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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: 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

    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)!



    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 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)
    PRODUCTION: 1980-1991
    POWER: 197BHP, 310LBFT

    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


    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…


    • 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.


    “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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  •   Lester Dizon reacted to this post about 4 years ago
    MILLTEK SPORT MB QUATTRO CLASSIC AUDIS – MILLTEK MB QUATTRO PHOTOS: NEIL BIRKITT (WITH THANKS TO LEIGH RAVEY AND KENNY LONGDON) / #Audi-Ur-quattro / #Audi-Quattro / #Audi-Ur-Quattro-Milltek / #Audi-Quattro-Milltek / #Audi-Milltek / #Milltek / #2016

    Milltek’s new exhaust system for the classic #Audi Ur #Quattro sounds simply sensational, but first they had to find a suitable example to fit it to…

    ‘The new #Milltek-Classic-exhaust-system offers great performance, exceptional fit and finish and a perfectly-judged sound enhancement...’

    There can be few features about the Ur quattro that don’t make reference to its unique combination of engine sound and exhaust note – the distinctive warbling, skirling off-beat cacophany that arises from the unusual 1-2-4-5-3 firing order of the turbocharged in-line five-cylinder engine.

    It’s the stuff of legend, with just about every quattro enthusiast having a story to tell of how, as a child or teenager, they were spellbound while watching the works rally cars charge through the Welsh forests, spitting gravel and flames in equal proportions…

    Those same impressionable youngsters are all grown up now and many have gone on to become quattro owners and enthusiasts (can there be anyone who’s an owner who isn’t an enthusiast?) Indeed, the Ur quattro now ranks among the most iconic of classic cars from that early Eighties era – uncommon enough to be very special, but not so rare and expensive as to be unobtainable – and the enthusiasm for the model remains undiminished.

    As a born again high-performance classic car it still looks fabulous and remains practical even today, still able to hold its own in the cut and thrust of modern motoring and likely to attract just as much attention in the pub car park as many expensive supercars.

    So it was no real surprise that, when the renowned exhaust specialist #Milltek-Sport launched a new initiative to produce a range of high-quality high-performance exhaust systems for the classic car market, the Ur quattro would be one of the first on their applications list.

    Although Milltek is known mostly for its extensive range of applications for the latest high-performance models, with the Volkswagen Group playing a huge part in its portfolio, the company has a long history that goes way back to the times when cars like the quattro were just emerging.

    Milltek’s founder, #Phil-Millington , began his long experience in the exhaust industry as manager of one of the country’s first exhaust centres in 1977 before taking over the running of a stainless-steel exhaust specialist in Devon, and then founding his own business – #Falcon-Exhausts – in #1983 , just about the time that the quattro was making its mark here in the UK market, the first time around.

    So, there was already a lot of experience in producing exhaust systems for a wide range of models that were contemporary at the time, but which are now the mainstay of the current classic car market. But it was never going to be a simple case of dusting off the original blueprints from the archives and reproducing the old systems. Although a high quality of construction had always been a strong point for the Falcon systems, there were also many ways in which Milltek’s latest advanced construction techniques and modern materials could be used to improve upon the design and manufacture.

    With the decision made to use an Audi Ur quattro as one of the first demo cars for the new initiative, the guys at Milltek set about finding a suitable example for long-term development and testing of the new revised system and for subsequent promotional purposes. And, let’s face it, who wouldn’t jump at the chance to own a quattro!

    After a bit of searching around, in August 2014 they sourced a suitable example, a #1988 model with the later spec 2.2-litre 10-valve #MB-turbo-engine . Finished in gleaming Alpine white – a colour which, after Tornado red perhaps, has to be one of the classic signatures for the Ur quattro – as soon as they saw it they knew it just had to be added to the Milltek fleet. Ironically, it was already fitted with an aftermarket stainless-steel exhaust, manufactured by a rival brand, but that didn’t put them off!

