(QQ, Summer 2006) — The automotive market offers a plethora of choices. If you have the money, there is the car. Even if you do not have the money, witness the popularity of leasing vehicles, which lets you drive twice the car you can afford. All of the premium segment brands have offerings to suit almost any automotive taste. There are far more offerings than buyers as witnessed by how tough the competition is for the manufacturers, competing with each other for the buyer dollar. This competition is delivering to us some special cars.    

How to stand above the crowd and deliver a superb vehicle? Create a formula of outstanding performance in many parameters, well balanced across the spectrum of drivers' needs, set in a practical everyday ackage, built with the finest materials and craftsmanship, and featuring the most cutting edge of technological breakthroughs in many of the areas needed to push the envelope. This is the formula for the RS4.

Given the success of the Audi AG driving schools in Barcelona for the past two summers, does it come as a surprise that this year's event would be any different? In summer 2003 Audi AG got the excitement going by putting the driving school students in the newly released V8-powered S4. Last year, students piloted the 2005 TT 3.2 DSG. And this year, students had the great pleasure of sitting behind the steering wheel of the 2006 preproduction RS4. It was a privilege to "play"� with the most powerful 4 series platform Audi available to date. This year's event was different, however, in that it raised the bar for driver school experience.

Congratulations to ACNA Member Stephen Jacobs from Baltimore, MD. His name was drawn as the Grand Prize Winner of the 2nd Annual Audi Club North America Raffle for a 2006 Audi S4 quattro.

Thanks to everybody that entered for making the 2nd Annual ACNA Raffle a great success!

STaSIS Engineering's A4 Quattro Race Team arrived at Mid Ohio with both cars ready to rock after a month of R&R at home in Sonoma, CA, at Infineon Raceway - Sears Point. The team was disappointed to lose Chip Herr in the # 18 STaSIS A4 - we wish him well with his new opportunity with the Air Force Reserve team. However, we were extremely excited to have our old friend and Audi Club supporter Fast Freddy Baker of Bedford, Ohio driving with us!! What a hoot!  Mid Ohio is Freddy's home track, and he has four SCCA National titles to show for it! (Too bad full face helmets are required, as it's hard to get your cigar lit in the new SA 2000s...)

On February 21 Audi AG held a 25th Anniversary of quattro celebration at their headquarters in Ingolstadt. Dubbed "quattro Night" it was a celebration of Audi's past as well as a look into the future. Attended by 400 members of the media, mostly from around Europe, the Audi Club North America was lucky enough to have four representatives in attendance; Karen Chadwick, Keith and Kent Anderson, and Matt Daniels. Along with John Stahmann (also a Club member) covering the event for AudiWorld.com, we were the only members of the North American media in attendance.

(QQ, Fall 2004) — Audi’s suave new five-door hatchback, the A3 Sportback, felt right at home among the bronzed flesh, twin-mast yachts and chic shops of Monte Carlo. And it felt equally comfortable challenging the rugged mountains of les Alpes-Maritimes, which rise steeply above the Cote d’Azur, the Mediterranean’s fabled “blue coast.”

(QQ, Spring 2004) — Seefeld, Austria. Arriving at our location was an adventure unto itself: horse-drawn sleighs brought our group to a rustic little cabin a few hundred yards uphill from 'The Meadow'. The falling snow and temperatures in the low 20's contributed to a festive atmosphere for all in attendance. We were coddled in the open-canopy sleighs with layer upon layer of clothing and blankets, the passing trees sagging under the weight of accumulating snow. In the distance one could faintly make out the horizon framed by the inspiring Austrian Alps in the background, every star imaginable piercing the fog. The faint slashing of rails beneath our sled on freshly-packed powder and the bells of our leading horses were the only audible references that we were indeed here in the now-it only felt like a dream. As the horses clopped down a single lane pass for twenty minutes, a cabin notched into the hillside and roaring fire came into view. A four-ringed silver carriage hunkered down in the snow, ready for some high speed spins.

