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    Rest and recuperation
    OWNER: Sanjay Seetanah

    / #1981 / #BMW-323i-Top-Cabrio / #BMW-323i-Top-Cabrio-E21 / #BMW-323i-Cabrio-E21 / #BMW-323i-E21 / #BMW-E21 / #BMW-3-Series / #BMW-3-Series-E21 / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E21 / #BMW / #M20B23 / #BMW-M20 / #M20 / #BMW / #BMW-323i-Baur / #BMW-323i-Baur-E21 / #BMW-323i-Baur-Cabriolet / #BAUR / #1981-BMW-323i / #1981-BMW-323i-E21 / #1981-BMW-323i-Baur / #Bosch-K-Jetronic / #Boxd

    It’s been a few months since I last wrote an update on my Baur Cabriolet, but it has been in regular use and pretty much my everyday car. Since I bought it in August 2015 I have added around 10,000 mies to the 106,748 it showed then, even though it spent most of 2016 being restored. It’s certainly getting more use than it had with the previous owner.

    Post-restoration snags carried on into 2018. We had to get the boot repainted because it was patchy in places, and the rear quarter panels started to show signs of rusting, as did a small area around the rear quarter windows, the battery support plate came away altogether and had to be bolted back into place. Maybe they didn’t get rid of all the rust...

    With everyday use, things are likely to go wrong at some stage with a 38-year-old car. During restoration we reconditioned and re-used as many mechanical parts as possible, but more work was soon needed. A whining noise from the front, like a quiet jet engine, turned out to be the wheel bearings so I had all of them changed, front and rear. Next was a horrendous clicking noise underneath from a disintegrating exhaust downpipe. Exhaust parts for right-hand-drive E21 BMW's are like hens’ teeth, but a pair of new-old-stock downpipes showed up on eBay only an hour away, in Marlborough - sorted!

    Next, a grinding clutch release bearing, replaced along with the rest of the clutch. And then, towards the end of the summer, I started having to top up the coolant more frequently. All seemed well on a compression test, so it’s probably not a leaking head gasket. Finally, the oil-pressure light started to glow when idling.

    I met up with Sam Lawrence, at Boxd in South-east London, a new and very popular storage facility. Boxd offers a maintenance service, too, so while your car is in storage they can, for a fee, tinker with it during the winter so it’s niggle-free when you have it back in the spring.

    With that oil-light problem I didn’t want to risk driving the BMW, so I had it transported to Boxd for the technical staff there to assess, they found plenty to keep them busy, the clonks on braking and cornering were from a poorly fitted alarm, found rolling loose in the scuttle area, there was a smell of petrol, requiring a check of hoses and clips around the tank and pump, they will check the whole cooling system for leakage, and fix an oil leak by replacing the sump gasket while carrying out a service. As for the indication of low oil pressure, they’ll start with the warning light’s switch.

    What else? A new seal should stop the major water leak past the offside rear light cluster, the rear silencers will be renewed, blown dashboard bulbs will be replaced with LEDs, and the heater fan made quieter, the non-responsive lever for cold air will receive a new cable, if necessary. Reinstating missing washers in the (loose) wiper mechanism should fix a leak into the scuttle, and the bonnet needs a new torsion spring, the headlights are dim, too - might they deserve an upgrade?

    I’m hoping there will be time to tackle most of the above by spring but, with such a mild winter to date, I am missing it already. Worse, I’m surfing the net to find more Baurs for sale. I must be mad.

    Top and left: BMW has luxury transport, by Classic Automotive Relocation Services, to its winter retreat and health spa at Boxd.
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    Shark Hunting
    CAR: 1981 BMW 323i TOP CABRIO
    OWNER: Sanjay Seetanah

    / #1981 / #BMW-323i-Top-Cabrio / #BMW-323i-Top-Cabrio-E21 / #BMW-323i-Cabrio-E21 / #BMW-323i-E21 / #BMW-E21 / #BMW-3-Series / #BMW-3-Series-E21 / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E21 / #BMW / #M20B23 / #BMW-M20 / #M20 / #BMW / #BMW-323i-Baur / #BMW-323i-Baur-E21 / #BMW-323i-Baur-Cabriolet / #BAUR / #1981-BMW-323i / #1981-BMW-323i-E21 / #1981-BMW-323i-Baur / #Bosch-K-Jetronic

    Have you heard classic BMWs described as ‘sharknose’? Sharknose-era BMWs were manufactured from the 1960s through to the late ’80s and represent a crucial period in BMW’s history. They can be as different as they are similar. Some were built for racing, some were built for families.

    Some featured cutting-edge technology, others were a little more basic. What brings them together is a common design aesthetic. They range from the Neue Klasse models of the ’60s through to the M1 and E28 (the second-generation 5-series), taking in the CSA, CS and CSLs and the earlier 3-, 5-, 6- and 7-series along the way.

    Now the #BMW-Car-Club has introduced a new umbrella group called the Sharknose Collection, and I was delighted to be asked to attend a gathering of cars from this collection to produce a video for the club’s website. As club secretary Richard Baxter says: ‘These cars are now becoming sought after yet finding parts and specialists can be difficult. The Sharknose section of the club aims to give cars and owners a collective platform at shows, to help with parts and accessories, to share technical days, and allow networking with fellow owners.’

    The pressure was on to get my Baur looking as good as possible, given the company that it was going to be with. I contacted Joseph Crowe, owner of Knowl Hill Performance Cars in Maidenhead (www.knowlhill. com), and he obligingly ensured that the car was machine polished to look its best.

