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  •   Andy Everett reacted to this post about 2 years ago
    / #1988 quattro had done 145k miles but had been properly looked after.

    / #Audi-Quattro / #Audi / #1988-Audi-Quattro

    Case history snapped up

    When we are putting the magazine together each month, we frequently ponder over which of our Case histories we would most like to own, and the Audi quattro in the February issue found a lot of favour.

    We were not alone in our appreciation, either, as its now-former owner Dr Jonathan Davies told us: “I had firm interest from three people as soon as the magazine came out. I had offers of deposits, and people wanting to view the car at various times, so I took a bold decision: not an auction but a race! “I said the first person to deposit the full amount would own the car.

    One declined to buy without seeing it (fair enough). Two wanted to continue, and I received notification of a transfer after close of business the same day, which translated into funds in my account the following morning. The new owner came up, checked over the Audi, and drove off happy. Good car, good write-up, good price and a good deal all round!”
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  •   Davy Lewis reacted to this post about 3 years ago
    Event report – #Audi-Quattro at Kop Hill / #Audi / #Quattro / #Audi-MB-Quattro /

    King of the Hill John Ford recalls an excursion to the #2015 Kop #Hill-Climb in his MB quattro…

    ‘The next car is number 571, an #Audi quattro MB, famous for winning rallies and starring in Ashes to Ashes, remember that...? And this car has upgrades including a water-cooled turbo… ’ and then all that could be heard was the roar of the famous 10-valve exhaust and I was off! A few highrpm gearchanges to entertain the expectant crowd and it was on up the hill through the trees…


    This September, that was the reception and the start at the #Kop-Hill-Climb as it was boomed out over the loudspeakers to the many hundreds if not thousands of spectators lining the track and watching from the grandstands alongside the start of the hill run.

    My enthusiasm for the Kop Hill weekend started several years ago, when I applied to have my MB quattro on display in the club paddock, where around 300 cars are on show for what I found to be admiring and surprisingly knowledgeable car enthusiasts, many of them fans of the quattro. In addition, the hill climb added a greater array of cars and the hill run provided some fantastic sounds and atmosphere. There is also an entrants paddock where you can admire the cars and talk to the owners alongside, while they prepare to go and then return from the hill run.

    This year I asked if it was possible to enter an application for the hill run, but the event is mainly for older cars pre- and post-war up to the 1970s so I wasn’t all that hopeful of a reply. There is limited space for what are called exotic cars, and seeing that this year there were around 150 rejections overall, including some very worthy applicants, I was not very optimistic. However, I was delighted to be accepted!

    Other exotic cars included a 2012 Ferrari 458, 2007 Lamborghini Spyder, 1997 Ferrari 550 and a Bertini GT – I think eight in total, so I was in impressive company in this section…

    Most cars have one day on the hill and one day in the paddock, and this initially was my schedule. I had an e-mail stating that I was among some special cars being offered the weekend, would I like to take part... Would I?! When will this dream end...? Garage pre-checks followed, plus a visit to Harraps and Hedges bodyshop of Chesham in order to be worthy of the day.

    The whole weekend’s weather was remarkably sunny and warm, and the day started with the debrief, instructions, current facts of law on hill runs, 60 mph? ‘Are there any here with experience of hill runs, sprints etc?’ Lots of hands going up... ‘It’s not relevant here, you are here to entertain, meaning (I was sure) amongst other factors wheelspinning starts (but not for 4-wheel drive), high revs and lots of noise at this event.

    When you are called, it’s like running a close gauntlet of lines of spectators, possibly preferring here to be closer than to the runs, some did come up to show appreciation and chat, which was nice, and also some banter from the marshals while waiting turn. This I experienced a lot of over the weekend, along with lots of mutual nice exchanges from participants.

    On the grid, there is an announcement about the car and its owner and its history, for all participants over the loudspeakers, then the flag is down and off you go, highrev gearchanges and up the hill. The hill itself is not particularly challenging for the MB, but it’s very narrow, enclosed by trees. There are stations of marshals, who I understood are professionals, some from Silverstone, who are there, we were informed at debrief, to ensure you are driving within the limits of your car.

    Then you get waved down at the finish. ‘That’s not very long’, came the comment from one of my passengers, maybe one tenth of the Nürburgring, but overall much more fun!

