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    Audi returns to Le Mans

    For years the German marque straddled Le Mans like a colossus. Then it left. Jake Groves leads the comeback.
    Audi bailed out of the World Endurance Championship back in 2016, after a decade and a half of near-complete dominanace. Its swansong was the Audi Sport Team Joest R18, but the story began with the R8 – the R8R contested the 1999 race. Heck, even the R8 production car’s concept forebear was called the Le Mans Concept.

    So, when you’re invited to Le Mans, glamping, and with the opportunity to rub shoulders with some famous people (courtesy in my case of Aston Martin Racing, not Audi), taking our R8 to one of the most famous races on the planet is a no-brainer. I’ll be the closest thing to a 2019 Le Mans entry Audi Sport will have – hell, they should be paying me for this.

    Lumpy, congested British motorways and fast, clean French autoroutes generally don’t make for a particularly thrilling drive. But when you have 10 cylinders, a foldable roof and a near-continuous convoy of motorsport fans in similarly tasty cars all the way from Calais to Le Mans, you don’t stop smiling. At one point I even spend time in convoy with CAR’s James Taylor, who’s driving a Porsche 911 GT3 RS; some long tunnels allow for laugh-out-loud (and very childish) acceleration tests between the R8’s bassy midrange and the Porsche’s limiter-bouncing howls.

    I arrive at the campsite with no backache (the bucket seats are uncompromising but supportive) and ready for a weekend in any weather, the R8’s supposedly paltry frunk swallowing everything from T-shirts and shorts to chunky boots and a thick raincoat.

    The weekend itself proves unforgettable. I come away exhausted and temporaily deaf but it will be hard to beat watching the sunrise at Tertre Rouge, taking a helicopter ride over the track mid-race and testing my own endurance by staying up most of the night.

    Then, on the misty Monday morning after, I do the whole trip back again with a similarly wide smile on my face. That is, of course, after a quick blast up and down the Mulsanne straight, sneaking a few pictures on the second chicane.
    Any niggles? It’s a small one, but plenty of recent new Audis have an updated version of Virtual Cockpit that looks cleaner and comes with some cool graphics – something the A1 hatch gets but this facelifted supercar doesn’t, even though the two were launched at the same time. Oh, and there are a couple of creaks coming from the instrument cluster – again, not a dealbreaker, but evidence of the R8’s handmade origins.

    / #2019-Audi-R8-Spyder-Performance-Type-4S / #2019 / #Audi-R8-Spyder-Performance-Type-4S / #Audi-R8-Type-4S / #Audi-R8-Spyder-Performance / #Audi-R8-Spyder-Mk2 / #Audi-R8 / #Audi / #Audi-R8-Spyder

    Month 2

    The story so far

    All style, no substance? Le Mans and back will test the R8, asking that it lug all-weather camping gear, cruise long distances and still thrill when required

    + The attention you get; engine, pliancy in Comfort; engine; topless thrills; grip; did we mention the engine?
    - The attention you get; thirst

    Price £152,645 (£169,120 as tested)
    Performance 5204cc V10, 612bhp,
    0-62mph 3.2sec
    Max speed 204mph
    Efficiency 20.9-21.1mpg (official), 22.2mpg (tested), 302g/ km CO2
    Energy cost 30.1p per mile
    Miles this month 3575
    Total miles 7819

    Come on Audi, GTE next year? The R8 couldn’t look happier on Le Mans tarmac
    In the tunnels, the R8’s bassy midrange battles a Porsche 911 GT3 RS’s limiter bouncing howls
    • Ways to start the day come no finer: ? Naturally aspirated V10 ? Spyder for fruity country smells ⭕️ Mid-engined poise for back-road thrills No wondWays to start the day come no finer:

      ? Naturally aspirated V10
      ? Spyder for fruity country smells
      ⭕️ Mid-engined poise for back-road thrills

      No wonder jake-groves turns up to work grinning every day with this as his
        More ...
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    / #2019-Audi-R8-V10-Performance / #2019 / #Audi-R8-V10-Performance / #Audi-R8-V10-Performance-Type-4S / #2019-Audi-R8-V10-Performance-Type-4S / #Audi-R8-Type-4S / #Audi-R8 / #Audi

    It’s a superstar supercar on the road, but how does the R8 fare on track?

