Development partner GIAC handles the software on Stasis cars. Even with the bigger turbo, throttle response is better than stock. Power is smooth and linear, similar to that of a normally aspirated engine. We're accustomed to rubbery catapulting response from big-turbo engines, a small push that builds suddenly as the turbo spools. This usually leads to adopting a driving style that prohibits throttle modulation on corner exit. With this car, an exit consists of unwinding the steering and feeding in throttle progressively. Pushed hard on the track, it's even possible to hit the apex, straighten the front wheels, and use the throttle to rotate the chassis. There's nothing quite like just kissing the curb on the inside of the turn, leveling the steering wheel dipping into the throttle just enough to keep the back end rotating and letting the car run all the way out to the exit.
All this happens thanks to an Ohlins suspension built to Stasis specs, as well as a new center differential. The factory Torsen differential can deliver up to 88 percent of power to the rear wheels during acceleration. The split gives the car different driving personalities. While in most cases it still feels very much like all-wheel drive, the front wheels are free to dedicate more grip to direction changes when needed. The sport differential is one of those parts that you really can't appreciate on paper. It has to be felt to be believed.
Parts that are easier to appreciate for the average viewer are the 19-inch forged Monolite wheels. They weigh a mere 19 pounds and along with the Yokohama performance tires have been shown to shave as much as half a second from lap times by themselves. Inside those front wheels are four-piston Alcon monoblock brake pistons and two-piece 370mm rotors. The brakes really proved their worth on the track. After a day of abuse not only did they not show any fade, but they drove all the way home without a single squeal.
Stasis takes a holistic view of tuning. Everything is meant to work together. The brake bias is set to work with the suspension. The differential is best utilized with the engine mods. You can get the parts independently, but your best bet is to buy the car complete, right off the showroom floor. Currently there are more than 25 dealers across North America that will sell you a complete Stasis car. Stasis provides an extra warranty package for the components, while Audi will still cover components not affected by the modifications. As much as I love modifying cars, this is definitely the best reason ever to drive a vehicle as it came off the showroom floor.
2008 Stasis Challenge Edition A4
*Layout
Longitudinal front engine, all-wheel drive
*Engine
2.0-liter I4, dohc, 16-valve, K04 turbocharger, large injectors, relocated diverter valve, cat-back exhaust
*Transmission
Six-speed manual, modified Torsen center differential
*Suspension
Ohlins threaded-body coilovers , two-position 22mm rear anti-roll bar
*Brakes
Alcon four-piston calipers, 370mm two-piece rotors (f)
*Wheels and Tires
Forged Monolite, 9x19Yokohama Advan AD08, 235/35
*Performance*
Peak Power: 320 hp @ 6000 rpm
Peak Torque: 310 lb-ft @ 3100 rpm
0-60 mph: 4.9 sec.
Lateral Acceleration: 1.02 g
*Stasis Engineering data
Contact
Stasis Engineering
888.9.STASIS
www.stasisengineering.com