    Gathered together for the shoot were some of the very best examples of sharknose BMWs in the UK. In the picture, above, from left to right are Stu and Lizzy Blount’s grey #BMW-E28 / #BMW-M5 / #BMW-M5-E28 , Tony Wilkes’ beige #BMW-E3 , Georg Champ’s red #BMW-2002 , Sam Lever’s blue #BMW-3.0-CSL-E9 , Trevor Gude’s white #BMW-E12 / #BMW-M535i-E12 , my own BMW-323i Baur Top Cabrio and Kos Ioizou’s beautiful red #BMW-635CSi-E24 . I was amazed at the depth of knowledge and passion for the cars shown by all the owners – the future of these classics is safe in their hands.

    The Club is looking for ownership and restoration stories to share in its monthly publication Straight Six and hopes to attract owners of cars not yet known about. Cars from the Sharknose Collection will be on show at several events this year, including Masters at Brands Hatch on 26-27 May; Sharknose Europe at Rosmalen, Holland, on 23 June; Silverstone Classic on 20-22 July and the club’s National Festival on 12 August at the British Motor Museum in Gaydon. There’s more info at and I hope I will get along to at least one or two in the Baur.

    Above and below Sharknose Collection members lined up some of the UK’s finest examples, including Sanjay’s 323i Baur cabriolet.
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    A question of #safety

    CAR: #1981 / #BMW-323i-Top-Cabrio / #BMW-323i-Top-Cabrio-E21 / #BMW-323i-Cabrio-E21 / #BMW-323i-E21 / #BMW-E21 / #BMW-3-Series / #BMW-3-Series-E21 / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E21 / #BMW / #M20B23 / #BMW-M20 / #M20 / #BMW / #BMW-323i-Baur / #BMW-323i-Baur-E21 / #BMW-323i-Baur-Cabriolet / #BAUR / #1981-BMW-323i / #1981-BMW-323i-E21 / #1981-BMW-323i-Baur / #Bosch-K-Jetronic

    OWNER: Sanjay Seetanah

    Winter came and went and I haven’t carried out all the improvements on the BMW that I’d hoped to. But there’s a major incident to report. We came back from holiday in early December and there was a strong smell of petrol throughout the house. It was coming from the garage and – specifically – from the BMW.

    I took the car to Automo (, where it had been restored, and it turned out that there were several problems to fix. Later six-cylinder E21s were fitted with an extra fuel tank, connected by a link pipe, plus extra venting, an expansion tank, connectors, clamps and so on, which means a host of possible weaknesses. Access to most can be gained only via a hole in the bodywork under the rear seat base. Automo traced a leak to the connecting pipe between the two tanks – and also the fuel cap, which I had not fully closed…

    Even with the problem diagnosed and fixed, there is still a distinct smell of fuel around the car, especially on a full tank, so further investigation is required.

    The other improvement I managed to complete was to fit new seatbelts. The old ones were difficult to pull out, did not fully retract, and were prone to catching in the doors. The rear belts were covered in red paint overspray too, so I was keen to get them sorted.

    I called on the help of Stuart Quick at Quickfit SBS (www., a family-run business created by Stuart’s father Bill Quick, which has been fitting seatbelts to cars since the early 1960s, well before they even became a legal requirement. Of course, if your car was originally manufactured without seatbelts, you are not required by law to have them fitted. However, passengers under 12 years of age must be strapped in whether your car was manufactured with seatbelts or not. And if you’re planning to use your classic on a tour or long trip, seatbelts are a worthwhile safety upgrade.

    Quickfit can retrofit periodlooking seatbelts that will not look out of place.

    In making the Cabrio, Baur adapted the rear seatbelts of the E21 saloon. The saloon’s mounting points are fixed to the rear pillars but, in the Cabrio, the belt housings were moved to a position in the boot, under the rear parcel shelf. This required parts to be made specifically for the Baur, and they are now extremely hard to find. Quickfit also advised that the webbing itself needed to be changed, as well as the reels and mechanisms.

    The result is that all the seatbelts now work perfectly.

    Above and left #Quickfit-SBS made up new seatbelts from scratch to fit the Baur, which has unique mountings in the boot space for the rear belts; Baur’s red paint glows against the backdrop of a WW2 hangar at Bicester Heritage.
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    Time to get the rot sorted

    CAR: 1981 BMW 323i TOP CABRIO
    OWNER: Sanjay Seetanah

    / #1981 / #BMW-323i-Top-Cabrio / #BMW-323i-Top-Cabrio-E21 / #BMW-323i-Cabrio-E21 / #BMW-323i-E21 / #BMW-E21 / #BMW-3-Series / #BMW-3-Series-E21 / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E21 / #BMW / #M20B23 / #BMW-M20 / #M20 / #BMW / #BMW-323i-Baur / #BMW-323i-Baur-E21 / #BMW-323i-Baur-Cabriolet / #BAUR / #1981-BMW-323i / #1981-BMW-323i-E21 / #1981-BMW-323i-Baur / #Bosch-K-Jetronic

    The original pitch from the advertising agency that proposed BMW’s now legendary slogan was made back in 1974 and was therefore used in the various campaigns for the launch of the new E21 in 1976. But is there any truth in it? Was it really the #Ultimate-Driving-Machine ?

    The Baur is a fantastic little car and such great fun to drive, with oodles of power. I have enjoyed using it so much that it has become my everyday car; there is only one set of keys I look for whenever I go out (without being disloyal to the DB7, of course). It is so perfectly at home on modern roads and motorways that it is hard to believe that this is a car designed in the early ’70s; it feels so comfortable in all conditions. The driving position is excellent with good visibility all-round, and on motorways the car is very quiet inside the cabin, unbelievably so for a convertible built 35 years ago. This car must have been so over-engineered in its day.

    BMW even had an ad campaign claiming that, with the top down and driving in the rain, the design of the ‘targa’ roof meant that you would still stay dry inside the cabin, as the rain would be deflected away. I will put that to the test in due course.

