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    Words Davy Lewis Photography Jape Tiitinen

    NEED FOR SPEED

    This #1989-Audi-Coupe has evolved into, probably, the fastest car on the streets of Finland, with a 0-62mph of 2.3secs, and over 1100hp…

    Flying Finn – 1100bhp Coupe
    Over 1100bhp from this #S2-engine’d monster

    It all started back in the winter of 2010 when I bought the car,” explains owner, Henry Riihelä. “I had a 350hp Audi Ur-S4 at the time and was planning to start tuning it to the extreme. Fortunately, my friend and one of the current IMSA-Sipoo team members, decided to sell his already tuned Audi Coupe quattro to me. The Coupe suited me much better anyway because it’s much lighter.”

    The engine had already been done and it’s testament to the quality of the build that it still runs the same forged internals that were fitted by the previous owner in 2010. Even more impressive when you learn that it’s currently running 1102hp and 1043Nm at 2.9bar! “That is the one reason I believe the engine is still in one piece with the same internals,” says Henry, “because I always take logs from the ECU when I drive it hard and adjust things if necessary – it’s saved me at least one catastrophic engine failure.” The Coupe began with a Holset HX40S turbo and made a very healthy 662hp and 775Nm at 2.7bar on what was then Shell V-Power 99. The spec remained for a couple of years with Henry doing about 30,000km in it.

    “Then in 2012 I changed to E85 fuel and with the HX40S made 698hp and 746Nm at 2.1bar.” However, the turbo was maxed out. Even so, the car ran 100-160km/h in 2.85secs and achieved 100- 200km/h in 5.3secs. “It killed a couple of fast 911 Turbo Porsches on the street – they were sold right after that,” laughs Henry.

    Next came an HX50 in 2013, which Henry admits was an error “I should have gone straight for an HX55.” Even so, with some Toyo R888s fitted to aid grip and the Tatech ECU upgraded from a 6 to a 32, the now 840hp and 860Nm Coupe did 100-200km/h in 4.6secs and 200-300km/h in 12.1secs. “It outran some fast bikes on the streets,” smiles Henry. “But the rear drive shafts started to bend, so a set of billet items were made.” Fast forward to 2014 and some CatCams were fitted, together with solid lifters, while the turbo was swapped for the more capable HX55. “It made much more power at the top end, but it made the same boost at lower rpms as the HX50, so it was all win,” says Henry.

    The car made a best figure of 1019hp and 985Nm at 3.16bar, but it was driven at a less stressful 2.9bar giving around 950hp all summer. Henry continues, “The best races were against a 308whp turbo GSXR 1000 and a 303whp turbo Hayabusa. We did a couple of races from 80-300km/h – the GSXR lost and the Hayabusa runs were dead even. We were all shocked. Nobody thought that this little Audi would be that fast – including me.” That summer. Henry took the Coupe to a non-prepped drag strip where he achieved a 9.9sec quarter mile at 240km/h. “It was a very hot day and I had not tuned the car for that kind of weather (so was running a bit less power), but it was still a real 9sec street car on a non-prepped track and street tyres,” says Henry.

    Also that year, the car did 0-100km/h in 3secs, 100-200km/h in 3.9secs and a standing mile event with a top speed of 337km/h (209mph) before he ran out of gears. It was here that Henry chose to upgrade to a PAR Engineering dog box and sequential shifter, which he says, “Was a big mistake.”

    Sadly the season ended even before it actually started. “First #PAR-Engineering sent the gearset six months late and in my second full pull on the street, the main shaft broke – I was pissed. So we quickly made an IMSA Sipoo main shaft with a bigger chevy spline and have had no issues with that. But the summer had already turned to autumn and the weather was cold, limiting traction.” Despite the cold weather, Henry achieved 0-100km/h in 2.3secs, which is damn impressive. He also discovered he could get all four wheels to spin at 200km/h (124mph). He went on to lay down some epic times – 100-200km/k in 5.5secs and 80-120km/h in one second dead.

    This brings us to 2015, where a few other upgrades were deemed necessary. “We fitted an FHRA-spec roll-cage – the goal was that the car should still weigh the same once it was fitted – 1240kg.” This entailed saving weigh elsewhere, which included a composite tailgate with polycarbonate window (-15kg); the sunroof was removed (-16kg); excess removed from interior (-15kg); lightweight race battery fitted (-15kg). At this point a Quaiffe LSD was installed up front to aid traction, while the piston pins were changed to heavy-duty items (the old ones were starting to bend) and the exhaust manifold swapped for a larger item. The cylinder head was also ported to the max and the intake manifold was tweaked with larger valves fitted. “On the dyno, with same HX55 hybrid as last year, but less boost (2.9bar) we made 1102hp and 1043Nm.

    And that pretty much brings us up to the present day. “Nothing special was done for 2016,” says Henry. “We changed to a Wavetrac LSD at the rear and by the start of the summer broke the PAREngineering 3rd gear due to the malfunction of the SQS shifter. The shifter never really worked well, so I had to change the H-pattern back.”

    “My goal was always to make it the fastest car on the streets of Finland – an ultimate sleeper. I think I’ve achieved that now,” says Henry. But he’s not done, not by a long shot. “For 2017 my goals are an 8sec quarter mile and to achieve 0-300km/h in 11secs – both on a street surface, rather than prepped drag strip. I think I have achieved what I started out to do and made the fastest vehicle on the streets of Finland. I just have to get the new air shifter gearbox done – and if someone is faster I’ll have to order an HX60…”

    SPECIFICATION #Audi-Coupe-Quattro / #1989 / #Audi-Coupé / #Quattro / #Audi-Coupe-B3 / #Audi-Coupe-Typ-89 / #Audi-Coupe-Quattro-B3 / #Audi-80 / #Audi-80-B3 / #Audi-80-Typ-89 / #Audi-80-Coupe / #Audi-AAN / #Audi-Coupe-Quattro-Tuning / #Audi-Coupe-Quattro-B3-Tuning / #Audi / #Holset-HX55 / #Holset / #OZ


    Engine #AAN 2.2 5-cylinder, stock crankshaft (balanced, nitrided and polished), #Wiseco pistons and piston pins, #PO-Metal connecting rods, water jacketed cylinder block and head, #Holset-HX55 hybrid turbo, #Tial 60mm wastegate, IMSA Sipoo big exhaust and intake manifolds, 4,5in downpipe, 4in to 2x2,5in exhaust (side exit), butterfly valve to bypass mufflers when boost pressure goes over 1bar, #IMSA-Sipoo breather/catch tank system, #Cat-Cams camshafts with solid lifters, oversize intake valves, billet intercooler (as big as it can be), 1xVeyron fuel pump to surge tank, 2x #Bosch-044 to engine, #Bosch #Bosch-EV14 2200cc injectors, #Aeromotive FPR, #Tatech 32 ECU with special features: (rolling launch control, rev limiter by gear, shift cut by gear), 034 motor mounts.

    Power 1102hp and 1043Nm @ 2.9bar on E85 fuel

    Transmission 01E 6-speed IMSA Sipoo/PAR-Engineering dog box, SQS sequential shifter, Quaife front LSD, Wavetrack rear LSD, PO-Metal billet flywheel, Tilton 2-plate clutch with line lock for LC, Karpiola billet drive shafts, 034 transmission mounts

    Brakes D2 8 piston calipers with 330mm discs (front), #Audi-S2 stock (rear)

    Suspension #KW3 coilovers with stiffer springs, Whiteline rear sway bar, aluminium subframe pushings (rest polyurethane), reinforced control arms

    Wheels & Tyres 8x18 #OZ-Ultraleggera with 225/40 Toyo R888 tyres

    Interior Fully stripped with FHRA spec roll cage, Sparco racing seats, Vems wideband lambda and EGT gauges, shift light

    Exterior RS2 front bumper with IMSA Sipoo front splitter, fiberglass trunk lid with polycarbonate glass, sunroof removed Tuning contacts/thanks IMSA Sipoo, Petteri Lindström and Antti Oksa, Tatu (Tatech), Check out YouTube: 4WDDR

    “Nobody thought this little Audi would be so fast, including me”

    “It killed a couple of fast Porsche 911s on the street”

    Above: One very happy owner.
    Left: Intercooler dominates the front.
    Below: Cage and bucket seats.
    Above: Big brakes and lightweight #OZ wheels.
    Above: This monster gets used on the road.
    Right: Side-exit tailpipes.
    • The beast. The S2 with over 1100bhp you ran last issue was a monster! I love S2s anyway, but this is on another level completely. Really enjoyed the The beast. The S2 with over 1100bhp you ran last issue was a monster! I love S2s anyway, but this is on another level completely. Really enjoyed the story showing how the owner progressed with the build – lots of great information and a little window into the world of extreme power builds. And it’s another can from Finland – how come they build so many crazy Audis? Must be something they put in the water. Anyway, keep it up.  More ...
    • Thanks, Tommo. I have to agree with you, that S2 is an absolute animal. As to why there are so many big power cars in Finland, must be something to doThanks, Tommo. I have to agree with you, that S2 is an absolute animal. As to why there are so many big power cars in Finland, must be something to do with those long, harsh winters – nothing else to do apart from tinker away in the garage.  More ...
    • A correction. The owner of the S2 featured last month has pointed out that the 100-200km/h time was printed incorrectly. It should have said 3.5secs nA correction. The owner of the S2 featured last month has pointed out that the 100-200km/h time was printed incorrectly. It should have said 3.5secs not 5.5secs. Sorry Henry. And damn, that makes it even faster than we thought.   More ...
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    RESURRECTION MAN AUDI 80 Retro-cool on a £3k budget

    From scrapper to show car, this #Audi-80 has been transformed by a man with a mission… all for under £3,000. Words Davy Lewis. Photography AJ Walker. AUDI 80 Stunning resto, on a £3k budget.

    There’s something about retro Audis that never gets old. Cars we remember from our youth, that have perhaps seen better days, are somehow cooler than their modern equivalents. Fact. How many times have you spotted a 1980s Audi in the street, smiled and thought “I used to love those back in the day?”

    There are however a couple of challenges with owning a classic Audi. First up they’re rare beasts. Cars that are over 30 years old tend to be few and far between – many consigned to the big scrapper in the sky (something compounded by the ill-conceived scrappage scheme a few years back). Then there’s the issue with getting hold of parts due to Audi’s bizarre decision not to make parts available for older models. Consequently, classic Audis tend to fall into two camps: the tatty, unloved runarounds or barn finds, and the immaculately restored cars that have set someone back a small fortune. The fact is, to own a classic Audi requires serious dedication and a large dose of mechanical know-how.

