The Audi A3 is a small family car (C-segment) manufactured and marketed by Audi AG since September 1996. The first two generations of the Audi A3 were based on the Volkswagen Group A platform, while the third and fourth generations use the Volkswagen Group MQB platform.
EKaru
Diesel Dynamiker
Car & Driver said:
Audi often denies the U.S. its juiciest fruit, especially when it comes to high-performance RS models. We were adjudged worthy of the RS4 sedan, RS5 coupe, and RS7 coupe-sedan, but not of the RS4 and RS6 wagons or the RS3.
Until now. While the RS3 hatch (“Sportback” in Audi-ese) will remain in Europe, the sedan arrives as redress for these denials. This is an RS that’s been designed for our side of the Atlantic, and Audi figures 40 percent of total model sales will happen in North America. As apologies go, a 400-hp five-cylinder compact sedan certainly beats a muffin basket.
Chassis
When the official history of Volkswagen’s MQB compact architecture is finally written, it will top the best-seller lists in Germany. And the RS3 and the mechanically similar TT RS will likely go down in history as the most powerful cars ever to be spun from this extremely flexible platform. Each has nearly five times the 85-hp output of the most basic European-*spec Golf, a remarkable stretch.
The RS3 is—and we mean this in the nicest possible way—exactly the sort of stitched-together Frankenstein’s monster that such adaptable underpinnings encourage. It’s essentially the TT RS’s five-cylinder engine packed into the existing A3 body shell. “If you were to drive it against a TT RS on a racetrack, then the TT would be the winner—but it would be close,” says Audi Sport development boss Stephan Reil, “and [the RS3] has a trunk and room for four people. It’s an outstanding compromise.”
Audi often denies the U.S. its juiciest fruit, especially when it comes to high-performance RS models. We were adjudged worthy of the RS4 sedan, RS5 coupe, and RS7 coupe-sedan, but not of the RS4 and RS6 wagons or the RS3.
Until now. While the RS3 hatch (“Sportback” in Audi-ese) will remain in Europe, the sedan arrives as redress for these denials. This is an RS that’s been designed for our side of the Atlantic, and Audi figures 40 percent of total model sales will happen in North America. As apologies go, a 400-hp five-cylinder compact sedan certainly beats a muffin basket.
Chassis
When the official history of Volkswagen’s MQB compact architecture is finally written, it will top the best-seller lists in Germany. And the RS3 and the mechanically similar TT RS will likely go down in history as the most powerful cars ever to be spun from this extremely flexible platform. Each has nearly five times the 85-hp output of the most basic European-*spec Golf, a remarkable stretch.
The RS3 is—and we mean this in the nicest possible way—exactly the sort of stitched-together Frankenstein’s monster that such adaptable underpinnings encourage. It’s essentially the TT RS’s five-cylinder engine packed into the existing A3 body shell. “If you were to drive it against a TT RS on a racetrack, then the TT would be the winner—but it would be close,” says Audi Sport development boss Stephan Reil, “and [the RS3] has a trunk and room for four people. It’s an outstanding compromise.”
Audi claims a 4.1-second zero-to-60 time for the RS3, but we figure all-wheel drive and 400 horsepower will land it in the 3s.
Powertrain
Audi’s profitability and growing sales have made it a favored child within the Volks*wagen Group, indulged in a way that must make its plainer sisters, the Euro-market Seat and Škoda, deeply envious. That’s why it’s been allowed to develop a new, all-aluminum version of its five-cylinder turbocharged engine, despite the mill’s limited use in the RS3, TT RS, and—we’re presuming here—the next-generation RS Q3.
The new one shares the 2.5-liter displacement of the old iron-block unit, but Audi reports that it’s 57 pounds lighter. The significance of that savings is amplified by the engine’s position forward of the front-axle line. A revised cylinder head and an increase in boost pressure bring more power, the RS3 giving 400 horses, a 33-hp increase over the old five.
Reil admits it would have been possible to generate a similar output from a version of the familiar 2.0-liter turbo inline-four engine. Indeed, Volkswagen was working on such a unit, previewed by the Golf R400 and Audi TT Quattro Sport concepts back in 2014. But Audi’s exceptionalism won the day, and development on that engine has been canceled.