    Although very solid at first sight – indeed, it was widely admired when it first appeared on the Milltek Sport stand at Audi Driver International in October 2014 – perhaps inevitably, when they delved a bit deeper, it was found to need some bodywork restoration, and that task was entrusted to Simon Norman at 2Refinish, based in Hinckley, Leicestershire.

    A very thorough and top quality exercise followed throughout the early months of 2015, with the bodywork completely stripped and overhauled and treated to a glass-out respray, before it next appeared on the Milltek stand at the Classic Motor Show at the NEC , to be much admired and featured in our November issue.

    Of course, like any classic car of its age, there were also quite a few mechanical gremlins to be ironed out. Milltek’s Leigh Ravey tells us that he’s now picked up quite a bit of practical experience at troubleshooting the old K-Jetronic injection system and dealing with many of the idiosyncrasies of the older cars, none of which involve modern diagnostic techniques like reading fault codes…

    For instance, recalling a recurrent problem with the brake pedal switch and wiring that was shorting out, causing the brake lights to be on permanently, and dealing with an intermittently troublesome idle control valve, Leigh philosophically regards it as ‘the joys of old cars, I suppose!’

    The car now also has a new set of Bilstein dampers, H&R lowering springs, Powerflex bushes and, of course, its piéce de résistance – the new Milltek Classic exhaust system which, in their own words, is claimed to ‘offer great performance gains, exceptional fit and finish, a powerful but perfectlyjudged sound enhancement and a look that’s close to the original exhaust system but subtly enhanced, remaining faithful to the car’s iconic design’…

    This particular system is the louder non-resonated ‘downpipe-back’ application, which uses a 10V adapter pipe, connecting pipe, centre silencer bypass assembly, rear silencer assembly and polished tailpipe tips. The systems are also available in a slightly more restrained / subdued resonated form, and with other tailpipe assemblies, which include Titanium and Cerakote finishes as well as polished tips.

    As well as using top quality construction, with Type-304 aircraft grade 2.5-inch diameter (63.5 mm) stainless-steel pipework, mandrel-bent for optimum gasflow to ensure maximum performance throughout the rev-range, Milltek’s development engineers also took the opportunity to solve one of the original system’s weak points by adding a new mounting point.

    Although it requires drilling four holes in the boot floor to accommodate the new mounting, this is well worthwhile. It not only solves the age-old problem of the drooping rear silencer with its typically sagging tailpipes that no longer sit neatly in the aperture in the rear valance, but it also dramatically reduces movement of the rear silencer when cornering.

    The opportunity was also taken to revise the routeing of the pipework over the rear axle to ensure that no contact is made, preventing any chafing of the pipework itself as well as keeping exhaust heat away from the CV joint.

    Milltek Classic has also completed development of a version for the later 20V models; otherwise identical to the 10V version, it uses a different front adapter pipe. So, was it all worth it, given that there’s already plenty of aftermarket stainlesssteel exhaust systems available for the Ur quattro… Let’s just say that, while hanging out of the window of the camera car to get the driving shots for this feature, I just wish that there had been a way to capture and bottle the glorious sound that emanates from this exhaust system as the Milltek quattro accelerated and cruised past at 70 mph – it’d be a best-seller!

    Contacts Milltek Sport Unit 3 Victoria Way, Pride Park , Derby DE24 8AN Tel: 01332 227 280 /
    2Refinish Unit 35, Sketchley Meadows Ind. Estate, Hinckley, Leicetershire LE10 3ES Tel: 07885 674 484

    ‘ I just wish that there had been a way to capture and bottle the + glorious sound that emanates from this exhaust system...’

    ‘A very thorough and top quality exercise followed throughout the early months of 2015, with the bodywork completely stripped and overhauled and treated to a glass-out respray...’

    ‘After a bit of searching around, in August 2014 they sourced a suitable example, a 1988 model with the later spec 2.2-litre 10-valve MB turbo engine...’