    Fortunately for James Wade, the owner of this Marrakesh brown Audi 80, he’s no stranger to building stunning cars. “My last car was a highly tuned S3 8L,” he explains. “You actually featured it back in issue 002, although the new owner claimed he’d done the work!” he laughs. So, let’s set the record straight here, the Imola yellow S3 from issue 002, was all the work of James – in fact he owned the car from when he was 23.”I spent over eight years building that and it was an absolute monster by the end,” he smiles. Power was well over 500bhp and it would spin all four wheels in fourth when the boost kicked in.

    So how does someone go from a savagely powerful S3, to a more sedate 177bhp Audi 80? “I built it for something to do – that’s sounds terrible doesn’t it,” laughs James. “I’ve done all the work in my garage – as soon as the kids have gone to bed, I leave the missus watching the soaps and go and work on the car in my man cave.” Sounds like a great way to spend time to me. Of course, it also helps that there’s a tuned RS6 C5 saloon parked on the drive, so the 80 can be a more sedate and fun project (well for now anyway; he’s already forged the engine and fitted a GT28, so it’ll soon be running 350+bhp).

    So how did he happen upon this rare, early 80s saloon?

    “My mate, Ross, had bought it for the engine, which had been tuned; he planned to scrap the rest, until I said I’d have it off him for £300,” recalls James. “It was a proper nail – painted matt brown, with no engine or brakes and the interior was terrible,” he continues, “I showed it to my missus and she said ‘WTF?’” he laughs. A trip to the local scrap yard yielded a 1.8 20v AEB K03 engine, most likely out of a Passat or A4, which was duly cleaned up and dropped into the 80’s engine bay. It required custom mounts and the loom needed adapting to run with the newer coil packs and original fuse box, but it ran.

    With no off-the-shelf suspension available, James set about creating his own custom made front coilovers, which were fitted with Aerosport coilover air bags, Chapman rear air struts and two-way paddle valves. It’s a simple set up that James says will need improving when he goes for more power. I have say that when it comes to air-ride, I think it’s always best on retro cars like this, rather than the latest S and RS models. It certainly looks effective with the BBS wheels tucked up in the arches. The wheels themselves came off a BMW and like much of this car, were sourced for a bargain price. The RC041 and 042s were face mounted with new bolts (041 faces on 042 barrels and vice versa) with billet centre nuts. They look absolutely spot on fitted up to this ’81 saloon.

    The rest of the exterior has been left as OEM as possible, with the exception of a front splitter and an Audi 80 rear spoiler added. The matt paintwork looked like Steve Wonder had attacked it after a few beers, so the whole lot was prepped before being given several coats of silky BMW Marrakesh brown paint. Again, this subtle hue suits the angular 80s lines of this sweet saloon. Like everything else, this was all done in James’s garage – nice work fella.

    Inside, you’ll find a pair of maroon leather front seats from an 80 B3 convertible, with the rears, door cards and parcel shelf trimmed to match. A Mk1 Golf steering wheel completes the period cabin.

    So I bet you’re thinking this rare 80s Audi spends its life tucked up in a garage, only seeing the light of day on sunny weekends? Well you’d be wrong. “I give it death every single day I drive it,” laughs James. “It’s only running about 177bhp, but there’s 246lb/ft of torque available – it boosts hard and low, although there’s nothing top end.” But as already mentioned, only the downpipe is left to do on the forged GT28 upgrade and James will have a proper little weapon. With over 350bhp and only 900kg to pull, this Audi saloon should be plenty rapid.

    The fact the whole thing has been done for under £3,000 just goes to show it’s not what you do, but how you do it, that counts. James didn’t set out to build an immaculate money-no-object show car; he did this to enjoy it and save another retro Audi from the scrap yard. The fact he uses it a lot makes it all the better – top work, fella!

    SPECIFICATION #Audi-80-B2 / #1981 / #Audi-80 / #Audi / #1981-Audi-80-B2 / #AEB / #Audi-AEB / #BBS / #Audi-80-Stunning / #Audi-80-Stunning-B2 / #Audi

    Engine 1.8 20v turbo ( #AEB / #Audi-AEB ) conversion, loom cut and modified to accept newer coilpacks and plug into original fuse box, rev counter adaptor, #K03-turbo , front mount intercooler, 2.5in boost pipework, #Bailey recirculation valve, #K&N air filter, custom engine mounts, 3in downpipe to a 2.5in exhaust, #Bosch-044 fuel pump, Golf Mk1 radiator

    Power 177bhp and 250lb/ft

    Gearbox Audi 80 1.8-litre gearbox, clutch and machined flywheel

    Brakes #AP-Racing 4-pot calipers off an MGF, discs machined from 4x95 to 4x100 to fit, braided brakes lines

    Suspension Custom made front coilovers fitted with #Aerosport coilover air bags, #Chapman rear air struts, 2-way paddle valves

    Wheels #BBS-RC041 and 042 face mounted with new bolts, 041 faces on 042 barrels and vice versa, billet centre nuts

    Interior Audi 80 B3 convertible maroon leather front seats, rear seats, parcel shelf, door cards and hand brake and gear gators trimmed to match, boost gauge, Golf Mk1 Wolfsberg steering wheel

    Exterior Full re-spray in BMW Marrekesh brown, front splitter, pressed plates, #Audi 80 Sport rear spoiler
    Contacts and thanks My Mrs and kids for not moaning too much, Ross Fox and Bryan Marland for advice and Retrospec+ for support

    Above: Low ridin’
    Above: 1.8T engine has had a
    GT28 fitted since the shoot
    Left: Brap!
    Above: High speed action shot...
    Top: Just look at that angular styling – love it!
    Right: Interior now has leather and a Mk1 Golf wheel.

    “It was a proper nail, painted matt brown with no engine or interior...”

    Retrospec+

    Set up to cater for enthusiasts who love retro cars, but are not about the all out money no object builds, Retrospec+ is a welcoming bunch of car nuts. Headed up by Bryan Marland and James, you’ll find them at all the main shows. Check them out on Facebook.
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    / #1994 / #Audi-S2-Avant / #Audi-S2 / #Audi-80 / #Audi / #Audi-80-B4 / #Audi-Typ-8C / #Audi-S2-B4 / #Audi-8B / #Audi-S2-8B /

    When Ron Micklich's garage door opens in the Saxony town of Schonheide, the entire insect world in the Erzgebirge knows its helmets on, or better, keep to the self imposed curfew and well away. When we talk to Ron, we hear about a possible 800 + HP at 2.6 bar boost and 900NM of torque... no one knows this S2 Avant as good as Ron, who's been the owner of this Audi since 1999. Around 15,000€ switched wallets back then, a bargain if you compare this with current prices. In the past 17 years, there was no respite on the Audi and we all know a project is never really finished.

    The only thing that deserves to be labelled „Original" to the present day, is the paint job, which remains untreated apart from a few touch-ups. The engine alone enjoyed a bit of wellness each winter. Want examples? PKW deliverted shortened MAHLE forged Pistons to the Erzgebirge, reducing the displacement to 2205cc. Enlarged valves, specifically made long piston rods and a specially designed crankshaft, CNC machined combustion chambers, titanium valve spring retainers, conversion to a diesel block or the mechanical valve train are just a few excerpts from the 3 page long data sheet for the engine, where the main focus is certainly on the turbo, which was finely balanced after assembly. The Audi 90 IMSA GTO delivered the high-pressure compressor wheel and the Audi [S1 / Pikes Peak] a 29er compressor housing.

    This aggregate would barely be operable without any modem technology so Ron used a free programmable ECU by VEMS. Thus, Ron has two sets of data to play with on his drives: road and track, with the streets in the Erzgebirge all somehow reminiscent of the Sachsenring circuit.
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    702bhpS2 #MTM-Talladega-R / Words Davy Lewis / Photography AJ Walker

    More power than an original Ferrari Enzo - MRC Tuning's original stealth bomber!


    HUMBLE BEGINNINGS MRC TUNING S2

    This stealthy looking S2 was the catalyst that led to #MRC-Tuning being born, and now it’s been fully refreshed – with a monstrous 712ps (702bhp)


    Always remember where you came from – that’s a phrase that you hear a lot in these celebrity obsessed times. From Hollywood stars that started out as waiters, to world champion boxers that used to clean cars for a living – it’s amazing how far you can come in life. But staying true to your roots isn’t easy. The pressures of success can change people – and not always for the better.

    Having worked on performance car magazines for over 16 years, I’ve seen this happen many times over. Tuning enthusiasts grow into a commercial entity and become a bit ‘corporate’. They lose touch with the very people they should be appealing to. Which is a shame.

    One company that has managed to grow, and stay in touch with the real Audi fans, is MRC Tuning.

    Set up in 2005, MRC is the collaboration of S2 enthusiasts, Doug Bennett and Mihnea Cottet. As a regular on the well-respected S2forum.com, Doug reached a point where no one in the UK could modify his S2 to the level he wanted, so he decided to do it himself and get Mihnea over from Europe to tune it.

    The 1995 Coupe, which he purchased in 2002, had already been converted to RS2 spec and was running around 330ps. With further work from Doug, it got to a K27 turbo level of tune, and offered a good balance of power and drivability. However, as is often the case with these things, once a business takes off, a tuner’s own car tends to get left behind.


    And MRC Tuning has certainly taken off. These guys are now one of the world’s most respected performance Audi specialists, with a huge flow of S and RS models going through their Banbury workshop. Always at the cutting edge of Audi tuning, MRC has created the UK’s first 1000bhp RS6 C6; cracked the 200mph barrier in a B5 widebody and an R8 turbo at Bruntingthorpe Proving Ground; and they continue to the lead the way with everything from B5 RS4s, through to the very latest RS6s.


    Over the last 11 years, Doug has been fortunate enough to indulge his passion for fast Audis. His S4 widebody, R8 turbo and RS6 C6 have all been featured in #AudiTuner and reinforce the fact that he’s an Audi enthusiast first and foremost. However, one car will always remain extra special.


    “It’s the car I’ve owned the longest and will never get rid of,” confirms Doug. “It always gives me a buzz – from the old school lag of nothing – then bang – all the power and torque in a small power band,” he smiles.

