An original Audi quattro coupé – the car that introduced quattro all-wheel drive to the world in 1980.
Audi’s quattro all-wheel-drive (AWD) system is one of the auto industry’s most enduring innovations, blending rally-bred performance with all-weather security. First debuting at the 1980 Geneva Motor Show, Audi’s quattro technology has been a cornerstone of the brand for over four decades. This article dives into the rich history of quattro – from its unlikely origin in a military 4×4, through various mechanical evolutions (Torsen, Haldex, “ultra” and more), to its impact on motorsport and how it compares to rival AWD systems like BMW xDrive and Mercedes 4MATIC. We’ll also highlight key engineers behind quattro (like Jörg Bensinger) and explore how quattro’s design philosophy emphasizes safety, traction, performance, and driving feel. (See our AWD systems comparison and Retro AWD cars articles.)
Origins of quattro: Military Inspiration to Rally Icon
The idea for Audi’s quattro was born in the late 1970s, thanks to an off-road military vehicle. Audi chassis engineer Jörg Bensinger observed during winter tests that the humble 4WD Volkswagen Iltis (developed for the German Army) could outrun more powerful Audis on snow. Realizing that superior traction beats sheer power on slippery surfaces, Bensinger envisioned a high-performance road car with four-wheel drive. In 1977, he proposed the concept to Audi’s R&D chief Ferdinand Piëch and pre-development head Walter Treser, receiving swift approval. A small skunkworks team – including Bensinger, engineer Roland Gumpert, and others – built a prototype by mating an Audi 80 coupé with the Iltis’s 4WD system and a turbocharged 5-cylinder engine from the Audi 200. Crucially, Audi’s transmission expert Franz Tengler engineered an ingenious hollow shaft gearbox that allowed power to flow to the front axle through the same transmission output as the rear driveshaft. This clever solution negated the need for a bulky transfer case, keeping the drivetrain compact for a passenger car.
After impressive tests – including effortlessly climbing a steep, snow-packed Alpine pass where conventional RWD and FWD cars failed – the project got the green light. The production Audi quattro Coupé (often called the Ur-quattro, meaning “original” in German) debuted in March 1980. It was a boxy, blister-fendered 2-door coupé with a 200 PS 2.1L turbo five-cylinder and permanent AWD. Audi chose the name “quattro” (Italian for “four”) for both the model and the AWD system itself – a branding that would apply to all future AWD Audis. Early quattros featured a simple yet effective drivetrain: a longitudinal engine layout with full-time 4WD, using an open center differential plus driver-lockable center and rear diffs. There was no electronic traction aid – the driver manually locked the diffs via console switches to maximize grip on slippery terrain. This setup provided the best of both worlds: open diffs for normal turning (preventing wind-up between axles) and 50:50 fixed torque split when locked for serious traction.
Rally to Road Credibility
Audi originally built the quattro Coupé to homologate it for the World Rally Championship (WRC), and its competition debut was spectacular. In early 1981, still in its development phase, a quattro rally car stunned observers by winning stages in Monte Carlo and then taking an outright victory in Sweden (audi-mediacenter.com). The Audi quattro was the first rally car to truly exploit the newly allowed 4WD rule, and it dominated the WRC in the early 1980s. Audi clinched the manufacturers’ championship in 1982 with seven wins, and in 1983, driver Hannu Mikkola won the WRC drivers’ title. In 1984, Audi signed two-time champion Walter Röhrl to partner rising stars like Stig Blomqvist and Michèle Mouton; Audi again swept both the manufacturers’ and drivers’ titles that year (Blomqvist becoming champion). The quattro’s grip on loose gravel and snow was unmatched – “quattro” quickly became synonymous with traction.
To keep pace with wild Group B rivals, Audi evolved the car into the short-wheelbase Sport quattro in 1984 and the winged Sport quattro S1 in 1985, which boasted up to 476 PS. The S1, with its ferocious acceleration (0–100 km/h in about 3.1 seconds on dirt!) and sure-footed grip, achieved legendary status – perhaps most memorably when Röhrl stormed up the Pikes Peak hill climb in 1987, setting a record time of 10:47 and showcasing quattro traction at altitude. By the end of 1986, Group B was canceled (its machines deemed too fast and dangerous), and Audi withdrew from rallying – but not before quattro had cemented an almost mythical reputation.
Motorsport achievements continued in circuit racing: Audi adapted quattro to sedans and won the 1988 Trans-Am Championship on its first attempt (Audi 200 quattro) and the 1989 IMSA GTO Championship with a flame-spitting Audi 90 quattro (its turbo five-cylinder engine making an astonishing ~720 PS). In the German Touring Car Championship (DTM), Audi’s big V8 quattro sedan took titles in 1990 (Hans-Joachim Stuck) and 1991 (Frank Biela). By the mid-1990s, quattro’s success led to rule changes or bans on AWD in many racing series (DTM and Super Touring cars banned 4WD by 1998). Nonetheless, by that point, Audi’s trophy case included four WRC titles, three Pikes Peak wins, a Trans-Am title, two DTM titles, and numerous national championships – an unprecedented record for AWD technology. Even decades later, Audi applied the “e-tron quattro” concept in endurance racing, winning Le Mans from 2012–2014 with hybrid AWD prototypes that drove the front wheels electrically at speed.