    ‘So it was no real surprise that the Ur quattro would be one of the first on the applications list...’
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  •   Craft Zetner reacted to this post about 4 years ago
    SPORT QUATTRO REP GET SHORTY Slick #SWB rep packs 509bhp / Stunning, 500bhp replica


    This Lamborghini-coloured Sport #Quattro #replica has been transformed from rough and ready into a 509bhp, road-legal track toy.

    Celebrated automotive restoration and tuning outfit, Retropower, has long been recognised as a force for good that takes on projects that start with tired, broken and rotting vintage vehicles and end with glistening, modified and mechanically sound high-horsepower masterpieces. Needless to say, we were excited to hear that the latest fettled fourwheeler to roll out of the company’s Leicestershire workshop is wearing an Audi badge.

    The car in question is a #1983 quattro that at some point in the past had been subjected to short-wheel base chassis remodelling by renowned #Audi specialists, #Dialynx-Performance. The Swindonbased firm has been a supplier of aftermarket tuning components for turbocharged Audis since its inception in 1988, but Dialynx is perhaps best known for its many Sport quattro conversions.

    Developed for #Group-B rallying in the mid 1980s, the Sport quattro featured an all-alloy 2.1-litre 20-valve engine sat inside a lightweight body shell comprising carbon-Kevlar panels and a windscreen rake borrowed from the Audi 80. In order to get rid much of the bulk that the manufacturer deemed to be an obstacle when competing against the rally-ready chariots of rival car makers, the Sport’s chassis was made considerably shorter than that of the ‘regular’ wheelbase rally quattro that preceded it. This ditching of metal delivered reduced understeer, more responsive handling and quicker turning, while the large body panels allowed for the use of bigger wheels and an increased track width.

    A couple of hundred road-going Sport quattros were produced for homologation purposes, but buying one today will set you back a serious amount of dosh (over £100k), not to mention the horror of the associated running costs. This is where Dialynx Performance steps in – the company has transformed many factory quattros into Sport replicas over the years, resulting in what is claimed to be a car that is virtually indistinguishable from the model that it mimics.

    Furthermore, Dialynx says that its replicas offer lucky owners tameable levels of performance as opposed to the uncompromising aggression produced by genuine Group B belters.

    “I’m led to believe that the Audi that made its way into our workshop was the third quattro that Dialynx had converted to Sport spec,” recalls Retropower co-founder, Callum Seviour. “Sadly, time hadn’t been kind to the car, and we discovered a huge amount of work that needed to be done in order to bring it back to its best,” he says. The striking body kit applied to the race-inspired rep was just one of many areas in need of attention. That said, a cosmetic overhaul was all that the car’s owner was prepared to commission until he could be sure that Retropower’s work was of a standard that he was happy with.

    “I guess you could call it ‘testing the water’!” laughs Callum’s brother, Nat. “We stripped the car, treated it to new subframe mounting points, removed and replaced its roof, built a new supporting roof frame, double-skinned its chassis legs, restored its body panels and bonded the corrected wide-arch kit into place before covering every part in a coat of primer. We were about to follow up with a lick of sparkling grey lifted from the Lamborghini colour catalogue when the quattro’s owner signalled his approval for us to start a long list of mechanical upgrades!” he confirms.

    Ordinarily, Retropower would take care of any spanner wizardry and/or fabrication work that needed to be carried out on one of its customer’s cars before tackling aesthetic updates, but the instruction that it was given with regard to the Audi forced the Seviour boys to work in an unorthodox manner. “The car’s owner was thrilled with the revitalised appearance of his ride,” continues Callum. “This gave us the green light to strip and rebuild the 2.2-litre ‘RR’ five-cylinder powerplant that sits beneath the vented bonnet up-front, although requested modifications that included a relocation of the engine’s cooling system and a boot-mounted dry sump kit forced us to cut away at metal that we’d only just prepared for paint!” he groans. Nevertheless, the 20-valve lump was carefully inspected before a period of planning that would transform it into an absolute monster. Not that the work involved in achieving such a feat was as easy as we might have made it sound...