(QQ, Spring 2004) — The 2003 racing season finished on a high note for Randy Pobst, Champion Racing driver (Atlanta, Georgia). Along with clinching the 2003 Speed World Challenge GT Driver's Championship in his Audi RS 6, Pobst helped Audi win the Speed World Challenge Manufacturer's Championship, beating out such manufacturers as BMW, Chevrolet and Porsche. Randy credits his win to Champion Racing's reliability and development where the team had only 15 weeks to build an all-wheel-drive, 4.2-liter V8 bi-turbo Audi racecar for the 2003 racing season. In his #2 Champion Racing Audi RS6, Pobst earned a total of 255 points over the 10-race season, recording eight podium finishes and two wins. Known to family, friends, and fans as "Randy the Rocket" the lanky, 46-year old has spent over 20 years racing professionally and is cherishing his latest championship win. So, what is in store this season for Mr. Speed World Challenge GT Champion?

For starters, Pobst will be defending his Speed World Challenge GT title in the coveted #1 Champion Racing Audi RS6. "I can't wait to start the season at Sebring. I've missed racing over the winter months and it will be good to be behind the wheel of my Champion Audi," remarked Pobst. When he is not racing in the Speed World Challenge Series, Randy will be busy competing in both the Grand American Rolex Series and Grand-Am Cup.

In the Rolex Series, Randy is co-driving with Michael Levitas in the #37 Ajilon/TPC Racing Superchargers Porsche 911 GT3, SGS class. Their first race of the season was on January 31 in the Rolex 24 Hours of Daytona. No surprise to anyone, Randy took the pole in qualifying and shared driving duties with Michael Levitas, Mark Bunting, Andy Lally, and John Littlechild. The endurance race proved to be challenging for all teams, as rain poured from dusk till dawn. Pobst was navigating the wheel when a three-hour caution period was called due to heavy rain. "It was like a bad dream," reported Pobst. "We were moving only forty-five miles per hour behind the pace car, thinking the race was going to restart at any moment. It was difficult to stay awake." Once the race resumed, it didn't get any easier. "At night, we couldn't see out of our windshields due to the spray from the other cars. We would look out through the side windows and slow down when we saw brake lights. It was crazy!" Two hours after the race resumed, the race was red flagged for three hours due to severe, heavy rain. During the final hours of the endurance race, the green flag was finally dropped with Pobst navigating the Porsche 911. Pobst took the checkered flag, with a second place podium finish in the SGS class. "TPC Racing did an amazing job preparing the car. I couldn't have done it without their support and my fellow co-drivers, Mike Levitas, Andy Lally, John Littlechild, and Mark Bunting," remarked Randy.

In the Grand-Am Cup Series, Pobst will be sharing the cockpit with Blake Rosser in the #4 Istook-Aines Motorsports Audi S4. Unfortunately, during their first race of the season, the #4 Audi experienced problems during practice. Pobst was unfazed, "Although the #4 Audi expired during practice and we were not able to compete in the three hour endurance race, we are confident the car will be reliable and competitive at the next race. It is unfortunate, but it's part of racing."

During his twenty- year racing career, Pobst refuses to accept failure as an option. When things get tough, he forges ahead until he reaches his goal of winning. Randy has won several championship series including: six SCCA Solo National Championship wins, two IMSA Firestone Firehawk Touring Championships, two SCCA National Runoffs titles, one North American Touring Championship title, and one Speed World Challenge GT Championship.

Pobst's championship wins made German automakers take notice. In 2001, Porsche signed Pobst as a factory driver. This distinctive title is rarely held by an American. Pobst proved worthy of the title by winning the GT class at the Rolex 24 Hours of Daytona and scoring a second place finish overall. In that same year, he competed in the American Le Mans Series (ALMS), securing four podium finishes in a Porsche. In 2003, Randy signed with Audi to campaign Champion Racing's new Audi RS6 in the Speed World Challenge GT Series. Pobst was happy to join Champion Racing (www.championracing.net), which is considered one of the most successful racing teams in the U.S. In November 2003, Pobst's victory in Puerto Rico clinched the driver's and manufacturer's championship for Audi, making Randy the Rocket a true asset to the team.