    As you can see, I am full of praise for the 323i and rightly so I think. What other five-seater convertibles were there in the early ’80s that boasted disc brakes all-round (vented at the front), a 143bhp six-cylinder engine with five-speed gearbox, 0-60mph in 8 seconds, a top speed of 120mph, and driver comforts such as central locking, electric mirrors, three-speed windscreen wipers and even headlight wipers. This car was so far ahead of its competitors that I think BMW had every right to use that ‘Ultimate Driving Machine’ slogan.

    At £12,000 new it wasn’t cheap but it meant you were driving what was probably one of the most well-engineered cars of its day. That price also meant that it appealed to owners who could afford to maintain them. I am lucky to have found one that I know has been very well looked after and garaged for much of its life. That said, the model suffered from corrosion and, although mine looked OK, it was impossible to tell what was lurking beneath. There was superficial rust all over the bodywork, not terrible but I could see that some work needed to be done. As winter approached I was faced with a dilemma: should I face up to it now or wait another year?

    A chance meeting with Chedeen Battick, owner of Slough restoration company Automo (, set the cat among the pigeons.

    Chedeen and I met at the launch of a car he had designed for a Jaguar re-creation manufacturer. The work that he had engineered was impressive, so when he said that he had been let down on a job and could get my car in to take a closer look at the paintwork, I couldn’t turn down the opportunity.

    The plan is to strip it down to see what needs to be done. I’ll report back next time but I am very excited about the prospect of getting the bodywork sorted out.

    THANKS TO BMW Classic Group,
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    Fine tuning 1981 BMW 323i


    / #1981 / #BMW-323i-Top-Cabrio / #BMW-323i-Top-Cabrio-E21 / #BMW-323i-Cabrio-E21 / #BMW-323i-E21 / #BMW-E21 / #BMW-3-Series / #BMW-3-Series-E21 / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E21 / #BMW / #M20B23 / #BMW-M20 / #M20 / #BMW / #BMW-323i-Baur / #BMW-323i-Baur-E21 / #BMW-323i-Baur-Cabriolet / #BAUR / #1981-BMW-323i / #1981-BMW-323i-E21 / #1981-BMW-323i-Baur / #Bosch-K-Jetronic

    Most of the saga of getting my Cabrio back on the road was covered last month. All except the story of its fuel injection. And #Bosch K-Jetronic is notoriously difficult to get right. There was a strong smell of fuel and the car was running rough and revving high at idle. Then, during the early summer months, it started to run hot.

    The temperature gauge needle should sit exactly in the middle of the dial when the engine is up to temperature, but it was creeping over the ¾ mark. I tried to diagnose the fault myself, and changed the sender unit – but no difference. So I changed the thermostat, but no. Could it be the water pump? No, that was fine too. Could it be the head gasket? Gulp! I took the car to #Munich-Motors in Wokingham, where Clive Sanchez has been specialising in older BMWs for several years. He soon had the Baur running smoothly again.

    The overheating turned out to be a faulty new thermostat! And fine-tuning the K-Jetronic injection was a relief, as the car had been guzzling fuel, but it was now returning a respectable 28mpg. Felt quicker with it, too. There have been several other minor problems, such as the alternator which I replaced (from #Linwa-Motors in Lancashire). I drive the car every day, but I don’t want to continue using it throughout the winter months and it’s too nice to be kept outdoors so I think I will store it until spring.

    There are many things that I want to improve, though some parts are near-impossible to find, especially in right-hand-drive form. The seats are creaky and could do with re-padding and springing. I have managed to source some original seat fabric from #BMW-Group-Classic which was an absolute find: a project for the winter.

    Above With the fuel injection sorted and a faulty thermostat replaced, the Baur Cabrio is now a star performer.

    THANKS TO Jeroen De Laat at; Benjamin Voss at BMW Group Classic,; Clive Sanchez at Munich Motors, munichmotors.; Ian Thompson at Linwar Motors,; Chedeen Battick at Automo,
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    True To Its Roots
    With double the power of a stock Mercedes-Benz 380SL R107, and restyled using factory pieces, the R 107-based #DMS 4.7 is a glimpse into the ’80s that could have been. Words And Photography By Jeff Koch / Illustrations Courtesy #Neil-DeAtley

    Original concept illustrations showing the front, rear and side of the proposed DMS 4.7. The stunning finished product strays little from the illustrations, down to the color and wheel style.

    Neil DeAtley had issues with the Mercedes-Benz-380SL-R107. Considering Mercedes’ great motorsport history, much of it achieved with cars called SL — the race-winning and technologically advanced 300 SL gullwing, the W198 roadster models, the delightfully chuckable W113 series — the 380SL R107 of the early 1980s stood firmly at odds with that history. With just 155 emissions- strangled horses under the hood, and pushing two tons at the curb, the SL managed to be neither Sport nor Leicht (Light) as its name suggested.

    Neil himself was working on making some of his own history with the machine dubbed by wags as the panzerwagen. Racing historians among our readers may recall that DeAtley Motorsports won the 1983 SCCA Trans-Am championship in a pair of Camaros driven by David Hobbs and a young Willy T. Ribbs. What fewer will recall is that, for two arduous seasons before championship glory showered laurels and champagne and sweetmeats upon him, Neil ran a single-car Trans-Am effort using the R107 Mercedes SL as his steed, the number 45 on its doors and the late Loren St. Lawrence as his driver. It was an entirely independent effort, with no factory backing for what was then a not terribly high-visibility series.

    The ’1981 and ’1982 seasons were rough going for DeAtley Motorsports, and there wasn’t much glory in it. The team’s best start was second at Road America, though they only completed eight laps. Its best finish in 1981 was at Trois Rivieres, starting 15th and finishing in 8th, taking home a cool $1,000 in prize money. The ’1982 season was stronger, perhaps thanks in part to an influx of sponsorship cash (see sidebar), finishing half of the eight races under its own power: as high as 7th at Sears Point and a career-best 6th at Road America. If nothing else, the DeAtley Motorsports crew back at the Salem, Oregon, works had learned what it took to make an R107 perform at or near the front of a pack of much newer cars that were, in the main, lighter and better suited for on-track derring-do.