Evolution of quattro Technology: From Locking Diffs to “Ultra”
Beyond the headlines, Audi continually refined the quattro AWD system through the years. The earliest 1980s quattro drivetrains were purely mechanical and driver-controlled. But as power rose and electronics advanced, Audi introduced new types of center differentials and AWD controllers to balance traction, handling, and efficiency. Here’s a breakdown of quattro’s technical evolution:
Early Mechanical System (1980s): Lockable Differentials
The original quattro system (1980–1987) was simple and rugged. It used three open differentials (center, front, rear) during normal driving for smooth operation. When extra traction was needed, the driver could lock the center diff (ensuring equal torque to front and rear axles) and also lock the rear diff (forcing both rear wheels to turn together). In effect, you could have 4WD with no slip allowed between left-right or front-rear under the most extreme conditions – very useful if, say, one wheel was on ice. However, with diffs unlocked, if one wheel lost grip, the open diff would waste torque on that spinning wheel. Drivers learned to proactively lock the diffs before tackling deep snow or mud. This system lacked any electronic aids; even the anti-lock brakes would disable when the diffs were locked (since wheel speeds could no longer be measured meaningfully). Still, the combination of full-time AWD and manual locking gave the Ur-quattro surefooted traction unheard of in a road car of its day.
In 1987, Audi took a leap forward by introducing a self-locking center differential. The manually lockable center diff was replaced by a Torsen Type-1 torque-sensing differential. The Torsen (short for torque sensing) diff was a purely mechanical device that automatically varied torque split between front and rear axles as grip conditions changed – no driver input or electronics needed. Under normal conditions, it maintained a 50:50 torque distribution (in early versions) but could redirect as much as ~75%–80% of the engine’s torque to whichever axle had more traction (fcpeuro.com). If the rear wheels hit ice, for example, Torsen would send more drive to the front wheels instantaneously, helping prevent wheelspin. Because it worked by internal gear friction, the response was essentially instantaneous and proactive, unlike many 1980s 4WD systems that reacted only after wheelspin occurred. This gave quattro a major traction advantage in hard acceleration and cornering – the hand of electronics was not needed, as physics did the work. Audi’s switch to the Torsen center diff around 1987 marked the beginning of modern quattro. Notably, these Torsen-based quattros still retained a manually locking rear differential in the late ’80s to help in extreme cases (later replaced by automatic electronic wheel braking, called “EDL,” to mimic a rear LSD).
How Torsen works: The Torsen diff uses clever arrays of worm gears and spur gears to allow speed differences between axles (for turning) but resist torque differences. If one axle starts to slip, the Torsen’s internal friction rises, and it biases torque to the other axle. In Audi’s setup, the original Torsen Type-1 center could send up to about 75% of torque to the front or rear as needed (with a torque bias ratio around 3:1) (autozine.org). The beauty was that it operated seamlessly and silently – no buttons to press, and no computers or clutches. As one enthusiast quipped, “Torsen works without letting the driver know anything happened.” Audi touted this as a “fail-safe” AWD – even if electronics or sensors failed, the mechanical diff still managed torque split. The downside was that Torsen (like any limited-slip diff) needs some resistance at both outputs to function. If one axle had literally zero grip (e.g., wheels off the ground), a Torsen by itself couldn’t send torque to the other axle – a rare scenario that Audi mitigated by adding electronic wheel braking to help transfer torque in such cases.
Torsen Evolutions: From 50:50 to Rear-Biased (T2, T3 & Crown Gear)
Audi stuck with Torsen center differentials for over two decades, refining them through multiple generations (Types T1, T2, T3). Most 1990s and 2000s Audis with longitudinal engines featured a Torsen center diff. For example, the B5-generation A4/S4 and C5 A6 used a Torsen Type-2, similar in concept to T1 but slightly more compact and with different bias characteristics. These systems typically had a default 50:50 torque split and could bias about 75% of the torque to one end under slip, as earlier. While extremely effective, one criticism of the early quattro sedans was a tendency toward understeer (plowing wide in corners) due in part to weight distribution (Audi’s longitudinal engine sits ahead of the front axle) and the equal torque split. Audi’s engineers and their supplier (JTEKT, which makes Torsen diffs) responded by developing an asymmetrical Torsen for a more rear-biased feel.
In 2006, the B7-generation RS4 introduced the Torsen T-3 (Type “C”) center differential, which provided a 40:60 front-to-rear torque split by default. In normal driving, 60% of engine torque went to the rear axle and 40% to the front, imparting a sportier, more rear-driven character (much like a rear-wheel-drive car, improving cornering balance). The Torsen T3 achieved this by integrating a planetary gearset into the differential – effectively, the diff’s internal gears were sized to inherently send more torque to the rear even when grip was equal. Of course, it could still dynamically bias further as needed, and it improved handling without sacrificing traction. This Torsen T3 (sometimes called “Torsen C”) was used on many high-performance Audis from the late 2000s (RS4/RS6, S6, S8, some A6/A8) and even in Audi’s Q7 SUV. It was a key step in quattro’s evolution, as Audi acknowledged that outright traction needed to be balanced with driving enjoyment. Enthusiasts noticed the change – the new quattro felt more agile and willing to rotate, especially paired with Audi’s continued work on suspension and weight balance.
