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  •   time2000 reacted to this post about 6 months ago
    Audi in the 1970s, his Coupe S an exclusive GT variant would have set aside? Niklas Frist is currently giving an answer to this question with his precious Audi. Text & Photos: Ansgar Wilkendorf.

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

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

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

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

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

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

    The mix makes it!

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

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

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

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

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

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

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

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

    AUDI 100 COUPÉ S (1972)
    Engine: 1.9-liter four-cylinder (standard: 112 hp), cylinder drilled to 2.0-liter, flywheel balanced, head machined and planned, large valves, sport camshaft, Ajden Racing
    Intake manifold, two 45 #Weber twin carburettors, 123 ignition system, Red devil fuel pump,
    Aluminum fuel lines with AN8 connections, special aluminum radiator, electric fan, power 136 hp
    Suspension: Airex air suspension, Golf 3-wheel hubs front, Golf 3 GTI rear axle
    Wheel / Tires: #Dotz-SP5 Dark 8 x 18 inches with Michelin Pilot Supersport in 225/30 R20
    Body: Total restoration, self-made front spoiler, Golf 1 wheel arch widened by Dan
    Johansson, Dagefors; End tips widened, filler neck offset, recess for rear
    License plate, painted in "Casino Royal GT Gray Metallic" by Aston Martin
    Car-Hifi: Retro stereo radio, excursion HXA30 power amplifier for two-way front system El Comp 5
    of U-dimension, Excursion HXA2K power amp for Prox-8 subwoofers of U-dimension below the
    Rear seat, Hollywood cable and battery
    Interior: Luisi steering wheel with leather upholstery, original seats and rear seat upholstered and covered with rough and smooth leather (Hangreens Car Interiour), Speedhut instruments with S /
    GT lettering, Simoni Racing gear knob, coupe / SGT embroidery in the headrests and
    Floor mats, custom console, new straps
    Brakes: Four-piston brake system from the Golf 3 with 330 mm ventilated discs front and rear
    Exhaust: Ferrita 2.5-inch stainless steel system with 3-inch tailpipes
    Thanks to: Racer Putte and AVD Sundvall
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  •   time2000 reacted to this post about 6 months ago
    BOOTYLICIOUS AUDI 100 GL C1 ARE YOU READY FOR THIS JELLY? SUITED AND BOOTED retro saloons through the decades / #1975 / #Audi-100-C1 / #Audi-100 / #Audi / #Audi-100GL / #Audi-100GL-C1 /

    Audi 100 Is this the cleanest retro saloon on the planet? We’d certainly bet our last couple of Deutsche Marks on it!

    Ruben Mellaerts’ Audi 100 is as clean as a surgeon’s slab and as sharp as his scalpel. But there’s so much more to this build than just rims, altitude and a dab of polish…

    RETRO RIDE: AUDI 100

    “The closer you look, the more delicious details you find”

    Running a retro car means different things to different people. For some it’s about reliving the honest simplicity of a lost age; of maintaining an old car as a sort of rolling time capsule, keeping every element true to its original state. For others, it’s about using a cool old motor as a base to build something thrilling, optimised for modern use in a form that pre-dates moulded plastic bumpers and catalytic converters. Of course, this doesn’t mean that the former are all concours pedants and the latter are bloodthirsty jigsaw-wielders with no sense of heritage – us car geeks can’t be pigeonholed that easily. What it basically comes down to is that we all like driving old cars, and we all have different ideas about what happens under the skin. Right?

    With that in mind, Ruben Mellaerts’ mission statement is clear: “I wanted to retain the classic look,” he explains, and it’s just as simple as that… except that, no, this ’1975 Audi is very far from simple. Ruben appears to be some sort of dark master of artifice, hiding in plain sight while he mischievously wisps a cloud of retro magic before your very eyes. Sure, at first glance this car may appear to be a shiny, original mid-seventies saloon that’s sitting artfully low, but the closer you look, the more delicious details you find yourself unearthing. If he just wanted to ‘retain the classic look’, he’d have carried out a straight resto, wouldn’t he? But these still waters, they run deep.

    Ruben’s hoodwinking you with details, and you’ve inadvertently sleepwalked right into his cunning scheme. Don’t feel bad though, we all did just the same. But as the myriad tweaks unfurl, you’ll be so glad you did.

