The Quattro's suspension endows it with a reasonably compliant but very well-controlled ride. Both the deep front air dam and the rear spoiler are functional devices that add measurably to the Quattro's exceptional stability and make it nearly immune to crosswinds. The 55/45 static weight distribution moves towards an ideal 50/50 dynamic split under power. As the velocity increases, the well-balanced Quattro just hunkers down and digs in. Fling it into a turn with the power on, and the car assumes a near-neutral attitude, with just a touch of push in the front end. The precise power steering dials in enough assist to counteract all torque-steer effects but still leave one with a very positive assessment of road conditions.
Stopping power is also plentiful. The hefty 11.02-in. vented front and 9.45-in. solid rear power disc brakes (taken from the 5000 Turbo) hauled the Quattro down from 60-0 mph in 133 ft, which is simply outstanding. Despite a relatively soft pedal, modulation was excellent, fade was absent, and the car never once wandered from the straight and narrow under any simulated panic stop conditions.
If there is an area of questionable design on the Quattro it's in the shift mechanism. The same vague gates and general notchiness that characterize the Coupe linkage have been carried over intact. Compliant rubber bushings undeniably help absorb drivetrain vibration, but they also permit the lever to flex vigorously on hard shifts.
About the only time the Quattro becomes a less-than-ideal running mate is when one attempts to dramatically alter its path of travel while exploring an apex somewhere near the absolute limit. The Quattro is a most competent player, but it's not quite up to neutralizing the laws of physics. As one would find in any high-performance 4-wheel-drive vehicle, suddenly lifting off the throttle or jumping on the brakes in mid-corner precipitates a kind of instant trailing-throttle trauma that can range in severity from the scare of a lifetime to worse (see the sidebar "The Flaw - You Must Pay Attention"). Barring that type of unfortunate action, the Quattro is, quite simply, one of the most delightful vehicles we've ever evaluated.
As one might expect, the Quattro will only be sold here as a fully outfitted GT. A leather interior, heated seats, sunroof, and rear-window washer/wiper are the only options. Preliminary pricing plans call for a $35,000 tariff. While some may find this figure a trifle intimidating, Audi claims that the biggest detriment to new-car sales isn't sticker shock but value shock, and that its customers have consistently shown a willingness to pay a little bit more to get what they really want in a car. The contention is backed with figures that show Audi's worldwide sales were up 19.2% in 1981, and they are expected to rise by another 18.2% this year. Audi's immediate goal is to firmly establish itself as America's premier "niche operator" in the luxo-touring market. The Quattro will figure prominently in that effort, both on its own and as an integral element in the corporate advertising program.
The Quattro is also destined to serve as a rolling testbed for a number of Audi's future production designs. While hedging on specifics, the firm has left no doubt about its intentions to use Quattro-pioneered concepts in other Audi models. The organization now estimates that 15-30% could be cut from the cost of its 4-wheel-drive system if it were to attain a full production status. If and when that finally does happen, the 5000 Turbo or its successor will probably be the first to benefit. For now, we're content with the Quattro. After all, sometimes a little showing off isn't such a bad thing.
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