    Should a 611bhp mid-engined supercar make a good track car? Reading that back it sounds like a contender for the easiest question asked since ‘Is F1 more interested in the minutiae of the rules than the racing?’

    KY19 NLF has, to date, proved to be a mixed bag on track. Its time has, as I write, been restricted to the first evo track evening of the season at Bedford Autodrome, but the changeable conditions provided the perfect canvas for the R8 to paint me a detailed dynamic picture.

    The first half-dozen laps were on a wet track and it took two laps of the Autodrome’s 3.8-mile GT circuit before the first strokes of feedback appeared, allowing me to pick out more detail on what was going on beneath me. Which on a greasy track and a set of Michelin Pilot Sport 4 S tyres struggling to generate any heat, wasn’t a great deal.

    Entry to low-speed turns had the front end struggling to find any grip, the steering taking on a lightness that mimicked the City steering setting on a 1999 Fiat Punto. And yet the R8’s quattro drivetrain doesn’t struggle on the exit when you start to feed in the V10’s power – unless you’re reckless with the throttle, that is, then there’s plenty of shuffling and slipping to manage, although this isn’t too much of an issue because the R8 comes to you when it starts to get squirmy.
    Mid-speed corners in the same conditions eradicate a large portion of the front-end vagueness on entry, but the transition from grip to slip and back to grip mid-corner isn’t as clearly telegraphed as you would hope for in a car with a 5.2-litre V10 positioned between the bulkhead and rear bumper. It takes a steady throttle and Guinness-smooth steering inputs to avoid a spiky mess of slip when you’d much prefer to be parallel to the circuit’s edge.

    It all comes together in the high-speed stuff. Which is reassuring. When you need the utmost commitment from the R8’s front end, you get it, the Pilot Sports finding purchase through the layer of grease, the steering coming back to you, the chassis chatting away. When you need the full processing power of Audi Sport’s engineers, the R8 delivers terabytes of data to your palms and backside.

    As conditions dry, the R8’s low- and mid-speed performance up their game, but strangely on the drier surface, at higher speeds, within a handful of laps you feel you’ve experienced everything the R8 has to offer. It feels a little synthesised, a sensation that could be down to our car’s optional #Dynamic-Steering and adaptive dampers, two components that have proved themselves to be great companions on the road. This sounds like a perfect excuse for me to try a non-Performance R8 without such features on track, as per the example that triumphed in our 911 group test in issue 262. Away from the track, the R8’s ability to switch from a supercar that will force your eyeballs out of their sockets when you use as much of its performance as you dare, to a car that could rival a Continental GT for suppleness, refinement and comfort, is showing it to be more at home on the road.

    Date acquired April 2019
    Total mileage 4423
    Mileage this month 1075
    Costs this month £0
    mpg this month 18.7
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    Audi in the 1970s, his Coupe S an exclusive GT variant would have set aside? Niklas Frist is currently giving an answer to this question with his precious Audi. Text & Photos: Ansgar Wilkendorf.

    / #1972-Audi-100-Coupé-S / #1972 / #Audi-100-Coupé-S / #Audi-100-Coupé / #Audi-100-C1 / #Audi-100 / #Audi / #Audi-100S-Coupe-C1 / #Audi-100S-Coupe-S-C1 / #Audi-100-F104

    Young Niklas looked out the window of his classroom at the teacher's parking lot. Of the many cars that stood there, however, interested the student only one: an Audi 100 Coupé S from 1972.

    The Audi 100 with the rear end in the Italo design of a Maserati Ghibli of the late 1960s, but at least a Fiat Dino of that time it had done to Niklas. He would like the car. There was only one problem or two: First, he did not have enough money for it, and second, the car belonged to his math teacher.