“There are so many high-performance four-cylinder engines, but the five-cylinder has always been Audi’s unique selling propo*sition,” Reil explains. “And of course there’s the sound,” he adds. “Nothing sounds like a five-cylinder turbo, and our customers love that.”
Red accent stitching arguably adds more excitement to the interior than the new front and rear fascias do to the body.
The hefty output reaches the road through a seven-speed S tronic dual-clutch transmission and an all-wheel-drive system that uses a hydraulically controlled clutch pack to divert torque to the front wheels when required—though Audi won’t disclose the precise split of which the system is capable. Under normal conditions, around 80 percent of output heads rear*ward.
Styling
Audi stuck to the “make it an RS” playbook for the cosmetic upgrades. At the front, there is a deeper bumper with additional air intakes and the word quattro in letters along the bottom of the grille surround. RS3-only 19-inch aluminum wheels are standard. The rear features two tailpipes big enough for a commuter train to pass through, a lip spoiler on the trunklid, and a diffuser that Reil assures us does indeed reduce lift at speed. The cabin builds on that of the S3, with a generous smattering of those all-*important RS logos, as well as multiple skeins’ worth of red stitching on the sport seats and the chunky steering wheel.
Audi often denies the U.S. its juiciest fruit, especially when it comes to high-performance RS models. We were adjudged worthy of the RS4 sedan, RS5 coupe, and RS7 coupe-sedan, but not of the RS4 and RS6 wagons or the RS3.
Until now. While the RS3 hatch (“Sportback” in Audi-ese) will remain in Europe, the sedan arrives as redress for these denials. This is an RS that’s been designed for our side of the Atlantic, and Audi figures 40 percent of total model sales will happen in North America. As apologies go, a 400-hp five-cylinder compact sedan certainly beats a muffin basket.
Chassis
When the official history of Volkswagen’s MQB compact architecture is finally written, it will top the best-seller lists in Germany. And the RS3 and the mechanically similar TT RS will likely go down in history as the most powerful cars ever to be spun from this extremely flexible platform. Each has nearly five times the 85-hp output of the most basic European-*spec Golf, a remarkable stretch.
The RS3 is—and we mean this in the nicest possible way—exactly the sort of stitched-together Frankenstein’s monster that such adaptable underpinnings encourage. It’s essentially the TT RS’s five-cylinder engine packed into the existing A3 body shell. “If you were to drive it against a TT RS on a racetrack, then the TT would be the winner—but it would be close,” says Audi Sport development boss Stephan Reil, “and [the RS3] has a trunk and room for four people. It’s an outstanding compromise.”
Audi claims a 4.1-second zero-to-60 time for the RS3, but we figure all-wheel drive and 400 horsepower will land it in the 3s.
Powertrain
Audi’s profitability and growing sales have made it a favored child within the Volks*wagen Group, indulged in a way that must make its plainer sisters, the Euro-market Seat and Škoda, deeply envious. That’s why it’s been allowed to develop a new, all-aluminum version of its five-cylinder turbocharged engine, despite the mill’s limited use in the RS3, TT RS, and—we’re presuming here—the next-generation RS Q3.
The new one shares the 2.5-liter displacement of the old iron-block unit, but Audi reports that it’s 57 pounds lighter. The significance of that savings is amplified by the engine’s position forward of the front-axle line. A revised cylinder head and an increase in boost pressure bring more power, the RS3 giving 400 horses, a 33-hp increase over the old five.
The word quattro along the bottom of the grille surround is lifted from the RS7. Expect it to be added to the portfolio of signature RS styling cues.
Reil admits it would have been possible to generate a similar output from a version of the familiar 2.0-liter turbo inline-four engine. Indeed, Volkswagen was working on such a unit, previewed by the Golf R400 and Audi TT Quattro Sport concepts back in 2014. But Audi’s exceptionalism won the day, and development on that engine has been canceled.
“There are so many high-performance four-cylinder engines, but the five-cylinder has always been Audi’s unique selling propo*sition,” Reil explains. “And of course there’s the sound,” he adds. “Nothing sounds like a five-cylinder turbo, and our customers love that.”
Red accent stitching arguably adds more excitement to the interior than the new front and rear fascias do to the body.
The hefty output reaches the road through a seven-speed S tronic dual-clutch transmission and an all-wheel-drive system that uses a hydraulically controlled clutch pack to divert torque to the front wheels when required—though Audi won’t disclose the precise split of which the system is capable. Under normal conditions, around 80 percent of output heads rear*ward.