    That’s not the finish, though, as on the return there are many spectators on the route, with much hooting and waving really adding to the occasion and there are two runs each day.


    Probably the most memorable and what summed up the weekend, was when the photography section asked me for a favour: ‘Could you speak to a teacher and a pupil from the local school...?’ They own this field. Much of this event is run by vast numbers of volunteers and the school with the pupils organising the photographs in co-operation with the local rotary. They wanted me to show my car and give a hill run ride to a pupil, to give them more experience with the event. Did I have choice? Of course I would!

    Afterwards, parents came and photos and chats made the event what Kop Hill is brilliant at. It is now mentioned alongside Goodwood. This year £75,000 was raised for charity. So, petrolheads, bring your family and enjoy a carnival atmosphere at Kop Hill!


    John’s 1989 MB quattro was featured in our quattro special theme in the March 2014 edition of Audi Driver, and it was also a star attraction of the quattro Owners’ Club display at the 2015 Classic Motor Show at the NEC.


    KOP HILL CLIMB, the historic hill climb weekend, that takes place in The Chiltern Hills near Princes Risborough each September, has announced a record attendance of around 16,500, and near perfect weather for the two-day extravaganza of cars, motorcycles and the special festival atmosphere that attracts car enthusiasts and families alike, with the amazing amount of £75,000 raised by the event this year.

    John Biggs, the organiser of the event, said ‘I would like to say a huge thank you to everyone who visited the event, and made it possible to raise such a fantastic sum for charity: the spectators who came in their thousands, the wonderful support from sponsors and exhibitors, and of course the entrants, who brought their cherished vehicles for us to see. A big thankyou also to the hundreds of volunteers, without whom the event just couldn’t take place. I think Kop Hill Climb is the best value event for £10 anywhere in Buckinghamshire’.

    The event this year saw over 400 vehicles each day taking on the famous Kop Hill and on display in the paddock. Vehicles ranged in age from the early 1900’s to modern day exotics, so whatever the personal preference there was something for all.

    There was a spectacular collection of historic race cars running the hill, including the iconic Napier-Railton from Brooklands Museum and the 1922 Isle of Man TT winning Sunbeam Grand Prix car.

    Kop Hill Climb is run entirely by volunteers and is operated under Heart of Bucks – Buckinghamshire’s Community Foundation – with the sole aim of raising money for local community projects and charities. The event has raised £305,000 since the revival first took place in 2009. The 2016 event will be staged over the weekend of September 17-18. See: www.kophillclimb.org.uk for more details.

    ‘There is also an entrants paddock where you can admire the cars and talk to the owners alongside...’

    ‘On the grid, there is an announcement about the car and its owner and its history, for all participants over the loudspeakers, then the flag is down and off you go...’

    ‘My enthusiasm for the Kop Hill weekend started several years ago, when I applied to have my MB quattro on display in the club paddock...’
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  •   Davy Lewis reacted to this post about 3 years ago
    RETRO – THE EARLY UR QUATTRO / Heritage – The CA chassis Ur #Quattro / #1981 / #1982 / #Audi-Ur-quattro / #Audi-Ur-quattro / #Audi-CA-Quattro / #CA-Quattro / #Audi-Quattro /

    ‘It is remarkable that Audi decided to switch from LHD to RHD only weeks before the next chassis variant was due...’


    The #Audi-CA-chassis / #Audi

    Darron Edwards continues his analysis of the early Ur-quattros with some discussion of the details of the CA chassis (1981-1982)…

    In August of 1981, Audi started production of their second Ur quattro chassis production run, designated CA. These cars differed very little externally from the previous cars as most of the improvements made were under the skin. The engine bore and stroke remained the same and power output stayed at the quoted 200 PS.

    Some wiring improvements were made to try to reduce the load on the electrical system, although the ‘euro’ type fuse board was retained. These early fuseboards suffered in later years from bad contacts on the pins at the rear of the boards. Electrical resistance would build up across the contacts and cause the connector blocks to get very hot. All of these early cars had the main headlights, and other equipment, running straight through the ‘X’ contact on the ignition switch, which put a great strain on the wiring, especially on a cold winter morning with headlights, demister and fan on etc. Later cars would benefit form a large current (40 Amp) relay, alleviating this problem. Standard equipment remained the same for the 1982 model and the poor performing Hella twin headlamps were still fitted as on the previous year’s model. These would be replaced on later production cars by the much improved Cibie one-piece units, but not until after the annual factory closedown in the summer of 1982 by which time the CA chassis production run had come to an end.