    But there was another issue at play. Neil owned Columbia Motors of Kennewick, Washington, in the early 1980s, one of the Pacific Northwest’s larger Mercedes dealers. He had a vested interest in moving metal; anything that prevented him from doing that was a concern. The 380 SL’s sitting in his showroom did not reflect even a whiff of his race team’s efforts. While hot five-liter versions of the SL stayed home in Europe (and occasionally strayed stateside, thanks to gray-market importation loopholes), the light-duty 380 SL became the unofficial cars of Ladies Who Lunch in America’s swankier metropolitan power centers.

    Also, by the mid-’80s, the R 107’s early ’70s style looked positively fossilized. Today, we can natter on about the SL’s style, throwing terms like classic and enduring, but they’re just euphemisms. The R 107’s shape had not significantly changed, beyond bumpers, since its early ’70s introduction; aerodynamic efficiency was an ’80s buzzword, and the SL was designed in an era when such things were not taken into consideration. Many wondered why Mercedes was taking so damned long to update its hearty perennial, the SL. Neil DeAtley was one of those people.

    Unlike the contemplative many who stroked their chins and pooh-poohed the reality before them, Neil did something about it. That something is the machine you see here: the DMS 4.7. A fully functional prototype for a low-production SL meant to be sold through his dealership and beyond, the DMS 4.7 was a clean update, using Stuttgart parts; it made you wonder why Mercedes couldn’t execute its own facelift with such aplomb.

    Neil started with a 1975 450SL off his dealership lot. The blunt face of the R 107 was smoothed back to something far more in keeping with the style of early ’80s Mercedes. Out went the four round sealed-beam lamps and bumper jutting out nearly a foot in front of the body; in came a more aero-friendly vision, utilizing a contemporary Mercedes SEC grille and headlamp/turn signal units. The hood and front fenders were based on Mercedes originals, but had extensions that were seamlessly hand-formed in steel. New fiberglass front and rear bumper covers were carried down the side of the car visually with new rocker panels. Trim was largely either blackened or painted body color (grille and wheels aside), in keeping with the then-fashionable ’80s monochrome vibe. Slather it in hooker-lipstick red, and you can’t help but look.

    With looks like that, there had better be the guts to back it up, and luckily there were. The four-and-a-half liter iron-block V-8 was bored out to 4.7 liters, and was given the usual array of hot rodding tricks: a port-and-polish job on the factory aluminum cylinder heads, forged Arias pistons that (in combination with the worked heads) bumped compression to 10.5:1, a set of high-lift cams, and tubular headers. These items alone were said to nearly double the power of a stock 380SL — 297 horsepower. Away went the mandatory automatic transmission, and in came a slick-shifting Getrag five-speed. Noted racing photographer Pete Lyons saw 138 MPH behind the wheel, and (in his Car and Driver story) claimed there was more left when he had to back out of it. Put up against a contemporary 380 SL, with its terminal velocity of 115 MPH, the promise of 140 sounded pretty good.

    The suspension was sharpened up as well. Bilstein gas shocks and adjustable anti-roll bars front and rear joined with higher-rate coils (420 pounders in front, 320 pounders in back) to help lower the ride height three-quarters of an inch and to prevent acceleration squat, brake dive and rolling in the turns. The rear suspension arms were altered at their pickup points, so that camber change would be minimized. Brakes were fourwheel Lockheed discs: 13 inches in front, 11 inches in the rear, although production models would have used standard calipers and more aggressive brake pads. Sixteen-inch V-rated Goodyear Eagle tires (sized 225/245) were fitted to Centra wheels, seven inches in front and eight inches wide in back.

    The cockpit was also massaged to contemporary standards: power Recaro buckets, leather-trimmed to match the rest of the interior; new door panels featuring accents made of Zebrano wood; Wilton wool carpeting; the finest Alpine stereo system the mid-’80s had available; a leather boot for the five-speed’s closethrow shifter. What price exclusivity?

    Well, about $75,000 in 1985 dollars, which sounds slightly less mad when a new 380 SL was in the $43,000 range and the engine work alone ran to $15,000. Alas, as is often the case with such flights of fancy, the DMS 4.7 didn’t sell. Two were made, and Neil himself retains this example in his extensive personal collection of Mercedes models (roughly two dozen postwar three-pointed stars light up his garage).

    It’s clearly Mercedes, clearly ’80s, and has more than a whiff of AMG about it, even though the famed tuning house had nothing to do with its creation. It still wasn’t light, pushing 3,800 pounds at the curb, but there was no doubt that the Sport part of the SL’s moniker had returned to the equation. A legacy of the DeAtley Motorsports contribution to the Trans-Am wars? Absolutely, although we suspect that the race car was more famous, and got more visibility, than the DMS 4.7. Today, with three decades of hindsight at our disposal, the DMS 4.7 looks like the missing link between the R107 and the 1990 R129 — a high-performance ’80s Mercedes SL that never was. It makes us wonder what might have been.

    Weekends were made for… Trans-Am racing?

    With its privateer 450SL R107 effort, DeAtley Motorsports ushered in an innovation that didn’t get a lot of credit at the time: bringing big-name sponsorship to a Trans-Am car.

    Recall that the factory Trans-Am teams of the ’60s didn’t sticker their cars up like a NASCAR racer, rather using only contingency sponsors and manufacturer graphics. This clean-flanked approach remained through the Trans-Am series’ privateer ’70s. In 1981, DeAtley Motorsports entered SCCA Trans- Am in its privateer Mercedes-Benz 450SL. The late Loren St. Lawrence drove that car for the entirety of the 1981 and ’82 seasons.

    But something changed toward the end of 1981: For the last three races of the 1981 season, the formerly white SL was now black, and sported foot-high lettering for Michelob beer across each door, and the hood. The livery remained in 1982.