    “I bought the Audi on the internet from two old people in Peer, here in Belgium,” he begins, with the world-weary look of a man who’s, y’know, seen things. “It was completely rusted on the inside and underneath the car, but it looked very good at the outside… that was the biggest problem!” He uses the word ‘problem’, but Ruben’s evidently not fazed by such trivialities – there’s no more mention of rust throughout the remainder of the conversation, it’s just implicit that he dealt with it in the manner of a mobster with a leaky informant. He just settled it, no questions asked.

    “I did the deal with the old folks, poured in some fresh oil, drove it home, sorted it out,” he says, brilliantly enigmatically. The dude’s a pro.
    Well, in fact that literally is the case, as the name RM Concept should demonstrate – for that is the name plastered across the bespoke air-ride setup. Yep, Ruben doesn’t just dabble in retro tinkering, he develops systems for others to buy too. And yes, that low-slung stance is indeed thanks to air-ride. “It’s running a custom RM Concept system,” he elaborates, “with shortened Bilstein dampers, my own bespoke uniball topmounts, twin Viair compressors and AccuAir valves.” The rear axle’s been shortened as well, owing to the fact that he’s bolted on some uber-scene-friendly rims that rock quite a lot more girth than stock; the fashionforward #BBS RS sixteens measure 7.5-inches apiece on the front axle, and a robust 8.5-inches out back.

    Of course, any chump can pull off the simple ‘stop, drop and roll’ trick, jamming natty rims and suspension onto a stock old motor and letting that be that. But that’s very much not Ruben’s style. You know how we were talking about this car revealing more and more swanky details? Well, let’s dive in.

    For starters, there’s the paint. It may look factory stock, but there’s a twist: “It’s a little bit different to the original,” Ruben grins. “It’s a bit of a secret, couple of shades of blue, little bit more iso green...” The exterior chrome has been refinished, with the bumpers neatly contemporised with carbonfibre end caps, and have you clocked the roof? Gorgeous bit of hot-rod lace paint there – it’s an old trick whereby you stretch a sheet of lace over the panel, fog it with a few light coats of contrasting paint, then remove it and enjoy the adoring gazes of passers-by. Lace paint is for winners.

    Another mind-blowing element of the build resides beneath the bonnet. Now, your eyes may well already have flitted to the filthy shots of the spreadeagled bay, in which case you’ll have an inkling of what’s gone on: in essence, Ruben’s retained the stock 1,900cc motor (albeit fully rebuilt and treated to some shimmering chrome accoutrements), and focused on giving it the most sumptuous home it could possibly desire. The whole bay’s been shaved, smoothed, wire-tucked and painted to resemble the kind of scene you’d encounter if you dropped the engine from your 1/24-scale Airfix model into the bizarrely smooth lap of your unclothed Action Man figure. It’s all just improbably unadorned, aside from the all-action classic four-banger. Impressive, no?

    But despite the huge amount of effort that’s been expended beneath the hood, that’s not actually Ruben’s favourite part of the build. “I just love the interior,” he smiles. “It was trimmed by R&R Autbekleding; the headrests and rear armrest were removed, and the seats covered in leather along with the centre console and doorcards.” It’s a magnificent job, the door trim wearing Bentley-style diamonds to imbue an element of the louche, while the seats feature studs that call to mind a wingback chair in the smoky corner of a 1920s London gentlemen’s club. It’s sort of meta-retro really, and the diamond/leather interface seemingly can’t be contained either, spilling across into the engine bay like some vast swarm of irrepressible opulence.

    “It took about three or four months to get the car this way, working day and night on it, and in total it’s probably cost me about Ð12,000,” says Ruben. “But if customisation is in your blood, you cannot resist, can you? I had some ideas, and once I started working the ideas kept coming. In fact, I still have ideas, it’s not done yet; I’d like to have a completely new and much younger engine in there for more power, and do further work with leather and chrome.”

    This is all entirely understandable. For people like Ruben, such things are never finished, they’re relentlessly subject to improvement. Which seems like an odd thing to say, because from the current standpoint, we reckon it’s pretty much perfect already. “I built the car with a lot of love,” he smiles. “She’s an old lady, and I treated her with respect. And people like the results, she’s a proper neckbreaker now!”

    Observers certainly get a lot of time to check out those crisp lines, as Ruben loves to cruise low ‘n’ slow in this slick old-school barge. He may say that more power’s on the cards, but for now it’s exactly what it needs to be – a casual, low-slung badass, built unpretentiously to rumble as an art piece in the sunshine. Ruben’s definition of ‘retro’ is hard to argue with.

