Guide: Ingolstadt Pocket Rocket - a Historical & Technical Appraisal of the Audi 8X A1 Quattro
BACKGROUND
Although the World Rally Championship-winning Quattro produced between 1980 and 1991 played a large part in propelling Audi into the wider consciousness of the motoring public, it wasn’t until several years later that the firm had established itself as a genuine rival to the likes of Mercedes-Benz and BMW.
By the mid 2000s, the transformation of the Ingolstadt company was effectively complete; it had arguably become the most desired brand in the aspirational premium-mainstream market and, to take sales into the stratosphere, the company began to make plans for a compact class supermini that would attract a whole new breed of customer to the brand.
Rather than start from scratch, the decision was made to base this new entry-level machine on the Volkswagen Audi Group’s PQ25 platform as used by the VW Polo Mk5 (introduced in 2009) and the Seat Ibiza MK4 (introduced in 2008).
Following a series of concepts displayed at various events between 2007 and ‘08, the resultant Audi A1 finally broke cover at the Geneva Motor Show in March 2010.
Sales began in August of that year at which point the A1 was offered exclusively as a front-wheel drive three-door Hatchback with a choice of 1.2 or 1.4-litre Turbo Fuel Stratified Injection petrol engines or a 1.6-litre turbo diesel (all of which were inline four cylinder motors). Five and six-speed manual gearboxes were variously fitted along with an optional seven-speed S-tronic (on the 1.4 petrol).
2011 saw a more powerful 182bhp 1.4 TFSI added (plus an entry level turbo diesel) along with a five-door version dubbed the Sportback which was launched at the Tokyo Motor Show in November.
However, the most exciting A1 to break cover that year was a one-off Clubsport Quattro unveiled at the Worthersee Tour in June.
Equipped with a tuned 503bhp version of the 2.5-litre inline five cylinder unit from the contemporary TT RS and RS3, the A1 Clubsport Quattro also featured a similarly enhanced four-wheel drive system, a six-speed manual gearbox, uprated wheels, tyres and brakes, a wide-arched and heavily spoilered body with CFRP roof and a comprehensively stripped interior.
Reaction to the Clubsport Quattro was extremely positive which was a good thing as, twelve months earlier, Audi had decided to create a limited run of slightly toned down customer version dubbed the A1 Quattro.
Announced in December 2011 and first exhibited at the Geneva Motor Show in March 2012, the A1 Quattro was developed by Audi itself as opposed to Quattro GmbH which was the subsidiary in charge of the company’s S, RS and R8 models.
Just 333 were to be built, all of which would be left-hand drive.
Sales began during the second half of 2012 and production took place on the regular A1 line at Audi’s Forest factory in Brussels, Belgium.
CHASSIS
Like every A1, the Quattro was based on a galvanised steel monocoque bodyshell with a 2469mm wheelbase. However, for this application, Audi modified the suspension pick-up points and wheel wells to incorporate larger suspension uprights and bigger brakes.
Additionally, installation of a four-wheel drive system meant the rear differential now filled the spare wheel well which meant a new upside down fuel tank had to be created that could wrap around the driveshaft. Owing to the A1 Quattro’s relatively tiny production, the fuel tank was fashioned from stainless steel as opposed to plastic. Capacity remained unchanged at 45-litres.
Suspension comprised a familiar MacPherson strut configuration up front while out back was an advanced multi-link set-up adapted from the TT RS. Revised spring and damper settings meant ride and handling was much sportier than a regular A1.
Compared to the previously range-topping 182bhp 1.4 TFSI, the A1 Quattro’s vented front discs were enlarged from 288mm to 312mm while the solid rotors at the back went from 230mm to 272mm.
Brand new Glacier White 8 x 18-inch turbine-style alloy wheels were another unique feature and came shod with 225/35 R18 tyres.
The A1 Quattro’s electro-hydraulic power steering system was re-tuned with a more direct 14.8:1 ratio for improved responsiveness.
ENGINE / TRANSMISSION
In the A1 Quattro’s engine bay was a transversely-mounted Type EA113 turbocharged and intercooled inline four with dual overhead camshafts, four valves per cylinder, wet-sump lubrication and direct petrol-injection.
Largely identical to the power unit found in the contemporary Audi S3, the EA113 motor came with a reinforced cast-iron cylinder block as opposed to the aluminium alloy type used by normally aspirated VAG engines of the time. Other special equipment included an adjustable Variable Valve Timing intake cam, two balance shafts, a beefier crankshaft, a regulated oil pump, custom pistons and connecting rods, new camshafts, new valves and reinforced valve springs.