    Now, who can say which came first, but according to St. Lawrence’s obituary (he died in 2014), he was hired as the director of motorsports marketing and sponsorship for Anheuser-Busch in 1982. It cannot be a coincidence that a Michelob beer sponsorship appeared on the side of the DeAtley SL starting in late 1981, and running clear through to the end of the 1982 season. Can it?

    There’s no mistaking the cabin for a Mercedes, although it looks a bit more welcoming to the serious driver, thanks to the leather-covered power Recaro chairs and the manual shifter poking up through the console. Real Zebrano wood inlays added an extra touch of class.

    The engine looks stock enough, but the usual hot-rod tricks—an overbore, hotter cams, porting and polishing the heads— brought the DMS to within spitting distance of 300 hp.

    TECHNICAL DATA / #1975 #Mercedes-Benz-450SL-DMS-4.7-R107 / #Mercedes-Benz-450SL-DMS-4.7 / #Mercedes-Benz-450SL-R107 / #Mercedes-Benz-R107 / #Mercedes / #Mercedes-Benz / #Mercedes-Benz-SL / #Mercedes-Benz-SL-R107 R107 / #Mercedes-Benz-R107 /

    Engine SOHC #V8 , iron block and aluminum cylinder heads
    Displacement 4,679 cc (286-
    Horsepower 297 @ 5,500 RPM
    Torque N/A
    Compression ratio 10.5:1
    Induction #Bosch-K-Jetronic fuel injection
    Gearbox #Getrag five-speed manual
    0 to 60MPH N/A
    Top speed 138+MPH*
    Overall length 178.4 inches
    Overall width 70.5 inches
    Overall height 50.5 inches
    Wheelbase 96.9 inches
    Curb weight 3,800 lb.
    *Source: Car and Driver, February 1985
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    Driven: #Audi-Quattro We get out to test drive some proper automotive legends. This month we go all Gene Hunt and “fire up the Quattro” (you schlaggggs)!



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

    THE DRIVE...

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

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

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


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

    / #1981 #Audi-Quattro-UK / #Audi-Quattro-Turbo /
    PRICE NEW: £15,037 ( 1981 BASIC PRICE)
    PRODUCTION: 1980-1991
    POWER: 197BHP, 310LBFT

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

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

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

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


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

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


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

    Pub Ammo – Audi Quattro

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


    “Fire up the Quattro! Shut it, you slaaaaag! Apples and pears. My old man’s a dustman” And so forth! All right, I never watched Ashes to Ashes, but that ¬ first ubiquitous phrase is as much a part of the TV-inspired everyday lexicon as “D’oh!”, ‘‘Here’s one I made earlier” and “We were on a break”. You almost feel sorry for the owners of UR-Quattros, as they must hear the bloody thing every day of their lives. Almost, yes, but not quite. Because the pay-off for having gawping bystanders relentlessly ¬ ring TV catchphrases at you is that, er, you get to own a Quattro. And having actually driven the timeworn (but feisty) red example in these very pages, I can con¬firm that this must be a very good thing.
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    The story behind the very first 0001 R5 Turbo ever made, restored and back on the road.

    The Original / Words Davy Photos Etienne Crebessegues


    If you were to draw up a list of the most iconic performance French cars of all time, chances are the Renault 5 Turbo, especially in full-fat Phase 1 guise, would be very near the top. This car has passed into Régie legend, and its Group B exploits, particularly those stunning giant killing performances with Jean Ragnotti behind the wheel, are burned bright into the memory of any Renault rally fan. Of course as awesome as the competition car was, the road cars were what really captured the public's attention.

    At launch at the #1980-Brussels-Motor-Show , the unassuming hatch caused quite a stir, and a brief look at the spec shows why – a rev-happy, pushrod 1.4 located longitudinally in the middle of the car which, thanks to a Garrett turbo, could push 158bhp to the rear wheels. The 3576 cars built between 1980 and 1984 were assured a place as modern classics from the start, and have always been highly prized by collectors. That said, while all R5 Turbos are special, some are more special than others.

    The car you see here looks much like any other, but it has a fascinating story to tell, one that stems from it being the very first R5T to roll off the line. This means that it spent the first few months of its existence in wholly spectacularly fashion, being photographed for a wealth of Renault promotional material, and even being driven to within an inch of its life by none other than Mr Ragnotti himself! Being the first car meant that it was (along with 399 other examples) a Turbo 1, and one of the cars built by Renault so that the FIA would allow them to take the car rallying. You'd assume, with a pedigree like this, the car would've been snapped up by a private collector, or at the very least used for clubman level rallying, but no. Chassis 001 was in fact sent to a regular dealership in Southern France where it was sold to a man who had no idea of its provenance and used extensively for a number of years. Time and extensive use took their toll – these were always highly strung, extremely specialised little buzz-bombs at the best of times – and eventually the first owner tucked the slightly tired R5 away in a garage, where it stayed for the next 25 years!

    The story might well have ended there and then, had the man's nephew, a Mr Cedric Lelon, not begun asking questions about the rally legend gathering dust in the garage. Eventually, Cedric convinced his uncle to let him take the car, and began the, not inconsiderable, task of unearthing it from under a quarter of a century's worth of boxes and stored household paraphernalia. We don't know what Cedric's actual words were when he finally wheeled the car out into the sunshine and was greeted by the plaque on the dash stamped '0001', but we're willing to bet it was some kind of Gallic swear word! (Zut alors! or Mon Dieu perhaps? – Davy)

    Further research into the car began to shed light on its history, including its starring role in most of Renault's official launch literature for the R5T. The clincher? A trip to the Renault History Collection with the car in tow to allow some experts to give it the once over, plus the small detail of a subtly sunken fuel filler cap. All other examples have a slightly different cap position, but Cedric's was noticeably deeper, a detail that corresponded with the various period photos he'd amassed. Of course, simply identifying this R5T as the first didn't mean it hadn't suffered.