Audi wasn’t done. In 2010, the company launched a new center differential design in the RS5 Coupe – the so-called “crown-gear” center diff. This was essentially quattro’s fourth-generation center differential (sometimes nicknamed “Torsen Type-4” although it’s not a worm-gear Torsen at all). The crown gear differential uses a pair of disc-like gears that mesh with four pinions and also work against clutch packs. Under normal conditions, it also provides a 40:60 rear bias like the T3, but it can shift torque even more drastically: up to 85% to the rear or 70% to the front if needed. In essence, it blended the best of both worlds – a default sporty bias and the ability to fully lock up like a true locking differential in extreme cases. The crown-gear diff’s design allows full locking even if one axle has no traction (addressing the rare Torsen limitation). It’s also about 2 kg lighter than the T3 it replaced. This advanced diff, developed in-house by Audi, made its way into most longitudinal-engine Audi models in the 2010s, especially those with automatic transmissions. For example, modern Audi S6/S7, A8, and others use a planetary/crown-gear style self-locking center diff to actively manage torque split. Result: quattro cars gained even more neutral handling and stability, with electronics overseeing fine adjustments. Notably, all these systems (Torsen or crown gear) work purely mechanically and near-instantly – a point Audi likes to emphasize against competitors’ clutch-based systems that rely on computers. As Audi’s literature says, quattro’s mechanical center diff operates “without any delay whatsoever”, giving the car very predictable grip during hard acceleration or mid-corner power application.
Audi’s current crown-gear center differential (featured in models like the S8, RS6, etc.) normally sends 60% of torque to the rear, but can send up to 70% front or 85% rear on the fly. This gives the car a rear-biased feel while still reacting dynamically to slip.
Fun fact
Haldex AWD: quattro for Compact Models (On-Demand 4WD)
While Audi’s larger cars used longitudinal engines and those sophisticated center differentials, the brand’s smaller models (A3, TT, Q3, etc.) adopted a different AWD technology: the Haldex multi-plate clutch system. Introduced in the late 1990s, the Haldex-based quattro system allowed Audi to offer AWD on vehicles with transverse (front-engine/front-drive) layouts where a bulky Torsen-based setup wouldn’t fit. The Haldex coupling, named after its Swedish manufacturer, is an electronically controlled clutch pack that connects the rear driveshaft to the differential. In normal driving, these Audi models behave like front-wheel-drive cars – the Haldex clutch remains open, sending effectively 0% torque to the rear axle (except a minimal preload in some versions). This yields better fuel economy and less drivetrain wear. But the moment front wheels start to slip or the system predicts loss of traction, the Haldex clutch can slam shut in milliseconds, diverting power to the rear wheels. Early generations of Haldex (Gen.1 in 1998 Audi TT) were mostly reactive – they engaged the rear only after detecting front wheelspin. By Haldex Gen.4 and Gen.5 (circa 2007–2012), the system had evolved to be proactive: using inputs like throttle position, steering angle, and ABS wheel speeds, it could pre-activate the clutch before slip happened. This significantly improved response and made the handling of Haldex-based quattro cars more neutral and confidence-inspiring. For example, a modern Audi RS3 or TTS can send up to ~50% of torque to the rear axle (some models even more, briefly) and will do so instantly when you floor the accelerator, minimizing front tire scrabble. In sport modes, the programming often biases more power rearward for agility (even allowing controlled drifts on low-grip surfaces).
From an engineering perspective, the Haldex unit is essentially a hydraulic multi-plate clutch connecting the prop shaft to the rear diff. An electric pump can pressurize the clutch pack up to ~40 bar in a split second, locking the plates and thus coupling the rear axle. This acts like a “smart” center differential. The latest Gen.5 Haldex (used in current Audi A3 quattro, Q3, TT/TTS/TT RS, etc.) is lightweight and all integrated – it no longer needs a separate accumulator or pre-charge pump, making it faster and simpler. One can think of Haldex-based quattro as automated, part-time AWD: most of the time FWD for efficiency, but instantly AWD when needed. The trade-off is that, unlike the pure mechanical Torsen, the Haldex system depends on electronics and fluid pressure, but its real-world performance is excellent for the vehicle classes it serves. It also allows Audi to package AWD in smaller cars without redesigning the whole platform: essentially, add a rear diff unit and a Haldex coupler, and you have quattro. As a bonus, Haldex on-demand AWD often yields better fuel economy than a heavy full-time system (since it can decouple when cruising). This is one reason many rival brands (VW, Volvo, Ford, etc.) also license Haldex for their transverse AWD models.
All MQB-platform Audi/VW vehicles use Haldex Gen.5 now – for instance, the Audi S3/RS3 and VW Golf R share this system. Meanwhile, longitudinal-engine Audi models use the Torsen/crown-gear setup or the ultra system discussed below. Thus, “quattro” isn’t one single system but a family of AWD technologies under one name.
MQB-platform
“Ultra” quattro: Smart, Efficient AWD for the Future
As efficiency became ever more important, Audi in 2016 unveiled quattro ultra – a new twist on AWD designed to reduce drag and save fuel when full-time traction isn’t needed. Branded simply as “quattro” with ultra technology, this system is found on recent models with longitudinal engines and dual-clutch (S tronic) or manual transmissions (e.g., the B9-generation Audi A4, A5, Q5 2.0T models, etc.). Quattro Ultra is essentially an on-demand AWD for longitudinal layouts: it can decouple the rear axle entirely during steady cruising, making the car temporarily front-wheel-drive to cut friction losses. But unlike old part-time systems, Ultra is fully predictive and seamless. It uses two clutches: one at the transmission output to disconnect the prop shaft, and another one inside the rear differential to open the connection to the rear wheels. When the vehicle doesn’t need AWD, both clutches open – the prop shaft stops spinning, and all those rotating gears in the rear differential are idle, saving energy (audi-mediacenter.com).