    Although the S2 was well cared for, it didn’t have the ‘wow’ factor that befits an MRC staff car. So, when team member, Stuart Fourie, offered to carry out the custom fabrication necessary to take it to the next level, Doug didn’t hesitate. The S2 was officially ‘reborn’ in 2014, but it was only relatively recently that all of the finishing touches have been completed ready for a feature.


    To the man in the street, it may look nothing special – just another mid-90s Audi. But those in the know will appreciate the latent violence that simmers just below the surface of this unassuming Coupe.



    The current engine spec is a master class in how to achieve reliable, big power and, more importantly, immense torque, from the venerable 2.2-litre ABY lump. At 2bar of boost, this 20v turbo delivers a sledgehammer blow of 712ps and 717Nm – more than a Ferrari Enzo.

    However, don’t confuse this with the linear and relentless surge of torque that you get with a modern RS6 running similar power. In the S2, it’s much more aggressive, with the power coming in with a bang. There’s nothing progressive about this thing. It has a very old school feel – an almost Group B savagery – that is guaranteed to shock the unprepared. In fact, at last year’s AudiTuner Expo, Stuart brought the car along to display, and his mate, who was riding shotgun, recalled how he’d almost been sick when the boost kicked in on the journey to Donington. This sort of animal is, of course, not for everyone. But when you spend each and every day tuning and testing some of the most powerful Audis in the world, you need something a bit special to get your own kicks.


    The engine itself is a work of art. Dominated by the big external wastegate and GTX3582 turbo, it looks as if it just came out of some special projects division at Renn Sport. Everything, from the black crackle finish on the cam cover and inlet manifold, through to the shiny alloy goodies (even the clips and hoses look immaculate), it’s clear to see a hell of a lot of care has gone into this engine bay.

    The prodigious power is transferred via a B5 S4 6-speed gearbox, which is mated to a strong, 6-puck Sachs clutch and solid flywheel. It’s a tried and testing combination, that’s able to handle the immense force created with such a powerful 20v turbo. Talking of which, it doesn’t half sound good.

    A stock 5-pot is a very sonorous thing to behold, but this is on an entirely different level. It’s part jet fighter, part Group B rally car – you really need to hear it being driven in anger to appreciate it. It chuffs and snorts in a real old school fashion – there’s no modern Audi noise suppression here – and it’s all the better for it.

    The whole car has a very raw feel to it. In this digital world where everything from the weight of the steering, to the firmness of the dampers, the speed of the gear changes to the sensitivity of the throttle can all be controlled by a computer; this is a very analogue beast. You get in, turn on the ignition, put it into gear – and drive the bugger.

    Aside from the specialist fabrication work to the exhaust, intercooler, catch can and breathers (all thanks to the talented Stuart), the rest of this S2 is dripping with tuning goodies, but as with all MRC projects, everything is fitted with performance in mind first and foremost. The chassis, in particular, has received lots of attention to ensure the power can be controlled and corners attacked with aplomb. From the #AP-Racing 6-pots nestled behind the gorgeous BBS CH alloys (which look like they were made for the S2), to the H&R coilovers and uprated ARBs, this thing is ready to rock whenever you need it to. Not wishing to spoil the fantastic 90s styling of this curvaceous Coupe, Doug has been careful to add only OEM parts to give it a little lift. The front end has been treated to genuine RS2 door mirrors, plus grille and front bumper, which look both more aggressive and affords better airflow to the hard worked engine. The rear end simply wears a neat alloy MRC badge – there’s not even a clue that this is an S-model Audi.

    Inside, you’ll find a set of factory optional RS2 leather seats. They have the creases and patina you’d expect from a car made in 1995, but they’re all the better for it. In fact, the whole of the cabin has that certain feel and even smell of a mid-90s performance Audi. It feels very solid and has real character – something that’s arguably missing on the latest crop of S and RS models. It’s part of the reason that S2s, along with RS2s, B5 S/RS4s and C5 RS6s are still so well loved by enthusiasts.

    So there we have it. This is kind of Doug’s life’s work. He’s owned the car since 2002 and it’s the one he’ll never let go. Considering the amount of unbelievably quick and desirable Audis this man has access to, it speaks volumes about what this S2 means to him. From humble beginnings – the car that started it all.

    Top: You’d never guess it had over 700bhp. Below: Doug’s other ‘toy’ see the RS2 next issue.

    SPECIFICATION #Audi-S2-Coupe / #1995 / #ABY / #Audi-ABY / #Audi-S2 / #Audi / #GTX3582 / #Garrett-GTX3582r / #Garrett-GTX3582 / #Garrett / #Audi-80-B4 / #Audi-Typ-8C / #Audi-S2-B4 / #Audi-8B / #Audi-S2-8B / #Audi-80 / #Audi-S2-Coupe-B4 / #MRC-Tuning / #Bosch / #Audi


    Engine 2.2 ABY overbored, uprated rods and REC pistons, ported head with oversized valves and lightweight valvetrain, #Wagner inlet manifold (modified for throttle body to fit at 90deg), 850cc #Siemens injectors, High Octane tubular exhaust manifold, #Garrett-GTX3582R-turbo turbo, HKS wastegate, stock ECU with 4bar map sensor, #Bosch-413 fuel pump, custom intercooler, full custom exhaust, custom catch can and breathers through brace bar, #MRC-Tuning-Stage-3 remap

    Power 712ps and 717Nm at 2bar / 627ps and 685Nm at 1.65bar
    Transmission Audi S4 B5 gearbox, #Sachs 6-puck clutch with solid flywheel

    Brakes
    Front: #AP-Racing 6-pot calipers with Phaeton discs
    Rear: VRS Porsche 4-pots and Brembo handbrake calipers
    Suspension #H&R coilovers, RS2 front #ARB , Whiteline rear ARB, #Powerflex polybushes

    Wheels 19in #BBS-CH with 235/35 Yokohama tyres

    Interior Factory optional RS2 #Recaro seats, RS2 steering wheel, boost and EGT gauges, RS4 Alcantara gearknob, RS2 dash and aux gauges

    Exterior RS2 front bumper, RS2 wing mirrors, RS2 grille, MRC badge

    Contacts and thanks MRC Tuning www.mrctuning.com, Stuart, Chris and Mihnea for helping look after it over the years, S2forum.com, Dhyllan at Automotive Addiction for the wheel refurbishment

    Top: RS2 seats were a factory option Above: Gauges in custom vent housing.

    Above: Interior is solid and has that special 90s feel to it.

    “It’s part jet fighter, part Group B rally car – you really need to hear it driven in anger...”

    GTX3582 turbo supplies ample boost. Catch can and breathers are bespoke items. Custom MRC Tuning intercooler.

    Left: AP Racing 6-pots and 19in #BBS alloys – perfect Main pic: Not even an S2 badge to give the game away...
    “It’s the car I’ve owned the longest and will never get rid of”
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    AUDI S2 / TRACK S2
    700bhp Time Attack contender 700bhp, home-built S2 track monster.
    Words Davy Lewis / Photography AJ Walker / #Audi-S2 / #Audi-80-B4 / #Audi-Typ-8C / #Audi-S2-B4 / #Audi-8B / #Audi-S2-8B / #Audi-80 / #Audi /

    CHEF’S SPECIAL
    Taking an angle grinder to a mint S2 may make some of you wince, but chef, James Dorey, has transformed his into a 700bhp, be-winged monster of a track car…

    First impressions count for a lot. How you’re dressed for a job interview; the opening line on a first date – human nature dictates that we all form an opinion. Take this S2 for example. The first time I set eyes on it, I came to the conclusion that it had been built by a bunch of highly skilled motor sport engineers with years of experience on the racetrack. I was wrong, of course.

    The man behind this be-winged creation is a chap called James Dorey. When he isn’t tweaking the aero of his S2, you’ll find him cooking up a storm in the kitchen, as a chef. So how did a chap who earns his crust (pun intended) creating taste sensations, manage to build one of the wildest S2s ever seen?

    Well, if you think about it there’s a fair few similarities between cooking and tuning a car. You need to have the right ingredients. Everything has to work together and complement each other. Plus you need to keep a cool head under pressure and have a vision for the end product. That and the ability to learn as you go.

    “I bought the car when I was 20,” recalls James. “I wanted something fast that wasn’t an Impreza or an Evo and the S2 was the easiest to insure at the time.” The car was finished in pearlescent white, and, in James’s own words, was in immaculate condition. He proceeded to enjoy his new joy and began to tune the venerable five-pot engine, until it went bang.

    “When the engine broke, I removed it and decided to rebuild it properly.” That meant a bigger turbo, forged internals, uprated fuelling and cooling systems, plus all of the other goodies you’d need for a reliable 500bhp at low boost. At 2.2 bar it made a savage 700bhp. At this point he made the decision to fit a roll cage.

    “I drove it like that for a while, but it had the stock geometry,” recalls James. “My mate, Toby, who’s a race car engineer, told me the engine was in the wrong place and that it needed moving back for better weight distribution.” It was here that the S2 was taken off the road and its transformation began.

    Die-hard S2 aficionados may wish to look away now, because James took an angle grinder to his beloved Audi. The whole thing was stripped back to a rolling chassis, with all of the body panels and windows removed. The plan was to create a tubular front end – just like you’d find on a racecar and get the engine as far back as possible. Pretty comprehensive then – especially as James is not a trained engineer. “I made everything myself – there was a lot of trial and error,” he admits with a smile. For James, this was all part of the fun. He freely admits that all of his spare time is spent working on the car and that most of his salary goes on it too; it really has been a labour of love over the last few years.

    Fortunately he’s been able to call on some good friends for advice. “Aside from my day job in the restaurant, I supply catering to race tracks at weekends, so I’m always around racing cars,” says James. This constant source of inspiration has been instrumental in the evolution of the S2.


    The engine has remained largely unchanged since the car was on the road. All that’s been added is a custom Wagner intercooler, which replaced the cheap unit originally fitted. It offers immensely improved performance and helps keep the charge temps down on this hard-used car. The entire powerplant has been moved back 200mm – enabled by the tubular front end. A huge amount of custom fabrication was required, all carried out by James in his workshop at home. “I even had to teach myself to TIG weld,” he laughs. Working like this certainly kept costs down, but it did often result in some jobs having to be done two, or even three times to get them right. To further aid weight distribution the radiators have been mounted at the rear. The exhaust is another custom effort; a beefy 4in in diameter, which is routed via a tunnel into the car, then into twin 4in oval pipes with twin side exits. There are three silencers to ensure this S2 never falls foul of track day noise limits.