    But when the school was around, the then 17 -year-old in 1989 actually got the opportunity to buy the car for his former teacher for 19,000 crowns, or around 1,800 euros. To raise the money, he had to sell his moped with a heavy heart. For this he finally had his dream car. "The first drive brought me back from the world of dreams," smiles Niklas.
    "The head gasket had said goodbye, so I could only slowly roll home. Nevertheless, the great feeling was unbeatable. "But that came with time. Education and job simply did not leave him the space to continue the restoration that had begun, and so the car initially fell into oblivion. "A kind of Shelby version of Audi"

    "Just in time for my 40th birthday, I decided to breathe new life into the Audi," recalls Niklas, who is like his Coupé built in 1972. But he did not want to leave it at a restoration: "In his time, there was never a performance package or an exclusive GT variant for the coupe. Such a kind of Shelby version of Audi. I wanted to change that now with hindsight. "

    But before that there was a lot of sheet metal work to do. "The body looked so good at first," says the Swede. "But when the sandblaster had finished its work, there was not much left of it." For Niklas no reason to worry: He had come across several recommendations to Dan Johansson in Degefors, a "coachbuilder and sheet metal artist," the so far mainly styled American cars. Nevertheless, he quickly understood what his client wanted out. "The car was shaped to the wheels," smiles Niklas, "and grew accordingly in the width." The wheel arches come from the Golf 1 and that the end tips were widened, can be seen at the distance to the original remained bumper. "In the past, you could easily put a finger through it, today there is hardly room for a hair." In the course of the body work, the tank filler neck was moved one floor higher in the C-pillar. By the way, the owner of the coupe has cut the neck, welded here by Dan, out of a Victory motorcycle tank.

    The mix makes it!

    Under the new trunk floor not only the supply line to the tank has disappeared, but also the compressor, the valves and the air tank of Niklas implanted Airex air suspension. Previously, however, he had modified the entire powertrain. In cooperation with Bäcks Engine Overhauling first the engine received an update including cylinder extension, head machining, Weber respiration etc. The gear comes from a 1975 model year, so that the front brakes, which can be found on the 72er Coupe right and left directly to the switch box, could be moved to the outside in the wheels. Front as well as on the rear axle originating from the Golf 3 GTI is a four-piston brake system of three-Golf with 330 mm ventilated discs installed.

    Contact with the asphalt is maintained by the 225/30 Michelin Pilot Super Sport tires on the Dotz SP5 Dark in the 18-inch dimension. Of course, the exclusive GT variant also got an exclusive paint job. The paint called "Casino Royal GT Gray Metallic" comes from the supercar forge Aston Martin.

    Exclusive is also the interior. Hanngrens Car Interiour did a great job here. Both rows of seats were upholstered and newly upholstered with rough and smooth leather. Fittingly, the upholstery with the door and side panels and the dashboard. On headrests and mats you will find embroidered white lettering "Coupe S / GT". Hand-brushed aluminum has meanwhile replaced the wood look in the dashboard. The Luisi sports steering wheel got a new leather collar and the gear lever got a Simoni Racing gear knob.

    On the way Niklas enjoys the subtle sonorous sound of the 2.5-inch Ferrita stainless steel exhaust system. Every now and then it's a bit louder for the hard rock fan. With the support of buddy Racer Putte and AVD Sundvall, he has provided a suitable sound package. In the footwell works the two-way front system El Comp 5 of U-dimension. Under the backseat are two Prox 8 subwoofers, also of U-dimension, for fat basses.

    However, Niklas does not have much time to drive around. It is not just the job of Marketing Manager for Indian Motorcycles that captures him. It is also his new project, which he nicknamed "overkill". It is again the same type, but this year built in 1975. So much is already revealed: "What if Audi had built a rear-wheel drive S-Coupe with a V8 power plant under the hood ..."

    1. The filler neck comes from a motorcycle and has been placed in the C-pillar behind the gills
    2. Golf hubs thanks: behind the Dotz rims delayed a Golf-3 brake system.