The magic is in the control strategy: Quattro Ultra’s electronics constantly monitor data (steering, throttle, torque, wheel speeds) and can engage AWD before any slip occurs. In fact, Audi says the system typically activates predictively, e.g., during brisk cornering, it will anticipate the front inside wheel unloading about 0.5 seconds before it actually might slip, and re-engage the rear drive in advance. This ensures that, from the driver’s perspective, traction and handling feel just like a permanent AWD quattro. If the system guesses wrong and AWD isn’t needed, it will simply disengage again – the transitions are virtually unnoticeable. In a straight line, if you floor the accelerator, the Ultra can hook up the rear axle within a few tenths of a second, providing full quattro grip off the line. The system also reactivates AWD reactively if sensors detect slip, but the goal is not to wait that long. An array of driving conditions (ambient temperature, mode selection, ESP state, etc.) is weighed to decide the AWD status at any given moment.
In normal, gentle driving, quattro ultra will frequently run in FWD mode (front clutch open) to save fuel, one of the key efficiency advantages Audi touts over competitors. But as soon as traction or dynamic stability demands it, the AWD clutches engage. Audi assures that in terms of road holding and performance, there is “no difference compared with permanent quattro” when the Ultra is active. The benefit is up to a few percent better fuel economy in tests. For the driver, the operation is transparent; an instrument display may show when it’s in FWD, but otherwise, you’d never know. This approach is somewhat analogous to what many other brands have also adopted in recent years (including BMW’s switch to more efficient AWD in some models). Notably, quattro Ultra cannot be marketed with a static torque split (since it varies between 100:0 and 0:100), so Audi doesn’t quote one – but effectively, it behaves like a FWD car until AWD is invoked. Enthusiasts were initially skeptical that the Ultra could deliver a “true quattro” feel, but in practice it has proved adept. It’s predominantly used on Audi’s mainstream models with less than high-end power – the very powerful S/RS models stick with permanent mechanical AWD for now (since those drivers are less willing to trade any performance for economy). However, ultra technology shows Audi’s forward-thinking drive to keep quattro relevant in a world of efficiency standards. It’s also a stepping stone to the electrified AWD era (as seen in the e-tron electric SUVs with dual motors, which Audi dubs electric quattro with torque vectoring).
Today’s Audi lineup uses a variety of quattro systems. Larger models (A6, A7, A8, Q7, Q8, and performance S/RS variants) with automatic gearboxes employ a mechanical self-locking center diff (planetary or crown-gear type) with a default rear bias (often 40:60). Models with ultra technology (many A4, A5, Q5 variants) use part-time AWD with predictive activation Compact Audis (A3, S3, Q3, TT, etc.) use a Haldex-based AWD with an electro-hydraulic clutch at the rear. And the mid-engine Audi R8 sports car uniquely places a Haldex-style clutch at the front axle: the R8 (and its cousin, the Lamborghini Huracán) are normally rear-driven but can send torque to the front wheels via a multi-plate clutch when the rear loses grip. In extreme cases, the R8/Huracán AWD can shuffle nearly 100% of power to either axle. No matter the variant, every Audi that wears the “quattro” badge aims to deliver confident all-wheel traction with a distinct Audi flavor.
Quattro in Audi’s Lineup: Models and Systems
Which Audi models have which type of quattro? Historically, all Audi AWD models have carried the quattro name, but under the skin, Audi tailored the tech to the vehicle layout:
Classic quattro (1980s)
The original Audi auattro Coupé (1980–91) and contemporaneous AWD sedans (80/4000 Quattro, 100/200 Quattro) used the manual-locking center and rear diffs with open front diff. From 1987 onward, mid-cycle updates introduced the Torsen center diff to some of these cars (e.g., the later years of Audi 90 quattro and Coupe, and the Audi 200), improving ease of use. By the early 1990s, all new quattro models had automatic center differentials and only the rear could be manually locked (eventually phased out for electronic traction control).
Torsen-based quattro (1988–2010s)
Most Audi models with longitudinal engines (mounted front-to-back) from the late 1980s through 2016 used a variant of the Torsen center differential. This includes the Audi 100/A6, 80/A4, V8/A8, and their successor generations, as well as the original Q7 SUV. For example, the 1988 Audi 100 quattro and 1990s A4/A6 had Torsen Type-1 or Type-2 diffs (50:50 nominal split). The 2006–2015 era saw many performance Audis move to the Torsen Type-3 (40:60 split) in S/RS models, and later the crown-gear diff (starting with 2010 RS5, then widespread). Summary: If you bought an Audi A4, A6, A8, Q5, Q7, etc. prior to mid-2010s (and it wasn’t a small A3/TT), it likely had a full-time mechanical AWD system with a Torsen or crown-center diff. Notably, Audi’s high-performance cars like the RS4/RS6 emphasized this with their rear-biased 40:60 setup from 2006 on. By the late 2010s, most of these models transitioned to the crown-gear diff design for even greater performance.
