The Audi TT Was Almost a Porsche, According to the Car’s Designer

First-Gen Audi TT

An internal battle between brands ultimately resulted in the Audi TT winning out, but it nearly didn’t.

The Audi TT is set to sail into the sunset after many successful years on the market as a futuristically-styled, satisfying luxury sports coupe. The first-gen model is also arguably one of the most iconic designs in automotive history, a car that looked like a concept for the street, which is something we rarely see happen. However, it seems as if the Audi TT very nearly became a Porsche model during the initial development phase, as its original designer – Freeman Thomas, explained to CarBuzz at the TT’s recent going away party.

“I was asked to do a Porsche version and an Audi version, and [the Porsche designers] in Weissach were also asked to do a Porsche version and an Audi version,” Thomas said. “And because I came from Porsche, I knew their design language and said to J Mays (who was Audi’s design director at the time), ‘this is what they are going to do, and this is what we are going to do.’ We kept to this Bauhaus absolute design and theirs was very styled.”

Audi TT Design Sketch

The team later had a somewhat secretive meeting to go over these designs and lull over the two different scale models they had created and determine the future of each. Porsche designers reportedly weren’t thrilled at the concept of Audi having a more powerful, all-wheel-drive model, which obviously didn’t settle too well with the Audi team. “We told them everything was off, but we are going to [the Frankfurt Auto Show] and beginning the full-size [model],” Thomas said. “Porsche had no idea we were doing this. We developed the coupe first. That was at Frankfurt 1995; it surprised everybody.”

The rest, as they say, is history – Thomas and his team created the Audi TTS Concept alongside the production version, took it to the 1995 Frankfurt Auto Show without Porsche’s knowledge, and it became an instant hit. Consumers loved the fact that the production Audi TT looked just like the concept, which has been heralded as one of the most beautiful automotive designs in history – even by the loftiest of standards.

Audi TT Design Sketch

“We went to Italdesign and I got to know Giugiaro [one of the legendary automotive designers of all time] very well,” Thomas said. “I remember presenting the [TT] to him and asking him ‘What do you think?’ He said ‘I wouldn’t change a line.’”

Photos: Audi

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Audi History: The Audi TT

1999   2019 Audi TT

In 1998, Audi debuted the iconic TT, a sporty 2 2 with a timeless design and a deceptively storied heritage.

At first glance, the Audi TT appears relatively standalone, certainly in American markets. You’d be hard-pressed to locate a straight line anywhere on its distinctive styling. It’s not a particularly luxurious vehicle, either, at least by Audi’s standards. But it’s certainly the best bang-for-your-buck in the Audi lineup. Against other Audis, the TT appears small, peppy, even retro-inspired. However, Audi designed the TT this way quite deliberately. A mixture of German and American designers, led by J Mays and Freeman Thomas, penned the 2 2 as the first sports car to debut on Audi’s new A4 platform. But the story doesn’t begin when J Mays’ pen hit the paper. For the true beginning, we’ll have to go way back to 20 years prior for the release of another legendary compact sports car.

Creating the A-Platform

1979 Volkswagen Rabbit brochure

The Volkswagen Mk1 Golf/Rabbit’s internal designation is the Typ 17. Brochure images sourced from

The year’s 1973, and the Oil Crisis tightens its grip across the world. Volkswagen struggled to move Beetles like they used to, with foreign competitors producing modern, innovative designs. Since the early 1950s, Volkswagen sought to replace the aging Type 1. Although many tried, none made the cut. Realistically, the vehicle that succeeded the ubiquitous coupe had some mighty big shoes to fill. It took a design penned by world-renowned Giorgetto Giugiaro, one he considers his magnum opus, and the perfect storm of the Oil Crisis to see the project through.

And in May of 1974, the first-ever Volkswagen Golf debuted in Europe. Known at the time as the Rabbit in the US, the Golf set the benchmark for what defined the hot hatch to this day. And, crucial to the story of the Audi TT, it marked the first iteration of Volkswagen’s new A-platform. Throughout its initial iteration, Volkswagen adapted the compact chassis with a wide variety of bodies. This first production run lasted until 1983, seeing everything from sporty coupes to pickup trucks.