    The car’s inline-five had suffered severe mechanical failure at some point in the recent past following work that a third party had undertaken on behalf of the owner. Subsequently repaired under warranty, the revised nuts and bolts were supposed to be producing in excess of 500bhp, but the condition and performance of the engine that Retropower were asked to work with casts doubt over that figure. Indeed, a sump populated by metal particles, a cracked cylinder head, a weeping head gasket, worn bearings and a mismatched piston that was making contact with a valve face all pointed towards what can be politely labelled as a ‘bodge’, and that’s without mentioning the serious lack of grunt that the car was producing under load.

    “We reground the engine’s billet crankshaft, machined all piston pockets so that they matched one another, and we sourced a new head before enlarging and smoothing its ports,” Callum tells us. As many original parts were retained as possible, with CNC polishing and restoration being employed to ensure the continued use of expensive equipment that was considered to be perfectly serviceable, while fuelling upgrades included twin Bosch high-flow pumps and 1000cc #ASNU-injectors .

    A Wagner Tuning inlet manifold and a chunky #Garrett GT40 turbocharger were called upon to work alongside a side-exit stainless steel exhaust system in the airflow department. Routing of the custom pipework demanded significant modifying of the Audi’s floor. Further metalwork involved the creation of a custom rear bulkhead and channelling for water pipes that travel the length of the car and back now that its cooling and lubrication systems sit in its boot space.

    A roll cage was already present, but door bars and diagonals were literally left hanging. “We were shocked to see that such an important safety device was so poorly fitted inside the car!” gasps Callum. “To counter this worrying discovery, we fabricated a comprehensive multi-point cage that travels through the dashboard, triangulates and attaches itself to key structural components throughout the chassis,” he explains.

    Talking of which, suspension and braking upgrades were already evident in the form of modified struts (to allow for coilovers) and braces, Koni damper inserts and Tarox six-pot stoppers, yet the Retropower touch bettered these key features thanks to the appointment of SuperPro polybushes and a Wilwood pedal box. The latter inhabits a cabin that also boasts Recaro Pole Position buckets, a flocked dash, Stack gauges and an SPA KitDash that occupies space once reserved for standard quattro clocks.

    Even though the completed car is used as a track toy, it remains road legal. This surprising fact meant that its owner wanted a show-quality finish to what is essentially a motorsport body kit. To that end, masses of effort went into filling and block-sanding what would otherwise be “ripply” panels before the Lambo paint was finally splashed across the flawless build.

    Azev A wheels coated in a similar shade were already in place when the Audi arrived at the Retropower workshop, unlike this awesome VAG machine’s current power output. “I’m delighted to be able to say that the car is now producing over 500bhp following the huge amount of time and effort that my team has spent on the project,” beams Callum. He’s being typically modest; despite a dyno printout displaying an impressive 509bhp and 410lb per foot of torque (delivered by a custom map on a MoTeC M48 ECU), this fantastic four-wheel drive pocket rocket has the potential to knock on the door of 600bhp if its owner ever fancies investing in a transmission upgrade.

    In the meantime, running a powerful engine well below its top end abilities should result in a safe, reliable delivery of ponies both on and off the track. Retropower, we salute you!

    SPECIFICATION #Audi-Sport-Quattro-replica / #Audi-Sport-quattro / #Audi-Quattro / #Audi / #MoTeC-M48 / #Motec / #MoTec-ECU

    Engine: 2.2-litre I5 20-valve DOHC ‘RR’, steel crankshaft, forged connecting rods and pistons, enlarged and smoothed cylinder head ports, combustion chambers reshaped and cc matched, standard camshafts, standard valvetrain, custom dry sump system, dry sump located in boot, radiator and twin slimline fans relocated to boot space, electric water pump and controller, #ASH silicone hoses and tubes, twin #Bosch-044 fuel pumps, #ASNU 1000cc fuel injectors, alloy fuel cell, MoTeC M48 ECU with single-channel capacitor discharge ignition, #Wagner-Tuning inlet manifold, #Garrett-GT40 turbocharger, custom side-exit exhaust system, #Varley race battery, custom wiring loom.

