Audi faced some major challenges as 1986 came to a close. Their popular, factory-backed rally program, a dominant force since its creation in 1979, was shut down in response to that year’s lethal Group B season. And in November of 1986, “60 Minutes” aired a piece tying Audi to reports of unintended acceleration.
Stateside sales crashed, and the brand no longer had a motorsports presence. Something was needed.
After a successful outing at Pikes Peak in 1987–Walter Röhrl claimed top honors while becoming the first person to break the 11-minute mark–Audi’s American management sought to use motorsports to prove their worth.
They started with SCCA Trans-Am, a series traditionally dominated by rear-drive, V8-powered pony cars. Hurley Haywood and his Audi 200 quattro won the 1988 Trans-Am title–and then all-wheel drive was immediately banned.
“The Americans had underestimated the benefits of quattro to circuit racing,” remembered former Audi engineer Karl Hasenbichler. “Unbelievably, they did so, too, for the next season in IMSA with the 90 quattro. Most of the IMSA races were held on street circuits that they only closed on Friday for the racing. Tight turns, slippery surface–it was perfect for us. Not only did we have more grip, but we could also make the tires last longer.”
The switch from Trans-Am to IMSA also gave Audi the opportunity to focus on a new engine. “In Trans-Am, we had to stick to the 2.2 engine that we used in the 200 road car,” Hasenbichler explained. “This was the eight-valve engine with limited development possibilities. It was the engine from the original Ur quattro we used in rallying, pumping out some 510 horsepower in the Trans-Am car.”
IMSA allowed Audi to run their 20-valve, five-cylinder engine. “Now this was a proper racing engine,” he continued. “We were able to push it to 720 horsepower in the IMSA car, although because of the air restrictors we did not really have a horsepower advantage over our competitors.”
The Audi’s other advantage? Better fuel economy. “In the three-hour races, we only had to fuel up once,” Hasenbichler recalled. “That made us win races.”
While Audi dominated the 1988 Trans-Am season, they couldn’t duplicate those results the following year with IMSA. “That is because we had always anticipated IMSA as a two-season plan,” Hasenbichler said. “One year for learning, one year for the title chase.”
Audi’s board didn’t approve the IMSA program until late in 1988. “We were late in starting the development of our contender,” Hasenbichler explained. “We just were not ready for the first race, the 24 Hours of Daytona. It was not so much a problem of making the car last the distance; we just were not ready yet when it was time to go racing.”
Their first IMSA appearance was cut short due to a belt issue, but after that, the Audi campaign gained momentum: first and second at Summit Point for teammates Hans-Joachim Stuck and Hurley Haywood, followed by another win at Mid-Ohio for Stuck.
After claiming the 1987 Trans-Am title, Audi took on IMSA GTO the following year. Here was a turbocharged, four-door sedan facing the world’s top sports cars. Despite missing the first two races, Audi’s Hans-Joachim Stuck nearly won the title. They’d win the championship next year, the team figured–but then Audi abruptly canceled the program to redirect resources to the DTM series. Photography Courtesy Audi
Mechanical problems and race incidents intervened during the middle of the season, but Audi capped off the remainder of the season with seven wins in nine starts. On three occasions, the Audis finished first and second.
Up until the last race, Audi and Stuck had the IMSA titles still in their sight. But on the 25th lap, Stuck’s distributor belt broke, handing the championship to Roush Racing’s Pete Halsmer and his Mercury Cougar.
“It didn’t really matter, because we thought we would gun for the championship in 1990,” Hasenbichler quipped. “However, brass in Ingolstadt thought differently. Very late–as always–in 1989 they decided the target for next year would be DTM in Europe with the V8.”
The IMSA cars were shipped to the Audi Museum in Ingolstadt. In the years since, they have only occasionally appeared at historic events.