    Despite the low mileage covered, it'd still spent a long, long time in a non-too weatherproof garage. Though the majority of the panels could be saved with painstaking metal work, the aluminium bonnet, hatch and roof had all taken the full force of years of household detritus, something that delayed the bodywork restoration yet further. While this was being undertaken by a specialist, Cedric was stripping down the C-type engine, five-speed gearbox and suspension, the rear of which was actually a modified version of that found in the old A310 Alpine, so wishbones and springs replaced the regular car's torsion beam. Though calling the engine tired would probably be being charitable, it was at least in a salvageable state, and it came together nicely once Cedric had honed the bores, fitted new piston rings, gaskets, and given the K-Jetronic injection system and #Garrett-T3 a rebuild.

    After more than a year of steady, painstaking graft, the car was finally back together, looking just as good as it did in its press heyday, thanks to a respray in OE red. The distinctly old school four-pot grumbled into life and, after some careful fettling, fell into an even, perfect idle. Since then Cedric has used the car extensively for shows, plus the odd back-road blast – and can you really blame him? This is a car that was built to tackle twisty, demanding French Asphalt roads, and it's the surface that it well and truly succeeded on, clinching a number of world rally victories before the sheer grunt of the Quattro overwhelmed it. Not that Cedric minds, he now has one of the most significant examples of what might well be the most iconic of all hot classic French cars.

    TECHICAL DATA SPECIFICATIONS #1980 #Renault-5-Turbo / #Renault-5 / #Renault /

    ENGINE: #Cleon-Fonte / Longitudinal, mid-mounted 1397cc four-cylinder 8v, 7.0:1CR, 76x77mm bore x stroke, #Garrett-T3 / #Garrett turbo blowing 0.9BAR, intercooler, #Bosch-K-Jetronic / #Bosch mechanical fuel injection, front mounted radiator and battery.

    TRANSMISSION: Five-speed gearbox, uprated clutch.

    BRAKES: Discs all round power assisted.

    Front: Uprated spring and damper package, ARB.
    Rear: Double wishbone arrangement, uprated springs and dampers, ARB.

    WHEELS & TYRES: 13in Split rims, Michelin tyres 190/55HR340 (front), 220/55VR390 (rear).

    INTERIOR: Renault 5T1 interior with red vinyl, dash and door cards, blue carpeting over engine and floor, various boost, engine temperature and oil pressure gauges.

    EXTERIOR: Renault 5T three door bodyshell in OE red, aluminium doors, roof, bonnet and boot, wide arches with cooling vents, fibreglass bracing in front.
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    In terms of shouty Fords, the Sierra XR4x4 was a bit of an odd duck. It didn’t really know what it was, some people still don’t understand them. However, that doesn’t detract from the fact the XR4x4 has now achieved classic status. Chris Pollitt /// Bruce Holder

    When the #Ford Sierra hit the roads back in the early ‘80s, it was something of a sensation. The motoring public weren’t actually ready for it, something that makes sense when you consider the incredibly formulaic Cortina was the Sierra’s predecessor. The ‘jelly mould’ as it was affectionately nicknamed due to the liberal use of curves within its design, soon won motorists round. It had the familiar rear-wheel drive of the Cortina, it drove incredibly well thanks to the transition to independent rear suspension, it was spacious, and it was also frugal. It was all things to all men, basically. However, Ford wasn’t satisfied with making a good car – it wanted the Sierra to be a great car. It also wanted the Sierra to further trounce its rivals by being a performance car, too. The question was, could a car that had been built and originally marketed to be the dictionary definition of a car, nothing more, nothing less, a car that had taken that role on with aplomb and huge success, be a performance car too? Would that be stretching things a bit thin? There was only one way to find out.


    The groundwork for a sporty Sierra had already been set out two years prior in #1983 with the Sierra XR4i. It was drastic in its differences to the normal Sierra thanks to its big, twin rear wing, sporty bumpers and, of course, the fact it had lost two doors. Despite its obvious origins, it still stood out on its own. Add the 2.8, fuel-injected Cologne V6 engine from the Capri, and you’re onto a winner.

    Okay, so it wasn’t the fastest car to ever hit the road, but at least it showed what the Sierra could be. It was also a good precursor to the mighty Cosworth variant, which, like the XR4x4, was also due in 1985. Unlike the XR4x4 though, the Cosworth was a homologation special, designed and built so Ford could windmill into the world of Group A Touring Cars. This was reflected in its £15,950 price tag, which would have bought you a house in #1985 .

    The XR4x4 was to be a bit more ‘everyman’. It was also a chance for Ford to show the motoring world that it too had a grasp of four-wheel drive technology, something Audi and Peugeot were flaunting with a great deal of success in the world of rallying. However, unlike contemporary cars that offer four-wheel drive as feature and benefit, the XR4x4 chose to shout about it care of specialised badging and trim options. The ‘80s were a time that saw marketing men easily pleased, so to them, it seemed like a good idea. The system employed to deliver power to all four wheels consisted of two viscous coupling limited-slip differentials, with the front driveshaft actually going through the sump. The power from the V6 engine was split 36/64 front/rear and in theory it made the Sierra XR4x4 a capable and agile machine with bucket loads of grip. Though, as we said, that was only in theory.


    Despite being the best part of £10,000 cheaper than the Cosworth, the XR4x4 wasn’t a massive seller when compared to the rest of the Sierra range. In fact, around 23,000 XR4x4s were sold, out of approximately 945,000 Sierras in total. The main basis for this was the pull, exclusivity and positive reviews for the RS Cosworth, which whilst more costly, was also more focused on the performance car buyer. The XR4x4 was marketed as a sporty car, but in reality it couldn’t compete with its turbocharged sibling.