    Performance: 509bhp @ 7050rpm, 410lb/ft torque @ 5800rpm
    Transmission: Standard quattro five-speed manual gearbox, quick shifter
    Suspension: Standard struts modified with coilover conversion for adjustable ride height, Koni damper inserts, SuperPro polybushes throughout

    Brakes: Tarox six-piston front calipers, Audi RS4 rear calipers, Sport quattro discs, Ferodo DS3000 pads, Wilwood pendulum bias pedal box

    Wheels: 8x16in #Azev A five-spokes, Toyo Proxes R888 225/45x16 tyres

    Exterior: #Dialynx-Performance shortened quattro shell, replica Sport quattro enlarged body kit, modified floor for exhaust and coolant pipes, full respray in Lamborghini Grigio Estoque

    Interior: Fully stripped, #Recaro-Pole-Position bucket seats, custom multi-point roll cage, fuel and oil lines throughout cabin, electro-hydraulic power steering pump positioned behind driver seat, battery positioned behind passenger seat, flocked dashboard, SPA KitDash, electric water pump ECU mounted on dashboard, aluminium false front floor panels, all new wiring, steering column stalk deletion, custom switch panel, Stack gauges, start button and kill switches

    Thanks: Callum and the team at Retropower

    Top: Moody front end shot.
    Above: Flocked interior and lots of custom switches Below: Looks fantastic side-on.
    Above: That iconic front end Right: the 5-cylinder powerhouse Below: It’s all in the details.
    Above: Bumper cut out for air flow.
    Below: Slimlime rads moved to the boot.

    “We sourced a new head before enlarging and smoothing its ports”
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  •   Chris Rees reacted to this post about 4 years ago
    Real life detective’s 25-year stretch in the workshop. Police, Spanners, Action - #Audi ! DCI Paul Moor bought his 1985 #Audi-Quattro when it was almost new, but it took PC to bring it back from the ashes.

    A Detective Chief Inspector, with a red Audi Quattro? Where have we seen that before? Our intrepid restorer DCI Paul Moor is a million miles away from the fly-by-night Gene Hunt character in the TV series Ashes to Ashes, but the car similarities are uncanny. ‘You can imagine the ribbing I get from my colleagues as I park my shiny red Quattro in the ‘DCI’ parking spot at work,’ he laughs. Paul bought his Quattro back in 1989 when he was a young copper. Gene Hunt hadn’t yet been invented, and his Audi was barely four years old. ‘I was keen on aeroplanes until I bought a Ford Cortina,’ says Paul. ‘Then it was just, cars, cars, cars.’ Police officer or not, Paul was just like any teenager of the time, ragging around his knackered old Ford. ‘I thrashed it and blew the engine,’ Paul laughs. ‘I didn’t have any money, so I bought a manual and rebuilt it myself – I had no choice.’ This started an obsession with learning how things work, and more crucially, how to fix them when they didn’t. ‘I had a raft of Fords, but one day I saw an Audi 100 on the way to see my girlfriend,’ he says. When Paul realised he could afford it, the Audi mould was set. After the 100 followed a 200, then a GT, then a Coupe GT, then a #Audi-200-Quattro , but the car Paul really wanted was a Turbo Quattro. ‘My mates and I followed the Lombard RAC rally each year, camping in the forests. Seeing Quattros thundering through Kielder was life-changing.’

