The Audi Quattro was one of the most important performance cars of the 1980s because it proved that permanent all-wheel drive could transform both road-car traction and international rally competition. Introduced in 1980, the Quattro combined a turbocharged five-cylinder engine with a permanent four-wheel-drive system in a relatively compact coupe body, creating a formula that would reshape rallying and eventually influence nearly every major performance-car manufacturer.
The road car is often called the Ur-quattro, using the German prefix “Ur” to mean original or first, in order to distinguish it from the many later Audi models that used quattro all-wheel drive.
Mechanically, the Quattro evolved considerably during its production life. Early cars used a 2.1-liter turbocharged five-cylinder with manually lockable differentials. Later versions gained larger-displacement engines, revised cylinder heads, differentials that became easier to operate, upgraded interiors, wider wheels and suspension changes. The final 20-valve versions were substantially more sophisticated than the original cars.
The competition story was even more dramatic. Audi entered the World Rally Championship with the Quattro under Group 4 rules, then developed increasingly extreme Group B versions. The short-wheelbase Sport Quattro and later Sport Quattro S1 E2 became among the most recognizable rally cars ever built.
1977–79: The Idea Behind Quattro
The Quattro project began after Audi engineers observed the impressive traction of the Volkswagen Iltis military vehicle during winter testing. The Iltis used four-wheel drive and could outperform much more powerful front-wheel-drive cars on snow.
Audi engineer Jörg Bensinger recognized that a compact permanent four-wheel-drive system could give a high-performance road car a major traction advantage. Working with Ferdinand Piëch and other Audi engineers, the company developed a drivetrain light and compact enough to fit into a passenger-car platform. The key challenge was avoiding the heavy transfer cases normally associated with four-wheel-drive trucks and utility vehicles.
Audi’s solution used a hollow transmission shaft that allowed power to be sent both forward and rearward within a compact longitudinal drivetrain.
1980: The Audi Quattro Debuts
Audi unveiled the production Quattro at the 1980 Geneva Motor Show. The car was based loosely on the Audi Coupé and 80/4000 platform but incorporated major drivetrain, chassis and body changes. The engine was a turbocharged 2,144-cc inline five-cylinder. Known in early form by engine codes such as WR in European specification, it used a single turbocharger and Bosch fuel injection. European output was approximately 200 horsepower. That figure was strong but not extraordinary by supercar standards.
What made the Quattro exceptional was how effectively it could use that power in poor conditions.
Permanent All-Wheel Drive
Unlike many earlier four-wheel-drive road cars, the Quattro used permanent all-wheel drive. Power was continuously sent to both axles. The system included a center differential and rear differential that the driver could manually lock. Early cars used separate controls to engage the locks. This allowed the driver to adapt the drivetrain to snow, mud or loose surfaces. On dry pavement, the differentials could remain open to allow normal speed differences between axles and wheels.
Early Quattro Transmission
The early Quattro used a five-speed manual transmission. Its drivetrain was compact because Audi routed the center differential and front differential within the transmission assembly. The engine remained mounted longitudinally ahead of the front axle, as in many contemporary Audis.
That created a noticeable front weight bias, but all-wheel drive provided enormous traction. The layout became the foundation of Audi’s quattro system for years.
Early Suspension
The Quattro used fully independent suspension. MacPherson struts were fitted front and rear. The rear arrangement was particularly clever because Audi adapted front-suspension-type components for the rear axle, allowing the driveshafts and differential to be incorporated without developing a completely new suspension architecture.
Springs, dampers and anti-roll bars were tuned specifically for the Quattro. The track was wider than on lesser Audi Coupés.
Early Body Changes
The Quattro’s body was noticeably more muscular than the standard Audi Coupé. Flared wheel arches accommodated wider wheels and tires. Deep front and rear spoilers improved high-speed stability. The rear spoiler became a distinctive visual feature.
The coupe body retained a practical hatchback configuration and four-seat interior, which made the Quattro unusually usable compared with many high-performance cars of the period.