Styling
Audi stuck to the “make it an RS” playbook for the cosmetic upgrades. At the front, there is a deeper bumper with additional air intakes and the word quattro in letters along the bottom of the grille surround. RS3-only 19-inch aluminum wheels are standard. The rear features two tailpipes big enough for a commuter train to pass through, a lip spoiler on the trunklid, and a diffuser that Reil assures us does indeed reduce lift at speed. The cabin builds on that of the S3, with a generous smattering of those all-*important RS logos, as well as multiple skeins’ worth of red stitching on the sport seats and the chunky steering wheel.
Housekeeping
U.S. deliveries of the RS3 will commence next summer. Prices haven’t been confirmed, but RS models traditionally carry a sizable premium over their S sisters. This is a compact Audi that’s certain to open north of $50,000. Unless you’re talking about the chewing gum, juicy fruit tends to be expensive. And worth it.
Le Mans Stunner
Despite Audi’s commitment to five-cylinder engines, there will be a version of the RS3 with only four plug leads. The RS3 LMS is a compellingly mean-looking thing, complete with dramatic arch extensions and a wing that a Japanese custom shop would regard as excessive. But tighter regulations in the European TCR touring-*car series, in which it’s built to compete, mean that the LMS has to make do with a 2.0-liter turbo four. With 326 horsepower, it’s likely to be a little slower in a straight line than the production car. But we’re betting it will be a lot quicker in corners.
2018 Audi RS3 Sedan Dissected: Powertrain, Styling, and More - Feature
domleo999
Premium
Where did they say that?
To be honest- this and the focus RS are the only two FWD vehicles I like because they went to huge efforts (5 clylinder engines and a drift/sport/rwd feel AWD) to differentiate themselves from the basic cars they share their bones with. Not just highly tuned 2.0 engines
emet
Schwarzwald Sprinter
Look at the sentence before the "Styling" part.
domleo999
Premium
Nice one - I don't believe 80 percent is sent to the rear, not even RS vehicles with proper Quattro have that much sent
JHF
Driving Dynamics Pro
Audi RS3 Saloon 2017 review
Audi’s blistering RS3 gets a raft of changes for 2017. More power, a reworked chassis and more equipment are among the revisions
What is it?
As a versatile hot hatch, the Audi RS3 has always been close to top of the podium. If you want a quick, luxurious and secure all-weather machine that offers decent levels of practicality and reasonable running costs, it’s hard to ignore Ingolstadt’s junior performance car. And yet, we’ve always struggled to gel with the five-cylinder ‘pocket rocket’. Partly because of its prodigious price tag, and partly because it places unflappable performance ahead of flamboyant fun.
However, as demonstrated by the surprisingly playful TTRS, it would appear that Audi Sport division – formerly Audi Quattro GmbH – is not completely averse to producing cars with a sense of humour. Therefore, for 2017, special attention has been paid to the RS3’s historically straight-laced dynamics. Firmer RS Sport suspension featuring adaptive damper control promises flatter cornering, widened front and rear tracks (20mm - 14mm respectively) should help to limit joy-sapping understeer, and new ESC software even allows for some “controlled drifting” - or so they tell us.
That said, despite the rather extensive chassis alternations, the star of the show still resides somewhere up front. Billed as the world’s most powerful series production five-cylinder engine, the 2.5-litre turbocharged five-cylinder is a lighter, more efficient version of the TT RS’s spectacular motor. Exchanging a steel crankcase for a lighter but stiffer aluminium unit accounts for most of the weight saving, while a new dual injection process, patented valve lift system and a freer flowing exhaust help unleash a few more horses.
With peak power now rated at a truly barmy 394bhp, this ‘mid-level’ RS is now more than half a second quicker to 62mph than the original Audi R8. And unlike that car, you’ll be able to produce the same results time and again, thanks to Audi’s seven-speed double clutch S-Tronic gearbox; although we did find the same ‘box a tad ‘stodgy’ in the TTRS.
More obvious than these mechanical changes, however, is the RS3’s new appendage; aka its tacked on rear boot. That’s right, for the first time ever Audi is offering its hyper hatch in saloon form in an effort to generate extra sales in the increasingly important but hatchback-phobic US and Chinese markets. In fact, Audi reckons it will sell more of these saloons in the States and in Asia than in Europe, though we’ll still be able to buy it in the UK.
