Audi V8 quattro Evo (R6) - THR TTM

audi_v8_quattro_dtm_v2_ttm

Used at THR from 2025 to 2026

Brand: Audi
Country: Germany
Class: Group A
Year: 1991
Author: SwissTony, NeilB1971, Beezer, TMW Mods, Riky_Sim, Valentin K, JackCY
Version: 2.9.1
Power: 503 bhp
Torque: 424 Nm
Weight: 1250 kg
Top speed: 306 km/h
Acceleration: 3.86s 0-100
Power / weight: 2.49 kg/hp

Private League Derivative for TTM at THR =========================== Engine: - Type: Audi PT - Configuration: 3.6L cross-plane V8 quad-cam 32V with EFI - Aspiration: natural with carbon airbox and ITBs with slide throttle manifold - Fun fact: in real life, the rear anti-roll bar was cockpit-adjustable (but not in game) Tyres: 265/675 R19 front & rear Rims: 19x11" front & rear Brakes: 373x38mm front & rear, with water-cooled brake ducts Pros: - Quattro 4WD provides superb traction through slow to medium curves - huge adjustable "baking tray" front splitter can produce good downforce - good engine response - 6-speed gearbox - biggest brakes and water-cooled brake ducts for 12.5% better cooling at speed Cons: - no ABS (accurate for the R6, unlike the road-going basis) - nervous rear end in braking zones - heavy enough to make the biggest brakes fade sometimes - high tyre wear due to surprisingly narrow tyres on wide rims - high friction losses (20%) in drivetrain due to 4WD - high air resistance - highest rotational inertia of all (19x11" with 265/675 R19 and 373x38mm brake discs) - minimum downforce configuration has aerodynamic lift - draggy vertical (IRL) rear spoiler hardly keeps up with front splitter - high fuel consumption _______________________ Credits: - Base car: SwissTony, reworked by NeilB1971, Beezer, TMW Mods, Riky_Sim (v2.81) - LoDs, interior shadows & VAO: Lorelord - Glass texture replacement: Ninezeroniner (texture by Nutrimatic.cc) - Physics baseline: Riky_Sim - TTM league modifications: - JackCY (4WD, engine inertia, new suspension geometry, linear steering rod ratio) - Valentin K (the rest of TTM changes) - Sound: Kunos, because: https://youtube.com/shorts/EChHY8uYXuM ____________________________________________________ CHANGELOG for TTM Variant: 2.9.1 (TTM 2026): - revised spring & damper setup ranges - TO DO: apply damage/dirt textures & new LODs 2.9.1-b1 31.08.2026: - added front & center limited slip differentials - revised the rear limited slip differential - tyres updated to TTM 2026 specification 2.8.1-RC3 26.09.2025: - another new front suspension geometry - adjusted steering 2.8.1-RC2 25.09.2025: - new front & rear suspension geometry - weight 1250 kg (+ driver 75 kg as usual) from DTM 1991 & DTM@Nür24h 1992 - new AWD configuration by JackCY - applied TTM tyres - recalculated inertia of wheels & unsprung hub mass - created new Stage 2c engine torque curve - new aerodynamics with adjustable splitter & spoiler - added all gearboxes & final ratios from FISA Group A homologation - updated fuel capacity & tank position to DTM specs - new collider.kn5 (derived from Commodore geometry) - brakes.ini fully reworked with extra strong brake cooling - new hub mass - new center of gravity (higher than wheel hub, and 61% front) 2) TTM Visual Changes - digital_instruments.ini: revived shift and rpm warning lights - analog_instruments.ini: recalibrated rpm gauge - cameras.ini: F6 cameras repositioned to Kunos logic - dash_cam.ini: repositioned Dash Cam - car.ini: driver eyes camera repositioned - added CSP water temperature & oil pressure warning lights - added CSP turn signals - added CSP reversing lights - added CSP fog lights - added CSP gauge lighting - TO DO: draw new damage/dirt and try CSP Shader Replacement for slot separation ---------------------------------------------- Audi V8 quattro DTM (R6) Evo Following Audi's exit from the IMSA GTO category, Audi hastily developed a Group A touring car version of the Audi V8 for entry into the Deutsche Tourenwagen Meisterschaft (DTM) (German Touring Car Championship). The V8 conveniently shared its underpinnings with the Audi 200 quattro, whose anemic 10-valve Group A rally version finally proved useful for something, by helping to expedite the V8 DTM's development. The new touring car was equipped with a heavily reworked version of the Audi V8's PT engine: a 3.6 Liter cross-plane quad-cam unit with 32 valves. That powerplant was mated to the battle-proven 6-speed manual transmission that had already been used on the Sport Quattro E2, the 200 Trans-Am, and the 90 IMSA GTO. Having received the internal designation Audi R6, the new touring car debuted in the 1990 season with 309 kW (420 PS; 414 bhp) and a weight of 1220 kg. Hans-Joachim Stuck was the only full-time entry