innovation Prize for an outstanding ability to develop and realise new ideas.

By 1986, Sarel van der Merwe was a household name in South Africa. Driving an Audi Sport quattro he had clinched the SA Rally three times running. In 1987, it was Geoff Mortimer who drove an Audi to victory.

The Audi Turbo was launched in South Africa in 1988, and to celebrate, Audi imported a special motorsport version  a 2,2 litre turbocharged car that used unleaded fuel. The mission was to set a new Landspeed record in South Africa. Sarel van der Merwe had the honours of taking Audi to triumph once again. The new record was 358,9 km/h.

But there was a price to pay  the traffic authorities gave Sarel a ticket for exceeding the speed limit on a public road!

Having cleaned up on the rally tracks, Audi Sport cruised onto the USA racetracks. The Audi quattro won the USA TransAm Manufacturers and Drivers Championships.

In 1989, Audi introduced the first direct injection diesel engine with a turbocharger (TDI)  a triumph for automobile diesel engines.

A modified Audi 100 TDI drove 4814 km and crossed nine countries in Europe on one tank of petrol. Its average speed was 60,2 km/h, and it consumed only 1,7 litres per 100 km.

Another innovation in 1989 was the Audi duo hybrid system. A conventional petrol or diesel engine drove the front wheels and a 9,3 kW electric engine drove the rear. So for driving in the country, the Audi duo had the usual acceleration, range and top speed. But the electric engine eliminated exhaust emissions and noise for driving in the city. The driver could activate either power unit easily, at any time.

1990, the start of the last decade of the millennium, was cause for celebration at Audi: the seven millionth Audi was produced in Ingolstadt, and the Audi quattro was ten years old. But  as always  Audi looked ahead, not behind, and the Board pledged to become ‘the most attractive European marque’.

The fourth generation Audi 100 was launched in Germany in 1990, and catalytic converters became standard equipment in all Audi cars where leadfree petrol is available.

In 1991, Audi renewed its entire range in just one year. 1991 saw the launches of the Cabriolet, the 100 Avant, the S4 and S4 Avant, and the new Audi 80. Audi also gave the Audi Coupe a facelift and a V6 engine. The flagship of the range  the Audi A8  was given a 4,2 litre engine.

Audi exhibited two design studies in 1991. The quattro Spyder was unveiled in Frankfurt, and the Avus quattro in Tokyo. Both caused a sensation. The most impressive feature was the aluminium construction which reduced weight and used resources more efficiently. Another example of how Audi pioneered new technologies to shape the future of the automobile.

The world premiere of the aluminium Audi  the A8  was held at the Geneva Motor Show in 1994. With this innovation Audi offered the world a truly forward looking and environment friendly concept. Critics realised that using aluminium as a basic construction material was a smart decision: its light weight ensures reduced fuel consumption at no sacrifice to firmness and rigidity. And aluminium can be recycled almost limitlessly.

In the same year, Audi standardised the names of all their models around the world to A4, A6, and A8.

Motorsport triumphs continued. By 1996, the Super Touring Cup (STWCup) belonged entirely to the four rings and the Audi quattro. The Italian Emanuele Pirro won the overall prize in Germany. Frank Biela won the British Touring Car Championship, and Rinaldo Capello won the Italian Touring Car Championship  all driving the Audi A4 quattro. The remarkable quattro also triumphed in touring car competitions in Belgium, Australia and Spain.

1999 is a high point in Audi's remarkable history: all models have been advanced, and are now more exciting than ever. The innovative design of the A6 is winning critical acclaim.

The new improved Audi A8 and A4 give yet more evidence of Audi's leadership in shaping the automotive world of tomorrow.  And the Audi TT is the most recent evidence of Audi's commitment to "Vursprung durch Technik".

Famous Cars

Along with Mercedes Auto Union Dominated Grand Prix racing before the second world war. It does not take too much imagination to see the resembalance to todays F1 cars.

 

Auto Union GP Specifications
Ignition twin magnetos 1 18mm plug / cylinder Lubrication Dry sump lubrication Transmission All-indirect gearbox at rear 5 speed on A type 4 speed on B, C types ZF limited slip differential on C type multiplate clutch Chassis tubular frame Front suspension twin training links bottom arms linked to transverse torsion bars top arms linked to friction type shock absorbers Rear suspension 1934 A type transverse leaf spring with swing axle and longitudinal torque arms 1935 B, C types transverse leaf spring replace by longitudinal torsion bars friction shock absorbers Fuel capacity 46 gal fuel tank mounted on frame between drivers' compartment and engine Radiator located in nose connected to engine in A type through frame tubes connected to engine in B, C type through separate water tubes ethylene glycol Steering worm and rocker shaft to individual track rods 16 1/2 in. dia. steering wheel Brakes  Wheelbase A type 9 ft 4 in B type 9 ft 5 1/2 in C type 9 ft 6 1/2 in WheelsTires Continental 5.25 x 17 front 6 1/2 or 7 by 19 or 22 (race dependant) Weight A type 16.6 cwt B, C type 16.2 cwt Max speed 172-195 mph

Quattro Rally Car

		It is strange that the beginning of Rally and Racing domination began with a sports utility vehicle called the Iltus.
The S-1 Sport quattro

From concept, the Audi quattro was always going to boast an outstanding specification, with its turbocharged five-cylinder engine, five-speed gearbox and power steering packaged with four-wheel-drive to make the ultimate road-going Coupé.  Better traction and stability coupled with improved predictability under braking were advantages for the roadcar and even more importantly, for competition.