Now granted, the idea of an uber expensive compact performance saloon might not be everyone’s cup of tea, but to our eyes at least that sleek body looks great, and combined with the enlarged air intakes, flared arches and lower roofline, it’s hard not to get excited at the prospect of a mini super saloon. In fact, with a larger wheelbase than a B5 RS4, this could be the ideal all-weather weapon for UK roads.
What's it like?
To spend time in, the interior is a triumph. The predominantly black cabin is an exercise in restraint, but there are enough touches to indicate that you are indeed sitting in an RS model. The traditional flat-bottomed steering wheel is present and correct, embossed RS logos on the cross-stitched leather seats add a touch of class, and in line with the rest of the facelifted A3 line-up, the interior of the RS3 can be enhanced with Audi’s virtual cockpit display.
However, small details aside, there’s only one feature in the cabin that truly matters - the bright red starter button. Thumb it and the five-cylinder motor barks into life with an intensity that betrays its compact size. Driving around town that iconic offbeat firing sequence sounds truly superb, although we were a touch surprised by a distinct lack of pops and crackles on the overrun – perhaps Audi has grown tired of artificial sonic enhancements?
Regardless, with 354lb ft from 1700rpm, the RS3 is seriously quick off the line. The 4.1sec to 62mph sprint feels entirely believable from behind the wheel, with the Quattro all-wheel drive system ensuring effectively no loss of traction. Combined with a quick shifting dual-clutch transmission (in manual mode), there are very few road cars that are capable of delivering the same levels of effortless performance.
And yet, once up and running, the RS3 never quite delivers the same kind of top end rush that’d you expect from a near 400bhp sports saloon. This is partly down to the engine’s flat torque curve, but it is also hampered by a gearbox that feels rather hesitant when left to its own devices. It’s a combination that is most noticeable on the exit of slower hairpin corners - when you expect to accelerate out on a wave of torque, you instead have to wait for the boost to build before you are able to drive cleanly off the corner.
To its credit, the new engine does benefit the RS3, albeit passively, when the roads get twisty. With a wider track, a revised ESP system and most importantly, less weight over the nose, the car turns in more sharply than the car it replaces. Where the old model would slip into understeer mid-corner, the new car digs in and drives through in a more accurate manner. And on the tight and twisting switchbacks roads that snake their way up and down the Dhofar Mountains, it was easy to play with the RS3’s newfound balance. Lifting off on entry now allows you to dictate your angle of attack, with the rear axle helping to point the car at the apex; it’s a joyous feeling when you get it right.
Of course, once you get on the power, the supposedly ‘playful’ Quattro all-wheel drive system pulls everything back into line, despite it being theoretically capable of dispensing 100% of its available power to the rear wheels. That said, there is no question that this is a genuinely talented car, and one that is surprisingly engaging on the right road.
Should I buy one?
Ultimately, we’ll have to get the car back in Blighty before we give our definitive verdict. The hot and dusty roads of Oman are not exactly comparable to the UK, although the low grip surface did give us a unique insight into the RS3’s abilities up to and over the limit. Abilities that bring the RS3 closer to rivals such as the Volkswagen Golf R and BMW M140i.
And yet, this is still a car that is objectively hard to recommend, especially when you take in the comparative costs. Official figures have yet to be announced, but insiders reckon that that this Saloon could cost as much as £47,000 – a mighty amount of money, considering that the outgoing Sportback started at less than £40k.
Factor in the best part of £6k for carbon ceramics brakes and the optional adaptive dampers, and you’re looking at an ‘entry-level’ RS model that’s not far off the cost of a BMW M4. Will that be enough to put the public off buying one? Of course not. But, if we had the choice, we’d opt for another compact saloon that does pretty much everything that the Audi does, only for far less money: the Mercedes-AMG CLA 45.
Audi RS3 Saloon 2017 review
Location Oman; On sale Summer 2017; Price TBC; Engine 5 cyls, 2480cc, turbocharged, petrol; Power 394bhp at 5850-7000rpm; Torque 354lb ft; Gearbox 7-spd dual-clutch automatic; Kerb weight 1515kg; Top speed 174mph; 0-62mph 4.1 secs; Economy 34.0mpg; CO2/tax band 188g/km/ 34%
http://www.autocar.co.uk/car-review/audi/first-drives/audi-rs3-saloon-2017-review
Audi’s blistering RS3 gets a raft of changes for 2017. More power, a reworked chassis and more equipment are among the revisions
What is it?