A Design to Stand the Test of Time

Throughout the years, Volkswagen Auto Group (VAG) continued improving the design, with each marque contributing. The platform saw a total of 4 major iterations between 1974 and the 1990s, featuring bodies by VW, Seat, Skoda, and Chery. However, Audi continued production of its 80-series platform at this point, its last gasp being the S2. The S2, itself a successor to the famous Quattro, stood as a mighty saloon car, easily capable of 155 mph. And while no sane person argues that the S2 isn’t sporty, it certainly wasn’t a light, nimble mid-entry level car. That said, the A-platform certainly made a name for itself as a host of such vehicles. The Golf GTI and Scirocco 16v, among others, represent quintessential hot-hatch design. For Audi to follow in such vehicles’ footsteps, they thought outside the box. Rather than a hatch, they instead chose a 2 2 coupe/roadster configuration for their sporty little car.

In the early 1990s, automotive markets took a drastic turn away from larger, boxier 1980s vehicles into curvy, smooth compacts. With this shift in sensibilities, the 80-platform sold poorly in US markets, leading Audi to rethink its design priorities for the next generation. And so, with the 3rd iteration of the VAG A-platform running its course, Audi took the reins in designing the new chassis. And, of course, a brand-new sports car along with it, a spiritual successor to the S2.

The Audi TT Concept

Audi TT Concept

Penned by J Mays (Yes, his first name is simply “J”) and Freeman Thomas, the 1994 TT concept draws inspiration from much farther back than the Quattro this time. Rather than the timeless boxy styling, the TT derives its cues from interwar Auto Unions. This influence is primarily seen on the heavily-rounded nose and proportional rear, along with the extended fender flares and hard lines cut into the front fenders. The bulbous shape remains quintessentially German due to racers such as the Silver Arrows, making the TT’s origins obvious to even untrained eyes. And much like the streamlined racers of yesteryear, the design evokes a function-follows-form aesthetic. This trend continues into the interior, with steel inserts on plastic trim, a no-nonsense steering wheel, and a functional short-throw shifter. However, because it’s German, concessions were made to include supple leather seats.

This classic racing inspiration goes further than skin-deep, however. Named after the famous Isle of Man TT, the car boasts an all-new take on VAG’s famous EA-series of engines, the 1.8L R4. This 20V 1.8L turbo I-4, created entirely by Audi, appears quite modest to the uninitiated. Developing just 161 horsepower, it’s a far way down from the 227 of the S2. However, in spite of its unassuming displacement and figures, it marks Audi’s next great motorsport engine after the Quattro’s I-5. Since its inception, this overbuilt underdog’s seen the engine bays of everything from Golf GTI’s to Formula Twos, producing anywhere from 145 to over 480 horsepower. To this day, the EA113/EA827 remains one of the most popular German engines for aftermarket tuners and racers. Prized for its reliability and ease of modification, the engine proved a perfect fit for the TT, lending it accessible, repeatable performance.

The Production Audi TT Debuts

Following rave reviews of the concept, Audi forwent altering the body style, choosing instead to only include the most minor alterations. Primarily, the main difference is improved visibility with additional rear quarterlight windows. The interior, designed by Peter Schreyer and others, remained relatively unchanged as well.

1999 Audi TT

Audi designated the TT as 8N. It marked the 2nd car on the PQ34 A4-platform, the first being the Audi A3.

In October 1998, the Audi TT entered into full production, some four years after its first showing. Audi originally offered the car as just a coupe, though the roadster variant debuted shortly after in 1999. Overall, Audi marketed the car towards a younger, fun-loving, sporty demographic. As such, the car remained affordable by Audi standards and featured relatively few luxuries. For example, the original TTs featured only manual gearboxes and no active assists or rear spoiler. However, following a number of high-speed accidents, Audi implemented the latter two features on all TTs, and issued a recall. Much like the 80-series which preceded it, the TT also boasted Quattro AWD as an option, providing a 97.5% rear /2.5% front torque split.

Audi TT production line

Audi provided the only face-lift to the original TT for the 2003 model year.

Throughout its initial production, the TT underwent little cosmetic or powertrain changes in the mainline run. However, by 2003, Audi did expand its list for those craving more performance. The first major addition came with the VR6, a 3.2L unit boasting 247 horsepower. In addition, they offered the TT with a semiautomatic transmission, either a  direct-shift gearbox for the 3.2L Quattro or Tiptronic for all others. And in 2005, Audi went one step further. In the tradition of its S and RS models, Audi offered a TT Sport in a very limited-production run of just 1,165 units. This model pushed 240 horsepower from the 1.8L turbo and weighed 165 pounds less, claiming a limited speed of 155 mph over the standard 146 mph. Audi produced 800 of these in right-hand drive, making the left-hand drive variant the rarest standard-production TT.