    An external change that occurred on this model was the removal of the front and rear metal trim insert that was fitted to the windscreen rubbers. A solid rubber seal was used, removing the need for the metal retaining trim. All quattros that followed were fitted with this new type of front and rear windscreen seal.

    Underneath the car, the suspension and ride height was unchanged. The rear anti-roll bar, seen on the previous cars, was fitted until the end of this chassis run. This was removed for the 1983 year model. I’ve driven both types of Ur quattro, with and without rear anti-roll bar and the difference is very noticeable. The cornering of early cars is slightly sharper, more agile, but the big difference is noticed when lifting off the throttle when in mid-corner. The cars with the rear anti-roll bar tend to shift into oversteer rather violently when the throttle is lifted which may well explain why Audi decided to do away with the rear antiroll bar on later cars. What may have been perfectly desirable for a rally driver probably wasn’t the best thing for a company director on his way to a business appointment who’d gone just a little too fast into a corner and then lifted off in response.

    Internally, the 1982 year model used the same ‘moccha’ interior as the previous model, trimmed with the hard-wearing velour upholstery. The bolsters on the front seats were longer than on the previous chassis and this gave the front passengers a little more lateral stability and comfort around the thighs.

    Another feature that appeared on the 1982 car was an added ‘brow’ above the driver’s dash binnacle. This was a piece of ribbed plastic, added onto the existing surround, and it looked quite sporty as well as having a practical use in shading the instruments.


    The hand-operated diff lock levers were dropped from the middle of the previous chassis run, so all CA chassis cars were fitted with the pneumatic system that utilised a Bowden cable that runs underneath the car from front to rear to operate the centre differential lock. It proved problematic and this system was superseded from 1984. The easy solution was to move one of the pneumatic actuators from the rear diff housing to the side of the gearbox, thus removing the need for the Bowden cable.

    As from the beginning of production, all Ur quattros were factory built in lefthand drive form only. This continued through 1981. Some cars were converted to righthand drive in the UK by #GTI-Engineering and #David-Sutton-Motorsport . Clearly there was a demand for a proper right-hand-drive version in the UK. Audi received formal requests for a purpose-built UK car as early as #1980 but this was only granted by the factory in mid-July of 1982.

    It is remarkable that Audi decided to do this only weeks before the next chassis variant was due to be produced. In the last month of the CA chassis run, Audi built 17 right-hand-drive vehicles, 12 of which were destined for the UK. These cars are the rarest of all Type 85 variants. Phil Jameson of the quattro owners’ club has tracked down 10 of these rare UK cars. It’s testament to the build quality that most of these prototype right-hand drive cars are still in existence. These cars were all registered in the UK after August 1, 1982 so all would have probably appeared on ‘Y’ registration plates. A quadheadlamp quattro on this plate would likely be a late production right-hand-drive car so if you see one for sale, check to see if the V5 carries the designation ‘RHD’. If this is the case, you may be able to grab yourself the rarest Ur quattro of all...
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  •   Davy Lewis reacted to this post about 3 years ago
    PUT IT DOWN / KRB #Audi-S1-Quattro replica / / #KRB-Audi-S1-Quattro-replica / #Audi-S1-Quattro replica / #KRB-Audi-S1-Quattro / #Audi-S1-Quattro / #KRB-Quattro / #Audi-Quattro / #Audi / #KRB

    With a rear wing the size of Belgium, and tyres wider than J-Lo’s backside KRB’s ’80 Coupé puts down all of its 1061whp very effectively! Never has the word ‘want’ been so appropriate as now! KRB Audi-S1-Quattro replica. Over 1000bhp and wings to die for. Words: Brent Campbell. Photos: Kid A.