1981: Audi Enters World Rallying
Audi entered the World Rally Championship with the Quattro in 1981. At the time, the rally establishment largely favored rear-wheel-drive cars. Four-wheel drive had previously been viewed as too heavy and mechanically complex for top-level rally competition.
Audi immediately demonstrated otherwise.
The Quattro’s traction advantage was overwhelming on snow, gravel and wet surfaces. It could accelerate out of corners while rear-wheel-drive competitors struggled for grip.
1981 Monte Carlo Rally
The Quattro made an immediate impression at the Monte Carlo Rally. Although reliability and development issues prevented instant domination, the car’s speed was obvious. Hannu Mikkola demonstrated how dramatically the Quattro could outperform traditional rally cars under slippery conditions. Audi’s competitors quickly realized that four-wheel drive represented the future of rallying.
Michèle Mouton
One of the most important drivers in Quattro history was Michèle Mouton. Driving for Audi, she became the first woman to win a World Rally Championship event when she won the 1981 Rallye Sanremo. Her success was not simply symbolic. Mouton was one of the fastest rally drivers of the period and became a serious contender for the World Drivers’ Championship. Her performances helped establish both the Quattro and Audi’s rally program internationally.
1982: Audi Wins the Manufacturers’ Championship
Audi’s rally program matured rapidly. In 1982, Audi won the World Rally Championship for Manufacturers. The Quattro’s combination of turbocharged power and permanent all-wheel drive was particularly effective on loose surfaces.
Michèle Mouton finished second in the drivers’ standings after challenging Walter Röhrl for the championship. Audi’s success effectively ended the argument over whether four-wheel drive was worthwhile in rally competition. From that point forward, serious competitors increasingly adopted AWD.
Group 4 Quattro
The earliest factory rally Quattros competed under Group 4 regulations. These cars retained a relatively close visual relationship with the road-going Quattro. Power increased substantially beyond the road car’s approximately 200 horsepower. Depending upon specification and development stage, competition output climbed beyond 300 horsepower. The cars were strengthened, lightened and equipped with rally-specific suspension, brakes and safety equipment.
1983: Group B Begins to Reshape Rallying
The FIA introduced Group B regulations for 1982, but the category became increasingly important during the following seasons. Group B allowed manufacturers considerable freedom once a relatively small number of road-going homologation cars had been produced. Audi initially adapted the existing long-wheelbase Quattro to the new rules.
The competition cars became increasingly powerful and sophisticated.
1983 Drivers’ Championship
Hannu Mikkola won the 1983 World Rally Drivers’ Championship for Audi. This was a major achievement for the Quattro program. However, Audi was beginning to face stronger competition. The Lancia Rally 037 was lighter and more agile on dry tarmac, despite retaining rear-wheel drive. The contrast highlighted one of the Quattro’s fundamental weaknesses.
Its AWD system provided extraordinary traction, but the long-wheelbase car was relatively heavy and carried much of its mass ahead of the front axle.
The Long-Wheelbase Problem
The production Quattro’s long nose and front-heavy weight distribution created understeer. In rallying, the long wheelbase also made the car less agile through tight corners. Audi’s drivers developed techniques that exploited weight transfer and four-wheel-drive traction, but increasingly specialized Group B competitors were being designed from scratch around rally requirements.
Audi responded with a radically shortened version.
1984: Sport Quattro
The Audi Sport Quattro was created primarily as a homologation special for Group B. It was dramatically different from the standard road-going Quattro. Audi shortened the wheelbase by approximately 320 mm. The rear passenger compartment and roofline were visibly compressed. The shorter wheelbase substantially improved agility.
Sport Quattro Body Construction
Audi also reduced weight through extensive use of lightweight materials. The body incorporated Kevlar, fiberglass, carbon-reinforced composite and aluminum components, depending on the panel and specification. The windshield was more upright than on the standard Quattro. This was partly done to reduce dashboard reflections that had bothered rally drivers in competition. The flared fenders became even wider. Large air intakes and more aggressive spoilers reflected the car’s competition purpose.