Still Going Strong

The original Audi TT, overall, marked a success for Audi in terms of design and marketing. The press scarred the TT’s reputation in the late ‘90s and early ‘00s as an unsafe youth’s car. But this ultimately worked in Audi’s favor. Publicity, and the TT’s distinctive characteristics, propelled its popularity in spite of relatively low sales figures. Since its debut, the car received 3 major iterations across 2 platforms: the A and MQB platform. The TT also sees heavy use in motorsport, taking its first DTM title in 2002 driven by Laurent Aïello. Since then, Le Mans featured it as a safety car in 2009. And to this day, the TT continues racing in all its iterations, from a favorite mid-range track car to high-level competition.

Audi History: The Audi TTTT RS. Introduced in 2009, the latest iteration features a whopping 394 horsepower coupled to a 7-speed S-Tronic transmission.

Complementing the R8 halo car, the TT offers that same level of excitement in a practical 2 2 package. And while less prestigious these days, even a first-generation TT hasn’t lost its luster. With the bulletproof 4-cylinder and timeless design, it’s no wonder the Audi TT became such a well-recognized car. When it comes to compact sports cars with good power/weight ratio and daily usability, you can certainly do worse.

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I’ve been an automotive aficionado since I had baby teeth. My path was set when I first leaned on my grandfather’s classic Porsche as I learned how to walk. One of my first memories was my mother sitting me behind the wheel of her Pontiac and talking me through the instrumentation and controls. Even though I was a mere three or four years old, I was instantly sold, and filled notebooks with technical drawings, sketches, and collections of manuals of all sorts of cars. I’ve actively tracked developments in automotive and motorsport technology for well over 20 years, and pride myself on being intimately familiar with the functions and history of a wide range of vehicles.

My primary goal as a writer and enthusiast is to equally learn and share what I’ve learned in a constructive and interesting way. I maintain connections with people from around the world and can read technical manuals in Italian, Japanese, and Spanish, granting me access to a wide array of resources. My primary focuses are deep-dives into historical topics, motorsport discussion, and learning about the complex mechanical elements of such vehicles. As such, my research is never perfect; as anyone into cars will attest, the more you learn about cars, the more you realize how little you actually know. Therefore, I always welcome fresh knowledge and corrections to help me better my work in the future.

Audi Tradition App Opens Doors of Ingolstadt Museum

Audi Tradition App

The first exhibit featured in the Audi Tradition app will be will be “Der fünfte Ring,” and it will focus on NSU.

As any Audi aficionado knows, the famous Four Rings logo represents the quartet of German auto brands which became Auto Union AG. So long before we were watching the quattro S1 dominate rally stages, or lusting after ferocious machines like the R8 V10 and the RS6 Avant, DKW, Horch, and Wanderer were producing some of the most interesting vehicles of their day. If you’ve ever been to the museum in Ingolstadt, you know the facility has loads of treasures from Audi’s past on display. And if you’ve never been? Well, you’re in luck, because Audi Tradition has just launched a new app which allows enthusiasts to explore it like never before.

The first exhibit which will offer immersive experience offered by the app will be “Der fünfte Ring,” and it will focus on NSU, an established German brand which was merged into the company in 1969. Those unfamiliar with the marque — which includes yours truly — will be surprised to learn that cars actually make up less than half of the hardware featured in the exhibition. Most of the vehicles are actually of the two-wheeled variety, as there are 23 motorcycles and 11 cars.

Of the motorcycles, the highlight is a 1914 twin-cylinder machine that made eight horsepower, and cost more than the average German made in a year. On the surface, this machine looks similar to the bikes Harley-Davidson was putting together an ocean away, though features like the innovative double-spring rear suspension made them more advanced than NSU’s American competitors. Along with that brass-age ride, there’s also a supercharged 500 cc racer, and a fully fared Delphin III, which owned the motorcycle speed top-speed record in the 1950s.

That said, the cars are pretty cool too. If you didn’t know better, you might actually mistake the 1963 NSU Wankel Spider on display for something from Alfa Romero, which given that it was designed by Giuseppe Bertone, wouldn’t be too far off the mark. This gorgeous machine was actually the first car equipped with a Wankel engine, and while those mills are somewhat of a failed experiment, it remains a fantastic curiosity from a supremely interesting era. Head to the Apple or Android store to download the Audi Tradition app, and start exploring the museum today!

Photos: Audi

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Audi R8 History: Building a Poster Car

Audi R8 V10 RWD Coupé

A glimpse into the history of the Audi R8 flagship supercar. This article explores its origins and influences leading up to its production.