    Pop quiz; if you had the chance to add any car from VW/Audi’s motorsport catalogue to your garage, which one would it be? We’re talking no-holds-barred, any car, be it a rough-and-tumble rally racer to a ’ring regular, a Le Mans legend to a DTM demonstrator. While we’re sure you needn’t any help making up your mind, let’s talk it through, just for the sake of conversation. First off, we can probably go right ahead and dismiss anything from the VW side of the family, as the only memorable racer VW has ever produced had two pin-stripes and a 53 painted on the side (and it’s probably landed in some California impound lot after all those DUI convictions, no?)

    So forget that; let’s take a look at Audi. Lots of fine, sporty cars to choose from, eh? How about the diesel R10? It would add a nice pep to your commute to work, not to mention return excellent fuel economy, though it does get a bit dodgy around those speed humps. What’s that, weather too unpredictable for a car with no roof? Well, how about the A4 BTCC racer of the mid- ’90s? Instantly recognisable, modern and with that Quattro grip you’ve been after. Too pokey? I knew you’d say that. Well if it’s speed you’re after, we’ll need to roll the clock back a bit further. What you’ll want is one of the legendary Group B cars of the mid-’80s. Relentless power, go-anywhere Quattro capability and people will be cheering from the kerb whenever you roll by.


    So you’ve decided then? Sign here… Alright, alright, sorry. Enough messing about. We all know that these cars don’t just pop up for sale and even if they did, you couldn’t afford one and neither could we. But there is another option. All of these cars are based on production cars, right? Sure, not the R10, but for the most part, the touring and rally cars were. So you’ve got some time, some skill and maybe a little spare change in your pocket; why not build your own take on that rally favourite of yours?

    With all the advancements in technology over the years, not to mention the off-the-shelf attainability of performance parts and materials that once only factory-backed race teams could afford, the proposition doesn’t sound all that outlandish.

    But there is a fine line. There’s a difference between building a modern take on a hero car and taking a bone-stock 80 GT and slapping a bunch of stripes and stickers on it like some motorsport wannabes. We’ve all seen them; base-model Audi repmobiles with tawdry spoilers, brushed-on livery, cut springs and no back seats. Oh, and still on stock wheels no less. What was intended to be a tribute can sometimes do more to invoke the gag reflex than inspire pride in your brand’s heritage.


    Fortunately, some people do get it right. A satisfying mix of modern performance wrapped up in a retro motorsport shell; it can be done. Just look at some of other cars we’ve featured: Perry Mason’s blood-red BTCC ’banger back in the October issue; MTM’s S1 rep from 10/09; Autoparts Veghel’s V8 Sport Quattro from 08/08 and Andy Krink’s 20v rally rep from 05/08.


    And that leads us to this car (finally…), which we spotted while covering a Gatebil event at Rudskogen, which we featured back in January 11. While it has the look and the presence of the greatest of the Group B and Pikes Peak-era Audis, it isn’t at all a replica, at least by conventional standards. No, this Audi has taken on the look of a bewinged S1 more by functional necessity than by choice.

    It was built by Kai Roger Bokken and the boys at KRB Trading, a Norwegian-based tuning firm with an affinity for giant snails and Audi’s potent 20v five-pot. In fact, such is the affinity for this motor that they’ve fastened it in to just about any car with four wheels at some point, Audi or not! But before we get into that, let’s get to know the man behind the plan a little better first… “While I’ve always had a passion for the Quattros, I actually got started by driving Volvos,” explained Kai. “I grew up around motorsport and my first car was a Volvo 142.


    Not long after that, I started racing in a budget class called Car Cross using an old Skoda with a 2.2-litre Volvo motor in the rear.” It wasn’t long before he started building up full-on race cars to compete. “I stuck with Volvos for a while due to their rear-drive dynamics and relatively low weight,” he said.

    “I competed in a number of events with the cars, including a 242 built up for rallycross and a 343 track day car that I eventually stripped out and converted to tube frame.” His involvement with the racing scene from his early teens eventually led to opening his own tuning and parts-supply business; KRB Trading. “I started that back in 1994 as there was a big demand for racing parts and with my connections, I knew I could do a better job than the other suppliers,” he said. The business’ primary focus was supplying turbochargers and components, which, not surprisingly, typically found their way on to a turbo’d five.