Sport Quattro Engine
The Sport Quattro received a substantially revised five-cylinder engine. Displacement remained approximately 2.1 liters, but the cylinder head now used four valves per cylinder, for a total of 20 valves. The road-going Sport Quattro produced approximately 306 horsepower.
This was an enormous output for a production car in 1984.
The engine was designated KW in road-going form. Turbocharging, intercooling and sophisticated fuel injection produced far more power than the original Ur-quattro.
Sport Quattro Suspension
The suspension was heavily revised. MacPherson-strut architecture remained, but geometry, spring rates, dampers and track width were altered. The shorter wheelbase dramatically changed the car’s response. The brakes were larger and more competition-oriented. Wider wheels and tires increased grip. The result was far more agile than the original long-wheelbase rally car.
Sport Quattro Production
Audi produced only a little over 200 Sport Quattros for homologation. That rarity makes the road-going Sport Quattro one of the most valuable Audis ever built. It should not be confused with ordinary Quattros converted to short-wheelbase or Sport Quattro appearance. Authenticating the chassis and factory construction is essential.
1984: Audi Dominates the WRC
The 1984 season was one of Audi’s greatest rally years. Stig Blomqvist won the World Rally Drivers’ Championship. Audi also won the Manufacturers’ Championship. Hannu Mikkola remained a major force within the team. The Quattro had now captured both major WRC titles and established Audi as one of the dominant forces in international rallying.
Walter Röhrl Joins Audi
Walter Röhrl, already a multiple world champion, joined Audi and became one of the most famous drivers associated with the later Group B Quattros. Röhrl was renowned for his technical understanding and exceptionally precise driving. His feedback helped Audi develop the shorter and more powerful Quattro variants. He would later become closely associated with the spectacular S1 E2 and Audi’s Pikes Peak program.
1984–85: Quattro A2
Before the Sport Quattro fully replaced the earlier competition cars, Audi developed improved long-wheelbase Group B versions commonly referred to as the Quattro A1 and A2. The A2 incorporated aerodynamic, engine and chassis improvements. Power generally reached the mid-300-horsepower range or beyond depending on event and specification. These cars played a major role in Audi’s 1983 and 1984 successes.
1985: Sport Quattro S1
Audi developed the Sport Quattro into the more extreme S1 competition car. Power increased dramatically. Depending upon specification, the turbocharged 20-valve five-cylinder produced roughly 450 horsepower or more. The car received larger aerodynamic devices and further chassis development. Weight reduction remained a major priority.
1985: Sport Quattro S1 E2
The ultimate factory Group B Quattro was the Sport Quattro S1 E2. It was visually extraordinary. Large wings, spoilers and air-management devices surrounded the body. The front bumper incorporated substantial aerodynamic extensions. Large rear wings generated much more downforce than earlier Quattros. The E2 looked less like a modified production coupe and more like a purpose-built racing prototype.
S1 E2 Engine
The 2.1-liter turbocharged five-cylinder was developed to extreme levels. Depending on boost setting and event specification, output is generally cited around 500–550 horsepower, with some configurations capable of even more. Turbo lag remained substantial. However, once boost arrived, acceleration was extraordinary.
The engine’s distinctive five-cylinder exhaust note became one of Group B’s most recognizable sounds.
S1 E2 Drivetrain
Audi also continued developing the four-wheel-drive system. The early manually locked differentials evolved toward increasingly sophisticated torque-distribution strategies. Some competition cars experimented with alternative center-differential systems. The fundamental advantage remained the ability to deploy enormous turbocharged power through all four wheels. This allowed the Quattro to accelerate extremely hard from low-speed corners and on loose surfaces.