Haldex-based quattro (1998–present)
Audi’s compact cars with transverse engines have used the Haldex AWD system since its introduction. The Audi TT Mk1 (1998) and A3 quattro (1999 Europe, 2006 in the U.S.) were among the first, featuring Haldex Gen.1 couplings. Subsequent generations (A3 Mk2, Mk3; TT Mk2, Mk3; Q3; and newer crossover Q2 in some markets) all use improved Haldex systems (Gen.2 through Gen.5). As of today, the Audi A3, S3, RS3, TT/TTS/TT RS, Q2, Q3 all have on-demand AWD – which Audi still proudly calls “quattro.” These cars are primarily FWD until sensors detect slip or aggressive inputs, then they can send up to half (or more momentarily) of engine torque to the rear via the clutch pack. Enthusiast models like the RS3 have software tuning to make the AWD more dynamic (e.g., RS Torque Rear mode in the latest RS3 can even drift by over-driving the rear axle using a twin-clutch rear differential – a new twist on Haldex in 2022). So, not all quattro systems are alike – but all give you traction on all four wheels when it counts.
Quattro ultra (2016–present)
Many recent Audi models with longitudinal engines and S tronic transmissions use the efficiency-optimized quattro ultra system. Notable examples: the B9-generation Audi A4/A5 (2017+ 2.0T quattro variants), Audi Q5 FY (2018+ 2.0T), and even some lower-power A6/A7 versions in markets where efficiency is prioritized. These cars will still say “quattro” on the badge, but their AWD is part-time, constantly varying between FWD and AWD. For the driver, the change is invisible except for a slight improvement in MPG. Audi assures that quattro ultra-equipped vehicles still behave like permanent AWD under hard driving, thanks to predictive engagement. However, enthusiasts note that for extended high-load driving (say, on a track), the system can allow a bit more front-wheel slip before kicking in – a trade-off for complexity reduction. It’s worth noting that Audi’s performance S and RS models (S4, S5, S6, S7, etc.) did not adopt quattro ultra; they stick with the mechanical center diff (often the crown-gear type) because of the higher torque loads and performance expectations. Quattro Ultra is more aimed at mainstream models where buyers welcome a few extra km per liter.
Special cases
The Audi R8 supercar (1st gen 2007–2015) had a unique viscous-coupling AWD for manual transmission models – it was normally RWD and would send up to ~30% torque forward when the rear slipped, via a viscous fluid coupling (similar to the Lamborghini Gallardo of that era). The 2nd gen R8 (2016+) switched to a Haldex-style electrohydraulic clutch for faster response, and can send nearly all torque forward or back as needed. Also, Audi’s e-tron electric SUVs (and upcoming EVs) implement “quattro” by using dual or triple electric motors to vector torque – a completely different paradigm (no mechanical link between axles at all). While fascinating, that goes beyond the scope of this petrol-and-gears-oriented overview.
Quattro has different technical flavors, but each Audi model is carefully fitted with the system that best suits its layout and purpose. This flexibility is part of quattro’s legacy – Audi made AWD available from sports coupes to family sedans to compact hatchbacks, long before it was common in luxury segments.
The People Behind Quattro: Visionaries and Engineers
Audi’s quattro might never have happened without a few key individuals. Jörg Bensinger, the engineer who first suggested putting 4WD in a high-performance Audi, is often called the “father of quattro.” It was Bensinger’s snowy adventures with the VW Iltis that sparked the idea in 1977. He convinced Audi’s management to fund a prototype, and his conviction paid off spectacularly. Another integral figure was Ferdinand Piëch – grandson of Ferdinand Porsche – who was Audi’s head of engineering in the late ’70s. Piëch loved ambitious technical projects (he later championed cars like the Porsche 917 and Bugatti Veyron) and immediately saw quattro’s potential as a technology to elevate Audi’s brand. Under his autocratic but visionary leadership, the quattro program got the resources it needed. Walter Treser, as Director of Pre-Development, led the team building the prototype and later became head of Audi Sport, overseeing the rally program. He was a big advocate for the project internally. Roland Gumpert – later known for founding Gumpert Apollo cars – was another engineer who worked closely on quattro’s development and helped push its implementation (Gumpert managed Audi’s rally team in the ’80s, ensuring the technology succeeded on the world stage). Franz Tengler, Audi’s transmission chief, invented the hollow shaft idea that allowed quattro’s layout to work – a crucial patent that made the system feasible. And we shouldn’t forget Martin Smith and Hartmut Warkuß on the design side, who styled the original quattro Coupé with its iconic box-flared fenders to fit the wider track and convey the car’s aggressive AWD stance (whichcar.com.au). Those blister fenders became an Audi hallmark, signaling that an Audi had quattro. Together, this small group of forward-thinkers defied naysayers (some skeptics in the late ’70s thought a performance 4WD car was unnecessary) and created a new segment.
By the time Audi celebrated “25 Years of quattro” in 2005, even rally legend Michele Mouton and others paid tribute to how these engineers changed the game. Today, Audi often credits people like Bensinger and Piëch in their heritage stories – even erecting a statue of an Audi climbing a ski jump to honor their bold marketing stunt (more on that next). Without the ingenuity and passion of these individuals, quattro might just mean “four” in Italian, rather than a world-famous AWD system.
Audi originally toyed with other names like “Carat” or even “quadro” for the system, but settled on “quattro” with a lower-case q. That styling continues to this day on badges.