    By the early 2000s, Kai was one of the most knowledgeable Audi tuners in the country and he was ready to finally do a fullon build on an Audi. “I’d always wanted a Ur- Quattro, but the price of entry was so high, it took me about 20 years to finally have one of my own!” he joked. He built up a red Quattro from scratch, taking everything he’d learned to achieve the highest level of power he had reached with a five-cylinder so far, nearly 850whp. After successfully putting that motor to work on the track, he took the spare motor for that car and used that in his 343 tube frame racer and competed with that as well.

    Now that he’d fully built a Ur-Quattro and had successfully converted his 343 to a tubeframe race chassis, the next logical step was to take what’d he’d learned from both builds and construct the ultimate Audi track-day car. “With this build, there weren’t going to be any compromises. Not only did I plan to take the five-cylinder as far as it would go, I was designing and building the chassis and drivetrain to my specs to show what the car was capable of,” he explained.

    Kai picked up the donor shell for this car, a lowly 80 coupé, back in October ’07. “There wasn’t much that we were looking for in a donor since it was all coming apart anyways, but you’d be surprised how hard it is to find one of these things without a sunroof!” he laughed. “But once we had that sorted we went straight into it. There was to be no Phase 1, 2 and 3 with this build, we were intent on turning it into a race car from the start.”

    Unlike many of the privately-owned Audibased motorsport cars, Kai was willing to make significant changes to the structure of the car to enhance drivability, not to mention lower the car significantly. “The primary improvements I wanted to make by going to a tube frame design, besides reducing weight, were to improve weight distribution front-to-rear and to lower the center of gravity. Typical Audis of this era have more than 65% of their weight hanging up above or in front of the front axle. This makes the car prone to understeer. By building a custom transmission and designing my own chassis, I’d be able to move the motor lower and further back, hence improving its balance.”

    Of course, to undergo such a dramatic overhaul, it wasn’t just a matter of getting it up on jack stands and going at it with a spanner. “We started by stripping the car down and then putting it up on a steel jig, kind of like a rotisserie,” said Kai. With the car up in the air, all corners and crevices were now easily accessible. Kai and his mates slowly worked through the process of reinforcing the shell with a tubular frame, cutting away un-needed parts of the body, one portion at a time.
    “We started with the cockpit area, building a cage around the driver’s compartment. We then cut away the original floor and welded in a new floor. From there, we built up the front and rear frames to support the suspension and the drivetrain. Since we didn’t have any engineered drawings or schematics to work with, it was often two steps forwards, three steps back, but in the end, we accomplished what we set out to do.”

    The unconventional thinking didn’t stop with the chassis. On a quest to get the most power without making sacrifices in durability, Kai built the motor to withstand much more power and boost than even the 850whp from the previous motors. “Rather than using the standard five-cylinder block, the motor is actually based around a 2.5-litre VW diesel bottom end,” Kai explained. “We then overbored the cylinders to 83mm and designed our own rods and pistons.” The original 20v S2 head was used, but modified to fit the new block as well as to increase flow. “We fabricated our own valve springs and camshafts to work with long, stainless valves and titanium retainers,” Kai remembered. To allow for lower placement in the car, a Peterson dry sump system was incorporated.

    To allow for placement further aft the front wheels, Kai commissioned Sellholm Tuning of Sweden to design a custom, sequential all wheel-drive five-speed ’box and center diff that would mate to the diesel block. A custom front differential was also supplied, which would now reside in front of the motor, allowing for a more centralised placement and minimal axle angle at the car’s race height. “In all, Sellholm supplied us the gearbox with center diff, the front and rear diffs, the driveshafts, the uprights and the majority of the suspension components, so it was an integral part of the build. We spec’d what we wanted and it built it for us.”

    As you’d expect, the chassis and mounts were all custom-designed for the motor, so it fits perfectly. With the motor and transmission in place, the front driveshaft actually sits beside the motor as it runs up to the front diff. With the motor sitting in the bare chassis, the assembly continued, with the custom fabbed intake manifold, upgraded fuel rail and 2200 Siemens injectors now coming into play.