S1 E2 Suspension and Weight Distribution
Audi worked aggressively to reduce the Quattro’s front-heavy character. Components were relocated rearward where practical. Cooling systems and other hardware could be repositioned to improve weight distribution. Suspension geometry continued to evolve. Even with those efforts, the Audi remained relatively heavy and nose-heavy compared with newer mid-engine Group B rivals. Cars such as the Peugeot 205 T16 and Lancia Delta S4 were designed specifically around the Group B rules and had more centralized mass.
1985: Competition Intensifies
By 1985, Group B had become extraordinarily competitive. The Peugeot 205 T16 combined four-wheel drive with a compact mid-engine chassis. The Lancia Delta S4 used both supercharging and turbocharging. Ford was developing the RS200. Austin Rover fielded the MG Metro 6R4.
Audi’s Quattro remained immensely powerful, but its production-car-derived architecture was becoming a disadvantage.
1985 Sanremo and Other Victories
The S1 and E2 still demonstrated spectacular speed. Walter Röhrl and other Audi drivers produced memorable performances. The cars were especially dramatic because of their enormous power, short wheelbase, turbo lag and aggressive aerodynamics. Even when the newer mid-engine rivals were technically superior overall, the Quattro remained capable of winning.
1986: Group B Ends
The 1986 season brought a series of serious and fatal accidents. After the deaths of Henri Toivonen and Sergio Cresto in a Lancia Delta S4 at the Tour de Corse, the FIA announced that Group B would be discontinued after the season. Audi had already become increasingly concerned about the category’s safety. The factory withdrew from regular Group B rallying during 1986. The era in which the Quattro had transformed the sport was effectively over.
Audi’s Rally Legacy
Audi’s most important contribution to rallying was larger than its championship record. Before the Quattro, two-wheel drive dominated serious international rally cars. After the Quattro demonstrated the advantage of AWD, four-wheel drive became effectively mandatory at the highest level. Modern WRC cars, rallycross cars and many road-going performance cars all reflect that change.
The Quattro permanently altered drivetrain philosophy in motorsport.
Pikes Peak
Audi also used the Quattro in the Pikes Peak International Hill Climb. The event’s combination of loose surfaces, steep gradients and high altitude suited turbocharging and four-wheel drive exceptionally well. Michèle Mouton won at Pikes Peak in an Audi Quattro in 1985. Audi continued developing increasingly powerful versions for the event.
1987: Walter Röhrl at Pikes Peak
One of the most famous Quattro competition achievements came in 1987, when Walter Röhrl drove an extensively developed Audi Sport Quattro S1 to victory at Pikes Peak. The car used extreme aerodynamic bodywork and enormous turbocharged power. Output is generally cited at roughly 600 horsepower, depending on specification. Röhrl completed the course in under 11 minutes, becoming the first driver to do so. The car became one of the most iconic hill-climb machines in automotive history.
1983–84 Road-Car Development
While Audi’s rally program was generating headlines, the production Quattro continued evolving. Engine-management systems, interior details and chassis tuning were improved. Audi gradually modernized the dashboard and instrumentation. Wheel sizes increased. The basic formula remained a turbocharged five-cylinder, five-speed manual gearbox and permanent AWD.
1985: Larger 2.2-Liter Engine
Production Quattros eventually received a slightly larger 2,226-cc five-cylinder engine. The change improved torque and drivability. Power remained around 200 horsepower in many specifications. Engine codes and exact output varied by market. The additional displacement made the road car more flexible without changing its fundamental character.
Differential-Control Changes
Early Quattros had manually operated center and rear differential locks. Audi gradually revised the control system to make operation easier. Rotary controls replaced some early arrangements. Later cars adopted a Torsen center differential, which automatically varied torque between front and rear axles. This was one of the most important drivetrain developments in the road-going Quattro’s history.
1987: Torsen Center Differential
The introduction of the Torsen torque-sensing center differential made the quattro system much more sophisticated. Rather than relying on the driver to lock the center differential manually, the Torsen unit could automatically redistribute torque according to available grip. The rear differential could still be manually locked for extremely slippery conditions. The result was a system better suited to both performance driving and everyday use.