for Audi and Schmidt Motor Sport (SMS) that year. When Audi surprisingly found themselves in contention for the drivers title on debut, Walter Röhrl joined him for the last 4 race weekends. At the season finale, sportscar specialist Frank Jelinski joined them, where the Audi trio locked out the podium in both races and enabled Stuck to win the drivers title. Going into 1991, Audi added a second works team to expand their DTM fleet to 4 cars. The Max Moritz Racing Team had achieved great successes in the DRM competing with Porsches, but the team's operations had largely wound down by 1990. However, Max Moritz owned a large Audi dealership: the Audi Zentrum Reutlingen (AZR). Someone at Audi must have remembered the successes of his racing team, because it was reactivated under the AZR banner to form the second works team for Audi in the DTM. The car, meanwhile had evolved to the evolution model. For a start, it was upgraded from 9.75x18" rims to 11x19" rims to fit wider tyres. Secondly, to fix the aerodynamic lift that the 1990 car had produced at high speeds, the evolution model received a large adjustable front splitter that was nicknamed the "baking pan", and a little rear spoiler that was pushed vertically out of the back of the Evo's boot lid. The mandated minimum weight rose to 1250 kg, but the crossplane V8 gained power. Officially, the new Stage 2c specification made 462 PS at 9300 rpm and 390 Nm at 6500 rpm, but Audi's competitors accused them of underrating their engines and estimated them to be closer to 500 hp. In 2012, a fan reported to have been in the Diepholz paddock in 1991, witnessing 508 PS on a mobile dyno of the Audi team while trying to get an autograph from reigning champion Hans-Joachim Stuck. The charismatic Bavarian remained in the SMS team for 1991, where he was joined by youngster Hubert Haupt. While Walter Röhrl stepped down to focus on test driving duties, Frank Jelinski moved to AZR, where Frank Biela arrived on the Audi roster after having spent 1990 in the Mercedes of the privateer MS Jet team following Ford's turbo-ban-induced departure from the series. The Audi was exactly what Biela needed, and he proved to be a formidable rival for his factory stablemate Hans-Joachim Stuck. The championship battle between Mercedes, BMW, and Audi boiled over at the penultimate round in Singen. The weekend before, Danish Mercedes ace and title contender Kurt Thiim had spun defending champion Hans-Joachim Stuck's Audi off the road at the Nürburgring. At Singen, Stuck's team mate Hubert Haupt was involved in an early collision that forced him to the pits. He tactically rejoined the race a lap down just behind race leader Thiim, caught up with him, and then deliberately rammed the Dane into a tyre wall. Haupt was promptly disqualified from the whole race weekend and fined 20.000 DM (for which Audi reimbursed him). In Heat 2, championship leader Klaus Ludwig (Mercedes) got PITed into the wall after repeatedly blocking the Audi of Frank Biela in the duo's battle for 18th place. For the finale at the Hockenheimring, Audi summoned Walter Röhrl back into Hubert Haupt's cockpit, but the youngster would return for the post-season exhibition races at Brno and Donington Park. At the finale itself, Hans-Joachim Stuck's bit to defend his DTM title was torpedoed by a malfunctioning sensor that caused his engine to misfire in Heat 1, relegating him to 14th place. Although he stormed into the lead in Heat 2, he was called off by works team orders and had to get in line behind Frank Biela, who secured the 1991 driver's title for Audi ahead of Mercedes driver Klaus Ludwig. In 1992, Audi was unable to defend the title for a variety of reasons related to the engine. In response to a further weight increase to 1300 kg that ended up causing plenty of punctures, Audi had sought extra power. Ulrich Baretzky's solution was to use a forklift to twist the forged standard 90° cross-plane crankshaft to a 180° flat-plane angle between crank throws prior to hardening. Although it ended up looking like a turtle with a twisted neck in the spot where it was twisted 270°, the material had not cracked! The flat-plane crankshaft allowed the resulting Stage 4 engine to rev to more than 10000 rpm and gain some more power at the expense of peak torque - the official figures were 470 PS at 9500 rpm and 380 Nm at 7000 rpm now. However, vibrations made it hugely unreliable, and Audis retiring with blown engines were a common sight early in the 1992 season. Audi's rivals had immediately noticed the different sound that resulted from the flat-plane setup's firing order at the season opener at Zolder, and Audi was