    1st age Swede: Niklas Frisk and his Audi 100 Coupé S are both built in 1972
    2. Exclusive interior with brushed aluminum, rough and smooth leather
    3. Brilliant console custom made 4. The footwell houses the soundboard

    The shiny revised four-cylinder now makes 136 hp
    Who tuning parts that influence each other, combined without approval in the test certificates and drive with his car on public roads, comes in Germany not around an assessment in accordance with § 21 StVZO around. Tip: Let yourself be advised by an expert before the beginning of extensive conversions. The expert knows whether the planned tuning is approvable and can provide information on the expected assessment costs.
    Name: Niklas Frisk

    AUDI 100 COUPÉ S (1972)
    Engine: 1.9-liter four-cylinder (standard: 112 hp), cylinder drilled to 2.0-liter, flywheel balanced, head machined and planned, large valves, sport camshaft, Ajden Racing
    Intake manifold, two 45 #Weber twin carburettors, 123 ignition system, Red devil fuel pump,
    Aluminum fuel lines with AN8 connections, special aluminum radiator, electric fan, power 136 hp
    Suspension: Airex air suspension, Golf 3-wheel hubs front, Golf 3 GTI rear axle
    Wheel / Tires: #Dotz-SP5 Dark 8 x 18 inches with Michelin Pilot Supersport in 225/30 R20
    Body: Total restoration, self-made front spoiler, Golf 1 wheel arch widened by Dan
    Johansson, Dagefors; End tips widened, filler neck offset, recess for rear
    License plate, painted in "Casino Royal GT Gray Metallic" by Aston Martin
    Car-Hifi: Retro stereo radio, excursion HXA30 power amplifier for two-way front system El Comp 5
    of U-dimension, Excursion HXA2K power amp for Prox-8 subwoofers of U-dimension below the
    Rear seat, Hollywood cable and battery
    Interior: Luisi steering wheel with leather upholstery, original seats and rear seat upholstered and covered with rough and smooth leather (Hangreens Car Interiour), Speedhut instruments with S /
    GT lettering, Simoni Racing gear knob, coupe / SGT embroidery in the headrests and
    Floor mats, custom console, new straps
    Brakes: Four-piston brake system from the Golf 3 with 330 mm ventilated discs front and rear
    Exhaust: Ferrita 2.5-inch stainless steel system with 3-inch tailpipes
    Thanks to: Racer Putte and AVD Sundvall
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    / #Audi-R8 / #2006-Audi-R8 / #2006 / #2007 / #Audi-R8-Typ-42 / #Audi-R8 / #Audi / #Audi-R8-V8-Typ-42 / #Audi-Typ-42 /

    (2006-2007) COST NEW £77k / VALUE NOW £35k

    Quentin Willson’s hot tips

    Back in 2006 the first-gen Audi R8 really should have been a massive hit – mid-mounted dry sump 414bhp 4.2 V8 32V engine, alloy spaceframe and monocoque, carbonibre cradle plus 0-60mph in 4.6 seconds and 187mph. Virtually hand-built at the Nekarsulm factory and sharing the Lamborghini Gallardo platform, only 28 R8s were made every day. This was a low-volume alloy supercar with four-wheel drive that was as reliable as a Golf. Yet only 164 R8s were sold globally in 2006, 4175 in 2007 and then, thanks to the 2008 recession, production tumbled to 2101 cars in 2009. The R8’s problem wasn’t only the financial environment into which it was born – it was just too clever and cerebral to catch the market’s imagination. Audi’s minimalist Bauhaus design grammar may have been fine for a TT, but for £77k before options, buyers wanted something that shouted a little louder. In many ways the R8 was too invisible, too quiet and too restrained.

    Back in those midmillennium glory days buyers preferred their supercars to wear prancing horses or bulls on their noses. But for collectors those early cars aren’t just worth seeking out because of their rarity – there are only 400-odd 2006-2007 R8s in the UK – they look howling value for money. Tradepricecars in Essex has a Silver ’07 with just 25k for £39,750 – or half the price of a very average Pagoda Merc. A private seller in Swindon has a black 2007, also with 25k, for £34,995 and it comes with £12k of factory options and full Audi history. That has to be one of the cheapest low-mileage supercars you can buy.