Interesting
“quattro” Culture: Safety, Traction, and Performance
From the outset, Audi positioned quattro not just as a performance enhancer, but as a safety feature for regular drivers. In an era when most cars were either front-wheel drive or rear-wheel drive, the idea of sending power to all four wheels suggested unparalleled stability in rain, snow, or any low-grip situation. Audi famously demonstrated this in a 1986 commercial: they sent an Audi 100 CS quattro driving up a ski jump in Finland, a feat that left viewers astonished (motortrend.com). (Yes, an executive sedan climbing a steep snow-covered ski ramp, with only studded tires and quattro traction – no winch pulling it – as later confirmed. The ad became legendary proof of quattro’s capability.) “Safety” was a key message: an Audi quattro could grip where others slipped. Audi’s tagline “Vorsprung durch Technik” (Advancement through technology) was exemplified by quattro – it gave buyers confidence that advanced engineering translated to real-world security. In snowbelt regions, Audis gained a loyal following as capable winter cars, and competitors scrambled to offer their own AWD alternatives.
At the same time, quattro stood for performance. Audi proved in rally and racing that AWD could outright beat 2WD cars. The benefit wasn’t just straight-line traction (no wheelspin off the line), but also the ability to put down power earlier exiting corners and maintain control at high speeds on loose surfaces. Drivers like Röhrl and Mikkola praised how they could “point and squirt” their AWD cars out of bends while others fought for grip. On the road, early journalists noted the uncanny composure of quattro cars – Car and Driver in 1984 wrote that the quattro “goes like it’s attached to the road by velcro.” Audi leaned into this with campaigns about quattro giving you “road-holding like never before” and showing rally clips where the cars hugged treacherous curves. The synergy of safety and sport was critical: you got a car that could win rallies and get your family home in a blizzard.
Of course, quattro had learning curves. Early high-powered quattros (like an Audi 200 Turbo quattro) tended towards understeer if pushed – a safe, predictable trait, but not the favorite of keen drivers who wanted neutral or oversteering balance. Over the years, Audi addressed this through mechanical tweaks (the torque bias changes and later addition of active rear differentials) and better chassis tuning. By the 2010s, Audi’s high-performance quattro cars like the RS5, R8, etc., were praised for balance and even playful handling, thanks in part to systems like the Sport Differential. The sport diff (available on many S/RS models) can actively vector torque between the left and right rear wheels, sending more to the outside wheel in a corner to literally push the car into the turn. This counteracts understeer and gives a feeling of agile, even rear-biased cornering. In essence, it makes a quattro car behave like a much lighter, RWD car until traction breaks, at which point AWD grip pulls you through. Such innovations keep the quattro philosophy at the cutting edge. (See Understanding torque vectoring for more on this topic.)
Audi also isn’t shy to highlight how quattro differentiates it from its peers. For example, Audi has often reminded folks that quattro is “permanent” (in most models) while some competitors were historically part-time. Though modern BMW xDrive and Mercedes 4MATIC are now full-time or predictive AWD, Audi’s marketing in the 2000s emphasized the heritage: they’d been doing AWD since 1980, so trust them to get it right. Traction, stability, confidence – these are the emotional pillars of quattro’s brand image. Many Audi owners will tell you that once they’ve experienced quattro in foul weather or a spirited drive, they never want to go back to 2WD. The system instills a sense of security and mastery over conditions.
Finally, there’s a tactile element – the way quattro feels. Ask longtime Audi drivers: there’s a distinct feeling of the car clawing its way forward, a planted sensation on the road. In rain or snow, a quattro-equipped Audi often accelerates with minimal drama while other cars scramble for purchase. That “pulled on rails” sensation became a selling point. Audi even ran ads where two cars are at a green light on a wet day – the Audi quattro simply launches with no wheelspin while the other sits and spins. It’s a simple illustration, but effective. Quattro gave Audi an identity: the AWD luxury performance brand.
Quattro vs the World: Comparing AWD Systems
When Audi quattro arrived, it had few direct rivals – only the niche Jensen FF in the ’60s and the Subaru DL/GL 4WD wagons of the ’70s come to mind, and neither competed in the same luxury/sports category. But today, nearly every premium manufacturer offers an AWD system. How does quattro differ from BMW’s xDrive, Mercedes-Benz 4MATIC, or Subaru’s Symmetrical AWD, for instance?
BMW xDrive
BMW was actually late to AWD sedans – their first 3-Series “325ix” came in 1988, and AWD didn’t become mainstream in BMWs until the early 2000s. Modern xDrive (introduced around 2003) is an electronically controlled multi-plate clutch system that can vary the torque split between axles. Unlike Audi’s typical 50:50 or 40:60 fixed mechanical split, BMW xDrive is more variable – it can reputedly send nearly 100% of torque to either axle if needed. In normal driving, many xDrive cars are slightly rear-biased (for BMW’s RWD feel, often a default of 40:60 front:rear in many models). Under slip, an electronic clutch pack engages to redistribute power. Early xDrive was reactive (like Haldex, but in a longitudinal setup), but newer ones are predictive too. In driving feel, xDrive-equipped BMWs tend to feel more rear-driven than early Audis did, partly due to engine placement and tuning. In fact, the latest M5 and M3/M4 offer an AWD system that can fully switch to RWD mode at the press of a button – something Audi’s system has not offered (Audi has generally prioritized always-on safety, whereas BMW lets drivers disengage AWD for fun in those M models). Technically, xDrive and Audi’s current crown-gear quattro aren’t hugely different – both juggle torque front-to-rear quickly. BMW uses more electronics and clutches, Audi more mechanical gearing, but on the road, both give excellent traction. One could say xDrive is conceptually closer to quattro ultra (engaging as needed) than the traditional Audi Torsen setup. The distinction has blurred over time, as BMW moved toward proactive AWD and Audi introduced more electronic control in systems like Ultra and the Sport Diff. Still, enthusiasts often note that a Torsen-based Audi feels very predictable powering out of a corner, while an xDrive might initially behave like an RWD then abruptly shift torque if slip is detected (earlier xDrive iterations were known to suddenly yank power forward, which could subtly affect handling balance). Both brands have refined this to be nearly transparent now.