    With up to 700bhp to transmit to the track, the drive train needed to be strong. James has retained the 6-speed manual box, but added a whole lot of strength. This includes plated diffs with custom ramp angles, diff coolers, and genuine Audi motorsport drive shafts – there’s even a carbon centre prop. Throw in the custom flywheel and triple plate clutch and it’s ready to rock.

    The exterior is made up of carbon composite panels, which were made in Sweden. Although designed for the S2, James admits they didn’t fit very well, so he had to do a lot of work adapting them so that they sat properly. The wings, bonnet, bumpers, rear quarters, and roof are all made of the lightweight material and contribute towards the low weight of 1150kg.

    Perhaps the biggest talking point is the aerodynamics. There’s a whacking great M3 GTR rear wing, plus deep front diffuser and canards. Aerodynamics is a notoriously tricky area to get right, but fortunately, James’s mate Toby (who incidentally designed the BMW Z4 GT race car) offered sterling advice.

    So what’s next for this monstrous S2? Well, James has set his sights on the UK Time Attack Series. The only problem is fitting it in around work, but he’s determined to compete in at least a couple of rounds in 2016. In the meantime, he’ll continue to develop the car. “I’m going to fit a sequential box and cut the rear end out to tubular frame that too,” he says. Having seen this S2 in the metal I can confirm that it looks mind blowing. If you fancy seeing it in action, then it will be at our very own VAG Tuner Live event at Donington on 10 July. Head to www.vagtuner.co.uk to book your tickets and track time.

    The entire build of this savage S2 has been a process of trial and error, with James learning as he went along. It’s taken many years to reach this stage and it’s fair to say that it hasn’t been easy. But then nothing worthwhile ever is. To use an old chef’s analogy, the proof of the pudding is in the eating, and this S2 is guaranteed to make your mouth water.

    Top The S2 in its natural habitat.

    SPECIFICATION Audi S2
    Engine 2.2 #Audi-ABY / #ABY engine bored to 82.5mm, engine moved 200mm back to get corner weights even, custom pistons, Pauter rods, home made dry sump system, custom grind #Shrick cams, custom flywheel with triple plate clutch, lightened and balanced crank and blueprinted engine, custom cam gears, Comp CT67 turbo, #Wagner intercooler, #Raychem-DR25 custom made harnesses (engine and chassis), #Tag-McLearne alternator, #Tatech-ECU , rear mounted rad, external wastegate, custom inlet and exhaust manifolds ( #Zircotech coated), 2200cc #Bosch motorsport injectors, 2x #Bosch-044 high pressure pumps and 1x lift pump with catch tank, custom 4in exhaust which goes into an in-car tunnel and then to 4in oval exhaust with twin side exits (3 boxes to make track day safe), mapped for Shell V-Power or Sunoco 109 fuel

    Power 500hp at just over 1bar, 700hp at 2.2bar; weight 1150kg (wet)

    Brakes #Brembo brakes with 380mm discs using a Padig endurance compound that has been skimmed down, titanium pistons etc; rears are 320mm with braided lines all round

    Transmission 6-speed manual, plated diffs with custom ramp angles, diff coolers, Audi motorsport drive shafts, Audi motorsport carbon centre prop

    Suspension 3-way fully adjustable AST suspension with remote Reservoirs

    Chassis Rear tubular removable frame (DMD designed), front removable frame, tubular front end, knife anti roll bars, DMD steering bracket, quick rack, air jacks

    Wheels 10x18in Dare motorsport wheels and Dunlop race slicks

    Interior Race Technologies Dash, data logger, steering wheel controls for driver, Sparco steering wheel, Tilton pedal box, Corbeau seat, TRS harness, carbon door panels, multi-point FIA-approved roll cage, ATL 60-litre fuel cell in rear with filler in rear window

    Exterior Carbon/composite body panels, carbon splitter, carbon front diffuser, front canards, carbon M3 GTR rear wing, carbon rear diffuser, cut out rear end, custom heated windscreen, Perspex windows, custom wide arches, carbon vent in rear quarter, carbon headlight surrounds, Aerocatches everywhere!

    Contacts & thanks Mark at Wagner for the intercooler, Jay at DM Developments for the laser cutting, bushes and more, Tero from Finland for the mapping, Toby for the advice

    “I’m going to fit a sequential box and cut the rear end out next”

    Right: Adjustable pedal box Below: Rear mounted rads Main image: Quick release panels Bottom right: Seat moved back for better weight distribution.

    Right: Carbon canards Below: Front end is easily removable.
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    Ultimate Sleeper 668bhp S2-engined 90 quattro. Words and Photography Davy Lewis. 80s Revival With the help of a 668bhp S2 engine, this rare #1986 Audi 90 has been brought slap bang into the 21st century. AUDI 90 668bhp S2-engined sleeper.


    At first glance, this may look like a fairly stock and well used Audi 90. This in itself is worthy of attention as there are very few of these mid-’80s saloons left. It’s also a quattro, which makes it even more of a find. The simple, boxy design is everything you’d expect from a 30-year old car – it has the original paintwork and that distinctive smell that only an old car can have. But look more closely and all is not as it seems. The clues are there: the Aerocatches on the bonnet; the motorsport style wheels and those sticky Toyo R888 semi-slicks. But it isn’t until you see the engine that you realise just how special this thing is.

    Lift the bonnet and you’re greeted by a fantastic looking 2.2 5-cylinder 20v lump complete with big turbo. These saloons may have originally come with a 2.2 unit but, the normally aspirated KV lump made a lowly 136bhp. This one produces 668bhp. This is actually an S2 3B engine, and to say that it’s been tuned is an understatement. Will from VRS Northampton has completely transformed this 5-cylinder unit to create a big-power, but highly usable car that fits Stuart’s Elliott’s driving style.

    Stuart takes up the story, “I’ve loved Audis since my dad had them,” he recalls. He had a 100, then a 90, before getting a 90 quattro, which I learnt to drive in,” he says with a big grin.

    While his mates were driving old Mk2 Escorts, he had the keys to the quattro, which must have really been something back then. Fast forward 20-odd years and Stuart was in a position to relive his youth. “I was working offshore and stared looking on eBay for 90 quattros,’ he says. “I found one that had already had the S3 3B engine conversion – it looked a bit rough and had a stock gearbox, brakes and suspension but, I put a bid in.”


    Being six hours ahead he won the car and called his dad to go and pick it up for him. We all know eBay purchases can bite you on the arse, but the car was as described. It was also well known on the S2 forum, so there was a wealth of info available. “I came home and drove it for 100 miles or so just to see what it needed,” says Stuart. “It was running about 280bhp, but with stock brakes and suspension, that wasn’t a good thing,” he laughs.

    Having decided the car deserved some proper love, it was sent to a company who ‘talked the talk’ for some renovation and tuning work. Sadly it then sat there for a year and made no progress. Having bought an uprated radiator from Will at VRS Northampton, Stuart told him about his predicament and Will told him to bring it to him. That was the best decision Stuart could have made.


    VRS has a great reputation for building some of the most capable VAGs in the UK. Main man, Will, takes real pride in each car and this 90 became a true labour of love.

    “We decided to start from the arse-end and work forward to see what needed doing,” says Stuart. “I’d already had some welding done to the offside rear arch and the fuel pump area,” so the upgrades could begin.

    “The plan was to create a quick road car with 500-600bhp that looked stock, but could have a go at Porsche 911s and the like,” smiles Stuart.

    To say he’s nailed it is an understatement. In fact, I can’t think of many other cars that offer such ballistic performance, all wrapped up in such an innocent looking package.

    The heart of this ’80s powerhouse is the S2 engine. It was actually fitted by a previous owner, but has been completely reworked by VRS. You can see the full details in the spec panel at the end of the feature, but the highlights include a fully forged bottom end, beefy GTX3576 turbo, huge 1100cc injectors and a feature packed MoTec ECU mapped by the legend that is, Dave Rowe, from EPS. “There are nine boost settings,” says Stuart. “One to six are for regular super unleaded pump fuel; while seven to nine have advanced timing to allow race fuel to be used.” With nine different maps, there’s something for every situation, making this a very usable and drivable car. “You can just do 30mph with no bother,” says Stuart “and it’ll cruise in sixth on the motorway fine – you don’t get out of it with a headache!” But when you do want to drop the hammer, this 5-cylinder monster delivers a huge punch. Stuart continues, “Using it in the gears it’s savage – in third gear acceleration is brutal and it’ll hit 100mph plus (on a private road of course). A powerful engine is one thing, but unless you can get that power down, it’ll never make for a truly fast car. Fortunately, the chassis and drivetrain has been suitably beefed up to cope with all 668bhp.

    To transfer the power to the road, a B5 RS4 gearbox has been fitted. Mated to a VRS Northampton-spec 6-paddle clutch and flywheel, this thing properly hooks up and goes. With launch control and Toyo R888 rubber, acceleration is mind blowing. On many shoots it’s hard to get a feel for how a car actually performs, but as we’re at Santa Pod for the GTI Festival, I get to watch Stuart take it down the strip.

    Before Stuart hits the quarter-mile, he spends a few minutes prepping the car. By prepping, I mean removing seats. The rear bench is taken out, followed by the passenger leather Recaro. Incidentally, the front seats are from an RS2 and as Stuart says, “weigh a bloody ton!”

    He’s the first to admit he launches it sympathetically, but once it gets into its stride, this thing is quick. A few runs in the high 11s are respectable but, we all know there’s more to come. After a quick chat with Will from VRS, Stuart uses launch control and nails an 11.1sec pass. Impressive stuff – more so when you consider he then drove over 200 miles home afterwards. With some more practice, and an aggressive launch, this thing has the potential to dip into the 10s – seriously impressive for a full road car.


    As he waits in the queue for his next run, Stuart spots a very tidy looking Ur-quattro and stops to chat to the owner. It turns out they know all the same people from the quattro Sport and S2 forums and spend a good 20 minutes chatting about their plans. Before long there’s a small crowd of onlookers. Seeing these two cars together is a rare treat; from middle-aged guys who owned one back in the day, to younger fellas that have been seduced by the iconic lines – everyone loves these ’80s treasures.