    For the exhaust, an equal-length manifold was fabricated, which was originally mated to a GT42 turbo. That has since been replaced with a lighter and more efficient CT43 Comp turbo with triple ball bearings. This was paired with a 60mm TIAL wastegate and, ultimately, an Autronic SM4 for engine management. “We’ve been using Autronic with E85 for years now with a lot of success. The flexibility of the software makes it easy to work with,” said Kai. The remaining intake, intercooler and exhaust system was all fabricated in-house. Note that the intercooler now sits where the radiator originally did, with the radiator now relocated to the rear of the car, using giant fans to pull the air through.

    Suspension components were mainly borrowed from previous Volvo projects than from the Audi donor, due to familiarity and known durability. Volvo S80 front spindles were used front and rear, supporting a McPherson-style suspension up front and a custom double-wishbone setup out back. The Sellholm coilovers use Bilstein shocks, and Sellholm supplied the adjustable sways as well as the Volvo 240-style steering rack.

    XYZ brakes were chosen for the odious job of bringing the over-powered car to a stop. With the mechanics of the car all in place, Kai and the team then went about re-skinning the car over its tubular frame. Kai took an existing S1-style body kit and modified it, moving the wheel openings upwards and extending the wheel arches three inches per side. This allowed for larger wheels, which were required to fit over the giant brakes. The remaining portions of the body were constructed from carbon fibre, including the fenders, the sills, the hood and, of course, that monstrous rear spoiler.

    Inside the car, a Volvo 240 column was used, but is otherwise all go and no show. OMP supplied the seats, wheel and harness, Tilton the pedals and the handbrake, and a Racepak IQ3/Autronic display is the ‘dashboard’. It doesn’t get much more hardcore race car than this!

    Once the car was at a driveable state, Kai and the KRB team tuned it on their in-house 4WD dyno and gave it its first run at the start of the 2008 race season. Since getting the car running and tuned, the challenges have largely been around in getting the suspension sorted. “We initially had a lot of issues with understeer, but over the past few seasons, we’ve experimented with a variety of roll bars, toe and caster settings to make it easier to handle around corners,” confessed Kai. While running a ‘conservative’ race-tune of 831whp and 659lb ft of torque at 1.7bar, it’s no wonder the car loves the straights. Running a full 2.4bar of boost, the car put down 1061bhp and 753lb ft of torque at the wheels, incredible for an all wheel-drive car.

    Competing at Gatebil and other events around Norway and Sweden, the car has already seen a lot of success. It won the Norwegian Time Attack in 2009 and 2010, taking second this past year due to a few hiccups and against a very competitive field. “The car that beat us was a Porsche GT2 that won Le Mans, so we weren’t that upset by the loss. Overall, we’re very happy with the car and have no immediate plans to build something else. We still have lots of work to do perfecting it and we’re looking forward to 2012” said Kai. Should you find yourself in Norway with a craving for some old-skool motorsport action, this is the car you want to see. This is Group B turned up to 11!


    Huge twin fans out back suck air through to keep the relocated radiator cool.

    Dub Details

    ENGINE: 2.6-litre five-cyl, 2.5L #TDI engine block over-bored, milled steel crankshaft, KRB flywheel, billett connecting rods, custom CP pistons, 10.7:1 compression, multilayered steel head gasket, S2 cylinder head modified by KRB, custom stainless steel valves, custom camshafts, #Piper/KRB cam drive system, KRB intake manifold with 3” throttle bodies, #Nuke fuel rail, #Siemens 2200cc injectors, Comp Turbo CT 43 71/79, 31.2psi (2.15bar) boost, #Turbonetics HP #Newgen wastegate,# K&N air filter, #Autronic-SM4 engine management system, MSD direct fire ignition, Magnecor 10mm ignition leads, Bosch spark plugs, #Aeromotive mechanical fuel pump and FPR, KRB fuel cell, #Spearco-based custom intercooler, 4- 5” exhaust tubes made from rolled 0.5mm stainless steel, Ferrita 4” silencer, dry sump lubrication, #Petersen four-step oil pump, rear mounted PWR-based custom radiator, twin #Bosch cooling fans.

    Race power at the wheels: 894 bhp (907 PS) at 7224 rpm. Torque: 753lb ft at 6244 rpm. E85 bioethanol fuel.

    TRANSMISSION: Three-step Tilton carbon clutch, Sellholm five-step sequential gearbox with integrated centre diff, Sellholm front differential, KRB-modified Ford 9”-based rear differential, Sellholm drive shafts and joints.