Returning to defend his GT Championship title in 2004, Pobst will be competing in the #1 Champion Racing Audi RS6 with teammate Michael Galati (North Olmstead, Ohio) who will be driving the #2 Champion Racing Audi RS6. Champion's newest rival will be the factory-backed effort of Cadillac in two CTS-V racecars piloted by Max Angelelli and Andy Pilgrim. The Florida-based Champion Racing Team is confident their team and drivers will have a successful 2004 season in the Speed World Challenge GT Series. Pobst believes bringing new factory-backed teams will help the series and looks forward to the tough competition.

As Randy the Rocket prepares to blast off into the 2004 season, he managed to have a little fun during the off-season. In December, Randy made a special appearance at the 2003 Essen Motor Show in Germany to greet fans, sign autographs, and answer questions about the Audi RS6. He also enjoyed riding his motorcycle, 1996 Ducati 900. However, as a promise to his team owner and crew chief, motorcycle riding is off limits during the racing season to prevent any potential injuries. "It's a sacrifice, but it's worth it," grins Randy.

The SCCA SPEED World Challenge GT Car season will make its first standing start at the Sebring International Raceway as part of the 52nd Mobil1 Twelve Hours of Sebring the week of March 17-19. During the 2004 series, teams will compete at Lime Rock Park, Mid-Ohio Sports Car Course, Infineon Raceway, Portland International Raceway, Mosport International Raceway, Road America, Road Atlanta Motorsports Center and Mazda Raceway Laguna Seca. For more information on Randy Pobst, visit his website at www.randypobst.com.

(QQ, Winter 2004) — The Audi steamroller maintains its advance. Not only does the motorsports juggernaut continue to lay waste to the competition, as evidenced by the recent ALMS and Speed Channel GT championships, but Audi AG continues to turn out top quality product, as evidenced by critically lauded automobiles like the RS6 and the S4. Enter Audi's latest handiwork, the TT 3.2 quattro with Direct Shift Gearbox (DSG). The DSG is a transmission that delivers on the heretofore-unrealized promise of a manual gearbox that can also be operated in a true (read smooth) automatic mode. That's correct-a clutch pedal-less gearbox that manual tranny fans can finally embrace as opposed to the slew of "xyz-tronic" manu-matic transmissions that are parading around as something more than an automatic transmission-of which they are not, including Audi's own Tiptronic transmission.

As a result of recent comparison test wins (Car and Driver May 2003, and Road and Track December 2003) the Audi brand continues its move towards the Premium and Progressive ends of the automotive spectrum (see Graphic). The 2004 TT 3.2 contributes to this progression by reflecting all of Audi's brand characteristics: sportiness (powerful engines routed through quattro all wheel drive), sophistication (in design and execution), and progression (trendsetting technical achievements). This new TT features a 3.2-liter V6 (Audi shies away from the decidedly VW "VR6" moniker) with 250 horsepower at 6300 rpm and 236 pound feet of torque from 2800 to 3200 rpm. The aforementioned DSG transmission performs its duties extremely well in manual, automatic, and automatic + sport modes. As this TT is part of the S Line (newly introduced to North America) it visibly differentiates itself from its stable mates as a result of its bolder exterior package that includes more aggressive bodywork and S Line badging. Audi considers S Line vehicles stand-alone models as opposed to vehicles merely equipped with an option package.

The TT 3.2's missions include: enriching the TT model range late in its lifecycle, showing Audi's increased level of V6 engine expertise, and introducing what was originally used only as a race car transmission in a serially produced passenger vehicle. A comparison of TT buyer demographics versus those of all sports car purchasers, shows that the TT enjoys more women buyers, and a higher instance of buyers with college degrees. In what has become an increasingly crowded market of coupes and two-seat roadsters Audi sees the BMW Z4, Chrysler Crossfire, Mercedes-Benz SLK, and Nissan 350Z as primary competitors. The TT 3.2 does climb in base price with an MSRP of $39,900 and $42,900 for the coupe and roadster, respectively.