    Cars came and went, with Paul buying problem vehicles, fixing them and selling them on. By 1989, he’d saved enough to buy the best broken Quattro he could. ‘This car was for sale in a small Derbyshire village. It had always been garaged and had done just 40,000 miles. I bought it for £15,000 – it was only four years old.’ The owner had spent a fortune on the car trying, and failing, to find a misfire that manifested itself over 4000rpm. ‘That was the problem with the Quattro, they were so advanced no-one knew what to do with them. Not even the main dealers.’

    Paul delved into the Quattro, eventually finding the problem. ‘One of the wires had come off the air mass sensor, and someone had fitted the two wires on the throttle housing switch the wrong way around,’ says Paul. ‘When you hit the throttle the car thought it was at idle, and vice-versa.’ It was underfuelling too. ‘The dealer had replaced the fuel pump at a vast cost, but I discovered a kinked fuel line was the cause – an easy fix.’ With the problems sorted, Paul’s Audi was flying again.

    ‘My colleagues named it The Beast, so I bought a number plate with 666 in it!’ The Audi came into its own when Paul did his advanced response driving course. ‘We were using a Rover Sterling and a BMW 5-Series. The instructor was telling us how quick these cars were and how well they handled,’ says Paul. ‘Then my mate piped up from the back of the class: “They’re not as good as Paul’s car.” I took one of the instructors out in it at lunchtime, and he agreed!’ It wasn’t all plain sailing though.

    ‘One day a Fiesta van beat me at the lights and I thought: “This isn’t right.” It turned out that part of the exhaust manifold had sheared and stopped the turbo from spinning.’ Paul took it to a main dealer who charged him £100 to tell him that the turbo wasn’t spinning. ‘I’d already told them that! It was at this juncture that I started doing all of the servicing and repairs myself.’ But in 1993, a problem arose that Paul just couldn’t resolve.

    ‘The brakes would get spongy to the point of failure. Bleeding sorted it for it a week or so, but it would come back.’ After a frustrating few months and after replacing the brake lines, seals, flexi pipes and finally the master cylinder, Paul conceded defeat, parked the Audi in the garage ‘for a couple of months,’ and bought a Volkswagen Golf GTI. Subsequent house moves saw it shunted from garage to garage until 2000. ‘The Internet was just taking off and ‘One day a Fiesta van beat me at the lights and I thought: “This isn’t right.” It turned out that part of the exhaust manifold had sheared and stopped the turbo from spinning.’ Paul took it to a main dealer who charged him £100 to tell him that the turbo wasn’t spinning. ‘I’d already told them that! It was at this juncture that I started doing all of the servicing and repairs myself.’ But in 1993, a problem arose that Paul just couldn’t resolve.

    ‘The brakes would get spongy to the point of failure. Bleeding sorted it for it a week or so, but it would come back.’ After a frustrating few months and after replacing the brake lines, seals, flexi pipes and finally the master cylinder, Paul conceded defeat, parked the Audi in the garage ‘for a couple of months,’ and bought a Volkswagen Golf GTI. Subsequent house moves saw it shunted from garage to garage until 2000. ‘The Internet was just taking off and there was more information readily available.’

    Paul traced the problem to a corroded the brake compensator valve. It was letting air in but wasn’t rusty enough to let fluid out. Buoyed by this, Paul replaced the corroded oil lines and got the car running again, but a further house move saw the car return to the garage. Years passed until the project was reignited again.

    By now the 2008 BBC TV drama Ashes to Ashes had raised the profile of the Quattro. Then Paul got wind of our Quattro project in PC. ‘I read Gervais’ Sagas with interest, as you were suffering the same running problems that I did with mine back in the day, so I wrote in to help out.’ Paul decided that it was time to get his car back on the road, so began to strip it down. ‘It started off with the engine. The manifold studs were corroded, so I removed them. Then before I knew it, I was looking at a bare block.’ Fortunately, Paul had been collecting parts over the years. At the time he was working as a Police Interceptor and would see a crash damaged Audi 200 Quattro on his way to work. He enquired after the car, and got a call from a guy named Swampy, who owned the wreck.