    Then there’s the fact the Sierra in five-door guise was seen more as a fleet or company vehicle, something reflected in the range of engines, which included a 1.8 CHV that was designed and built with the fleet operator firmly in mind. A 4x4 version with a thirsty V6 was a bit of an anomaly in the line up. The XR4x4 was originally going to have a 2.0 engine, which may have swayed some buyers, but upon its release, the V6 was there to stay.

    The biggest issue, however, was the fact it simply wasn’t very good. That may sound harsh, so hear us out. As a standalone car, it was capable, grippy, relatively quick and by no means was it hard on the eye. Compare it to the likes of the more refined 4x4 offerings from the likes of Audi though, and it looked dated and basic. The XR4x4 was a bold move for Ford, but ultimately, one that didn’t pan out as it had hoped.

    Over the years, the cars fall by the wayside in favour of the Cosworths and even the XR4i. Thankfully though, as seems to be the case these days for XR-badged vehicles, the love is returning and clean examples are fetching strong money.

    There are plenty of projects available out there too, but be warned, the Sierra rusts for fun, so don’t expect it to be a cheap restoration!


    We must say, we were a little bit excited about this. The red XR4x4 at Ford’s Heritage centre is immaculate, it’s real time warp stuff from the condition of the paint through to the smell on the interior – take a deep breath and you can suddenly hear Prefab Sprout, wonderful. Anyway, as we turned the key there were no hot dogs nor jumping frogs (if you don’t get that reference, ask your dad), just the welcome thrum of that V6 engine. Before setting off, it’s worth noting that there’s something very comforting about a Sierra, the way the dash wraps around you, pointing everything at the driver. It makes it feel like a safe place to be, which was a handy sensation to have when we gave it a boot-full.

    The V6 only has around 150bhp, so the XR4x4 was never going to set the world on fire. However, care of the 4x4 system, it actually puts the power down with certain surefootedness. You can feel it’s working hard, that it’s the culmination of metal bit engaging other metal bits, not the symphony of electronic aids and associated wizardry that we’re used to today. That’s not a bad thing though, as there’s a degree of fait accompli brought on by knowing it’s a physical, mechanical process.

    It’s a bit clunky, mind. The gear change is smooth, but firm. The power delivery is sometimes clumsy and can overwhelm the 4x4 system if you really lean on it and the power itself really isn’t a great deal. An XR4i is a lot more fun to drive, primarily because there isn’t a 4x4 system to sap the power that’s there. Hell, a late model 2.0 Ghia or something similar would probably be more fun. Still, that’s a moot point these days. The XR4x4 should be applauded for what it was – a valid, if ultimately flawed, attempt by Ford to enter a new market and to offer a new level of drive and function. It’s not a bad car by any stretch, it’s just not as good as it probably could have been.

    TECH SPEC ORIGINAL CAR #Ford-Sierra-XR-4X4 / #Ford-Sierra

    ENGINE: V6, 60deg V, 2,792cc, central gear driven camshaft, pushrods, 2 valves per cylinder, iron cylinder heads and block, #Bosch-K-Jetronic mechanical fuel injection, 148.2bhp @ 5,700rpm.

    TRANSMISSION: Four wheel-drive by #Borg-Warner #Borg-Warner-Morse-Hi-Vo chain and viscous coupling, front drive shaft through engine sump, sdp clutch, 5-speed synchromesh, 37% drive to front, 63% to rear, 3.36:1 final drive.

    SUSPENSION: IFS by MacPherson struts, IRS by semi-trailing arms and coil springs, front and rear anti-roll bars, telescopic dampers.

    BRAKES: Hydraulic servo brakes, front 260mm vented discs, 252mm rear drums, dual circuit.

    WHEELS & TYRES: 14x5.5 alloys with 195/60 R14 tyres. Interior: Uprated trim and sports seats, electric front windows, heated rear window, tinted windows.

    EXTERIOR: XR badging, rear spoiler, front fog lights.
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    Chris Sandison’s Turbo Technics Golf GTI puts a modern twist on a well-known retro ride... Words: Nick Turner. Images: Si Gray. #VW-Golf-II

    Looking back through personal history people often reminisce about the “good old days”. Everyone remembers things from their childhood dearly, whether it be a classic fi lm series that they grew up with or the fashion from that era. It’s always remembered as being the best of the best and any attempt at replicating it is usually met with disapproval. That’s not to say using modern technology to improve upon a classic should be dismissed though. However there’s a fi ne line when it comes to tampering with a classic and completely ruining it. It takes a brave man to walk this line, a man like Chris Sandison from Aberdeen, owner of this rare Turbo Technics MKII VW Golf GTI.

    Chris is a true petrolhead at heart with an impressive list of previous projects, including a classic VW Beetle, a Mitsubishi Evo IV running 500bhp, and an Audi RS6, the list goes on. While his latest build might not be the most powerful he’s owned, it’s certainly the rarest! The MKII Golf GTI made its UK debut back in 1984 and quickly became the weapon of choice among young lads. The car was light and nimble thanks to a 1.8-litre engine that produced 112bhp. Trademark “Big Bumpers” were added late in the model’s life in addition to the 16v version arriving in September 1986, which showed the world that this Golf meant business! The car has gone on to achieve cult status and has become a true classic hot-hatch.

    Spotting a mint example these days isn’t easy but finding one that’s had a full Turbo Technics overhaul like Chris’, is even harder! Turbo Technics is a UK based tuning company specialising in re-manufactured and upgraded turbochargers. Founded back in 1981 they have grown their business and established themselves as a well-respected engineering company. Even today Turbo Technics are the guys that car manufactures, race teams and tuners turn to for advice. To say they know a thing or two about turbos would be an understatement. Back in the early-to mid-1980s Turbo Technics identified a gap in the market for a company that could offer full overhauls, and performance upgrades for the popular cars of the era. The company offered packages for everything from Ford’s Orion and XR3i, to the Rover Vitesse, and of course the VW Golf MKII GTI plus many more.