3.2 liter V6 motivation
Audi's engineers have taken VW's latest iteration of the 15-degree, narrow-angle, VR6 motor and bumped displacement from 2.8 to 3.2 liters by increasing bore and stroke commensurately. Additional modifications include changes to the intake tract, cylinder head and compression ratio. While fans of turbocharged motors will bemoan the lack of extreme tunability, this naturally aspirated V6 offers torque off the line, usable power in the lower rev-range and, hence, first class drivability. The run up to sixty miles per hour from a standing start takes 6.4 seconds (factory estimated and probably a bit conservative). Off the line, with the ESP switched off, the TT 3.2 will break traction and casually snap your head back.

And the sound, especially top-down in the roadster-oh the sound! Audi provides yet another internal combustion concerto. Gone are the days of Audis so silent that a glance at the tachometer was required to verify the motor was running. Immediately upon startup, the exhaust barks loudly and then falls into a noticeable idle. Feed in the throttle and a conspicuous growl builds through the lower rev range. Open it up a bit and things actually quiet down. Outside of increasing wind noise, this is a direct result of a dual chamber muffler system similar to the operation in that of the B6 chassis S4. At lower revs the mufflers are essentially a "straight-through" design. At higher revs a vacuum actuated valve reroutes exhaust gases to reduce sound pressure levels at cruising speeds. At first, this may seem counterintuitive towards increasingly stringent European drive-by noise standards. But, in a nod towards the enthusiast, Audi has focused on the all important aural aspect of driving enjoyment.

I found little to dislike with Audi's latest V6, it is smooth, offers good low-end torque, and makes great sounds. As enthusiasts, we can always use more power, but the most important aspect is not the motor, but rather what it is connected to-the belle of the ball-the DSG transmission.

Vorsprung durch Technik at your fingertips
Audi's Direct Shift Gearbox offers a quantum leap in transmission technology and it is the first sequential manual gearbox to deliver glass smooth semi-manual up-shifts, as well as, the more easily executed, perfect rev-matched downshifts. It is important to note that the DSG is a derivative of a manual gearbox, in that it is devoid of the power sapping torque converter or planetary gears that are associated with automatic transmissions. There are, however, two electro-hydraulic clutches handling two gears simultaneously. Audi's technical description is as follows: During operation, DSG engages one gear and pre-selects the next based on the approaching point of the next up- or downshift. When the shift process occurs-either automatically or by driver input via the shift lever or the racing style, steering-wheel mounted shift-paddles-the clutch of the engaged gear opens as the clutch of the next pre-selected gear closes. The gear change takes place under load, with a certain overlap, resulting in the continuous flow of power to the wheels.

The idea of a dual clutch setup isn't new. In fact both Porsche and Audi have used transmissions based on similar principals in racecars during the 1980s. Porsche's vaunted and terribly successful 956 and 962C race cars benefited from the Porsche Dual Klutch, or PDK, transmission. In 1985, Audi used a dual clutch transmission in the Pike's Peak Hillclimb winning Sport quattro S1 rally car. In both instances, since dual clutch transmissions provide "shift without lift" or uninterrupted power flow to the wheels through all the gears, these transmissions were extremely well suited for keeping the racecars' turbocharged motors "on the boost."

Serial production of a dual clutch or DSG transmission has been untenable to date due to insufficient means of mechanical (proper clutch actuation requires precise control of the simultaneous engagement and disengagement of the clutches) as well as electronic controls. Audi again proves its technical expertise and prowess by bringing this first-ever commercial application to the streets.

This is the transmission of the future. Maximum torque capacity aside (this unit can only handle approximately 250 pound feet of torque) it bests offerings from the likes of BMW, Ferrari, and Maserati. The unit isn't perfect though. It offered some brilliant shifts and some not so brilliant (particularly some oddly timed downshifts while in automatic + sport mode), but for the most part every shift was smoothly executed-far smoother than anything BMW or Ferrari has been able to offer to date. There are three modes: automatic (which is as slick, or slicker, than a conventional automatic), automatic + sport mode (which is almost too aggressive in holding gears upon overrun) and manual mode, wherein the driver can control shifts from the steering wheel mounted paddles or the shift lever itself. For a more detailed discussion of the DSG transmission see the Spring 2003 edition of the quattro quarterly, page 32.