As a versatile hot hatch, the Audi RS3 has always been close to top of the podium. If you want a quick, luxurious and secure all-weather machine that offers decent levels of practicality and reasonable running costs, it’s hard to ignore Ingolstadt’s junior performance car. And yet, we’ve always struggled to gel with the five-cylinder ‘pocket rocket’. Partly because of its prodigious price tag, and partly because it places unflappable performance ahead of flamboyant fun.
However, as demonstrated by the surprisingly playful TTRS, it would appear that Audi Sport division – formerly Audi Quattro GmbH – is not completely averse to producing cars with a sense of humour. Therefore, for 2017, special attention has been paid to the RS3’s historically straight-laced dynamics. Firmer RS Sport suspension featuring adaptive damper control promises flatter cornering, widened front and rear tracks (20mm - 14mm respectively) should help to limit joy-sapping understeer, and new ESC software even allows for some “controlled drifting” - or so they tell us.
That said, despite the rather extensive chassis alternations, the star of the show still resides somewhere up front. Billed as the world’s most powerful series production five-cylinder engine, the 2.5-litre turbocharged five-cylinder is a lighter, more efficient version of the TT RS’s spectacular motor. Exchanging a steel crankcase for a lighter but stiffer aluminium unit accounts for most of the weight saving, while a new dual injection process, patented valve lift system and a freer flowing exhaust help unleash a few more horses.
With peak power now rated at a truly barmy 394bhp, this ‘mid-level’ RS is now more than half a second quicker to 62mph than the original Audi R8. And unlike that car, you’ll be able to produce the same results time and again, thanks to Audi’s seven-speed double clutch S-Tronic gearbox; although we did find the same ‘box a tad ‘stodgy’ in the TTRS.
More obvious than these mechanical changes, however, is the RS3’s new appendage; aka its tacked on rear boot. That’s right, for the first time ever Audi is offering its hyper hatch in saloon form in an effort to generate extra sales in the increasingly important but hatchback-phobic US and Chinese markets. In fact, Audi reckons it will sell more of these saloons in the States and in Asia than in Europe, though we’ll still be able to buy it in the UK.
Now granted, the idea of an uber expensive compact performance saloon might not be everyone’s cup of tea, but to our eyes at least that sleek body looks great, and combined with the enlarged air intakes, flared arches and lower roofline, it’s hard not to get excited at the prospect of a mini super saloon. In fact, with a larger wheelbase than a B5 RS4, this could be the ideal all-weather weapon for UK roads.
What's it like?
To spend time in, the interior is a triumph. The predominantly black cabin is an exercise in restraint, but there are enough touches to indicate that you are indeed sitting in an RS model. The traditional flat-bottomed steering wheel is present and correct, embossed RS logos on the cross-stitched leather seats add a touch of class, and in line with the rest of the facelifted A3 line-up, the interior of the RS3 can be enhanced with Audi’s virtual cockpit display.
However, small details aside, there’s only one feature in the cabin that truly matters - the bright red starter button. Thumb it and the five-cylinder motor barks into life with an intensity that betrays its compact size. Driving around town that iconic offbeat firing sequence sounds truly superb, although we were a touch surprised by a distinct lack of pops and crackles on the overrun – perhaps Audi has grown tired of artificial sonic enhancements?
Regardless, with 354lb ft from 1700rpm, the RS3 is seriously quick off the line. The 4.1sec to 62mph sprint feels entirely believable from behind the wheel, with the Quattro all-wheel drive system ensuring effectively no loss of traction. Combined with a quick shifting dual-clutch transmission (in manual mode), there are very few road cars that are capable of delivering the same levels of effortless performance.
And yet, once up and running, the RS3 never quite delivers the same kind of top end rush that’d you expect from a near 400bhp sports saloon. This is partly down to the engine’s flat torque curve, but it is also hampered by a gearbox that feels rather hesitant when left to its own devices. It’s a combination that is most noticeable on the exit of slower hairpin corners - when you expect to accelerate out on a wave of torque, you instead have to wait for the boost to build before you are able to drive cleanly off the corner.