Suspension Development
Road-car suspension evolved steadily rather than through one major redesign. The Quattro retained independent strut-based suspension throughout much of its life.
Spring and damper rates were revised repeatedly. Wheel and tire sizes increased. Later cars gained improved bushings and geometry. These changes reduced body movement and improved steering precision.
The car nevertheless retained a front-heavy handling balance compared with more neutral rear- or mid-engine sports cars.
Braking Changes
Early Quattros used four-wheel disc brakes appropriate to their approximately 200-horsepower output. As wheels became larger and performance increased, Audi improved brake hardware. Later cars received larger ventilated discs and revised calipers. The road Quattro’s brake development broadly followed the increasing weight and performance of the car.
1988: MB Engine
Later European-market Quattros adopted the MB-code 2.2-liter engine. It continued to use a 10-valve cylinder head. Output remained approximately 200 horsepower.
Changes focused more on drivability, emissions and durability than dramatic increases in peak output.
1989: 20-Valve Quattro
The final major mechanical development of the original Quattro was the introduction of the 20-valve RR engine. Displacement remained approximately 2.2 liters. A four-valve-per-cylinder cylinder head dramatically improved breathing. Output increased to approximately 220 horsepower. The engine was much more sophisticated than the original 1980 10-valve unit.
RR 20-Valve Engine
The RR engine used modernized electronic engine management and a more advanced cylinder head. Improved airflow helped the engine make more power without requiring a huge increase in boost. Throttle response and high-rpm breathing were improved. The 20-valve engine also shared conceptual development with Audi’s later high-performance five-cylinder engines.
Late Quattro Transmission
The final 20-valve cars received an improved manual transmission. The drivetrain worked with the Torsen center differential to provide much smoother and more automatic torque distribution than the original 1980 system. This made the late Ur-quattro mechanically much closer in philosophy to later Audi performance cars.
Late Body Changes
The Quattro’s body changed relatively little in fundamental shape throughout production, but details evolved. Early cars have smaller bumpers, early-style headlights and simpler trim. Later cars received revised bumpers, grilles, lighting and interior equipment. Wider wheels filled the flared arches more effectively.
The body gradually became more refined while retaining the unmistakable box-flared coupe silhouette.
Early Versus Late Interiors
Early Quattro interiors resemble other upper-level Audi models of the late 1970s and early 1980s. Analog instruments and relatively simple controls dominate.
Later cars received redesigned dashboards, improved seats, updated switchgear and eventually digital instrumentation in some configurations and markets. Because the Quattro remained in production for more than a decade, the difference between an early 1980 car and a final 20-valve example is substantial.
The Original 10-Valve Quattro
The early 10-valve Quattro represents the original form of the car. Its roughly 200-horsepower turbocharged five-cylinder and manually controlled differential locks provide the most mechanical driving experience. Turbo lag is noticeable. Steering and controls feel relatively heavy by modern standards. The car rewards a driver who understands momentum, boost and traction.
The 20-Valve Quattro
The final 20-valve RR Quattro is the most developed regular production version. Its approximately 220-horsepower engine breathes better and produces stronger performance. The Torsen center differential makes the AWD system easier and more responsive. Improved suspension, brakes and interior refinement make it the most usable Ur-quattro.
Because production numbers were relatively low, 20-valve cars are especially desirable.
The Sport Quattro Road Car
The Sport Quattro occupies a completely different collector category. Its shortened wheelbase, composite body panels, 20-valve engine and roughly 306 horsepower were all created around Group B homologation requirements. It is dramatically rarer than a standard Quattro. Its unusual proportions are immediately recognizable, especially the shortened cabin and more upright windshield.
Understanding the Major Audi Quattro Variants
Collectors and enthusiasts generally divide the original Quattro family into these principal categories:
- Early 10-Valve Ur-quattro: Original long-wheelbase road car with approximately 200 horsepower, five-speed gearbox and manually lockable center and rear differentials.