    TECHICAL SPECIFICATIONS: ‘1975 Audi 100 C1

    TUNING: 1.9-litre four-cylinder petrol, fully rebuilt, #Weber carb, optimised cooling, engine block painted, chromed air filter and cam cover, fully shaved, smoothed and wiretucked engine bay, 5-speed manual ’box

    CHASSIS: 7.5x16- inch (front) and 8.5x16-inch (rear) #BBS-RS ceramic polished 3-piece split-rims with black hardware, #RM-Concept custom air-ride system with shortened #Bilstein dampers, bespoke uniball top-mounts, #AccuAir valves and 2x Viair 480c compressors, shortened rear axle, stock brakes painted in high gloss black

    EXTERIOR: Fully repainted, chrome refinished, lace paint roof, carbon-fibre bumper end caps

    INTERIOR: Custom leather retrim by R&R Autobekleding, headrests and rear armrests removed, period wood trim, new carpets, centre console trimmed in leather, sills trimmed in wood, custom leather doorcards, retro-styled MP3 stereo with Rockford Fosgate speakers, custom boot install comprising wood floor, compressors, air-tank and plumbed-in retro toolbox

    Retro headunit is a master stroke! As is the classy retro toolbox.
    Good job Ruben likes blue eh?
    You could eat your waffle off that!


    DRIVER: Ruben Mellaerts

    You’ve got form with this sort of thing, then?

    “Yes, my first car was a Mk3 Golf, and since then I’ve had a 3C Passat on air, a custom Mk5 Golf, I completely restored a Mk1 Golf, some scooters… and, of course, motorcycles. I love motorcycles.”

    Why did you choose an Audi 100 C1 this time?

    “It was love at first sight, and I wanted something unique.”
    Anyone you want to thank? “Just me, myself and I…”
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  •   Daniel 1982 reacted to this post about 8 months ago
    Audi returns to Le Mans

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

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

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

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

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

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

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

    Month 2

    The story so far

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

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

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


    Come on Audi, GTE next year? The R8 couldn’t look happier on Le Mans tarmac
    In the tunnels, the R8’s bassy midrange battles a Porsche 911 GT3 RS’s limiter bouncing howls
    • Ways to start the day come no finer:

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

      NoWays to start the day come no finer:

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

      No wonder jake-groves turns up to work grinning every day with this as his
        More ...
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  •   Daniel 1982 reacted to this post about 8 months ago
    Silver Bullet 760hp, wide arch quattro saloon / AUDI 80 QUATTRO Wide body saloon with 760hp. / Words Davy Lewis / Photography Dino Dalle Carbonare.

    SILVER ARROW / #Audi-80-Quattro-B2 / #Audi-80 / #Audi / #Quattro / #Audi-80-B2 / #Audi-Typ-85

    One of the first ‘Ur-quattro saloons’ ever created, this 760hp Swedish monster is an absolute masterpiece…

    “A fusion of 80s style with modern performance...”

    Above: The 4-door Ur-quattro Audi never made...

    There’s something about wanting what you can’t have that seems to inspire car people. The proliferation of B5 S4s given the widebody ‘RS4’ treatment is testament to this need to push the boundaries. But the B5 conversion wasn’t the first wide body saloon to be created. Way back in the early 2000s, pioneers were creating wide body Audi 80s – in effect saloon versions of the iconic Ur-quattro. And this has to be one of the very best around.

    Originally built by Trond Gulbrandsen and Sven Runar Nilsen, the Silver Arrow, as it has become known, is now owned by Reidar Mjelde, who regularly brings it to be driven hard at the notorious Gatebil events. When you consider much of this car is custom-fabricated and any slight “off” would mean many hours of work to repair, it’s all the more impressive.

    The entire build is comprehensive, with every last detail thought about very carefully. From the factory looking exterior, to the wheels, brakes, suspension and of course, that powerhouse five-pot engine – it really is one of the most complete cars we’ve ever seen.

    Let’s kick off with that exterior. As a stock car, an Audi 80 is a pretty unassuming 1980s saloon. Small (by today’s standards), angular and with all the 80s hallmarks of thin pillar and long bonnet, they certainly have a retro appeal for many Audi fans.

    However, with plans to transform this humble saloon into a Group B-spec monster, a serious amount of work was required.

    The car was stripped back to a bare shell and the chassis booked in for some major work. To reduce the centre of gravity and also improve the balance, the engine needed to be dropped by two inches, which necessitated a custom front sub frame. But, it has also been shoved three inches further back. This is a motorsport trick, used to improve weight distribution and get the heavy engine off the front axle to reduce understeer. It makes a huge difference to the way this thing handles, but took serious work to perfect.