Mercedes 4MATIC
Mercedes launched its first 4MATIC in the late ’80s on the W124 E-Class – it was a complex system with center and rear clutches and even automatically locking diffs, but it proved troublesome and was swiftly retired. Modern 4MATIC (since the 2000s) comes in a few flavors. In most RWD-based Mercedes models, it uses a planetary center differential with a fixed torque split (often 45:55 front:rear on many recent sedans) combined with brake-based torque vectoring. In that sense, it’s analogous to Audi’s earlier Torsen systems, except using a planetary gearset with friction discs (somewhat like Audi’s crown diff, but usually with a fixed bias). Many Mercedes SUVs and some sedans now use a multi-plate clutch AWD (similar to xDrive/Haldex) to shuffle torque dynamically. For instance, the performance-oriented AMG 4MATIC+ in cars like the E63 S and new C63 is fully variable and can send 100% rear (and even offers a “Drift Mode” that makes it RWD). Historically, Mercedes often tuned 4MATIC for absolute safety – many models defaulted to more front-biased splits (like 50:50 or even 55:45 front:rear in some older models) to ensure very neutral, understeer-heavy handling (considered safest for the average driver). This made some 4MATIC cars feel less sporty than Audis. However, the latest AMG systems have flipped that, essentially matching or exceeding Audi’s sportiness by allowing a big rear bias and driver-controlled modes. One practical difference: in many FWD-based Mercedes compact models (like A-Class, GLA), the “4MATIC” is actually a Haldex-like on-demand AWD very much like Audi’s Haldex system (because those models are built on a similar layout). So, like Audi, Mercedes uses multiple technologies under one name, depending on the model.
Subaru Symmetrical AWD
Subaru is unique because all its vehicles (except BRZ) are AWD, and they’ve been at it as long as Audi (their first AWD passenger car was 1972). “Symmetrical AWD” refers to Subaru’s layout: a longitudinal boxer engine with the transmission and diff aligned, providing a straight, symmetrical drivetrain to front and rear axles. Many Subarus, especially with manual transmissions, use a simple viscous-coupling center diff (typically 50:50 split, and if slip occurs, the viscous fluid heats up and transfers torque). It’s a somewhat old-school, purely mechanical approach – effective, but can allow some slip before locking. Higher-end or automatic Subarus use an electronically controlled multi-plate transfer clutch (not unlike quattro Ultra in concept), which can vary the split proactively. Subaru generally biases torque 50:50 or 60:40 (front:rear), depending on the model, and they emphasize that all four wheels are driven all the time. Compared to Audi’s systems, older viscous Subarus are reactive and can’t shuffle torque as quickly or as flexibly as a Torsen or Haldex. However, Subaru often touts having no center differential “bias” – meaning equal default torque – and they rely on electronics (VDC) to brake wheels and manage traction side-to-side. In practice, an Audi with Torsen or crown diff may handle higher power more gracefully (since it can proactively send torque rearward under acceleration, whereas a 50:50 viscous might understeer more until slip is detected). But Subaru’s rally pedigree speaks for itself (they matched Audi’s WRC exploits in the ’90s with legendary cars). Notably, Subaru’s system is symmetric in layout, while Audi’s older systems had a heavy front bias in weight. This contributed to different handling characteristics – Subarus often have more balanced weight distribution (engine is low and farther back), so even with similar AWD function, a Subaru might feel more neutral. Audi has mitigated this over time by moving engines further back (newer MLB-platform Audis have the front axle moved forward relative to the engine).
Other AWD (Mitsubishi, etc.)
Mitsubishi’s Lancer Evo had a celebrated AWD with active diffs (AYC – Active Yaw Control) that could send torque side-to-side at the rear; it was perhaps the most advanced of the 90s/00s systems in terms of agility (it made those Evos corner like on rails with rear torque vectoring). Audi’s answer to that is the sport differential and advanced ESC algorithms (using brake-based torque vectoring called “wheel-selective torque control” in Audi-speak). So in an RS model, quattro plus sport diff plus ESC can achieve a similar yaw effect as Mitsubishi’s AYC, but using different means. Overall, quattro has historically been mechanical and proactive, whereas many Japanese systems were hydraulic or electronic and somewhat reactive (until recent times). However, the distinctions are much smaller nowadays – everyone uses a mix of mechanical LSDs, clutches, and brake intervention to achieve the result: keeping the car stable yet fun.
Quattro’s edge
One could argue Audi’s unique advantage was being a pioneer – they integrated AWD seamlessly into luxury cars from early on, while others were still figuring it out. They also stubbornly kept a mechanical center diff in most models far longer, which many purists appreciate for its simplicity and instantaneous operation. Even today, an Audi S8 with a self-locking crown diff feels very direct, whereas a comparable might use electro-hydraulic clutches that could, in rare instances, lag or heat up. For everyday driving, these differences are minor. Audi’s reputation for quattro remains a strong selling point – in marketing, they might say “quattro” the same way Jeep says “4×4 Trail Rated,” implying a level of proven prowess.