    CHASSIS: KRB tube chassis, Volvo S80 front spindles fitted front and rear, McPherson front suspension, double wishbone rear suspension, #Sellholm coilovers with #Bilstein shocks, Sellholm knife adjustable sway bars, Sellholm ‘Volvo 240 type’ rack and pinion steering. #XYZ brakes: 380mm discs and eight-piston calipers front, 375mm discs and six-piston calipers rear respectively. #Zito-Grand-Prix 10x18” wheels, Michelin SX 27/68-18 slick tyres.

    OUTSIDE: #Audi-Coupé windshield frame, front half of roof and b-pillars, all other body panels carbon fibre designed by KRB, plexiglass side and rear windows.

    INSIDE: Aluminium floor below tube chassis, removable transmission tunnel, Audi Coupé dash top, KRB/Volvo 240 steering column, OMP steering wheel, seats and harness, Sellholm/KRB gear change mechanism, Tilton pedal assembly, Tilton hydraulic handbrake, Racepak IQ3/Autronic digital dash logger.

    SPONSORS: KRB Trading AS, Nordisk Dekkimport, Elite Bil, Nuke, Drammen Karosseri, Profilbyraa AS

    SHOUT: My family, friends and everyone that lent a hand.

    EDITORS NOTE: That was a reference to Lindsay Lohan and her appearance in Herbie, Fully Loaded in the second paragraph. It was reaching a bit, we know..

    1061whp. We’ll say that again. 1061whp! Power like that kind of makes your Stage 1 remap look a bit silly doesn’t it?

    If it isn’t needed to go faster, make more power or lap a track quicker, it’s gone.

    Audi RS4 seats? Check. Quilted leather retrim? Check. Highend audio install in Alcantaratrimmed boot build? Check. Oh, no... wait...
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  •   Malcolm Thorne reacted to this post about 4 years ago
    QUATTRO DRIVEN WE ROAD TEST A LEGEND

    Driven: #Audi-Quattro We get out to test drive some proper automotive legends. This month we go all Gene Hunt and “fire up the Quattro” (you schlaggggs)!

    DRIVEN AUTOMOTIVE LEGENDS ROAD TEST: Daniel Bevis. LORD OF THE RINGS

    “ANYTHING HAPPENS TO THIS MOTOR, I’LL COME ROUND YOUR HOUSES AND STAMP ON ALL YOUR TOYS. GOT IT?”

    In a modern context, of course, the original #Audi Quattro is not all that astonishing. We’re spoilt today. Every new hot hatch boasts the sort of performance figures that would have been supercar territory back in 1980. Brakes are infinitely better, suspension systems far more advanced – the game has moved on. So today, the Quattro feels quick-ish rather than actually fast, and the brakes are a bit wishy-washy. But this really isn’t the point. You see, the thing about the Quattro is that… it’s a Quattro. It’s an icon, a legend, those ’80 fade rings on the doors speaking volumes about none-too-subtle sporting intent. This is a car that Audi sold to the public with switchable diffs, a boost gauge and a 2.1-litre 10v 5-pot offering 200bhp – a demonstration of trust in the man on the street that he could handle what their rally department had been cooking up. And for those lucky punters, the reward came in the form of a chassis so good, so poised, that it offers up oodles and oodles of unrelenting grip, sublime body control with surprisingly little roll, and the sort of dependable agility that few cars can match even now.

    THE DRIVE...

    This example may have over 170,000 miles on the clock, but it still feels as tight as a drum, whereas other performance machines of the era feel ¬ flimsy and rattly today (I’m looking at you, 205 GTI). This is testament to the fastidiousness with which Audi nailed the Quattro together. It smells exactly like a 1980s car should in there. It has appropriately boisterous seat trim and headlining, the driving position is superb – it’s a great relief to find a car that’s so revered is actually as good as everybody makes out.

    Sure, it could do with being more powerful (quite a lot more powerful would be nice), and it really needs better brakes. But that’s true of a lot of cars of the early 1980s. All of them, probably. But few of them work in harmony with the driver quite like this one does. It encourages and complements your inputs, urges you to push harder. It’s never scary. It just feels right.