    The chassis has seen some extensive work to create something with contemporary handling. There are no off-the-shelf coilovers available for these things, so rather than go to the trouble and expense of having a bespoke set created, Stuart fitted S2 subframes. These allowed the well respected KW Variant 3s to be added. With two-degrees of negative camber, the turn in is crisp and sharp, making the already capable quattro handle amazingly well.

    The paintwork is best described as original. It has a certain patina that adds to the overall character of this car. There’s the odd mark and rust spot, but it’s authentic. Plus this saloon gets used. Hard. Although Stuart is planning to have a few bits tidied, it’ll remain original. “It still had the tow bar on until two weeks ago!” he reveals, “I only removed it cos it weighs 20kg.” Talking of weight, the kerb weight on this thing is just 1200kg. That gives a power to weight ratio of 556bhp per ton, that’s better than a Ferrari 458 and a McLaren F1.

    So what’s next for this 1980s sleeper? Well, after five years in build, Stuart plans to use it as much as he can. That means more quarter-mile runs, some track days and plenty of cross country runs on the road. “I’m going to have the leather removed from the front seats too,”says Stuart. “I’m not a fan of leather, plus these things get hot inside,” he laughs. With some tweed cloth to match the rears, this Audi 90 will look even more period correct, further cementing its status as one of the UK’s finest sleepers.


    It’s so good to see a car like this being kept alive, but more than that, being given a new lease of life thanks to modern tuning upgrades to create an absolute weapon.


    SPECIFICATION #Audi-90-Saloon / #1986 / #Audi-S2-3B / #Audi-90 / #Audi-90-B2 / #Audi-Typ-81 / #Audi-Typ-85 / #VAG / #Audi-80-B2 / #Audi-80 / #Quattro /

    Engine S2 3B 2.2 20v turbo, overbored 0.5mm, #Mahle pistons, forged steel rods, ported cylinder head, VRS-spec cams, stock valves with 5 angle seats, #ARP head bolts with sport #Quattro washers, VRS custom fuel injector rail, #ASNU 1100cc injectors, Audi 7A cam cover machined to accept B7 RS4 coil packs, ARP studs and nuts, #Wagner inlet and exhaust manifolds, #Turbosmart 50mm wastegate, 4-port boost control, #GTX3576 turbo with 0.82 housing, #VRS custom stepped ‘L-shaped intercooler with lightweight core, Turbosmart BO V, #CatCams vernier pulley, motorsport kit sensors – fuel, oil, 4 bar map sensor, custom 65mm core rad, Kenlow fan, custom heat shielding, carbon/Kevlar cam pulley cover, custom VRS 3in exhaust and downpipe, 19 row #Setrab oil cooler, #Aeroquip fittings, VRS custom breather tank, #Motec-M84 SLM shift light, #MoTec-M84 ECU / #Motec , custom loom, mapped by Dave Rowe from #EPS-Motorsport , 9 position adjustable boost, launch control, 2 stage anti-lag, full logging facility, custom VRS strut brace

    Power 668bhp and 519lb/ft DIN (tested)

    Transmission 6-speed B5 RS4 gearbox, VRS-spec 6-paddle clutch and flywheel, 16-row Mocal gearbox cooler just in front of drivers rear wheel

    Brakes Brembo custom calipers with 314mm discs (front), vented S8 mix rears

    Suspension KW Variant 3 coilovers, S2 Coupe ABY subframes front and rear, Powerflex bushes, 2-degrees negative camber

    Wheels and Tyres Compomotive TH with Toyo R888 tyres

    Interior Leather RS2 Recaros up front, OMP dished suede steering wheel, SLM shiftlight, boost gauge, controls for launch control and anti-lag built into centre console, battery relocated to boot, fire extinguisher

    Exterior 1985 4-door Audi 90 saloon, Aerocatches on bonnet, front slam panel modified to fit intercooler, original paintwork

    Contacts/thanks Will at VRS Northampton www.vrsnorthampton.com, Dave Rowe at #EPS-Motorsport

    www.epsmotorsport.com, my missus, my mum and dad, S2 and Classic Audi forums

    Top: Stuart on his way to an 11.1sec quarter.

    “It still had the tow bar until two weeks ago!”

    Left: Interior includes RS2 seats Above right: 668bhp S2 power house Below: Classic ’80s profile.

    Far right top to bottom: #MoTec-ECU in glovebox; gauges and controls for LC and ALS.

    “Using it in the gears it’s savage – in third gear, acceleration is brutal”

    POWER TO WEIGHT

    To appreciate just how fast this Audi 90 is, have a look at these power to weight comparisons. With up to 500kg less to pull around, but similar power, the 90 would be at a huge advantage over these £100k plus supercars...

    2016 Porsche 911 Turbo S 991.........................344bhp per ton
    2016 Ferrari 458 Speciale..........................470bhp per ton
    1992 McLaren F1.......................................550bhp per ton
    1986 Stuart’s Audi 90.................................556bhp per ton
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    AUDI S2 Immaculate #Audi-S2 with 500bhp / #Audi-80 / #Audi / #Quattro / #1993 / #Audi-S2-Coupe / #Audi-S2-B4 / #Audi-80-B4 / #Audi-80-Typ-8C / #Audi-Typ-8C / #Audi-ABY /

    PASSION OVER PROFIT

    This freshly rebuilt Audi S2 cost DNA Autocare £25,000 in parts alone, so why is it up for sale at just £18,000? Words Dan Goodyer. Photography AJ Walker.


    What’s important to you? Not in car terms, but in terms of what you want out of life. Do you want to be rich? To be successful? Famous? Thirty seven year-old Damir Sahman, the smiley-faced boss of DNA Autocare in Nottingham, has a very simple outlook on life: “I want to take my grandchildren to Santa Pod in years to come and see this car, still being looked after and driven properly, and say to them, ‘Your Grandad built that’”.

    In a world where people are willing to trample over each other in the Black Friday sales just to save a few quid on a television, it’s a heart-warming thought. It’s quite possibly a reflection of his upbringing. Damir’s nickname is Danny, and Danny was born in the part of the world that used to be called Yugoslavia. He explains the effect that had on him: “If something is broken, you fix it. Simple as that. These days, people tend to replace white goods and electronics if they don’t work. In eastern Europe, you take it apart and fix them. That’s always stayed with me.”

    Getting to the heart of the matter, Danny’s parents spotted very early on that he was naturally talented at repairing faulty goods. Fast forward many years and he has moved to England, studied Engineering at Derby University and worked for some big names. Most notably Toyota, where he worked for seven years, most of that time as a test driver. So he knows his way around a car, and just as importantly, how a good car and driver interact. Following senior roles with both Cadillac and the RAC, Danny felt the urge to go out on his own. In the last issue we brought you his white Avant; this month we feature his immaculate S2. A car that has received a meticulous nut-and-bolt rebuild, with performance upgrades in key areas to make a truly unique car.

    “Every year we take on one special build to show what we can do, and this S2 is our latest creation,” explains Danny proudly. While DNA Autocare perform their magic on all makes and models, Danny has a passion for Audis, particularly ones from this era: “I like the 5-cylinder engines. They sound like nothing else and they always produce the power I expect from them; they’re reliable in that way. I also love the fact everything is built to last.”

    Danny argues that the 4WD gearbox in the S2 is “a proper 4x4 gearbox”, compared to modern cars that have smaller, lighter gearboxes that can’t take the huge torque levels provided by bigboost engines. This is how he assesses all his projects. Every car has its strengths and weakness, and DNA Autocare’s ethos is to provide the biggest real-world performance gains, without spending any money unnecessarily.


    “For example,” he adds, “I wouldn’t go to the expense of porting and polishing the cylinder head on one of these engines if the customer only wants 400bhp. A free-flowing head always makes the engine feel stronger but you can get to 400bhp on this engine without touching the head.” So with this attitude of “if it ain’t broke, don’t fix it” Danny bought a well-used burgundy S2 with a grubby tan interior. It was largely used for commuting by the doctor who owned it and was pretty straight, if a little rough around the edges.


    DNA Autocare began the transformation by stripping the car down completely. Even the glass came out for the full ground-up restoration. The engine was removed from the car and Danny set about stripping that down to rebuild it for more power. He adds: “I generally build the engines in our workshop at night. Engines are like plants. You have to nourish them, talk to them even. At night there are no distractions; I can just enjoy getting everything absolutely right.”

    The bottom-end has been strengthened with forged pistons and connecting rods, while a lot of work has gone into the turbo and exhaust area. Danny’s aim for the build was to create a tough engine that wouldn’t need to be opened again even if the new owner wanted more power. He explains: “Unless you’re running a drag car where everything is being pushed to the limits, I don’t understand the idea of building an engine for one power level, only to strip it and rebuild it again when you want more. I’ve built this engine so it will take six or seven hundred horsepower, but it’s running much less. So it will stay reliable and if the next owner wants to increase the power, they just need to add a larger turbo and re-map the ECU.”

    This is why the car also has a set of 1,000cc Bosch fuel injectors. At the current power level, which we’ll get to shortly, they’re only running at about 60% duty cycle. So there’s lots of headroom. “We bought them from Grams Performance in the United States,” says Danny. “They’re not the cheapest but they’re flow-tested and tweaked so they’re all closely matched.” It’s these small details that can’t be measured on the dyno, but reveal themselves during years of ownership as the car stays reliable.


    The cylinder heads are from a naturally-aspirated 7A engine. Danny explains the reason he didn’t re-use the turbo heads from the original 230bhp ABY engine: “The naturally-aspirated heads haven’t had the abuse, or the heat cycles, that the turbo ones have. We’ve ported and polished these heads fully because we don’t want the future buyer to have to touch the engine for more power. The base is there. We’ve also used the 7A camshafts because they have higher lift which provides more gas-flow. This delays the main chunk of torque by a few hundred rpm, but when they come in, the 7A cams deliver a real punch.”


    Selecting a turbo is tricky and usually dependent on how much power you want. After some careful thought, Danny went for a Garrett GTX3071R dual ball bearing turbo. This features an 11-blade compressor wheel and can take around 2 bar of boost. The turbo is mounted on a rather special exhaust manifold, too. Danny explains: “It’s a Wagner Tuning Sport quattro Evo cast-iron manifold that is obsolete now. I had two. One I put on this car and the other I’m guarding closely! I think this is the strongest, highest-flowing manifold on the market. It has large primary runners and being cast-iron it is strong, so you can hang a Holset Scania truck turbo off it if you like. Tubular manifolds have so many welded bends they can leak, and you have to brace them off the top of the engine really which doesn’t look very OEM.”