A common ritualistic practice of every budding enthusiast in their early years is the purchase of a car poster. You know the ones. You go to the school book fair and sort through the big cardboard bins, hoping to catch a glimpse of a poster with a tantalizing photo of your dream car. And you say to yourself as you proudly display it center-stage on your bedroom wall, “One day, I’m gonna own that car.” Well, by the late ‘90s, not a lot of Audis were in those collections anymore. In fact, Audi’s production models, while unquestionably rapid, were also missing something important. 

The early 2000s included peppy, sporty models like the TT as well as luxury super saloons like the S4 Quattro. But the centerpiece was missing, the flagship poster car. A car which combined the fun-factor of the go-kart handling TT with the animalistic power of the S4. Naturally, Audi was perfectly happy to oblige.

Repeating History

Firstly, a bit of backstory. As previously discussed here, Audi has a motorsport lineage dating back over a hundred years. After the retirement of the factory-backed Quattro from rally, Audi vehicles would once again prove themselves on tarmac. This kicked off in 1989 with the debut of the Audi 90 in IMSA’s GTO category. Their Quattro-equipped vehicle dominated its rear-wheel-drive counterparts with ease. By the following year, they’d return to Germany, successfully competing in Group A with the V8. Using knowledge gained from the successes of such vehicles, Audi would in-turn adapt their motorsport knowledge to their road cars. The debut of the S2 in 1991 marked the beginning of the respected S and RS lineups.

Small Car, Huge Potential

Audi was rekindling the magic again. But it requires even more radical thinking than that to really put themselves back on the map. In the same year, they released not one, but two striking concept cars: the Quattro Spyder and the Avus. The Avus, an homage to the Auto Unions of old, was a one-off prototype with a wooden-mockup 6.0L W12 engine. Named after the famous Avus-Rennen, its lines were unquestionably evocative of the early racers. While built as a mid-engine vehicle similar to the R8 we know today, it wasn’t nearly as influential in its predecessor, the Quattro Spyder concept.

The Quattro Spyder debuted at the Frankfurt Motor Show, and it immediately struck a chord with its distinctive body style. The most distinctive feature was its mid-engine configuration, the first mid-engined Audi since the days of the Auto Union racers. With a 2.8L V6 and the ubiquitous Quattro drive system, the car would’ve been light, nimble, and very grippy. However, such a vehicle proved too expensive for Audi to commit, and it sadly never saw the light of day. Or, more accurately, it was put back in the oven to cook a little longer until it was just right.

Building a Racing Legend

During this interval, Audi was by no means sitting idly by. They remained highly active in motorsport throughout the 1990s. This culminated in the debut of the R8 (no, the other R8) in the 1999 24 Hours of Le Mans. It would be their first foray into the famed event as a factory-backed team. This edition of the R8 would come in two flavors: open-top (LMP-class R8R) and closed-top (LMGTP-class R8C). They weren’t as fast as the BMW’s, but they were extremely durable and raced hard to a 3rd and 4th in the LMP-class that year. Ultimately, however, they would be the harbinger for the far more potent R8 to come.

Now simply the R8, this vehicle made its debut in 2000, and quickly made a habit of winning most of the races it entered. Since its debut at the 2000 12 Hours of Sebring until its retirement in 2006, the vehicle entered 79 races – and won 63 of them. That’s an incredible ratio, and would easily immortalize the vehicle into the history books. Its racing history is long and storied, so it won’t be elaborated upon more here.

Audi R8 LMP

…And Adapting that Legend for the Road

Audi, however, saw more potential with the R8 than just winning races. The car had almost single-handedly reinvigorated the brand’s worldwide image, with Le Mans the center-stage of the world’s finest racing vehicles. The public wanted some of what Audi was putting out. Enter a man named Frank Lamberty, who was only too happy to oblige. Frank designed a vehicle that effectively incorporated the nimble mid-engine layout of the Quattro Spyder with the savage power of the early 2000s RS models into one package. Initially referred to as the Le Mans Quattro, this new vehicle stunned the audience of the 2003 Frankfurt Auto Show. Initially, the vehicle was intended as an homage to Audi’s third successive win by the R8 at Le Mans. However, its reception was undeniable. Audi had finally found its poster car.