To its credit, the new engine does benefit the RS3, albeit passively, when the roads get twisty. With a wider track, a revised ESP system and most importantly, less weight over the nose, the car turns in more sharply than the car it replaces. Where the old model would slip into understeer mid-corner, the new car digs in and drives through in a more accurate manner. And on the tight and twisting switchbacks roads that snake their way up and down the Dhofar Mountains, it was easy to play with the RS3’s newfound balance. Lifting off on entry now allows you to dictate your angle of attack, with the rear axle helping to point the car at the apex; it’s a joyous feeling when you get it right.
Of course, once you get on the power, the supposedly ‘playful’ Quattro all-wheel drive system pulls everything back into line, despite it being theoretically capable of dispensing 100% of its available power to the rear wheels. That said, there is no question that this is a genuinely talented car, and one that is surprisingly engaging on the right road.
Should I buy one?
Ultimately, we’ll have to get the car back in Blighty before we give our definitive verdict. The hot and dusty roads of Oman are not exactly comparable to the UK, although the low grip surface did give us a unique insight into the RS3’s abilities up to and over the limit. Abilities that bring the RS3 closer to rivals such as the Volkswagen Golf R and BMW M140i.
And yet, this is still a car that is objectively hard to recommend, especially when you take in the comparative costs. Official figures have yet to be announced, but insiders reckon that that this Saloon could cost as much as £47,000 – a mighty amount of money, considering that the outgoing Sportback started at less than £40k.
Factor in the best part of £6k for carbon ceramics brakes and the optional adaptive dampers, and you’re looking at an ‘entry-level’ RS model that’s not far off the cost of a BMW M4. Will that be enough to put the public off buying one? Of course not. But, if we had the choice, we’d opt for another compact saloon that does pretty much everything that the Audi does, only for far less money: the Mercedes-AMG CLA 45.
Audi RS3 Saloon 2017 review
Location Oman; On sale Summer 2017; Price TBC; Engine 5 cyls, 2480cc, turbocharged, petrol; Power 394bhp at 5850-7000rpm; Torque 354lb ft; Gearbox 7-spd dual-clutch automatic; Kerb weight 1515kg; Top speed 174mph; 0-62mph 4.1 secs; Economy 34.0mpg; CO2/tax band 188g/km/ 34%
http://www.autocar.co.uk/car-review/audi/first-drives/audi-rs3-saloon-2017-review
Looks great in black:
And EVO already drove it too:
VERDICT:
The fastest and best Audi RS3 so far
EVO RATING: 4,5 Stars
PRICE:
£45,000 (est)
FOR
Huge performance, stirring soundtrack, now more engaging to drive
AGAINST
Cost, certain hot hatch rivals more entertaining
http://www.evo.co.uk/audi/rs3/19070/2017-audi-rs3-review-audis-smallest-rs-hits-new-heights
And EVO already drove it too:
VERDICT:
The fastest and best Audi RS3 so far
EVO RATING: 4,5 Stars
PRICE:
£45,000 (est)
FOR
Huge performance, stirring soundtrack, now more engaging to drive
AGAINST
Cost, certain hot hatch rivals more entertaining
http://www.evo.co.uk/audi/rs3/19070/2017-audi-rs3-review-audis-smallest-rs-hits-new-heights
hovabongZA
Tire Trailblazer
This car is probably one of the reasons we might not get the RS4 sedan!
domleo999
Premium
This car is probably one of the reasons we might not get the RS4 sedan!
I think we will...the potential RS4 is a completely different car to the RS3
donkeykong
Track Technician
Black does seem to suit it better then any other color in my opinion. While I've yet to warm up to the facelift design, I'm stoked to read that it is more dynamic and fun to drive then ever. 
Similar threads
Audi
Audi AG is a German automotive manufacturer of luxury vehicles
headquartered in Ingolstadt, Bavaria, Germany. A subsidiary of the
Volkswagen Group, the company’s origins date back to the early 20th
century and the initial enterprises (Horch and the Audiwerke) founded
by engineer August Horch (1868–1951). Two other manufacturers (DKW
and Wanderer) also contributed to the foundation of Auto Union in 1932.
The modern Audi era began in the 1960s, when Volkswagen acquired Auto
Union from Daimler-Benz, and merged it with NSU Motorenwerke in 1969.
Official website: Audi (Global), Audi (USA)
Official website: Audi (Global), Audi (USA)
