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1991 Audi 200 quattro turbo 20 valve specifications This page is a compilation of several magazine reviews of the 1991 Audi 200 quattro, and other stuff from the internet or brochures.
Last modified:  November 26, 1999

I've also taken the liberty of adding in my own personal observations and comments. Please feel free to disagree or mail me your info and I'll try to incorporate it. As any web page, this is under construction ad infinatum. Comments to Chris Miller, or add/read comments on the contents of this page.
 
 

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Here's some photos, repair information,  and other stuff that may aid in repairing and maintaining your Audi.    Repair.html

Background

The Audi 100 and 200 series Audi's started with the original 5000 "aero" car, which was the car of the year in the USA (1983?). The powerplant is a 5-cylinder inline engine coupled to either front wheel drive, or a version of the quattro drive train. The 5000 became the 100 and 200 (the 200 is the turbo version) to match the European nomencalture, and switched to a Torsen center differential on the quattro versions. Available in a sedan or wagon body.

The 1991 200 differs from previous years by use of a four-valve per cylinder head (20-valve), no badges (only the audi rings on the rear trunk lid, a quattro badge up front, and Audi on each side's trim) and subtle fender flares to allow use of slightly wider tires and rims. 1991 was the last year before the old body style begun with the 5000 became the new, more rounded style used through 1996.

  • R&T : from Road & Track December 1990 review of the sedan
  • MT : from Motor Trend February 1991 review of the wagon
  • C&D : from Car & Driver November 1990 review of the sedan.
  • C&D2: from Car & Driver May 1991 review of the sedan.
  • Audi:  from the '91 200q sales brochure.
 This does not include other reviews as I don't have them.  Anyone want to send me a copy??

Specifications

Engine     (Small engine picture)    (Large engine picture)

turbocharged dohc, 4-valves per cylinder cross-flow alluminum head, inline 5 cylinder, 2226 cc (136 cubic inch) displacement, cast iron block, mounted longitudinally.

Bore x stroke: 81.0x86.4 mm (3.19x3.40 inch)

Compression ratio: 9.3:1

Horsepower (SAE) 217 bhp @ 5700, torque 228 lb-ft @ 1950 rpm (through 4300 rpm, where the horsepower curve soars past torque)

Redline at 7000 rpm

KKK k24 turbocharger, water cooled.

Bosch Motronic electronic multi-port injection, dual knock sensors, computer control of timing and boost pressure.

Forged crankshaft, six main bearings, forged pistons (all cooled by oil jets at the bottom of each cylinder bore)

Intercooler (single pass, larger than previous models)

Maximum boost pressure of 1.8 bar (11.8 psi boost)

Compressor bypass valve to keep turbo spooled up between shifts

EPA Mileage rating 18/24 city/highway, 21.1 gallon fuel tank, regular 87 pump octane (premium 91 for maximum performance) CD2 observed: 22mpg

Transmission and Drivetrain

5 speed manual transmission, 2480 (2550?) rpm at 60 mph, final drive ratio of 4.11:1

Lightened flywheel

Hydraulic self-adjusting clutch

Torsen central differential (torque sensing, can switch up to 78% of driveline torque to the wheels with traction)

Locking rear differential (at speeds of 15 mph or less, automatically unlocks above these speeds)

7.5 by 15 inch BBS forged and polished alloy wheels, 215/60 tires

Suspension

Four wheel independant suspension

Front: MacPherson tube shocks/struts, lower control arms, coil springs, anti-roll bar as compliance struts.

Rear: Upper lateral links, lower A-arms, toe-compensating links, tube shocks

Body

Curb weight 3627 lbs. (CD2 3620), 59/41% front to rear (3726, 57/43% wagon)

Brakes

Front: internal caliper (UFO) 12.2x1.0 inch vented disk

Rear: 10.6x0.8 inch vented disk

Power assist

Performance

0-30 2.2 R&T (2.0 MT, CD2, Audi)

0-40 3.8 MT  (3.3 CD2)

0-50 5.5 MT  (4.8 CD2, 4.6 Audi)

0-60 7.2 R&T (7.7 MT) (6.5 sedan, 6.6 wagon C&D info from Audi, 6.8 CD2)

0-70 10.2 MT  (9.1 CD2)

0-80 12.0 R&T (13.1 MT, 11.7 CD2)

0-100 feet 3.0 R&T

0-500 feet 8.3 R&T

0-1320 feet (quarter mile) 15.4 @ 88.5 mph R&T (15.7 MT, 15.2 CD2 @ 90, 14.9 by Audi)

30-0 35 feet MT

60-0 146 feet R&T (131 feet MT)

70-0 177 feet CD2

80-0 252 feet R&T

Top speed 148 mph wagon, 150 mph sedan (149 CD2)

Lateral acceleration: 0.85 g (MT), 0.79 g (R&T), 0.77 g (CD2)

600 foot slalom @ 64.4 mph (R&T)

700 foot slalom @ 58.6 mph (MT)

Please note that these performance figures should only be used to compare to other reviews; in my experience, these numbers won't be achieved by an owner. An interesting sidebar to the R&T review ("Test Notes...Drop-clutch starts from 4000 rpm in a powerful awd sedan really test the drivetrain's strength. The wheels briefly chirp, and then bite, propelling the car to 30 mph in 2.2 seconds." ) Remember, these guys only have the car for a short time; abuse is expected. This is similar to other tests I've read, such as for the VR6 VW Golf III, which seems to get the best 0-60 times with a 5,000 rpm launch that best blends wheel spin with acceleration. Sorry, I don't drive my car like that. I'm aggressive, not abusive, in my driving.

Features

Driver's side airbag

Antilock braking system with disable switch

Seatbelt pretensioners

Safety cell, impact absorbing bumpers and frame rails, side impact protection reinforcements.