I am enamored with the DSG as it provides the best semi-manual operation yet at the same time provides a smooth shifting automatic that those used to standard automatic transmissions would not object to driving. This true duality of purpose is something that BMW's SMG cannot provide, as it just isn't smooth enough. My main gripe with DSG is that in the manual mode it will still up-shift on its own at redline. While I am all for protections built into the system (i.e. not allowing one to downshift and over-rev the motor) I would prefer a less autonomous manual mode.

The original TT 3.2 press release detailed that, "a super high-performance feature of DSG is Launch Control, for F1-type starts." Much like BMW's SMG launch control a combination of choosing sport mode, switching off the ESP and then depressing the accelerator and brake pedals simultaneously would invoke the launch mode. Unfortunately, even though page 116 of the early version of the TT 3.2's owner's manual specifies the above procedure, we were unable to bring it into play. We were later informed that Audi of America's legal eagles have killed launch control for the North American TTs. What remains to be determined is whether the launch control can be re-enabled with the use of the VAG 1551/1552 (or similar emulation tool like the VAG-COM or ProDiag) tool. One would think that the enthusiastic TT owner base will answer this question very early on.

Revised suspension and running gear
The TT would qualify as the go-kart of the Audi line, if you could call a 3,351 pound vehicle with a 58/42 front to rear weight distribution a go-kart. Nevertheless, as a result of the TT's handing characteristics, it is the closest thing that Audi has. Upon blasting through two hundred miles of Texas Hill Country, one comes to quickly appreciate the TT 3.2's revised-uprated spring and damper settings.

The reworked suspension, quattro all wheel drive and improved brakes (derived from the Europe only B5 chassis RS4) help this TT continue in the tradition of its forebears. You might not win many stop light grand prix, but when the going gets twisty you'll certainly hold your own and then some. The DSG will put the power to the ground evenly through the gears and the quattro system will do its job, all you have to do is concentrate on the approaching apexes.

Stylistically speaking
The 2004 TT's interior design elements have withstood the test of time and continue to impress. The original bare aluminum interior items that inspired many vehicle interiors over the past five years continue their visual and tactile roles. Although many manufacturers have resorted to lower quality or even faux aluminum trim, the TT's genuine bits continue to set it apart.

Interior materials, fit and finish are typical Audi, which is to say, the best currently available from any major manufacturer. The biggest interior change for the TT 3.2 Roadster is the availability of the black baseball glove leather seats, which is extremely handsome. It is a shame it isn't available on the coupe. A TT roadster with this interior, an Alcantara steering wheel, and all of the contrasting aluminum bits easily outdoes the offerings available from competitive roadsters.

The TT 3.2 boasts a model specific front fascia with enlarged inlet openings to feed additional cooling air to the V6 motor, an extended front apron and vertical gills at the trailing edges of the front bumper. Out back a modified and larger version of the TT spoiler sits atop the rear deck. Although, for a vehicle that was originally designed without spoilers, the idea of a larger version seems somewhat peculiar. A honeycomb-pattern front grill and rear diffuser combined with 18" RS4 nine-spoke wheels help add to the aggressive overall look.

Tight package
The TT 3.2 enjoys its first V6 motor and the first commercial application of a dual clutch gearbox. This combined with design tenets that continue to impress both owners and passers-by alike as well as enjoyable handling characteristics add up to another winning vehicle from the folks in Ingolstadt. Who knows what they will come up with next, but I am sure they will continue to please our need for progress through technology.

(QQ, Winter 2004) — If I had to sum up my experience in Spain with two words they would be Woo Hoo! To say I had a good time would be the understatement of my life. I fell in love four times while in this beautiful country-with Barcelona, the people, the new S4, and a wonderful race track.

As usual the people from Audi put on a great event. Everything was arranged with military precision. Even Mother Nature couldn't throw this group of professionals a curve ball in the form of a nasty thunderstorm on the second day of driving.