    DNA Autocare fabricated a custom exhaust system for the car too and it’s fair to say the resulting sound is nothing short of incredible. Just the right side of loud on the road, without being too anti-social. Controlling everything is a VEMS ECU and at the time of writing only the initial mapping has been completed. Jase from Area 52 Motorsport has extracted 449bhp from the 2.2-litre 5-cylinder engine at 1.7bar of boost (25psi). Very soon the car will mapped for a bit more boost by Kamuto, a friend from Lithuania that Danny has made from the world of drag racing. So it should be making somewhere around the 500bhp mark before long.


    “One thing I love about the S2 is it can actually use all this power too; get it down to the road effectively.” Of course the 4WD drivetrain plays a big role in that, but DNA Autocare have also tweaked the suspension and brakes to make sure it’s a well-rounded and balanced car. They’ve been clever with the anti-roll bar setup, while the front brakes feature a combination of Brembo 4-pot calipers from a Porsche mated to Audi A8 discs. Even the choice of Azev A wheels is in keeping with the period-correct “resto-mod” vibe of this 90s beast.

    This is one of those rare cars that ticks a lot of boxes. It’s had a full restoration, yet it’s been tuned, too. In such a cultured fashion, that it has barely any compromises on the road despite having double the power and huge gains in grip and braking power. Equally, with its fresh Tornado Red paint and immaculate engine bay, even a detailer would be impressed with the fit and finish. Grabbing a cliché from the motoring journalist’s Big Book of Things To Say, it’s so carefully modified it looks like a special edition Audi might have made themselves. A sort of S2 Evo. Best of all, it’s up for sale several thousand pounds cheaper than the parts alone cost! So if you like what you see, make sure to give DNA Autocare a ring. Cars like this will only go up in value but please don’t lock it up in a garage. Buy it, use it, love it. Hopefully you’ll be at Santa Pod in years to come, when Danny is showing his grandchildren what real cars can do. It would be a fitting tribute to a man who puts his passion before profit.

    Top One of the finest S2s around.


    SPECIFICATION #1993 8B #Audi-S2 / #Audi-80-B4 / #Audi-Typ-8C / #Audi-S2-B4 / #Audi-8B / #Audi-S2-8B

    ENGINE ABY 2.2-litre 20v inline 5-cylinder built by Danny at #DNA-Autocare , #Wossner forged pistons, Scaat connecting rods, #DNA Autocare ported and polished 7A cylinder head, 7A cams, #VEMS ECU mapped by Jase at #Area-52-Motorsport , #Garrett-GTX3071R turbocharger mounted on Sport quattro manifold, 44mm external wastegate with screamer pipe, custom DNA Autocare 3in stainless steel exhaust with titanium wrap, large aluminium radiator, #Grams-Performance 1,000cc #Bosch fuel injectors, #Bosch-044 fuel pump, braided fuel lines, 5bar fuel pressure regulator, silicone hoses, high-density engine mounts, #Wagner short intake manifold, Wagner short intake intercooler kit, Ramair filter.


    POWER 449bhp @ 1.7bar (25psi) and 425lb/ft torque.

    TRANSMISSION 6-speed manual gearbox, RS4 Stage 3+ Feramic clutch plate, Sachs 707 pressure plate, 034 Motorsports solids billet aluminium flywheel, high-density gearbox mounts.

    BRAKES 4-pot Brembo (Porsche) front calipers, A8 330mm discs, Brembo race pads. OEM rear brakes (rebuilt) with Pagid RS pads. HEL braided lines, converted to servo brakes.

    SUSPENSION KW V1 coilovers, Powerflex bushes all round, powdercoated and galvanised subframes and lower arms, RS2 front anti-roll bar, original front S2 anti-roll bar moved to rear, lower chassis legs swapped around, strut brace.

    WHEELS & TYRES 17in Azev A alloy wheels wrapped in 225/45x17 Goodyear Eagle F1 tyres.

    INTERIOR Full leather retrim, headlining and all trims flocked in black, 3x Innovate Motorsport gauges: Boost, Exhaust Gas Temperature and Air-Fuel Ratio. 3x lower dash gauges, carbon dash trim, carbon sill trims, Sony headunit and JL Audio speakers.

    EXTERIOR Fully respray in Tornado Red, by John from Paintology factory S2 bodykit, Xenon light upgrade.

    THANKS/CONTACTS www.dnaautocare.co.uk (01159) 861186, John at Paintology.

    Top: Full respray in Tornado red by Paintology. Above: Seats have been retrimmed in black/red leather Top right: Air vent mounted gauges are a nice touch.

    Top: Immaculate bay houses the 5-cylinder lump Above left: Cooling is well taken care of Above: #Garrett GTX3071r turbo provides the boost.

    “Every year we take on one special build to show what we can do...”
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    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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    WHITE LINES / Words Davy Lewis Photography Jape Tiitinen.

    600BHP SNOW PLOUGH
    Wide-body #Audi 80 quattro. This 603hp, wide body #Audi-80-GTE was built for one thing – hooning on the frozen roads of Finland…

    Our man in Finland, Jape, is always sending us cool videos. When he’s not taking amazing images of some of the world’s most exciting, and indeed powerful Audis, he’ll be capturing them in action. From riding shotgun in Philipp Klaess’ insane 225mph, 1000bhp B5 wide body, to Gatebil monsters, this man knows no fear. It was when one of Jape’s emails pinged into my inbox that I discovered this beast of an Audi 80.

    The email simply said, “Hi Boss, check out this Audi 80 snowplough!” There was a link to a video in which a tough looking 1980s saloon was being given death in the snow. It looked like tremendous fun. The driver was clearly having the time of his life in this wintry playground, and given the pummelling my ears were getting from my headphones, it was clear that this thing was running a rather large turbo.

    So I pinged Jape an email to find out more... Turns out the owner is a good friend of his, which doesn’t surprise me – everyone seems to be a mate of Jape’s – even our own Julian Loose in the UK (is there anyone Jape doesn’t know?!) The lucky owner of this ultimate snow toy, is a chap called Pasi Kellokumpu. A well known face on the Finnish tuning scene, he runs a trailer company transporting cars all over the place. But when Pasi isn’t towing cars, he’s driving them – sideways.

    It’s no secret that the Fin’s seem to have an innate ability to go incredibly fast, in the kind of conditions that would make us Brits scared to set foot outside the house. The joke about needing a wiper on the side windows is actually closer to the truth than you might imagine. But, even in this country filled with expert sideways merchants, Pasi is still regarded as a bit of a lunatic.

    Now that really must take some doing in Finland! The Audi 80 is however a mere toy for this guy. You see, tucked away in his garage, are a couple of serious power cars that he only drives in the good weather. There’s a 1000+hp Ur-S4 for track and an insane S2 packing a mighty 1319hp – surely the most powerful in the world. This out-and-out drag monster is named “Aim and Pray” which kind of says it all really. We’ll be featuring both of these truly epic cars as soon as the winter releases its icy grip on Finland. The 80 GTE is then a mere toy – something to keep him amused over the long winters. It may be a ‘toy’ to Pasi, but for most of us, it’d be a dream come true.

    Based on a 1986 Audi 80 GTE quattro, this once sedate saloon has been transformed into a full-on hooligan. Under that Sport quattro-style vented bonnet, sits a fully built 2.2 5-pot lump running a #Holset HX40 turbo. This behemoth blower, together with supporting upgrades, including straight through 3in exhaust, huge 4in downpipe, massive intercooler, and uprated fuelling, helps this thing make 603hp and 660Nm.

    When the big Holset comes on song, all hell breaks loose – perfect for playing in the snow. All four wheels light up in an instant and big, four-wheel drifts are easy. It’s loud too. That five cylinder howl sounds all the more glorious with the turbo chuffing and snorting away as Pasi bangs through the gears.

    Talking of cogs, with more than three times the stock power, this Audi 80 has been treated to a heavily uprated box. It’s an S4 01E six-speed unit that’s bolstered by a Sachs Race 3-paddle clutch and S2 driveshafts. A lightened flywheel helps things rev – something this engine has no problem with already!

    Pasi has fitted a set of Brembo brakes from a Leon Cupra R together with some S2 rear discs. This setup provides ample stopping power – when the tyres have something to grip on, of course. But then the 8.5 and 9.5x17in Fondmetal rims aren’t shod in your average ‘winter’ rubber; this thing runs proper studded tyres. However, when the snow has cleared and the sun returns to Finland, Pasi swaps to some girthy 10 and 11.25x17in wheels, which I’m reliably informed, look amazing.


    Aside from the rip-snorting engine and bullet proof transmission, there are plenty of other treats built into this supersnow saloon. Inside, it’s all about performance; anything that wasn’t required was chucked in the bin. All you’ll find now are go-fast aids, such as the multi-point roll cage (handy when you’re only ever a hairs breadth away from sticking it on the roof), a pair of deep Sparco buckets with 6-point harnesses, and a tactile Nardi wheel. Once snuggly ensconced within this setup, the driver can concentrate on the task in hand – going incredibly fast. A smattering of gauges keeps Pasi abreast of the engine’s health – and that’s about it.

    For me, the best bit of this monstrous little saloon is the looks. There’s no poncey ‘patina’ about this badboy. It’s battered, battle scarred, and proud – like those old fellas with flat noses you see in the pub – you can tell it’s lived an exciting life.

    The styling is heavily influenced by the Sport quattro – and why not? It’s one of the most iconic and downright cool looking cars ever made. There’s a Sport quattro-style front bumper, grille and even bonnet. The bonnet features vents to help cool the engine, but it’s not all show – it’s made from carbon fibre. And so is the roof for that matter.

    The front bumper has been viciously cut out to allow maximum airflow to the large intercooler and rad. To the rear you’ll find a Ur-quattro style bumper, plus a cheeky Audi 80 V8 rear light panel that’s been modified to fit and a cool looking rear diffuser. But, for me, the icing on the cake is the full set of custom steel fabricated arches designed to mimic the Sport quattro’s wide shouldered look. The rear doors have also been heavily worked on to complete the look – it’s as if Audi made a four-door Sport quattro. This Audi 80 looks squat, muscular and ready for business.

    So what’s next for this 600hp snow plough? Well, according to Pasi, the engine is being taken to 800-900hp for next season. Looks like things are set to get a whole lot crazier in Finland!