    Staying with the chassis work, the suspension turrets have been raised by two inches, so that the car is effectively lowered, but retains the original suspension travel. It’s a neat trick, but has required some little round domes be added to the bonnet. These ‘cups’ actually came off the back of a washing machine, but allow the bonnet to clear the strut tops. This outside of the box thinking has been put to good use throughout the build. Even the side intakes on the front bumper were moulded from a half a Coke bottle.

    Below: Precision waste gate Bottom: Engine is a big boosting work of art.

    The rest of the underneath has been fully uprated to Group B specification which includes multiadjustable coilovers, uprated ARBs, a full complement of polybushes, as well as significantly strengthened sub frames. With the chassis work well under way, the exterior began to evolve too.

    Not surprisingly, Ur-quattro bumpers will not fit an Audi 80, so a full set of custom units had to be painstakingly created for this saloon. The wide arches were also fabricated from metal, of course, with the real challenge getting the rear doors to sit just right for that OEM look. To the rear, a V8 taillight unit has been added and the whole lot finished in a crisp silver paint. The overall look is muscular and ready for action, something that sums up this 1984 saloon perfectly. The wide shouldered looks are further enhanced by the fantastic wheel choice. The OZ alloys look like they came straight off a rally car and sit inch perfectly within those fat arches. Fans of the Lancia Delta Integrale, will certainly give a nod of recognition here. And so to the engine…

    The venerable five-cylinder lump has been fully built to take some hard boost and make strong, reliable power. The head has been fully developed with Hansen Motorsport cams and hydraulic lifters as well as fully uprated valvetrain. With built internals and an 034 Motorsport headgasket to drop compression and some ARP studs to hold it all together, this five-pot was ready for some boost. This is ably provided by the Hansen Motorsports turbo which runs at 2.3 bar. Power has been measured at 760hp and 850Nm – both very impressive figures in a modern day C7 RS6. But in a much smaller and lighter car that was built over 35 years ago, it is nothing short of epic.

    To transfer that mayhem to the road, there’s a V8 CMG gearbox, mated to a lightened flywheel and beefy Sachs four-paddle clutch. An RS2 diff and drive shafts have also been added to further bullet proof the drivetrain of this fierce four-door. Inside, you’ll notice the dash has been fully flocked for that authentic rally car look. But look more closely and you’ll see it’s actually from an A3 8L. It was fitted so that the driver’s seat could be moved further back – race car style – for optimal weight distribution. A 16-point roll cage offers comprehensive protection, but also adds massive strength to the shell; all contributing to its direct feel and pin-sharp steering.


    This really has been a labour of love. The sheer amount of work that’s gone into the car is staggering; we’d need an entire magazine to fully do it justice. It’s a fully updated 80s saloon with a large dose of Group B DNA and the kind of retro looks that will make any fan of quattro rally cars very happy. We absolutely love it.

    Top: Front end is all about the cooling Below: Rear arches took a huge amount of work to perfect.

    Top: OMP buckets save weight.
    Above: Extensive roll cage stiffens the shell.
    Right: A3 8L dash Below: OZs fill the arches nicely.


    SPECIFICATION 1984 Audi 80 quattro

    Engine 2.5 5-cylinder (block taken from a T5), fully built internals, RS2 inlet manifold, uprated valvetrain, Hansen Motorsports cams and hydraulic lifters, 034 head gasket, #ARP studs, #Hansen-Motorsports Precision 62/65 externally gated turbo running 2.3 bar, uprated fuelling, custom intercooler, custom 3in exhaust, external wastegate.

    Power 760hp and 850Nm.
    Transmission Manual box from V8 CMG, four paddle Sachs clutch, 034 lightened flywheel, RS2 diffs.
    Brakes RS4 8-pot calipers, with S2 rears.

    Suspension Group B-spec set up, fully adjustable coilovers, polybushes.
    Wheels and Tyres #OZ Racing alloys in white.
    Exterior Full Ur-quattro style wide body conversion fabricated from metal, custom quattro front and rear bumpers, V8 taillights, custom bonnet.

    Interior Fully stripped, A3 8L dash flocked, RS2 dials, OMP bucket seats, dished OMP steering wheel, 16-point roll cage, gauges mounted in centre console, rear seats removed, fire extinguisher, carbon trim.
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