Audi Le Mans Concept

The R8 Green Light

The decision to put the Le Mans into production occurred almost immediately afterwards. In 2005, the vehicle’s designation was officially changed to the R8 in homage to the LMP car. Lamberty’s design team worked with renewed vigor – as the R8 race car continued its rampage on the track, this car would do the same on the road. Originally the vehicle was announced for the 2007 model year, but the expected retirement of the R8 LMP in 2006 would accelerate their plans. Not that it had much effect, since all the hard work was completed already. The revised production vehicle would subsequently be revealed to the world at the Paris Motor Show in January 2006, and orders immediately flooded in. 

The major design alterations between the Le Mans and the first-production R8s were in the powertrain. While the Le Mans was equipped with a 5.0L twin-turbocharged V10, the production model scaled it back to a more modest (but undeniably savage-sounding) 4.2L V8. The initial models were equipped with a six-speed gated manual or automated manual gearbox, both produced by Graziano. They were designated in-house as Type 42’s, owing to the engine displacement. These vehicles saw performance comparable to the likes of mid-range Lamborghinis, Vipers, and Ferraris, with their vicious acceleration and tight turning radius by design.

Audi R8 Type 42

The Poster Car Returns

The car was immediately successful both domestically and abroad, making its appearance in popular media and video games alongside the likes of the aforementioned vehicles. Capitalizing on this popularity, Audi quickly followed up with a new engine in December 2008, the 5.2L V10, restoring the lost two cylinders from the Le Mans. Both models were produced side-by-side, although the V10 model would see other changes alongside the engine. For example, one notable alteration was the headlights, as this would be the first production car with all-LED headlights.

Of course, Audi wouldn’t be content with just building a poster-car for the road car fans. So in 2009, they debuted the R8 LMS for GT3 race regulations. Sporting a RWD layout to comply with restrictions, the LMS retained the V10, now pushing close to 570 horsepower without a restrictor plate, mated to a brand-new six-speed sequential gearbox. The first deliveries were made for the 2010 season, and the vehicle continues to be a highly competitive racer to this day in various classes of motorsport.

Audi R8 History: Building a Poster Car

Keeping the Ball Rolling

The R8 would continue being revised right up until the discontinuation of the original line in 2015. A spyder model was introduced in late 2009 for the 2010 model year, although the public was teased with its existence in the 2008 filming of the movie Iron Man 2. Of course, the most significant change was the 2012 facelift. This incorporated numerous changes such as a new bumper and grille, 7-speed DCT gearbox, standard adaptive damping, revised interior, and more. The gated six-speed and traditional headlights were subsequently dropped, and the new line introduced the R8 V10 Plus. Essentially a more racing-oriented R8, this model would see many minor cosmetic and functional variances to give it a meaner look and stiffer, more nimble feel.

Audi R8 Spyder

While the first car used essentially the same frame as the Lamborghini Gallardo, by 2015 that platform was coming to an end. Knowing this, Audi designed a completely new platform from the ground up for the R8 in late 2013. The new platform, called the Audi Space Frame, was an all-aluminum monocoque chassis and is internally referred to as the 4S. This second-generation model was unveiled at Geneva in 2015 and shared the underbody of the new Lamborghini Huracan. The car’s design was further accented with a more angular, aggressive general shape. Hard lines were used frequently, especially with the grille, lights, and side trim. The 5.2L V10 and 7-speed transmission were retained and power increased to just over 600 horsepower. A minor facelift in 2018 was all that was needed to keep the vehicle looking and sounding wonderful, and it remains in this configuration to this day.

2022 Audi RS lineup -- 2022 Audi R8

The Legacy of the R8

The design has proved itself time and again in popular media as well as on the road and track. Today, the R8 continues to enjoy this success with more than 40,000 units sold worldwide. The model’s even proven itself as a testbed for future Audi innovations. It’s been outfitted with a TDI V12, rear-wheel steer, two electric motors, and even the 2012 China Edition specially made for the Chinese market. But, far more crucially, the R8 put Audi back on the map as a car people aspire to own. Audi’s proven it can both talk the talk and walk the walk. And the company’s flagship finally returned to children’s walls for the first time since the S1 Quattro, and rightfully so.

Images from Wikimedia Commons and Audi MediaCenter

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Matt’s been an automotive aficionado since he was a toddler learning how to stand by leaning on his grandfather’s classic Porsche. Since then, he’s been thoroughly and utterly captivated by all things motoring. He’s also a novelist and short story author, and enjoys writing across many genres. His primary goal is to share some of his love of automotive and motorsport history through the medium of writing, as well as talk about this passion we all share in a thought-provoking way. He’s a true a sponge about vehicles, and enjoys learning about just about any aspect of motoring, especially historically significant and/or oddball stuff.