    Top: Front is all about the airflow Above: Ice, ice, baby...

    SPECIFICATION #Audi-80-GTE-Quattro / #1986 / #Audi-80-GTE / #Audi-80-Quattro / #Audi-80 / #Audi-80-B2 / #Audi-80-GTE-Quattro-B2 / #Audi / #Ur-S4 / #Ur-S4-AAN / #Audi-S4-01E /

    Engine #Audi-Ur-S4-AAN 2.2 5-cyl 20v turbo engine, #Eagle con rods, #Mahle pistons, upgraded piston pins, #Schrick high-lift cams, upgraded valve springs, Revo adjustable cam gear, #Dahlback-Racing pulley, 4in #Revo downpipe, #Holset-HX40 Super turbocharger, #Tial wastegate, custom intercooler, VW Vento radiator, 034 Motorsport coils, #Tatech ECU, 3in custom exhaust, #Fuellab fuel pump, fuel cell in boot.

    Power 603hp and 660Nm

    Transmission #Audi S4 01E six-speed box, 4WD, #Ojennus lightened flywheel, #Sachs Race 3-paddle clutch, S2 driveshafts

    Brakes SEAT Leon Cupra R #Brembo calipers (f/r), Leon Cupra R front discs, S2 rear discs

    Suspension: #H&R S2 coilovers, S2 anti-roll bars, faster steering rack (RS2), polyurethane bushes

    Wheels & Tyres Summer: RH ZW1 10x17in (f) with 11.25x17in (r), 235/45 (f) with 255/40 (r). Winter: Fondmetal 8.5x17in with 9.5x17in, 225/45 (f) with 245/40 (r) studded.

    Interior: #Sparco Evo racing seats, #Sabelt 6-point harnesses, roll cage, Nardi steering wheel, rear seat deleted, stripped interior, #VDO 300km/h speedometer, A’PEXi rev counter, #VDO gauges for boost, water temperature, oil temperature, oil pressure and voltage, #PLX gauges for fuel pressure and AFR.

    Exterior: Sport #Quattro -style front bumper, #Sport-quattro-style grille, carbon fibre bonnet with Aerocatches, VW Transporter front lights, Sport quattro-style custom steel wheel arches, custom steel side skirts, custom rear diffuser, Audi 80 V8 model rear light panel modified to fit, #Audi-Ur-quattro style rear bumper, carbon fibre roof.

    Tuning contacts/thanks www.erihinaus.fi


    Facing page: Pasi runs a towing company Top: Custom rear diffuser Above: Full cage and Sparco seats Left: Just the essential dials.

    “Big, four-wheel drifts are easy in this thing”

    Above: Big Holset turbo dominates the bay Below left: 20v turbo five makes over 600hp Bottom: Boot houses the alloy fuel cell.

    Above: Are you winding me up?! Below: The ultimate snow toy Bottom: Side-exit pipes.


    See it in action… To see a video of Pasi hooning around in some full-on Finnish snow, head to https://drive-my.com/en/social/stream/item/7610.html
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    RESTOMOD AUDI 80 RESTORATION MAN / #Audi-80-B2-Restomod / #Audi-80-B2 / #Audi-80 / #Audi / #Audi-80-Coupe / #Audi-80-Coupe-B2


    We have featured some rare Audis over the years but this subtle two-door 80 is one of the rarest breeds yet! Martin Barker is no stranger to these pages, neither are his weird and wonderful automotive reworkings. His latest, a RestoMod’d two-door Audi 80 from the mid-’80s, has got be our favourite yet. Words: Elliott Roberts / Photos: Nick


    Williams We’ve always been drawn to cars modified in a more subtle fashion. Big, brash and garish just doesn’t do it for us. We’re far more into cars that keep delivering the more you walk around them and start to delve a little deeper inside. Martin Barker’s latest creation is the perfect example. While ‘less’ may appear to be ‘more’ on first inspection, you soon begin to realise there is far more going on behind that near stock bodywork than meets the eye – far more than a nice set of rims with a killer stance.


    It’s safe to say there has been something of a run recently of old-skool barn-find cars that have been unearthed, given the once over, MoT’d, bagged with a nice set of wheels then job done. Now don’t get us wrong, there’s nothing wrong with that. It’s great to see old cars given a new lease of life. However, from a magazine article point of view, the story can begin to get a bit repetitive or boring after a while. Thankfully the project we’re here to talk about today is a little bit more involved. Okay, a whole heap more. As with most of Martin’s cars there’s far more going on behind the scenes than first meets the eyes. You only need clock the size of the spec panel to appreciate exactly what has gone into the RestMod makeover of his #1985 two-door ( #Audi-80-typ-81 ), 1.6-litre, automatic Audi 80.

    Imported from Germany in 2007 the poor thing can’t have known quite what hit it after Martin and its original UK-owner (non-other than Steve Denton of Stylehaus fame) got their hands on it. After quite some time under the knife, it appears the modding stick has been kind to this 30-year-old classic which has been brought up-to-date in the most complimentary way possible.

    It’s certainly not been a straightforward build or a quick one for that matter but makes for one hell of a story. We give Martin a good grilling to find out exactly what it takes to create a labour of love such as this. We also ask the more important question: having created something so unique and complete, what sort of mindset does it take to sell it on once complete? Yes, he’s only gone and sold it!


    Martin Barker – DRIVE-MY Q&As

    DRIVE-MY: Hey Martin, hope you’re well. It’s been a while since we last featured one of your cars ( #Drive-My 3/12, in fact). What have you been up to since then?

    Martin Barker: Settling down. Bought a new house and started a family! My daughter, Ada Molly, was born the following year. I’ve also spent quite a lot of time in the garage finishing the Audi ready for Wörthersee 2015.


    DRIVE-MY: I think at the time we ran your rail buggy you also still owned the Mk1 Scirocco you’re probably best known for, plus the car we’re here to talk about today. Bit of a hoarder, are we?

    MB: I certainly used to be! Not anymore. Fatherhood and a mortgage puts everything into perspective. My collection is now slightly diminished. Next year I plan to move into my new, smaller, workshop at home so even more of my hoard will find its way onto eBay, possibly the buggy or Golf, too.

    DRIVE-MY: So you still own the buggy and Scirocco?

    MB: I do still own the buggy and the Mk1 Scirocco, plus I have a track hack 1983 Golf GTI, but I’ve deliberately focused on the Audi for the last 18 months, although I did manage to squeeze in the odd day here and there to help out with the reinvention of Jay Mac’s Mk1 Golf (DRIVE-MY 03/15). As much as I love working on cars, though, these days I have other things to occupy my time.

    DRIVE-MY: Is it safe to say your taste in cars tends to lean towards the ‘dare to be different’ camp?

    MB: It’s not a conscious thing. I started out over 25 years ago with a Mk2 Golf like everyone else but one day I drove a Mk1 at Deutchcar and I was hooked. Back then Mk1 GTIs fetched a premium like they do today, but you could pick up a decent Mk1 Caddy for £300, so that’s what I ended up doing. I’ve had about ten of them over the years. It all unraveled when I met Mike Truluck of JabbaSport with his Mk1 Scirocco G60 in 1998.

    DRIVE-MY: What is it about VWs and Audis that drew you in to start with?

    MB: I’m not sure. I grew up in the world of rally cars, so by rights I should have a garage full of Mk1 Escorts and, of course, my dream car: the Manta 400. My dad always drove Mantas then switched to Nissan Sylvias, 200SXs and 300ZXs – not a front-wheel drive car in sight!

    DRIVE-MY: So are we correct in thinking this is an Audi 80 Coupé and they’re something of a rare breed, only available on the Continent and in lefthand drive?

    MB: Enter minefield. The German paperwork called it an ‘80 coupé’, but in the same way my old German imported two-door Mk1 Jetta was called a Jetta coupé. Neither are really coupés, just two-doors. To add to the confusion there is the ‘Audi Coupé’, which is based on the Audi 80 chassis and is a true coupé. This one is a typ81 face-lift and, yes, it is rare as 99% of them are four-door. The two-door was never available in RHD for the UK. It’s made rarer still because this is the car Audi used to build the mighty SWB Quattro, so the saloons like mine are sought after by replica builders. I was actually offered £4500 for just my rolling shell by someone looking to build a replica.

    DRIVE-MY: What year was yours produced and were they all automatics, too?

    MB: This one was built in 1985 and I’ve not seen another two-door auto. I’m not saying they don’t exist, just that all the two-doors I’ve seen have been 1.6 manuals. It’s difficult to imagine these days but back then the two-door was considered to be poverty spec! This one even has clear glass rather than brown or green tint. When I cracked the windscreen on the way home from Wörthersee 2008 I had to get the replacement from Audi Sport in Germany as it’s the windscreen used by the Sport Quattro.

    DRIVE-MY: Where and when did you discover the car and what condition was it in originally?

    MB: I bought it from Steve Denton, it was originally his creation and it was mint.

    DRIVE-MY: Were you looking for a new project at the time or did it just happen by accident?

    MB: I was definitely not looking for another project, I just fell in love with it.

    DRIVE-MY: Was it always your intention to modify the car from the start?

    MB: Well Steve had already started. The premise was always that I would do an engine swap. In fact, that’s all I had ever planned to do.

    DRIVE-MY: How much of the bodywork and paint remains standard or has it been fully repainted?

    MB: Steve had shaved the door mouldings and repainted the sides when I bought it. I also got him to repaint the bonnet, although I can’t remember why. Then while someone was borrowing the car they filled the boot with wheels and damaged it meaning that got repainted too. Obviously the bay has had a Devilbiss waved over it. Whatever is left is original and in time warp condition.


    DRIVE-MY: Was it a gradual build or did you carry out the work in one big push?

    MB: Gradual. I used it for a while as is was but the drive to Wörthersee in 2008 showed up the failings of the air-ride system and being a 1.6-litre, three-speed auto, well, 2500 miles at 80mph saw its demise.


    DRIVE-MY: Tell us more about the donor car/engine, how it went into the bay and why you opted for said engine in the first place?

    MB: Years ago my brother had a 2.8 V6 Audi 100; I said at the time I’d love to transplant the engine into something else. When the 1.6 died I started trying to source a V6 and soon realised I’d be better off buying a complete car. I bought a very low mileage 1992 80 V6 that had been traded in to a dealership in Manchester for £600. They had misdiagnosed a blown exhaust manifold gasket as worn tappets. The car was actually mint.