- Later 2.2-Liter 10-Valve Quattro: Increased displacement and continuous improvements in drivability, equipment and chassis tuning.
- Torsen-Equipped Quattro: Later version using an automatically torque-sensing center differential rather than the early manually locked center differential.
- 20-Valve RR Quattro: Final regular-production evolution with 2.2-liter 20-valve engine producing approximately 220 horsepower.
- Sport Quattro: Short-wheelbase homologation road car with composite bodywork and approximately 306 horsepower.
- Group 4 Quattro: Early factory rally version that established the effectiveness of four-wheel drive in international rallying.
- Group B Quattro A1/A2: Developed long-wheelbase competition cars with greater power, reduced weight and improved aerodynamics.
- Sport Quattro Rally Car: Short-wheelbase Group B competition version based on the homologation road car.
- Sport Quattro S1: More extreme competition development with dramatically increased turbocharged output.
- Sport Quattro S1 E2: Ultimate Group B factory Quattro, with approximately 500–550 horsepower, extreme aerodynamic bodywork and extensive chassis development.
- Pikes Peak Sport Quattro: Hill-climb evolution producing roughly 600 horsepower in later specification and associated especially with Michèle Mouton and Walter Röhrl.
What Matters to Collectors
The Audi Quattro is a car where production date, engine specification, drivetrain configuration, originality and motorsport provenance can create enormous differences in value.
- Early road cars are desirable because they represent the original production specification.
- Their manually controlled differentials and 10-valve engines provide the most direct link to the first rally cars.
- The final 20-valve RR cars are attractive for a different reason.
- They represent the fully developed road-going Ur-quattro, with greater power, improved engine management and the Torsen center differential.
- For buyers who intend to drive their cars regularly, the late 20-valve version is often the most appealing.
- The Sport Quattro sits well above ordinary road cars in rarity and historical importance.
- Because replicas and conversions exist, chassis authentication is essential.
- A shortened standard Quattro body is not a genuine Sport Quattro.
- Factory chassis records, materials, drivetrain specification and production history should be verified carefully.
- Competition cars require an even greater level of documentation.
- The value difference between an authentic works rally chassis and a later replica can be enormous.
- Individual rally cars were also rebuilt, updated and re-bodied repeatedly during their active careers.
- A genuine Quattro rally car may therefore contain components from multiple periods of its competition life.
- That does not necessarily reduce its historical importance, provided the history is documented.
- Engine condition is especially important on road cars.
- The turbocharged five-cylinder is fundamentally strong, but age and modification can create problems.
- Boost increases, altered wastegates, aftermarket intercoolers and modified fuel systems were common.
- A heavily tuned car may produce substantially more power than stock but can place additional stress on the turbocharger, cooling system, clutch and gearbox.
- Timing-belt service is critical.
- Cooling-system condition, turbocharger health, fuel injection and ignition should all be checked carefully.
- The unique drivetrain also requires attention.
- Center and rear differentials, driveshafts, CV joints and gearbox components can be expensive to repair.
- On early cars, the differential-lock system should operate correctly.
- On later Torsen-equipped cars, driveline noise or binding can indicate worn components.
- Suspension wear can significantly alter handling.
- Bushings, strut mounts, wheel bearings and dampers should be inspected.
- Because many Quattros were used in winter climates, corrosion is a major concern.
- Wheel arches, sills, floor sections, suspension mounting points and areas around the windshield and hatch should all be checked.
- Accident damage is also common.
- The cars encouraged enthusiastic use on snow, gravel and poor roads, and some have had extensive repairs.
- Correct panel shapes and factory seams are important when evaluating originality.
- Body modifications deserve particular scrutiny.
- The Quattro’s rally fame encouraged many owners to fit larger spoilers, rally lights, wider wheels and replica Sport Quattro body panels.
- Period modifications can be interesting, but a highly original road car is becoming increasingly difficult to find.
