1985 Audi Ur-quattro WR Review

The idea of translating the grip and traction of an all wheel drive vehicle to the road is nothing new, and had been tried many times before. Audi's slightly different solution, however, was to combine the shafts used to transfer drive to the front and rear wheels into one, or more specifically, one shaft rotating inside the other. This cut down size and weight. When combined with a centre differential to equalise traction and wheel speed, it made for more refined four wheel drive operation.

This route was a continuation of the "individual" path Audi had previously taken with their choice of a five-cylinder engine. Other manufacturers had also dabbled with an uneven number of cylinders, but Audi had the determination and engineering skill to make it work with a turbocharger. The relatively small and light 2.1-litre engine was a natural fit to the four wheel drive system. When applied to an Audi roadcar - in this case, the 1980 coupe - the finished result was more than the sum of its parts. In fact, the Ur (original) quattro was so successful that few changes were made throughout its lifespan. The same 2.1-litre 5-cylinder turbocharged engine powered the quattro, virtually unaltered, for its first seven years on the market, before a 2.2-litre engine debuted in 1987. Appearance-wise, the quattro's sharp-edged shape and aggressive stance also changed little over its lifespan.

What's notable for 1985 quattros is that there is nothing notable! Features like the digital dash (with novel synthesized voice warnings) and standard ABS had been introduced a year earlier. Suspension geometry was also changed during 1984, 15" Ronal light alloy wheels became standard fitment, and the grille and rear spoiler/bootlid were altered. The shorter wheelbase, performance oriented 'Sport Quattro' had also been released late in 1984, so it took a lot of focus away from the standard wheelbase WR.

There were no appearance changes for 1985, and few production changes. The only ones documented include a change in the diff-locking control knob from a push-pull unit to a rotary type, and the addition of voltage and oil temp gauges to the centre console. What is worth noting is that Audi started galvanising body panels for better rust protection during 1985. Due to a piecemeal approach to the process (different panels were treated on different cars), there's no real way to tell if a 1985 example has been protected or not. However, if the car's survived to the present day, it's a safe bet most panels have been galvanised.

Audi offered thirteen different paint colours for 1985, but only five for the quattro. Brochures of the period list Alpine White, Tornado Red, Zermatt Silver, Amazon Blue and Graphite as the available choices. Some of Audi's more exotic colours, like Titian Red metallic and Lhasa (green) metallic were available on the non-turbo, non-AWD Coupe GT for 1985, but not the bonafide quattro. Similarly, interior trim options were limited to 'Eton Flannel' cloth in Graphite, or leather in 'Graphite' or 'Quartz'. The added cost of leather seems to have deterred most new quattro buyers in 1985, so it's not a commonly found feature today.

When new, all that performance and cutting-edge technology didn't come cheap. In 1985, the quattro was Audi's most expensive UK offering, and no doubt sat on or near the top of the price range for most European countries, too. Comparable in performance terms with Porsche and Ferrari, the quattro wasn't far behind those brands in price, either.

For all its plaudits, the quattro isn't perfect. The main issue encountered in driving the quattro is understeer. Combine the engine layout (a lot of weight over the front axle) with turbo power and the mistaken belief that all-wheel-drive means the wheels never lose traction and - bingo! - you've got your quattro in a ditch, or worse. The brakes, despite the assistance of ABS, have come in for criticism overt the years.

Get used to its characteristics, like that understeer, how it handles under acceleration and braking, when the turbo kicks in and so on, and you've got a car that'll take on and beat most bits of twisty tarmac you can point it at. The digital dash was quite novel and very modern when new, and maybe that's why it wasn't to the liking of traditional sports car enthusiasts, who liked to see needles winding around dials and bouncing off rev limiters. Earlier versions featured a mechanical odometer and boost gauge, while later Ur quattros were fully digital. Of course, the down side of this 'futuristic' set-up is that if a sensor or connection is faulty, you're driving blind.

None of the original quattros were officially imported into Australia (normally-aspirated Audi 80 quattros were the first to arrive in 1988), so all examples advertised for sale here will be private or small volume imports. Right hand drive versions weren't produced until 1982 and represent only a small portion of total Ur-quattro production. As most will have come from the northern hemisphere, any example for sale needs to be checked closely for the ravages that a typical European winter can impose on a car.

As a piece of recent motoring history, original quattros have a lot to offer. Despite appearances to the contrary, it's a reasonably big car and a genuine 4 seater, not a 2+2. Replacement trim items and some spares are hard to find, and service and repair costs can be extremely expensive, too, which is probably the only real negative to these iconic machines.

The quattro was the talk of the show after its debut at the 1980 Geneva Motor Show. Success in the World Rally Championship added to the quattro's appeal, and it still attracts a lot of respect today.





SPECIFICATIONS: 1985 Audi Ur-quattro WR

Engine: 2.1 litre (2144cc) 'WR' OHC inline 5 cylinder
Bore/Stroke: 79.5mm x 86.4mm
Compression: 7.0:1
Power/torque: 200bhp (147kW) @5500rpm / 210ft/lb (285Nm) @3500rpm
Fuel system: K Jetronic fuel injection,
turbocharger w/intercooler (max boost pressure 0.85 bar @ 3500rpm)
Cooling system: Liquid
Electrics: 12 Volt
Transmision: 5-speed manual, permanent all wheel drive
Front Suspension: Independent coil/wishbones w/anti-roll bar
Rear Suspension: Independent coil/wishbones
Front brakes: 280 x 22mm ventilated disc w/ABS
Rear brakes: 245 x 11mm solid disc w/ABS
Wheels: 15" alloy Fr/Rr
Tyres: 215/50 VR 15 Fr/Rr
Wheelbase: 99.5" (2524mm)
Length: 173" (4404mm)
Width: 68" (1723mm)
Weight: 2,866 lbs (1300kg) - dry
0-100 kph: 7.1 seconds - approx
Top Speed: 220 kph - approx




TRIVIA
In 1986, to prove the roadholding abilities of the quattro's all-wheel-drive system, rally driver Harald Demuth drove a quattro sedan UP the Pitkavouri ski-jump in Kaipola, Finland. The jump's 80 degree gradient (equivalent to a 37.5 degree angle) proved no problem for the quattro, which made it to the top of the jump easily. However, engineers fitted an emergency brake system - just in case!


If the stock quattro's 200bhp wasn't enough, there was a beefier version in the form of the `Treser quattro' developed by the head of Audi's motorsport division, Walter Treser. With a modified camshaft, extensive work to the inlet and exhaust ports, fuel injection and intercooler, the Treser quattro produced 250bhp, and improved its 0-100kph time by more than half a second.

In Audi literature, 'quattro' is consistently spelt with a lower case 'q'.