    DRIVE-MY: Is it safe to assume most time went into the engine bay preparation, as it’s pretty dam minimal under there?

    MB: I did the bay over a Christmas holiday; there are a lot of holes in an Audi 80 bulkhead! However, most of the work is under the dashboard. Removing stuff from the bay is easy compared to finding somewhere out of sight to relocate it to.

    DRIVE-MY: Please tell us the story behind the autograph on the engine cover; how did that come about?

    MB: That is the signature of the legend that is Alan McNish. My friend ‘The Darkness’ spotted Alan looking at the car while it was on the Players stand at Goodwood Festival of Speed. With feline agility he pounced and immediately got him into a headlock and forced him to autograph the rocker cover. Alan was turning blue by the time he’d found a sharpie…


    DRIVE-MY: What was the hardest part of the build (outside of the many hours spent on the bay)?

    MB: Converting it to stand-alone management.

    The factory management just couldn’t cope with my modifications, so stand-alone was the only choice. The fly in the ointment was that the TCU for the transmission was linked to the engine ECU, so it took a lot of work and development.

    DRIVE-MY: Which cars, if any, inspired the build?

    MB: US RestoMods; this was just my European take on the theme.


    DRIVE-MY: What sort of style would you class the car as if you had to categorise the look?

    MB: I’d hope that people would really consider it a RestoMod.

    DRIVE-MY: Some of your previous cars have been pretty full on. Did you have to hold yourself back with this one as not to go too over-the-top?

    MB: I knew exactly what I wanted from the car from the start and pretty much achieved it so the temptation to go over-the-top was never really there. Sure, I could have spent more money on things like custom stainless headers and a carbon fibre engine cover but it was already a couple of years behind schedule and Wörthersee was calling.

    DRIVE-MY: Wheels are obviously an important part of any project but as they’re one of the main visual changes outside and they tuck so well, we imagine a lot of thought went into the BBS you’re running?

    MB: Hmmm, not really I’m afraid. I had the E50s in stock for my Scirocco and realised they would look good on the 80 as they look bigger than the RSs. The tricky bit was that I had to make the outer rims as nobody makes a 1x15” for an E50.

    DRIVE-MY: Where did you originally source the E50s and what are the vital stats?

    MB: They came out of the loft of a Porsche guy I know. They’d been up there since the ’80s. They are very early castings; a pair of them are even possibly from the first production run according to an old BBS guy I met a few years ago.

    DRIVE-MY: Now, looking at some of your previous projects, you don’t strike us as the air-bag kind a guy. Was going for air an easy choice with this project or did you ever consider keeping it static?

    MB: Well it was already on air when I bought it so going static wasn’t an option. If I had kept the car the air-ride would have gone and the car would probably also have gained an S6 supercharged V6 and manual ’box. I’m certainly not an air-bag guy, now more than ever.

    DRIVE-MY: What’s it like to drive on the bags and with the V6 sat right up the sharp end?


    MB: Temperamental transmission aside, it’s lovely to drive and goes like stink. It doesn’t like corners too much but that’s more because the rear suspension on the FWD 80s is certainly not performance orientated.

    DRIVE-MY: How much of the work have you carried out yourself and who has helped with the project along the way?

    MB: Other than painting the bay (Chris B), the striping on the tanks (Neil Melliard) and the quilted boot panels (Trim Deluxe), I did everything myself. I don’t play well with others.

    DRIVE-MY: Now it’s all done, what’s your favourite part of the car?

    MB: The bay, although I do love the way the pinstriping worked out in the boot as well. Neil Melliard is a genius.

    DRIVE-MY: If you could do it all again, would you? And what would you change about the car, if anything?

    MB: I will never do it again! But if I had to, I’d do it the same, just better. I learnt a lot about the V6 and its transmission during the build.

    DRIVE-MY: What’s been your favourite moment of owning the car? Do any particular trips or shows stand out?

    MB: Wörthersee 2015 was certainly something I won’t forget, although maybe that’s for all the wrong reasons!

    DRIVE-MY: What kind of reaction do you get from the general public when they see it in the street?

    MB: It’s great because it appeals to classic car people as well as VW/Audi people. It gets lots of thumbs-up when out and about.

    DRIVE-MY: We were saddened to hear you had sold the car just prior our shoot. Any particular reason for letting it go?


    MB: There are a few reasons: first, I needed to thin out my hoard in readiness for moving into a smaller garage. Second, I came to the conclusion that air-ride is really not my thing. And, finally, because I realised that being the custodian of a car as rare and mint as this too serious a responsibility!

    DRIVE-MY: Are you working on any other projects at the moment or is there any particular car you’d like to put your own spin on next?

    MB: My Mk1 Scirocco is coming back! It’s been parked in the corner of my unit since 2007. Compared to modern show car standards it will be considered rough but that’s okay with me as I intend to drive it hard. It won’t have air-ride, it won’t be slammed and it won’t have hidden wiring… and I’ll love it.

    Inside is all period correct and as Audi intended with Nardi wheel, headunit and air-ride gauges the only non-factory parts present.

    Getting the 80 sitting like this has not been a case of chucking a set of bags on and hoping for the best, check the massive Dub Details box to see just how much custom work has been carried out.


    TECHNICAL DATA FILE DUB DETAILS

    ENGINE: 2.8 #V6 ( #AAH ) from 1992 #Audi-80-typ8C , Megasquirt V3 fully mapable ECU, #MSExtra software, MS2/Extra pre-3.4 Alpha 9 mounted to air box behind glovebox (similar to stock V6 location). Engine cover fabricated from two 1992 Audi V6 covers. BMW E30 M3 engine mounts (spacers on driver’s side to get engine level in bay). Modified stock Audi V6 fuel rail to use Ducati fuel pressure regulator mount fitted with the Audi V6 fuel pressure regulator (to clear engine cover). Bosch 044 copy fuel pump by Syntec, nylon 8mm fuel lines, stock fuel tank except larger fuel outlet added to suit fuel injection pump. Bottom hose made from donor V6 hose (thermostat end) and Mk2 Golf 1.8 carb bottom hose (radiator end). Heater line made from Mk2 Golf heater hoses/aluminium tube. Heater valve relocated inside car. Heater matrix reversed and Samco 180-degree hoses fitted to give room for relocated heater valve. Modified stock Audi V6 idle valve with electrical connector removed and replaced with an in-line connector (to clear engine cover). Megashift TCU connected via Canbus to ECU. Software version 5102. Fully mapable. Gear indicator on dash (custom). Airbox made from Mk3 Golf GTI 16v. K&N type filter mounted behind glovebox in location where factory air-con went. Screenwash bottle not fitted, electrical and hose connection in passenger footwell. Fluid bottles for power steering and brakes hidden under raincover in scuttle. Core from typ81 1985 Audi 80 1.6, end cans from 1978 Audi 80 1.6, cooling fans and cowl from V6 doner, wired so that both come on together. Front loom extended passing along inner wing behind wheel arch liner. Engine and transmission loom is stock except it runs along the top of the transmission, excess wiring removed. Custom 63mm stainless steel exhaust with single Edelbrock muffler. Baffles added by HRP to reduce noise. Downpipes fabricated from stock V6 downpipes, TIG welded. Bung added for wideband lambda for tuning. Shaved engine bay with battery relocated to boot. Audi Ur Quattro gearbox, shortened typ8C drive shafts from V6 donor, stock V6 donor Audi V6 CV joints. Stock typ81 subframe with mounts added for V6 engine and auto ’box. Clearanced for large inner driveshaft joints. Mounts replaced by CNC’d aluminium mounts from Ur Quattro. Steering damper removed and column extended to suit. Audi 097 four-speed auto from 1992 Audi 80 typ8C. Rebuilt prior to Wörthersee 2015 with new friction material and TCC valve replaced. Mk3 Golf power steering pump with custom mount to fit V6. V6 pulley redrilled to suit. Panhard rod reprofiled to clear exhaust and adjustable turnbuckle added to allow wheels to be centred in arches. Narrowed typ8C with lower ball joints replaced by rose joints to be adjustable.


    CHASSIS: BBS E50 7x15”, original 1970s Porsche 911 fitment, custom-made 1” outers, hidden ‘go kart’ valves on inner barrels (6” genuine #BBS Motorsport inner barrels). No dust seals fitted to rose joints. Porsche 944 spare wheel with Nankang 175/55 R15 tyre. Custom #GAZ front struts. Lowered and rotated steering arm to correct geometry for low running height. Universal Air Aero Sports springs. Air Lift universal Chapman struts and springs (rear). Air Ride Technologies Ride Pro FBSS solenoids. Pressure sensors fitted via custom adaptors. Mounted on boot floor Dakota Digital DHC2002 (ride height and pressure sensors) plus key fob remotes. Height sensors mounted to inner wings at front (behind wheel arch liners), rears mounted to false boot floor behind air tank. Unit mounted under driver’s seat. False floor for air install, tanks in Rolls Royce Chocolate with gold flake. Stripes by Neil Melliard. Two Viar 380C compressors. Stock typ8C hubs from V6 doner, 4x108 hubs redrilled to 4x100 to suit H&R Porsche adaptors. Lowered ball joints to improve roll centre Front brakes: 288mm with Girling 57 calipers. Calipers from 1992 Audi 100 V6, same caliper still in use by Audi today. Front discs are 2000 VW Sharan TDI discs 288x25, redrilled to 4x100 and the inner mounting face skimmed 3mm to match factory V6 mounting dimensions. Stock typ81 flexi hoses. Rear brakes: stock drums, 4x100, drilled for Porsche pattern studs. 4x100 tapped holes still there, but Porsche studs would need to removed first. Custom-made pedalbox hidden under dash. AP Racing CP2623 master cylinders with bias bar. 14mm front cylinder, 17mm rear.


    OUTSIDE: Side rubbing strip and mirrors deleted. Audi 90 front and rear lights. Indicators relocated into headlights. Rear lights tinted red including reversing light. Clear glass all-round.

    INSIDE: #1992 #Audi-80-V6 donor instruments modified to fit stock 1985 cluster. Stock interior except Nardi wood rim steering wheel and air-ride controls in console. VDO console gauge mount and loom sourced from German GTE. Gauges from donor V6.

    SHOUT: My beautiful girls Georgina and Ada, Joe at Trim Deluxe, Roger at Pro Design Scooters, Jaymac, Pat and not forgetting The Darkness.
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