    Despite that prodigious top end those 4.2 R8s don’t feel properly ballistic – for that you’ll need the later V10. At 150mph things feel very stable and even exploring 180mph territory isn’t that scary. This is a well-planted and secure machine with a sublime ride. You’ll love the three turns lock to lock hydraulic steering but avoid the carbon brake option because they’re too grabby. I’d stick to the conventional six-speed manual because the sequential R-tronic isn’t as much fun.

    As a future classic a 2006/2007 UK rhd R8 could be a clever buy. They’re rare, respected, exclusive and technologically awesome. Find one of the very few 2006 #launch-year-examples and you’ll have something that’s already collectible. What’s more it’s a genuine supercar that doesn’t make you suffer to own and enjoy.
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    / #1990 / #Renault-25-Baccara / #Renault-25 / #Renault / #1990-Renault-25-Baccara

    / #Audi-100-CD / #1984-Audi-100-CD / #Audi-100-CD-C3 / #Audi-100-C3 / #Audi-100 / #Audi / #1984 / #Audi-100-Type-44

    After the two oil crises of the 70s, more efficient cars are being sought. In addition, there are concerns about the environment. Better aerodynamics is one of the ways to make cars consume less and emit less. The Audi 100 (C3-generation) and the Renault 25 are considered to be the most streamlined limousine in the world. At the same time they spoil the motorist with luxury. We contrast them.

    For the first time the streamline of cars in the 1930s was central, in the 1980s there was renewed interest among car manufacturers. Everyone is convinced after the two oil crises of 1973 and 1979 that cars really need to be more economical. In addition, one Bernhard Ulrich is warning about 1981 because entire needle forests in Central Europe, according to him, die off due to acid rain.

    To this end, the emissions of cars are held jointly responsible. In the press, a large-scale alarm is triggered, so that the car manufacturers are forced to take measures. (Incidentally, Ulrich withdraws his alarm again in 1995 due to lack of evidence, but that is not widely reported ...)

    Following the United States, the choice is made for the three-way catalyst in combination with fuel injection. This, however, entails costs, namely for the catalyst itself, in which the expensive platinum is processed, and for the conversion to unleaded petrol. A catalyst does not tolerate lead. Naturally, this switch does not go from one day to the next.
    A faster and cheaper solution is to better streamline cars to reduce consumption and thus reduce emissions. You can see that in new models of that time. Rain gutters disappear, door handles no longer protrude outside the bodywork, windows are fitted flat on the bodywork to make them completely slippery and spoilers are no longer reserved for sports cars, but they improve aerodynamics into the top segment.

    Two of those smooth guys are the Audi 100 of the third generation (internal designation Type #44 ) and the Renault 25. Both are the most streamlined series production limousine of that year, namely 1982 for the Audi and 1984 for the Renault. . Audi reaches a Cd / Cx value of 0.30, Renault even a value of 0.28. Both brands also do a throw to the top with these top models from their range. They want to compete with brands like Mercedes-Benz W124 and BMW E34/E28.

    We therefore contrast the thickest versions to see how they tried to achieve that. For the Audi this is the CD equipment, for the Renault de Baccara. Meanwhile, we know that the Audi finally succeeded in penetrating the premium segment and Renault did not. Can we see that coming here?
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    Stop-start! Roy Craig recounts the long and frustrating saga of an intermittent non-starting problem on the #Audi A2. More importantly, it’s a solution that could apply in many other cases…

    / #troubleshooting / #Audi-A2 / #Audi / #stop-start / #2018 / #Audi-A2-Typ-8Z / #Audi-A2-8Z /


    Regular readers will have read occasional reports on my Audi A4 2.0 TDI, but my wife Brenda is also an Audi driver, having owned her Audi A2 since 2013. With its mileage now approaching 110,000, previous owners had not been very kind to it but regular servicing and some TLC by us has helped it along, although it is very much a second car. It is mainly used by Brenda for local journeys as the comfort and economy of our A4 is much more suited to the longer runs and the low-geared high revving nature of the A2 engine and gearbox can be obtrusive.

