September 27, 2002

New Eight-Cylinder Version: Audi allroad quattro 4.2
Audi AG Press Release

The Audi allroad quattro demonstrates the scope for a vehicle that has the elegance, road behaviour and comfort of the luxury class - and also fully-fledged off-road capabilities. It has been combining "the best of both worlds" since its successful market launch in May 2000. Audi has now pulled off a master-stroke in adding the special flair of a V8 engine to its range of power units, which already includes the 2.5 TDI (132 kW/180 bhp) and 2.7T (184 kW/250 bhp).

The new top version, called the Audi allroad quattro 4.2, has a power output of 220 kW (300 bhp) and its sporting performance figures are truly impressive. The exceptional position of the vehicle concept with 4-level air suspension, quattro drive and tiptronic with Dynamic Shift Program DSP and Sport program is further enhanced by this engine.

Outstandingly dynamic

The 4.2-litre V8 engine elevates travel in the Audi allroad quattro to the status of a very special experience. This engine develops 220 kW (300 bhp).

Its performance figures satisfy all customer requirements: the Audi allroad quattro 4.2 accelerates from 0 to 100 km/h in just 7.2 seconds. Its top speed is 240 km/h.

The broad peak-torque range of this quiet-running eight-cylinder unit is even more impressive. It achieves a constant 380 Nm between 2700 and 4600 rpm. The driver thus has maximum propulsive power available at any time within this speed band that is the most used in practice. A supremely confident driving feeling is almost automatically the result.

The new compact V8 engine

A V8 engine with a displacement of 4.2 litres is already available in the Audi A6 4.2 quattro and S6, with a forward structure that is 37 millimetres longer. The special body requirements of the allroad quattro set out a quite different standard, as the exceptional off-road capability had to be retained by using the shortest possible engine compartment.

Two controllable electric cooler fans take the place of the large viscous fan at the front of the vehicle. The four camshafts are driven maintenance-free via chains. The toothed belt previously to be found at the engine's front end has been replaced by a chain drive to its rear. This also drives the ancillaries of water pump, oil pump, hydraulic pump and air-conditioning compressor. The transfer of the drive moments to the ancillaries takes place via axle shafts.

Compared with the "toothed belt engine" the length of the already unusually compact Audi V8 engine has thus been reduced by a further 52 millimetres to 464 millimetres.

Through the use of magnesium components the engine weight has been reduced by some five kilograms compared to the other Audi eight-cylinder engines.

A two-stage variable intake manifold made from magnesium guarantees maximum engine output higher up the speed range and ample low-end torque. Continuous camshaft control also contributes towards impressive dynamism across an extremely wide range of engine speeds.

The Audi allroad quattro 4.2 has one variable camshaft system per bank of cylinders, to vary the valve timing of the inlet camshafts according to the engine speed range. An ample torque curve across the entire speed band and quiet running in combination with low exhaust emissions are the result. The new 4.2 litre engine of the Audi allroad quattro undercuts the limits laid down in the EU4 standard.

The new Audi S4 is also to be equipped with the same engine, but with even sportier tuning. The Audi V engine strategy is based on a new basic engine concept. It builds the platform for a new engine generation for spark-ignition and diesel engines.

The new Motronic ME 7.1.1 integrates the power take-offs of the Audi allroad quattro 4.2 into the engine management concept in keeping with the level of torque. Its lambda control permanently establishes the operating conditions and continually optimises the relationship between torque and fuel consumption, and thus also the exhaust emission values. The control unit maintains an ideal air/fuel mixture in the cylinder.

Accelerator movements are translated directly into propulsion by means of electrical pulses without any delay ("drive-by-wire"). Four knock sensors assure ultra-precise knock control. Cylinder-specific ignition timing moreover assures exemplary engine smoothness control and excellent idle running. A water-cooled 190 A generator ensures high electrical power.

New: tiptronic with Sport program and remote one-touch function

The Audi allroad quattro 4.2 has a five-speed tiptronic gearbox as standard. With the selector lever in the Audi allroad quattro 4.2 there are only five basic functions to be selected manually: "P", "R" and "N" and "D" and "S".

This convenient automatic transmission with Dynamic Shift Program DSP adapts permanently to the driver's chosen style. In the tiptronic gate of the selector lever it also enables sequential gear selection using the gear lever in the centre console or by paddles in the cross-spokes of the optional leather sports steering wheel.

In addition to DSP, there is a Sport program that places the emphasis squarely on dynamic performance. It enables the convenience of modern five-speed automatic transmission to be enjoyed even when adopting a particularly sporty driving style.

In the "S" selector lever position the transmission changes up later and down earlier. The driver thus benefits from maximum pulling power and can make even better use of the available torque.

The three-spoke, leather sports steering wheel with gearshift control means that the driver can now change directly between the automatic mode and manual gear selection at the push of a button ("remote one-touch function"). The driver's hands can thus remain firmly on the steering wheel if, for instance, he simply wants to shift down a gear before overtaking. This increases not only operating convenience but also safety. The tiptronic reverts to the fully automatic mode eight seconds after the driver has intervened manually.

Running gear

Exact feedback on the current operating status, high steering precision and dependable self-steering behaviour are the advantages of the Audi allroad quattro's four-link front suspension. The ingenious axle geometry with short disturbance-force leverage largely eliminates any effects of driveline forces on the steering. The front axle has independent suspension, a tubular anti-roll bar and an air spring damper strut with twin-tube gas-filled shock absorber.

The front wheel control elements at the front are bolted to the body by means of a subframe of weight-saving steel design and four rubber/metal mounts. These mounts eliminate suspension vibration and isolate the body from undesirable noise and vibration. The use of aluminium for a large number of wheel control elements saves weight and thus reduces the unsprung mass, with a positive effect on the vehicle's handling and ride comfort.

The allroad quattro's double-wishbone rear axle has been configured for optimum ride comfort and high tracking stability. There are upper and lower triangular wishbones for wheel control. Toe-in control for stabilisation during cornering is handled by two rod-type control arms. The wheel control components are, in turn, connected to the body by means of a torsionally and flexurally rigid subframe and rubber-metal mounts. The air-spring damper strut has pneumatic, load-dependent damping.

This axle design assures a very high standard of dynamic handling and ride comfort.

The driver is aided by the Electronic Stabilisation Program ESP with ABS and Electronic Brake-force Distribution EBD, ASR traction control and an Electronic Differential Lock EDL. This standard driver assistance package is shared with the other Audi allroad quattro models 2.7T and 2.5 TDI.

quattro permanent four-wheel drive

Permanent four-wheel drive with variable distribution of the propulsive power by means of a Torsen interaxle differential ensures that even very high engine output is always converted purposefully into forward movement. If the degree of slip between the wheels and the surface of the road increases due to a deteriorating coefficient of friction on loose or slippery ground, the propulsive power is automatically diverted to whichever wheels achieve better traction. Propulsion is also ensured even if only one wheel is gripping.

Changes in the road surface and the vehicle's dynamic response are immediately compensated for automatically. Load reversal reactions when braking are minimised by the fact that the engine braking torque is distributed between all four wheels.

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