adamant that despite moving from a crossplane setup to a flat-plane setup, they were complying with the French-written FiA rulebook that stated that a "pièce d'origine" had to be used for the crankshaft. Formally, this word could stand for either an unfinished part or the series production part, and this interpretation had not been specified to date. Baretzky's former boss Paul Rosche from BMW Motorsport refused to believe that it was possible to twist a forged crankshaft to such an extent, and protested. After this first protest was dismissed, BMW filed a second protest (joined by Mercedes-Benz), which was also dismissed but BMW then escalated the matter to the appeals court of the supreme national sports commission for motorsport (ONS). At the 6th race weekend of the 1992 season in support of the Nürburgring 24 hour race, Audi reverted to their remaining inventory of Stage 2c engines from 1991, while working on making the Stage 4 powerplant more reliable in time for Audi's home event at the Norisring. Stuck set the highest top speed of the event during practice, clocking 282.35 km/h in the speed trap, in an otherwise dismal weekend for the Audi team. The DTM had allowed them to reduce the weight to 1250 kg again, but removing 50 kg of ballast from the updated 1992 car ruined its balance and made it very understeery. Biela's 14th place was the best Audi result, while Stuck and Jelinski racked up three engine failures in the two races after Hubert Haupt had already ended his weekend by wrecking the 4th Audi in practice. After the Nürburgring 24h support race weekend, the ONS appeals court made the final decision: Audi's twisted crankshaft was declared illegal, effectively forcing them back to the Stage 2c engine for which the stockpile was running low. Audi cateorically ruled out this solution, and after no other solutions could be found, Ferdinand Piëch pulled the plug. On the Friday evening of the season highlight (and Audi's home event) at the Norisring in Nuremberg, Audi announced its decision to quit the DTM with immediate effect. The V8 Evos soldiered on for another year in Belgium's Procar championship, though. In 1992, while the Renown-inspired livery of Bernard Winderickx usually found itself near the back of the field, the two Belga Audi Team cars of Philip Verellen and Pierre-Alain Thibaut scored one podium after another. For 1993, Belgian Audi Club entered two cars for Jean-Francois Hemroulle (who alternated with Wim Daems) and Pierre-Alain Thibaut, who took the drivers championship in both years. While Winderickx did not compete in the Belgian Procar that year, he gave his V8 quattro Evo one last blast when he took it to 5th place in the sparsely-populated 1993 Macau Guia Race (beaten by the Class 2 BMW 318i Supertourers of Winkelhock and Pirro). Audi's DTM exit had drastic consequences for the championship. The Audi 80 quattro 2.5 DTM prototype for the following year's Class 1 regulations never saw action, and Audi set their sights on Class 2 Supertourers instead. The driving force behind the protests that led to Audi's departure followed suit at the end of the year, when BMW also pulled the plug despite having co-written the Class 1 silhouette regulations for 1993. The future of the DTM was in danger before Alfa Romeo stepped in to join it, giving the series a bare minimum of 3 manufacturers again including Opel (who had skipped 1992 to develop the Class 1 Calibra but couldn't get it ready to race until the end of the 1993 season). During its presence in the DTM, the Audi V8 competed with much smaller and up to 320 kg (705 lb) lighter competitors in the shape of the Mercedes-Benz 190E and BMW M3, or the only slightly smaller Opel Omega Evo 500, whose engine could not overcome its weight disadvantage. The underdogs of the field were the only other V8s on the grid: Ford Mustangs from privateer garage teams, with a bodywork that created plenty of lift. Only after the end of the Group A era, DTM granted them an exceptional waiver to add big spoilers and splitters in 1993/1994 to narrow the gap to the new Class 1 silhouette cars.

#90s touring#DTMawdV8AudiGerman

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Championships5

Events15

Race sessions21

Drivers13

Years active2025–2026

Starts45

Wins0

Race laps876

Race distance5,820 km

Race time37.9 h

Championship	Period	Events	Starts	Drivers	Race laps
TTM 2026 - THRacing Tourenwagen Meisterschaft	2026	3	21	9	460
TCTM 2026 - Casual Championship	2026	3	6	1	70
TTM 2025 - THRacing Tourenwagen Meisterschaft	2025–2026	6	8	2	220
TCTM 2025 - Casual Championship	2025	2	6	3	78
TTM 2025 Prologue at Spa - Fun Event	2025	1	4	2	48