	The quattro (note small 'q') was the brain child of Audi chief engineer Dr. Ferdinand Piech who, in 1977, was charged with turning a humble Audi 80 into a World Rally Championship winner. Using the Audi 80 as a testbed, and drawing on experience from Audi's 1976 Iltis offroader , the concept took shape under chassis engineer Jorg Bensinger, with ex-Mercedes competitions engineer Hans Nedvidek sorting out the complexities of a permanent four wheel drive transmission. It was the sporting potential of 4wd that appealed to Piech and Bensinger. They believed superior traction could win races and, in the final analysis, a successful competition program would demonstrate the great worth of 4wd, and thus sell more cars. Components for the quattro were adopted from the 100/200 range, which was already in the pipeline; the five cylinder turbocharged engine and gearbox for the 200 were used in the prototype in September 1977. Once senior management had been treated to demonstrations of its capabilities on snow covered Alpine passes and the Hockenheim circuit, it was all systems go. The new coupe shape was launched to much acclaim at the Geneva Show in March 1980, leaving the marketing men with something of a problem, for the quattro preceded the regular unboosted two wheel drive Coupe; normally the top of the range model is the last to be introduced. It was always Audi's intention to equip the entire range with a 4wd option. Back in March 1986, Performance Car tested the lot in the snows of west Herefordshire: eight cars, four turbocharged and four normally aspirated, from Avant estate to quattro. They described the 200 quattro as technically impressive but falling short of expectations, the plain-Jane 90 quattro emerged as one of the brightest stars and the 80 quattro was the easiest to drive and the most enjoyable -- apart from the quattro coupe itself. Versatility and sheer ability were the key words. The quattro went through four distinct evolutions. Always hand built, it was initially available only in left hand drive, and ran on 6-1/2J Ronal wheels with 215 section tires. One of the most impressive features of the early quattro was its upholstery, which was a hardwearing green-brown plaid cloth with thick brushed velvet side panels to the seats. Even the headlining was in the same cloth, and this early upholstery is one aspect of the quattro which has not been improved upon. You could get a right hand drive version of one of these early quattros from October '82. The second generation cars from early 1984 got the talking digital dash, with a wasp tongued fraulein nagging you to stop for petrol, which infuriated some people sufficiently for them to disconnect it. The suspension was uprated and the ride height lowered lightly, ABS was introduced, and 8 inch Ronal wheels with much wider offsets were fitted, giving the model its archetypal agressive stance. Tire size went from the H rated 205/60 x 15, to 225/50 x VR15 Pirelli P700's, although with boot space at a premium with the Coupe shape, you only get a space saver spare with all quattros. This model also got faired in, rather than individual headlights. The specification stayed the same until the engine capacity went up from the original 2144cc to 2266cc for the 1988 model year, still employing the KKK turbo, along with a more sophisticated Bosch engine management system or 'brain' A higher compression ratio provided a gain in mid range torque and the fitting of a Torsen differential made the old center lock differential redundant. By this stage the quattro is characterized by its black rear light glass, and there is a slight streamlining slant to the headlight units. The boot lid is now in color coded glassfibre, probably a response to gas strut failures on earlier steel models. Changes to the interior were confined to the instrument panel, which got the orange rather than the green digital display. The boost gauge had gone and so, mercifully, had the synthesized fraulein. There was a button to set the center differential lock, replacing the twist control air system. The quattro in its 1990 incarnation is a smooth, catalysed 20 valver, now with 220 bhp at 5900 rpm, and a whacking 228 lb ft torque at just 1950 rpm. Creature comforts include heated seats, central locking and electric windows as standard, but quattros have always pandered to the sybarite in a macho sort of way, and most imports have had sunroofs and electric windows fitted. The sunroof had two positions, you either have it ajar as an air vent, or if you are going far on a hot day, you can take out the complete panel and place it in a rack in the trunk. The Coupes roof strengthening prohibits the installation of a fully electric sunroof. There was also the Coupe S2 quattro, streamlined and bang up to date. In Germany, the original car is called the Ur-Quattro, and for many it still betters the S2 in the crucial areas of ride, handling and performance

 Modern Audi's 

Audi Model Specifications
100	200	80	90
A2	A3	A4	A6
A8	Allroad	Avant	Cabriolet
Coupe	TT

 

 

---

Keywords:UKCAR, AUDI ,History,Motoring,Cars

Contents:AUDI Motors History