Audi History: Advancement Through Technology

Audi History

Audi history: how passion and ambition built Germany’s premier auto marque of the early 20th Century.

Vehicles bearing the Audi and Horch names were some of the finest, most premier automobiles in history during the early 20th century. By the late 1920s, the names were on sleek convertibles and luxurious limousines alike, with two things in common between all models: their smoothness and their silence. Indeed, early Audis were remarkably smooth for gasoline vehicles even by today’s standards. One could easily balance a coin on its end on a running 4-cylinder’s exhaust header, for example. Such traditions continue today, with Audi responsible for creating dozens of modern classics. But like all modern auto-manufacturing greats, Audi was born from humble beginnings, in the mind of one man with a vision.

The Emergence of a Giant

In the year 1885, German innovation was immortalized in the history books with the release of the Benz Patent-Motorwagen. The patent holder, Karl Benz, would later run the largest automobile plant of its day. However, one of his engineers, a man by the name of Dr. August Horch (pronounced “Hork”), had an entrepreneurial spirit about him. In 1896, Horch made a decision that would later create a legend in its own right. He decided to go into business for himself.

August Horch

Dr. August Horch

A. Horch & Co. was founded in Cologne in 1899, with the primary directive to create the smoothest-running premiere automobiles in Germany. Horch himself was relentless in his passion for engineering excellence from the beginning. He purchased a former spinning mill in Reichenbach im Vogtland and converted it to a manufacturing plant that met his standards (a building that still stands today). 

However, Horch came to disagreements with his shareholders while developing his first vehicles and ultimately parted from the company. When he tried forming a new company under the same name, he encountered legal troubles as the original Horch & Co. still owned the trademark. Horch struggled to come up with a new name and bounced ideas off his friends and business partners. His friend’s son was studying Latin at the time and suggested the name Audi, which is the Latin translation of the German word Horch, meaning, “Listen!” Horch felt it was an inspired choice, and from then on, the name was set.

The First True Audis

The first vehicle to wear the Audi nameplate was the Type A, which was completed in July 1910. Horch’s vehicles set the standard for early automotive innovation from the very beginning. The first marked deviation from its contemporaries was Audi’s trademark quiet and smooth engine. But Horch wasn’t content to stop there. With nearly every new model, another feature was released. For example, Audis were the first practical vehicle with a driveshaft as opposed to drive chains. They had engines that could propel consumer-level vehicles to over 60 miles per hour quietly and reliably. They were the first successful V12 manufacturer in the world. In September 1921, the first production car with left-hand drive left their factory. The first 15 years of Audi were indeed marked with as much technological development as the previous 30 years of bespoke automobiles.

Audi History: Advancement Through Technology

Manufacturing standards of early Horchs and Audis were just as rigorous, with Horch’s tooling resulting in tolerances of up to one-thousandth of a millimeter. Everything down to the camshafts was still built completely in-house, at a rate of just two units per week. These handmade vehicles became the Rolls-Royces of Germany, with clients up to and including Kaiser Wilhelm I driving a Horch. Horch himself hired artists rather than car designers to pen the bodies of his new models, ensuring that his name would grace the most beautiful cars on the road. Commanding prices equal to over $300,000 today, his vehicles quickly set the standard for premier German manufacturing. Horch himself would retire in 1920. However, vehicles bearing the Horch name continued production. At their heyday, Horchs would occupy 55% of large-displacement bespoke vehicles on German roads in the 1920s.

Cutaway of Audi's first six-cylinder, the 1925 Type Msubsequent Types B, C, and D would remain competitive in their respective Grands Prix against the likes of the W25 Mercedes, Type 59 Bugatti, 8CM Maserati, and many others. Despite the breakout of World War II, the legacy these vehicles would create endured well into the 20th century and beyond, cementing them in the annals of motorsport, and indeed automotive history.

Press photos by Audi MediaCenter

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Matt’s been an automotive aficionado since he was a toddler learning how to stand by leaning on his grandfather’s classic Porsche. Since then, he’s been thoroughly and utterly captivated by all things motoring. He’s also a novelist and short story author, and enjoys writing across many genres. His primary goal is to share some of his love of automotive and motorsport history through the medium of writing, as well as talk about this passion we all share in a thought-provoking way. He’s a true a sponge about vehicles, and enjoys learning about just about any aspect of motoring, especially historically significant and/or oddball stuff.