    Even when you realise you’re going 20 or 30mph faster than you thought you were. Even when, as happened to me, you find the bright sunshine suddenly being switched off and replaced with a momentary torrential blizzard. “Hey, it’s a rally car, it’ll cope,” you think. And it does. Tremendously.

    THE VERDICT

    The one feature that really entertains is the turbo. And not just for the fact that delivers its thrills in a thoroughly old-school way, building the tension through treacly lag before spiking on boost and thumping you in the back. No, it’s the fact it sounds exactly like an approaching police siren. The first time you properly boot the throttle, you immediately back off assuming you’re about to be tugged by the fuzz. There are no blue lights in your mirrors, so you press on – and it happens again. Then you realise and it becomes a game. Suddenly, you’re not the mouse but the cat. You are DCI Gene Hunt, ring up the Quattro. And if I’d ever watched the show, I’d know exactly what that meant.

    / #1981 #Audi-Quattro-UK / #Audi-Quattro-Turbo /
    PRICE NEW: £15,037 ( 1981 BASIC PRICE)
    PRICE NOW: £18,000 PLUS (IF YOU’RE LUCKY)
    PRODUCTION: 1980-1991
    POWER: 197BHP, 310LBFT
    INSURANCE: GROUP 20

    ORIGINAL SPEC ENGINE & TRANSMISSION: 2.1-litre straight-five 10V DOHC, #Bosch-K-Jetronic Fuel Injection, #KKK-26-Turbo , All-Wheel Drive, 50/50 Torque Split, 5-Speed Manual

    CHASSIS: 6X15-Inch #Ronal-Alloys with 205/60X15 TYRES, 280MM DISCS ALL ROUND, ABS , independent suspension all round

    EXTERIOR: BOX ARCHES, 80S Graphics, Oodles of Retro Chic

    INTERIOR: some frankly astonishing seat fabric, Blaupunkt-Toronto Sqr Radio

    BACKGROUND

    The model was a revelation when it appeared at Geneva in 1980. How could it not be? It took the generally agricultural process of sending drive to all four wheels and repackaged it as a means to go faster. The face of rallying would never be the same again, Audi’s racy Quattros decimating all comers and forcing every rival into an adapt-or-die position. The 350bhp A1 and A2 evolutions hit the motorsport world in 1983, the latter winning eight World Rallies over the next two years.

    And all that was before the bonkers 444bhp Sport Quattro S1 for the no-holdsbarred Group B competition. And for those people who used the road-going variants as daily drivers? Oh, they were heroes…

    BUYING ONE? LOOK OUT FOR…

    • Alarm – these cars traditionally don’t stick around for long, they’re dead-easy to break into.
    • Bodywork – early LHD cars suffer from rust due to less than fastidious rustproo¬fing treatments. Headlight lenses also tend to go brown after 10 years (an MoT failure).
    • History – Cambelt changes are needed every 80k and a full rebuild at around 120k (10 Valve) or 260k (20 Valve).
    • Interior – electronic dashes can go wrong and ¬ finding replacements isn’t easy.

    Pub Ammo – Audi Quattro

    The word ‘quattro’ is derived from the Italian word for ‘four’.
    The Quattro is also referred to as the UR-Quattro, meaning ‘primordial’ or ‘original’ in German.
    The first chassis officially shipped to the UK was 85-B-900099.
    In 1981 air conditioning would have cost you an extra 512 quid!
    The first UK cars were all left-hand drive. Audi claimed they couldn’t be converted
    (even though many were), until 1982 when they did it themselves.

    IN POPULAR CULTURE…

    “Fire up the Quattro! Shut it, you slaaaaag! Apples and pears. My old man’s a dustman” And so forth! All right, I never watched Ashes to Ashes, but that ¬ first ubiquitous phrase is as much a part of the TV-inspired everyday lexicon as “D’oh!”, ‘‘Here’s one I made earlier” and “We were on a break”. You almost feel sorry for the owners of UR-Quattros, as they must hear the bloody thing every day of their lives. Almost, yes, but not quite. Because the pay-off for having gawping bystanders relentlessly ¬ ring TV catchphrases at you is that, er, you get to own a Quattro. And having actually driven the timeworn (but feisty) red example in these very pages, I can con¬firm that this must be a very good thing.
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