    All seemed well, until April this year, when I was driving the A2 and the engine cut out suddenly and without warning, although it did then immediately restart. I must say that there had been times when the engine seemed to be misfiring, or missing a beat, but nothing more untoward and nothing definite enough to command attention.

    Some time later, the engine stalled again but this time it was while manoeuvreing at home and it just would not re-start; even after several attempts, the engine was turning briskly but with no hint of it firing. I decided to leave it and wait for a new day to dawn, and when it did I duly inserted the key, turned it and the engine immediately fired up without a hint of a problem!

    Brenda was not at all happy about the possibility of the engine stalling while she was out alone, but she did complete quite a few outings without a hint of the problem. It was, in fact, me who had that misfortune, having left home for a short journey to High Wycombe. I had only travelled a few hundred yards when the engine died, failed to restart, but then after five minutes of attempts it suddenly burst into life. My instinct was to return home and abort the journey, worried of getting stranded but this did not help Brenda’s reluctance to drive the car, rightly afraid that it would leave her stranded.

    Having an unreliable car is not Something we are used to, having Owned Volkswagens since the early Seventies and then moving on to Audis since 2007, so the experience was a bit unnerving. I have no wish for this story to be too repetitive, but that is what this fault with the A2 was becoming…

    Finally, Brenda was on a short Journey when it did indeed stall on her, this time taking 20 minutes of trying before it started. Amazingly, when it did restart, it drove fine and would then start repeatedly without any hint of trouble. It was very frustrating, to say the least.

    Early May and we were due to have a family holiday in Portugal, which entailed an early start from Stansted. The plan was to leave the A2 at our daughter’s house some seven miles away, then we would all travel by her car and a cab to Stansted, but a couple of days before we were due to go the A2 stalled yet again while we were at home. This time it would not restart, so I called the RAC who could not get it started and reckoned it was the fuel pressure regulator valve, but could not rectify the fault.

    I opted to leave the car on our drive, but arranged for our local village garage to collect it while we were away, told them the RAC’s diagnosis, and hoped that they would have the time to fix the fault while we were away.

    After about a week I phoned the garage for a progress report, only to be told that the RAC’s diagnosis was incorrect, with no fault found with the pressure regulator; in fact, they could find no fault at all and the engine was running fine!

    Unbeknown tome, they hadn’t needed to recover the car from home as when they arrived it had started without problem; they had spent a lot of time trying to find why the engine stalled, but with nothing being evident they could only return the car to my home.

    We arrived home two weeks later and, of course, the first thing to do was try the A2. It started first time, much to Brenda’s delight and continued to do so for the next two weeks, until – yes you’ve guessed, it stalled again, luckily at home.

    I again called the RAC who this time said that the fuel pump had failed, so I booked the car back in to the local garage for the following day and told them the fuel pump had failed. Yes, you’ve guessed right again. The next day it started without a problem; this was getting even more frustrating!

    I think it’s time for me to cut this really long story a bit shorter, for fear of your attention waning. As the engine was now running without fault, it was deemed by the garage that the fuel pump was running fine, although they did find a hole in the EGR valve pipe and some residue in the fuel filter. The car was running fine after this, for about four weeks… and then, yes, it stalled yet again! Brenda was now getting annoyed with this little car to the point of just wanting to get rid of it, although we would not be happy selling the car to someone when it still had this most frustrating fault.

    It was now time for its annual service, so I contacted a local Audi specialist who I had heard of, a young Audi-trained technician who had branched out on his own, Kyle Sagar whose company ‘On the Move’ is based in Great Kingshill, High Wycombe.

    I booked the car in with Kyle and explained as best I could about the ongoing intermittent starting problem, giving him the task of trying to find out why an engine won’t start when it actually does! He gave the car a full service and a thorough check over – he also changed the four coil packs and the spark plugs, and reported that all seemed fine, with no obvious answer found and hoped the coil packs and plugs would be of benefit.