I started off this adventure with a grueling flight from Kansas City to Atlanta and then on to Barcelona. I always wish I lived closer to the places I want to go, but life just didn't work out that way. It seems that everywhere I want to go is at least a ten hour plane ride. If I could afford to fly in first class it might not be so bad, but I would rather spend the difference on another trip or on the new S4.

I arrived in Barcelona on August 14 in a somewhat worn condition. The good people at Audi sent a driver to pick me up at the airport. I arrived at the Hotel Diplomatic at about 11:30 am, went to my room and proceeded to take a two hour nap to get ready for a night on the town. After a welcome shower I migrated to the lobby for a beer in the hope I would catch some of the early arrivals from the states. Finally, one by one we had a nice group ready to go out on the town for some food and drink. The first night we walked around the city and ended up in a great Tappas bar. We spent the evening drinking great Spanish wine, eating Tappas, and talking the night away. The following day was spent exploring the town and visiting one of the organically styled Gaudi buildings not far from the hotel.

That evening we met up with the Audi AG folk and our European counterparts in the bar for a few drinks prior to taking a bus tour on our way to the restaurant. The bus meandered through Barcelona taking us past a bull ring, the Olympic Village, and a lookout from which you could see most of the city.

Once we arrived at the restaurant I was awestruck. The bistro resembled an old world structure set in a beautiful courtyard with trees, vines and little lights adorning a gazebo. A bright red S4 was parked in the corner of the courtyard. Everyone mingled, drank wine, and had appetizers in this fantastic setting prior to sitting down to dinner. Once at dinner we had time to chat and get to know each other a little better. It was interesting to hear what the drivers from Europe had to say about the new S4 and the experience they've had thus far. I enjoyed my conversation with one of the drivers from Germany who told of totaling his Porsche at the Nurburgring two weeks prior to coming to this event. All in all it was a great evening with an even better day to come.

Now for the meat of this trip-the reason for going-the new S4 and a race track. The first day consisted of a 7:00 am wake up call from Audi and breakfast. We took a 40 minute ride to the Circuit de Catalunya where we would spend the next two days. Once off the bus we attended a 30 minute drivers' meeting with instruction on track procedures and driving theory. After this we made our way to the pit area where a fleet of new S4 Avants awaited a group of eager drivers. We spent the first day learning car handling skills such as how to deal with over steer, under steer, emergency braking, and rapid lane change. On day two the fun really started when we put on our helmets. I had never worn a helmet at Audi's previous schools, so I knew things were about to get serious.

We spent the first part of the second morning lapping segments of the track with our instructor, Oliver Rudolph. Oliver taught us the course section by section with progressively higher speeds. By mid-morning a thunderstorm rolled in complete with hail and a tornado for good measure. We had to pull the cars into the pits under an overhang to prevent damage to the cars. After the worst of the storm passed we were back on the track in slick conditions which made quattro shine. By early afternoon the skies had cleared and the track was dry to the delight of all. We did not want to drive our afternoon hot laps in the rain.

Shortly after lunch one by one they let the cars onto the track in ten second intervals to run the course for four laps. Each driver got two runs of four laps each on the course, as fast as their skill would allow. Some were faster than others, but everyone came back with a smile. The new S4 sounded amazing at full throttle on the front strait of the circuit. The 4.2 liter V8 makes such incredible mechanical sounds that you might not even care if your car has a sound system. The gearbox in this car is the best I have ever shifted. The motor is so smooth and linear that you have no idea how fast you are picking up speed until you look down at a speedo that is climbing like mad. This is by far the finest car I have ever driven. I congratulate Audi for hitting a home run with the new S4.

The final night with Audi was spent at a fantastic restaurant overlooking a harbor area festooned with yachts, palm trees, and a great view of the Mediterranean. As always the food was first class and a good time was had by all. This was my forth trip to an Audi AG Driving School and it was the best time I have ever had. This trip will bring a smile to my face for some time to come. I would like to thank Audi for the best time of my life.

P.S. Audi, how soon can you get my new S4 here?