Displacement was the familiar 1984cc thanks to a bore and a stroke of 82.5mm and 92.8mm respectively.
With a compression ratio of 9.8:1 and a KKK K04 turbo, peak output was 252bhp at 6000rpm and 258lb-ft between 2500rpm and 4500rpm. This made the A1 Quattro easily the torquiest, most powerful car in the supermini class.
For comparison, the previously range-topping 1.4 TFSI produced 182bhp at 6200rpm and 184lb-ft at 2000rpm to 4500rpm.
Transmission was through a Type MQ350 six-speed manual transmission with a permanent all-wheel drive system, at the heart of which was an electronically controlled, hydraulically-actuated multi-plate clutch mounted on the rear axle for optimum weight distribution.
During normal conditions, the clutch sent most of the engine’s power to the front wheels, but up to 100% of drive could be seamlessly diverted to the rear axle if required. Should a wheel on either axle lose traction, it was automatically braked by the Electronic Differential Lock (EDL).
Handling precision and adjustability were further enhanced by an XDS selective differential lock (which could apply the brake at any corner) and a specially configured Electronic Stability Program (ESP) complete with Sport mode with a higher threshold for intervention. If desired, the ESP could be switched off entirely.
BODYWORK
Externally, with its uprated cooling and aero, the Quattro was the most aggressive-looking first generation A1 that ever made it into production.
The new front bumper assembly featured a completely revised lower section that incorporated massive brake and radiator intakes along with a bigger chin spoiler. Further up, the primary intake grille was painted high gloss black, outboard of which were curved bar headlights with a unique red inlay.
Down each flank were custom sills with discrete black skirts.
More special equipment could be found at the back of the car; a rear spoiler located on triple pylons was mounted at the back of the roof and a deep rear bumper was installed along with a bigger, re-profiled venturi that housed a 100mm tail pipe on either side.
Only one colour scheme was ever offered: Glacier White metallic with a high-gloss Black roof and matching tail fascia insert.
Tinted rear windows were fitted as standard along with Quattro badges on the primary intake grille, C-pillars and tail fascia.
INTERIOR
Inside, every A1 Quattro was equipped to a very high specification and also came with a variety of sporty features not seen on any of its lesser siblings.
Black Silk Nappa leather was used to upholster the S line seats, armrests and steering wheel, all of which got red contrast stitching. The seat backrest covers were accessorised with a Quattro insignia and painted high-gloss black to match the door inserts and lower section of the centre console.
A special flat-bottomed multi-function steering wheel featured a limited edition ‘1 of 333’ limited plaque on the vertical spoke.
Housed in a regular A1 instrument binnacle was a custom red-faced 8000rpm rev counter with integrated water temperature read out. Next to this was a black-faced 280kmh / 160mph speedometer. In between was a colour LCD display. White instead of red needles were another unique A1 Quattro feature along with an aluminium gear shift knob and stainless steel pedals / footrest.
Located in the centre of the dash above the two circular fresh air vents was an LCD infotainment screen.
Each A1 Quattro came with virtually the full complement of normally optional equipment to include Xenon Plus headlights, high-beam assistant, adaptive brake lights, LED interior lighting, light and rain sensors, an acoustic rear parking system, automatic air conditioning, a storage package, a convenience key and cruise control.
OPTIONS
With such a high standard specification, optional extras were fairly limited.
Audi offered a CD changer, DAB digital radio, Audi Music Interface iPod connection, hard disk-based MMI Navigation Plus, a 465-watt 14-speaker BOSE sound system with illuminated door woofers and Mobile Phone Preparation with Online Services.
In certain markets such as the UK, all of the above was included in the price.
WEIGHT / PERFORMANCE
Largely as a consequence of its four-wheel drive suspension and beefed-up engine, the A1 Quattro weighed in 175kg heavier than the 1.4 TFSI (1465kg as opposed to 1290kg).
However, it was much quicker in every respect with a top speed of 152mph (up from 141mph) and a 0-62mph time of 5.7 seconds (down from 7 seconds flat).
END OF PRODUCTION
As expected, Audi restricted production of the A1 Quattro to 333 units. Of these, just 19 were originally delivered to the UK and, like the rest of the A1 range, none made their way to the USA.
Text copyright: Supercar Nostalgia
Photo copyright: Audi - https://www.Audi.com