- Interior originality also matters.
- Dashboard electronics, digital displays, trim materials and switchgear can be difficult to source.
- A complete original interior can therefore add significant collector appeal.
The rally cars occupy a different universe.
The most valuable examples are those with documented factory competition history, particularly cars associated with major WRC victories or drivers such as Hannu Mikkola, Michèle Mouton, Stig Blomqvist and Walter Röhrl.
The exact specification of a competition car should be considered in the context of its date. A 1982 Group 4 car, a 1984 A2, a Sport Quattro and an S1 E2 are mechanically and historically very different even though all carry the Quattro name.
The Quattro’s importance cannot be measured only by horsepower or rarity. Its greatest achievement was demonstrating that four-wheel drive could be a performance technology rather than merely an off-road feature. On the road, that meant remarkable traction in rain, snow and poor conditions. In rallying, it changed the sport permanently.
Audi’s early rivals initially questioned the weight and complexity of the system. Within only a few years, nearly every serious Group B challenger had adopted four-wheel drive. That technological shift spread beyond rallying. Performance manufacturers increasingly embraced AWD for turbocharged road cars because it allowed more power to be transmitted to the pavement with greater consistency. Audi itself built an entire brand identity around the quattro name.
The progression from the original 1980 road car to the Sport Quattro and S1 E2 also illustrates the extraordinary pace of Group B development. The original Quattro had approximately 200 horsepower. Within only a few years, factory rally versions were producing well over 500 horsepower while weighing little more than a small road car. The short-wheelbase Sport Quattro attempted to correct the production car’s handling limitations. The S1 E2 added enormous aerodynamic devices and increasingly sophisticated drivetrain development. The Pikes Peak cars pushed the concept even further.
Yet even those extreme machines still retained one unmistakable connection to the road car: the sound and character of Audi’s turbocharged inline five-cylinder engine driving all four wheels. That combination became one of the defining mechanical signatures of 1980s motorsport.
For collectors today, the Audi Quattro can therefore be appreciated at several levels.
- An early 10-valve Ur-quattro represents the beginning of the revolution.
- A late 20-valve RR shows how far the road car evolved.
- The Sport Quattro represents one of the great Group B homologation specials.
- And the S1 E2 represents the extraordinary technological excess of rallying’s most famous era.
Together, they tell the story of a car that did something few performance models ever achieve: it did not simply win races or create a new market segment.
It changed the fundamental engineering assumptions of an entire motorsport discipline.
Important Sales Reviewed by SCM Experts
Each month for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Audi Quattro, you’ll likely find these profiles critical in helping you make the right decision.
1987 Audi QuattroAudi’s Quattro is a legend that rewrote the book in international rallying, as well as causing rival manufacturers to rethink their offerings. It was, quite literally, a trailblazer. The story began with Audi chassis engineer Jörg Bensinger, who spent a Finnish winter testing the Volkswagen Iltis — a 4-wheel-drive West German military and forest-service vehicle […]Read more
1984 Audi Quattro Sport SWB CoupeThe introduction of Group B into the World Rally Championship in 1982 was an evolution that was dictated by a general industry move from rear- to front-wheel-drive cars, and it proved revolutionary. Contenders now had three classes to choose: Group N (standard production cars), Group A (modified production cars), and the almost immediately notorious and […]Read more
1985 Audi Quattro Sport SWB CoupeOne of the most influential designs of recent decades, the Audi Quattro brought four-wheel drive into the motoring mainstream. Introduced in 1980, the Quattro was based on the outwardly similar coupe’s body shell but used a different floor pan to accommodate its four-wheel-drive transmission and independent rear suspension. Phenomenally fast and sure-footed on the road, […]Read more
Gone, and Forgotten as WellHow the mighty have fallen. In 25 years, most expensive cars depreciate, but few cars as significant as the original Audi Coupe Quattro (Ur-Quattro from the German for “original”) have so utterly disappeared both in value and visibility from the marketplace. Although Audi was not the first to offer an all-wheel-drive sport coupe-Jensen briefly offered […]Read more- 1984 Audi Quattro SportAnyone who’s ever stood in the cold on the side of a dark mountain road waiting for those headlights to come flashing by can understand the desire to own this car. {vsig}2004-7_1224{/vsig} This 1984 Audi Sport Quattro is not only the works car of world champion Hannu Mikkola and Arne Hertz, but is probably the […]Read more
Cars For Sale
Quick links to listings for this make and model online:
Books on the Audi Quattro
Note that as an Amazon Associate, we earn from qualifying purchases of the above books.