    ‘I knew the 200 had a lot of compatible parts. Swampy was lovely and was fi ne with me breaking it for spares where it was,’ says Paul. ‘We kept in touch and he’d let me jet wash parts there when I was restoring my car.’ The 200 had a much better head than the one on Paul’s Quattro, so he swapped the bits over. ‘I Frankensteined my original cam into the 200 head and lapped the valves in on a bench in the garden.’

    New core plugs, piston rings, bearings, Paul replaced the lot. The fuel injection system was taken down into component form and everything was painstakingly cleaned, repaired then zinc plated. ‘When I’d finished the engine looked beautiful but the car didn’t, so I got the idea to make it as good as the Audi press car used in all of the brochures that I’d collected over the years.’ This was no mean feat, as the press car, also red, had only 15 miles on the clock when the promotional photos were shot. Three years of hard work followed. Paul stripped the car, dropped the subframes, and painstakingly rebuilt every component, replacing all of the fastenings with stainless steel, powder coating and polyurethane bushing the suspension and rebuilding the cloth seats. Then Paul decided to fit a leather interior he’d pulled out of a crashed Quattro in a scrap yard years before, so had to do it all over again. ‘I read about this stuff called hydrophane oil in PC, which revived the cracked old leather a treat. I then mist sprayed it in my garden using a compressor and a special leather dye to change the colour from brown to black.’

    The best thing about the leather interior was it hadn’t been messed around with – the door cards and parcel shelf hadn’t been cut. Paul decided to have the car painted in two-pack, for that super glossy look. ‘I’d known the guys in the bodyshop for years and they’re really classic friendly. They let me strip the car back to bare metal myself using a DA sander.’ As the car had been garaged and off the road for so many years, the body was remarkably rust free, requiring only a smattering of welding.

    With the shell painted and returned, Paul began the task of plumbing it all back together. ‘Everything is vacuum driven, the warm up system, the diff locks; there are so many vacuum pipes! And there are loads of sensors. I had to go through it all.’ The Quattro is perhaps the last modern classic to be individually wired, rather than employing a multiplex system. Paul spent weeks with a multimeter and large colour diagrams printed out from the late Phil Paynes’ excellent Quattro website. The dashboard voice synthesiser module was a particular challenge.

    On Thursday June 12, 2014 Paul’s Quattro passed its first MoT since 1997 – just two days before its shake down run to the Le Mans 24-Hour race. ‘I’ve been going to Le Mans for 25 years, and it was great to get there in the Quattro again. I painted the wheels the morning we left – they dried on the way there!’ And is the car as good as Paul remembers it being when he bought it 26 years ago? ‘Even today they’re quick cars, and the technology in them is genuinely useful – you can switch the ABS off if you’re driving in snow, for example, as ABS actually hinders braking distance and control in those conditions. It’s clever yet considered stuff, not like modern cars!’

    What’s it like to drive? by Neil Campbell.

    Ok, I’m nervous. This is a powerful car, owned by a DCI, and I’ve recently been busted for speeding. I remember driving the PC Quattro but Paul’s is beyond comparison. It’s brawny, it’s extremely fast and the five-cylinder howl is without compararison. Unlike our old Quattro, it all works properly. Even the entertaining yet slighty creepy, talking dash.

    Paul is an advanced Police Pursuit driver, so when he offers to take me for a run in it I’m naturally excited. Oh. My. Goodness. Paul heels and toes between changes, keeping the revs up and the turbo on boost exactly the same as I hadn’t as we catapult towards the neighbouring county. I thought it was amazing when I was driving, but this is something else. Believe the hype; the Quattro is ‘out of this world’ good, especially when it’s in the hands of a professional driver.

    ‘It passed its MoT just two days before a run to Le Mans’
    Paul isn’t afraid to get out and use his Quattro.
    Well we wouldn’t mess with him, would you?
    The Eighties were all about the Turbo.
    Car phone, tape, police radio: Eighties.