    The A2 did indeed drive much better than previously and Brenda was happy again; well, in truth, she had never been entirely happy with the A2, not having been as keen as me that she should have one. In contrast, I did like the somewhat quirky look, the front end somehow resembling an early TT and the rear spoiler doing something for me!

    Most of all, I loved the fact it was made of non-rusting aluminium, while Brenda enjoys its lively performance and I think she was starting to like it a bit more (as long as it was running, that is…) Although the Audi A2 does spend more time at home than on the road, it was at last behaving itself when used – for a while that is! Then came a calamity. I was driving and we were about to leave a car park, we’d just passed by the exit barrier and a few feet later the engine just cut out. I was giving it about a minute between attempting to restart and, sure enough after about 10 minutes it fired up as though it was new, with no hint of a problem!

    I phoned Kyle to report the sad news that the problem still existed, as there was not much more to say… The date for Audi Driver International was fast approaching and with the A4 entered in the concours I was getting more excited than normal, as it would also be an opportunity to have a chat with members of the A2 Owners’ club about our ongoing problem.

    We arrived at Castle Combe and while I hastily started to get the dirt off, Brenda took an early stroll to see if she could pick some brains at the Audi A2 Owners’ club. She did indeed succeed in doing so, but not with an actual solution to the stalling of her car, although one suggestion was that we should try changing the camshaft and the crankshaft sensors as they sometimes send out the wrong messages to the main ECU. Sadly, it was all a bit ‘double Dutch’ to me as when I was taught about car mechanics we had things like distributors, carburettors, ignition coils and definitely no ECUs!

    We both loved our day at Audi Driver International, especially after the A4 came runner- up in the Concours, much to my surprise and maybe – just maybe – we had an answer to our A2’s problems.

    I contacted Kyle Sagar and told him of the suggestion we had received and that I wished to go ahead and fit the two sensors, which he duly did. All seemed fine and Brenda was also feeling confident; although we kept our fingers crossed for now, we were hopeful her little car was cured.

    Some weeks went by and we were both pleased that all seemed fine, but then it stalled… again… that was it for me, I reported the sad happening to Kyle and said I wanted him to fit a brand-new fuel pump as I had felt from early on that it seemed to be a fuel supply problem, even though it had checked out OK.

    Kyle fitted the new pump, switched the ignition on…but nothing! He was puzzled and started to investigate why, so he lifted the passenger foot well floor plate that gave access to the relays, reached towards the fuel pump relay, gave it the merest touch and the pump whirred away!

    After months of unexplained stalling and over £1000 spent on repair bills, it seemed that Kyle had found the problem – a simple bad connection in the relay board! I asked Kyle to also fit a new relay, just for good measure; he was as pleased as we were that at last he had found something positive that could explain why the engine had been cutting out, so you can imagine how I and Brenda felt!

    Some weeks of happy driving went by and much to my delight the engine had also lost its desire to feel like a misfire and its inherent hesitations, which I can only put down to the relay’s dodgy connection and it giving an intermittent supply to the pump. I opted to keep the new pump fitted, as it could only be better.

    Sorry, but this is not quite the end to this saga – there is a twist to this story. I was filling the Audi A2 with fuel at our local Shell garage and on leaving the engine cut out, and despite many turns on the starter it was lifeless, oh the despair. Ah! but at least this time I knew where to look. I lifted the floor plate, gently touched the relay, turned the key and whoosh – the engine fired.

    So now I’d discovered that we had a relay that was tending to rise up away from the connections; I’m convinced this is because of the somewhat harsh ride in this Audi A2 that I blame on its very light weight construction and the diabolical state of our B-roads, which in turn serves to loosen the relay.

    I hope I have now found a solution to this problem as I have fitted a section of sponge to the underside of the floor plate that gently presses on the top of the relay to stop it from rising out of its socket. So far, to date, we have had no recurrence of the stalling engine, and Brenda has a new-found confidence in her Audi A2.

    My thanks go to Kyle Sagar for his expertise and the not insignificant fact that he discovered the fault, but I wonder if any other Audi A2 owners have had this problem?

    On the Move
    Kyle Sagar
    Tel: 07875 964 777




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