    There were two options available for the MKII GTI, the first of which would take power to 148bhp and the second to 168bhp. Chris’ Golf was thrown in at the deep end by the original owner and booked straight in for the higher powered 168bhp upgrade. They didn’t hang about either with the car being first road register on the 16th of April 1986 and then leaving the Turbo Technics factory on the 11th of August #1986 !

    Back in 1986 an upgrade like this would set you back just shy of £2,000. For this you’d get an extensive tuning package that would turn your GTI into a monster. The turbo used was a #Garrett #AiResearch-T3 that was assembled by Turbo Technics from component parts selected specifically to suit the GTI’s engine. The turbo was then mounted onto a pulse separation exhaust manifold that allowed for excellent low speed performance and minimal turbo lag. In addition the exhaust system itself was also improved with a new downpipe and stainless steel elbows for added flexibility. The rear exhaust section was also enlarged to further improve gas flow.

    Improvements were also made to the charge air thanks to a front mounted intercooler combined with the standard inlet manifold. Of course fuelling also needed to be tweaked to work alongside these modifications. An upgraded injection system was installed that allowed for higher-flow capacity. The tuning didn’t end there either. The team at Turbo Technics worked for years to develop a way of squeezing every last drop of power out of an engine, but at the same time keeping it safe to run daily. To do this the compression ratio was lowered to 9:3 and a new cylinder head gasket was fitted. Lastly an all-important stronger Sachs clutch was added to allow the driver to make full use of the car’s new found power.

    Chis spotted this particular model while trawling through Pistonhead’s classifieds. “I saw the advert and pointed it out to my friend who had been looking for one for a while. After he decided not to go for it, I had already talked myself into it.” Chris admits. A deal was done and Chris broke the car in with a lengthy drive all the way from Heathrow, back to his home town in Aberdeen.

    With the car back on home turf Chris could take a really good look at it. In addition to the tuning packages that Turbo Technics offered they could also supply customers with suspension, brake and exterior upgrades. This particular example still wears its original #BBS-bodykit . The kit is made up of front and rear bumpers, skirts, arch extensions and a fairly lairy boot spoiler. The whole lot has been colour coded Tornado Red to match the bodywork. The suspension had also been changed out for a set of Bilstein shocks with Eibach springs, which along with Eibach antiroll bars has strengthened up the chassis and dropped the ride height.

    Finishing off the exterior are a set of 15 by 7-inch BBS RA wheels that have been treated to a fresh lick of paint and wrapped in Uniroyal 185/60x15 tyres. It was quite clear that Chris had a bit of a gem on his hands, however it needed polishing. The 150,000 odd miles the car had racked up over the years and the inevitable mechanical abuse had taken its toll on the car, it was time for a refresh.

    Chris got in contact with Reading based CFM Engineering. The brief was to re-use as much of the original Turbo Technics parts as possible, while breathing some new life into the 29-year old VW. The old style #Bosch-K-Jetronic injection system had packed up so was replaced with an #Omex-ECU management system. The engine itself remains the original 8-valve 1.8- litre unit but has been fully re-worked once again… The block was cracked beyond repair sox the guys started again with a brand new version. A special cam with a vernier pulley has been fitted and allows for fi ne adjustments to the valve timing. In addition to this, the plan was to retain the originality of keeping the VW pistons and rods, but new OEM pistons these days aren’t made from the same material as the original 1986 versions and so couldn’t cope. Instead it was decided to go for a set of forged G60 pistons.

    To reduce the chance of the block cracking again a custom alloy front rad has been installed to dissipate heat and keep things nice and cool. The original intercooler, manifold and turbo have all been rebuilt or repaired back to top condition. The original exhaust however has been replaced with a full custom stainless-steel system.

    With the new engine in place the lads turned their attention to mapping the car. Having a rolling road on site at CFM made this a much easier task but it didn’t stop them from spending hours fi ne tuning the car. “As it stands it feels more like a bigger capacity engine than a turbocharged one, because we’ve managed to set it up to get the best out of the old turbo power delivery earlier in the rev range. Peak torque is over 233lbs/ft and is coming on, and holding, as early as 3500rpm. The bhp figure registers 212 with a nice high and long curve.” Mark from #CFM-Engineering explains.

    With its new found power, attention then turned to the brakes (never a strong point of performance VWs of the era). Up front the standard calipers have been replaced with a set from an Audi S2, while the rears have been donated from a MkIV Golf, giving Chris much more confidence when bringing the car to a halt. The interior is exactly as Chris wants it, completely original! It’s still got the boxy plastic dash and light grey red striped seats and this is exactly what we love about Chris’s project. It maintains its MkII ‘personality’ with the added benefit of the Turbo Technics upgrade package and a new lease of life given to it thanks to modern day parts. For this we doff our caps to a job well done!

    SPECIFICATION #Volkswagen-Golf-II-GTI-Turbo-Technics / #Volkswagen-Golf-II / #Volkswagen-Golf / #VW-Golf-II / #Volkswagen-Golf-GTi / #Volkswagen / #VW / #Turbo-Technics / #VAG /

    ENGINE: Forged pistons, custom cams, #Omex engine management, original turbo manifold repaired and reused, original turbo rebuilt, original intercooler, custom stainless exhaust.

    CHASSIS: #Bilsten shocks with Eibach springs, #Eibach anti-roll bars, Audi S2 brake calipers front, MKIV Golf calipers rear, welded up wishbones, re-bushed all round.

    WHEELS & TYRES: 15x7-inch #BBS-RA wheels, Uniroyal 185/60x15 tyres.

    EXTERIOR: Full #BBS Body kit.

    INTERIOR: Standard MkII Golf.

    “In addition to tuning packages Turbo Technics could also supply customers with suspension, brake and exterior upgrades.”
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