Voice activated cellular phone

Central locking/alarm system

Cruise control, electric front/rear windows, remote mirrors, tilt and slide sunroof

Bose/Audi sound system (with cassette, and a dual diversity antenna in front and rear glass)

8-way power with memory heated leather front seats, heated rear leather seats, sport seats front (optional comfort seating no charge exchange)

Rear defrost, heated windshield washer fluid, heated door locks, heated side mirrors

Climate control with auto heat and air conditioning

Optional ($450) pearlescent white paint

Some cars no longer have the modified V8 front suspension and UFO brakes. Complaints about recurring rotor warping led Audi to retrofit the earlier 200q front suspension at the owner's request after several (>3?) tries at fixing the warping. The older style brakes are standard vented rotors, which don't warp and are cheaper to replace, but don't provide the same braking capacity. Like any change, a tradeoff. To change to this setup would now cost a few thousand $ in new parts.
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'91 200TQ Colors

Pearl White (extra cost)
Alpine White
Tornado Red
Bamboo (gold or champagne)
Glacier Blue metallic (saffire or lite blue)
Titanium (med grey metallic like the old stone grey)
Crystal Silver metallic
Black
Panther Black (not real sure of the difference here except panther is VERY glossy)
Cyclamen Red metallic(burgundy)
Indigo Mica (navy) metallic
============

What's about the S4 (later the S6)

The new body style adopted Audi's new V6 engine, putting out about 172hp/???torque. A performance version was also made, the S4, using a modified version of the engine from the '91 200q. Differences:

The S4 got a stiffer floorpan (10 to 15% stiffer than the 200) and suspension, 16-inch wheels, and a rear anti-roll bar

Ignition was revised to separate coils for each cylinder; exhaust backpressure was reduced by fitting the catalysts from the new V6 and a larger exhaust; and the engine electronics were revised to allow additional overboost (22 lb-ft) for a maximum of 15 seconds. 228 hp at 5900 rpm, 258 lb-ft torque at 1950, and retaining 228 lb-ft from 1800 to 4200 rpm. Basically, got 10 horses at 5900 through exhaust, ignition, and modified pressure transducer in the ECU, and allows overboost to achieve the extra 30 lb-ft of torque over the '91 200.

The transmission is a new Getrag C90 5-speed unit with revised gearing. There are many other changes, generally the cars are similar, but the S4 is aimed more at sport than the 200q. The S4 was later renamed the S6 in keeping with Audi's global naming changes.

Aftermarket tuning for the '91 200q

Several tuners offer updated suspensions and computer chips for the 200 20 valve. I have no personal experience with any; the below is from a compilation of many sources, and may not be entirely accurate. Use it as a guide, and ask questions to confirm!

    Joe Hoppen Motorsports, 6245 Clark Center Avenue, Unit M, Sarasota, Florida, 34238

    (941) 924-6380. Hoppen offers a chip produced by Heinz Lehman, a factory recognized engine tuner who built motors for Audi's racing efforts, such as Group B rally and Trans Am. Probably the closest to "factory". Requires 92 octane, good for 270 hp. (???) Also sells lots of suspension and other upgrades.

    Intended Acceleration, Ned Ritchie, 2524 Pacific Avenue SE, Olympia,Washington 98501
    http://www.intendedacceleration.com

    (360 754-1411). Ned Ritchie has been modifying chips for quattro turbos for many years. He keeps the factory safeguards, and modifies the boost and timing maps. Advances ignition timing about 8 degrees throughout boost range, doesn't modify fueling. Done without using a stiffer wastegate spring, produces various hp and price levels:

    $249 Stage I computer mod, 2.0 Bar (240 hp)

    $495 Stage II computer mod, 2.0 Bar (250 hp)

    $895 Stage III computer mod, 2.5 Bar (274 hp)

    $3,270 Stage IV computer mod, manifold, & special turbo (330 hp)

    $??? Stage V, above plus 3.0 bar computer, (430 hp)

    He also sells various upgrade parts, and consulting.

    Total Audi Performance (TAP), 1106 Commercial Way, Spring Hill, Florida 34606

    (352) 683 3000. Ivor Wigham has a chip (English source?) and includes a stiffer wastegate spring to increase boost and modify timing maps, and up to 80 hp. He also carries various replacement and upgrade tuning parts, including Scorpion stainless exhaust systems, manifolds, brakes, and cylinder head work. He's been working on modified A4's too, as seen in European Car. His web site describes more: http://www.TAP1.com

    Hypertech .Al Solaroli runs Hypertech Engineering outside of Toronto, and builds 20V TQC engines, aluminum flywheels, etc. His chip remaps the fuel and timing curves, raises the max boost pressure to 14 psi. Advances timing 12 degrees. Known to ping at lower elevations and with bad gas?

    Others: MTM or Abt of Germany, Superchips of England, Dinan Engineering in California, ???

So, who's chip is the best? Great question, kind of depends on how you rank the various criteria: overall horsepower, price, engine wear, potential for damage, octane requirements... I do not know the answers, and have not selected a chip (yet). If you have a chip, email me with your comments and I'll produce a quotes page with them.
    Please send comments and suggestions to Chris Miller at c1j1miller@aol.com

    Please, no flames; I own a 200, and hope to upgrade to an S4 (or S6 or whatever S version is available) once I can afford it or wear out the 200q (which could be a long time indeed!).

Add/read comments on the contents of this page.

All rights to this info in this format are reserved; feel free to use it, but don't just copy it verbatim! Not responsible for screwups in typing etc. YMMV, etc. I haven't  tried many of these procedures, and some are adapted from procedures r other Audi models.

Please send me any comments, updated procedures, etc.
Chris Miller

Updated 9/10/98