    Interior. The steering wheel is from a later Quattro – Paul prefers its sporty nature, though he has retained the original. Likewise the seats – the original cloth interior is stored in his loft.


    ‘Before you begin, invest in an oxy-acetalene kit. Heat is the only way to unseize solid fixings and you’ll never regret it. Drilling out snapped high tensile steel bolt is a chore…’

    ‘I wanted to make it as good as the Audi press car used in the brochures’

    Paul’s Quattro is perfect, but it doesn’t stop him driving it: two days after completion he was at Le Mans.
    Paul helped out with the PC project Quattro back in 2010-11.


    ‘I had technical diagrams for my car. It was helpful as I knew the exact spec of each bolt I’d need, so I ordered them all in advance, saving money and time.’

    Buying tips

    Paul tells us what to look out for ‘Quattros get thrashed and like to rust, but they go in the same places – check sills in particular. It’s more essential that a project is complete, as many trim parts are almost impossible to find.’

    ‘My colleagues named it The Beast, so I bought a number plate with 666 in it!’

    The #1985 #Audi-Quattro-Turbo / #Audi-Quattro-WR
    ENGINE 2144cc/5-cyl/OHC
    POWER [email protected]
    TORQUE 210Ib/[email protected]
    GEARBOX 5-speed manual
    TOP SPEED 137mph
    0-60MPH 7.1sec
    FUEL ECONOMY: 27mpg
    WEIGHT 2838lb (1290kg)
    PRICE NEW £22,616 (June 1985)
    AGREED VALUE: £20,000

    Paul’s classic CV

    Owned 1984-1972 Ford Escort ‘Mexico’ One of the many fast Fords I owned as a youth. It had a 1600cc crossflow and was a bit of a dog really. I only had it for six months, but I sold it at a profit and bought a Sierra Ghia 2-litre instead.

    Owned 1987-1988 1985 Audi 2.2 GT Coupe I was trading cars and got through them quickly, making a profit on each and saving up to buy my Quattro. This was a cracking car though; as was the 200 Quattro that I replaced it with.

    Owned 2001-2002 1990 Mercedes-Benz 560SEL V126. This was outrageous and had electric everything. I used to pull up outside nightclubs in it, and everyone thought my police mates and me were gangsters. We always got the best table!
    Here’s how Paul did it

    1 September 2011 Engine work The restoration quickly escalated when Paul got stuck into the engine. He completely rebuilt it, using a head from an Audi 200. Soon the rest of the car looked shabby by comparison, so he continued…

    2 Nov 2012 Differential It quickly became a full restoration. Every nut and bolt has been taken off and replaced with stainless steel equivalents.

    3 August 2013 Leather care Using advice from PC, Paul fed the leather interior he’d rescued from a scrapyard many years before. The front seats were from a left-hand drive car, and the frames required reworking and welding.

    4 August 2013 Preptastic The body prep was Paul’s work as he knew the paint shop owners. Fortunately, it had been off the road and in a garage for so long that the bodyshell had only suffered a small amount of rust.

    5 September 2013 Rebuild time The painted shell – but the end was far from in sight. There were still many hundreds of hours of wiring and electrical systems for Paul to rebuild and test - the voice synthesizer was a task. Well, it was something for Paul to look forward to.

    6 May 2014 Seat rebuild Paul had to completely rebuild the front seats. He carefully removed the leather covers and refitted them when he’d finished.

    The restorer

    Paul Moor is a Detective Chief Inspector in the Essex police. When he blew up his Cortina’s engine as a youngster, he bought a manual and rebuilt it himself – leading to a lifetime’s worth of spannering. He was a runner up in the Duckhams’ Mechanic of the Year 1991. Before becoming a DCI he ran the Essex Police Interceptor Squad, and was a regular on the Channel 5 TV programme, Police Interceptors.

    Rust repairs and dints were visible – the mechanical problems weren’t.
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