Shared technology within VW Group
It’s worth noting Audi hasn’t kept quattro solely to itself. As part of the Volkswagen Group, Audi’s AWD know-how has trickled into other brands. Volkswagen badged its AWD cars as “Syncro” in the ’80s and “4Motion” later. For transverse cars, VW’s 4Motion = Haldex (just like Audi A3’s quattro). For example, a VW Golf R and an Audi S3 are virtually identical AWD systems. For longitudinal models, some VWs actually used Audi’s Torsen: the VW Passat B5 (1998–2005) was built on an Audi A4 platform, so its 4Motion was actually the same Torsen-based quattro (with a 50:50 split) – enthusiasts loved those as “Audi in disguise.” Similarly, Skoda and SEAT (other VW Group brands) have their 4×4 or 4Drive systems, which are Haldex-based like Audi TT/A3. Audi’s luxury cousin Bentley uses a Torsen center diff in the Continental GT/Azure, etc., which was developed with Audi input (those cars have a 40:60 torque split as well, essentially an Audi system under the skin). Porsche, interestingly, collaborated with Audi on the first RS 2 Avant (1994), which had quattro AWD, and later the two brands co-developed SUV platforms: the Porsche Cayenne, VW Touareg, and Audi Q7 (first generation) share a chassis. The original Cayenne used a similar center diff concept (early Cayennes had a lockable Torsen diff with a default 38:62 rear bias for sportiness) (porscheenglewood.com). In fact, Porsche’s own press noted the Cayenne’s adoption of a Torsen center diff for the second-generation models. So, one could say quattro DNA spread to Porsche’s SUVs. (The sports car 911 AWD, however, is Porsche’s own design with an electronically controlled clutch to the front axle – different animal.)
And notably, since Audi took over Lamborghini in 1998, all Lambos have used Audi-derived AWD. The Lamborghini Gallardo initially employed a viscous coupling (like R8 Gen1), but newer models like the Huracán have a Haldex Gen.5-based setup (lamborghini.com). Indeed, Lamborghini’s spec sheets explicitly state “Electronically controlled all-wheel drive (Haldex Gen V) with rear mechanical LSD”. So, when you see a Huracán or an Urus SUV, know that under the exotic bodywork is a bit of Audi quattro tech keeping it glued to the road. This sharing of AWD components across VW Group has undoubtedly been cost-effective and has also reinforced quattro’s credibility – even a $300k supercar trusts an AWD system fundamentally similar to an Audi RS3’s!
To sum up, quattro set the template that many followed. Each system has its nuances – for instance, xDrive in some models can decouple like ultra, 4MATIC+ can go pure RWD, Subaru sticks to symmetrical mechanical setups – but they all aim for that ideal: maximum traction, minimal compromise. Audi’s long history with quattro gives them bragging rights, and in the AWD arms race, they continue to innovate (electric torque vectoring, etc., are extending the quattro concept into the EV age).
The Legacy of Quattro
From a wild idea in 1977 to over 10 million Audi quattro vehicles built, the quattro all-wheel-drive system has left an indelible mark on automotive history. It not only revolutionized rally racing but also reshaped consumer expectations – today, buying a luxury car with AWD is as common as choosing an automatic transmission. Audi’s success with quattro pushed rivals to develop their own AWD systems, spurring technological advancement across the industry.
Yet, quattro remains a cornerstone of Audi’s identity. The term “quattro” has come to symbolize Audi’s design philosophy of integrating advanced technology for real-world benefits. It’s about confidence and engagement: delivering secure handling on a rain-slick highway, or carving through a twisty mountain pass with power going to each wheel that can best use it. Audi constantly balanced the equation of traction vs. sportiness, and in doing so, cultivated a loyal fan base of quattro enthusiasts. The company even established the Audi quattro GmbH (now Audi Sport GmbH) as a performance division, named in honor of the very system that made Audi a performance name.
In showroom terms, quattro AWD has been a strong selling point – Audi famously advertised that their cars could “stay on the road” while others might end up in a ditch. Safety institutes recognized the accident reduction potential of AWD in inclement weather. On the flip side, gearheads appreciated that quattro allowed ever-higher power outputs; Audi could build a 450+ horsepower sedan (RS6) and give it usable daily performance because quattro put the power down without drama.
One can trace modern trends like the rise of crossover SUVs and the expectation of year-round usability in sports cars back to the quattro ethos. Today, an Audi R8 or Lamborghini can be driven to the ski resort – something unthinkable in the RWD supercars of old – thanks to performance AWD. Even electric cars are inheriting the philosophy: the Audi e-tron uses dual motors for AWD control, with software simulating a virtual center diff and even a “Torque Vectoring” function akin to quattro sport differential.
In a sense, quattro has come full circle. It started as a daring innovation to give Audi an edge. It became a dominant technology that forced the entire industry to follow. Now, as we enter an electrified era, the name “quattro” continues as Audi’s badge for any driven-four-wheel system, whether mechanical or electric, always evoking that legacy of traction and technology.
As a journalist might put it, quattro is more than just a 4WD system; it’s a cornerstone of the Audi mythos. It’s the snowy rally stages conquered in the ’80s, the feeling of invincibility on a wet road, the engineering purity of a self-contained mechanical masterpiece, and the continual innovation to stay ahead. It’s “four” done with flair. And as long as Audi exists, you can bet quattro will remain a proud part of its vocabulary – a testament to the idea that driving all four wheels can fundamentally enhance the driving experience, whether on a rally stage or the daily commute.
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