Past Auction Sales – Audi Quattro
Average Audi Quattro Sale Price by Year from SCM’s Platinum Auction Database:
Audi Quattro Sales from SCM’s Platinum Auction Database:
Bonhams Cars
Condition: 3+
Apr 24, 2026
$1,010,160
Bonhams Cars
Condition: 3+
Apr 24, 2026
$397,330
Broad Arrow Auctions
Condition: 2-
May 24, 2025
$103,969
Iconic Auctioneers
Condition: 2-
Feb 21, 2025
$156,482
Iconic Auctioneers
Condition: 2+
Feb 21, 2025
$97,446
RM Sotheby's
Condition: 4
Oct 26, 2024
$5,040
Bring a Trailer
Condition: 3+
Oct 8, 2024
$98,700
Iconic Auctioneers
Condition: 3+
Feb 24, 2024
$60,698
Bonhams Cars
Condition: 2-
Oct 8, 2023
$87,462
RM Sotheby's
Condition: 2-
Sep 15, 2023
$69,275
Silverstone
Condition: 2
Aug 26, 2022
$101,811
Silverstone
Condition: 2+
Mar 5, 2022
$388,009
Silverstone
Condition: 2+
Nov 13, 2021
$70,793
Silverstone
Condition: 2-
Nov 13, 2021
$79,830
Silverstone
Condition: 2+
Jul 31, 2021
$227,827
Bonhams MPH
Condition: 3+
Mar 23, 2020
$22,182
Silverstone
Condition: 2-
Feb 22, 2020
$42,413
Silverstone
Condition: 2-
Jul 27, 2019
$63,607
Bonhams
Condition: 2
Jul 5, 2019
$36,089
RM Sotheby's
Condition: 2-
Feb 6, 2019
$88,446
Silverstone
Condition: 3+
Sep 28, 2018
$64,579
Gooding & Co.
Condition: 2+
Jan 19, 2018
$81,400
CCA
Condition: 3+
Sep 23, 2017
$97,759
H&H Auctioneers
Condition: 3+
Jun 6, 2017
$18,875
H&H Auctioneers
Condition: 3+
Mar 29, 2017
$59,618
Silverstone
Condition: 3+
Sep 2, 2016
$85,190
Silverstone
Condition: 2-
Jul 30, 2016
$34,811
H&H Auctioneers
Condition: 2-
Jul 10, 2016
$15,999
Bonhams
Condition: 3+
Mar 21, 2015
$368,211
Barons
Condition: 2-
Apr 29, 2014
$15,555
Bonhams
Condition: 2
Jun 15, 2013
$28,592
Bonhams
Condition:
Feb 5, 2011
$0
Bonhams
Condition: 2-
Sep 10, 2010
$21,327
Bonhams
Condition: 2-
Dec 6, 2009
$33,267
Artcurial
Condition:
Nov 16, 2009
$51,750
eBay
Condition: 2+
Jun 25, 2008
$26,355
Bonhams
Condition: 2
Mar 15, 2008
$22,878
Bonhams
Condition:
Jun 24, 2005
$13,620
Bonhams
Condition: 3+
Dec 6, 2004
$113,878
Kensington
Condition: 4+
Jun 11, 2004
$4,180
Coys
Condition: 3+
Dec 4, 2003
$14,312