THE KIWI BUILT QUATTRO S1

The 1980s are remembered for a lot of things, but in the motorsport world those years represent the golden era of rallying. Group B took the World Rally Championship and turned it on its head. In matter of just a few short years factory-backed cars had doubled their power output and were packed full of cutting edge technology and exotic components. Many people likened them to Formula 1 cars for the gravel, and that wasn’t far from the truth. But they were too fast and ultimately too dangerous, which is why we will, unfortunately, never see anything like Group B in the WRC ever again. The spirit, however, will always live on.

With such small numbers of competition cars built during the heyday, owning a pukka Works-spec machine is a privilege that only few can enjoy. Most surviving cars are in collectors hands and subsequently don’t come up for sale very often. And when they do there’s the small matter of price, which is anything but. So what to do if you crave a slice of Group B, but can’t lay your hands on the real thing? In the case of Kiwi rally driver Andrew Hawkeswood, you simply build one yourself.

As far as Group B replicas go, Audi’s Quattro S1 is one of the simpler to execute given the fact that the cars were essentially built from production car base, rather than steel tubes. The Audi also retains its engine in the front rather than the back, as was the case with cars Lancia Delta S4, Peugeot 205T16 and the Ford RS200.

That’s not to say that it was an easy build in any respect, but owning his own race and rally preparation workshop (Force Motorsport), and employing a small but highly talented team of engineers, definitely made the job a whole easier.

But what emerged out the other end is something very cool. And with close to the same amount of power as a genuine works car, it’s certainly not the shy, retiring type. But as you’ll soon find out, there’s a lot more to this car than first meets the eye.

Like the real S1 deal, considerable body modifications were required to give the car the correct proportions. Unlike regular showroom-spec Audi coupés of the era, the rally cars (and the 200 road going versions required to be manufactured to satisfy Group B regulations) were 12.6 inches (320mm) shorter. Compare the shot above to that of a run-of-the-mill coupe and you’ll immediately notice the different in the length of the rear side windows. Effectively, the modifications transformed the car from a coupé into a hatchback and with the alteration a more suitable wheelbase for the quick direction change requirements of rallying. However, coupled with power outputs that exceeded 500 horsepower, they certainly weren’t easy to drive. Just ask Walter Röhrl.

There is one anomaly with Andrew’s car and that’s the windscreen’s rake. During Audi’s early efforts with the Quattro, works drivers complained that the front windscreen was prone to light glare, so the Sport Quattro versions were fitted with a shorter screen (on a more acute angle) borrowed from the Audi sedan.

For the most part, though, with its Germany-sourced S1 replica body kit and an S1-style bonnet and rear wing handcrafted in New Zealand added into the mix, the Audi certainly looks the way it should. Dig a little deeper, however, and you’ll find that all is not as it seems. Because while most – if not all – S1 replicas use Quattro all-wheel-drive, this particular car has the underpinnings of a V9 Subaru Impreza WRX STI.

If you’re scratching your head and asking “why”, Andrew makes a good case. Firstly, the car began life not as an all-wheel-drive Quattro variant, but a poverty-pack front-wheel-drive ‘GT’ purchased for the princely sum of NZ$23 (US$20), meaning that a 4WD system of some description needed to find its way up and under the bodywork. Secondly, there’s the performance factor. Aftermarket parts like the Cusco limited slip diffs fitted are plentiful, and using the compact WRX STI six-speed gearbox (well, the casing anyway – it’s since been fitted with a PPG straight-cut gear kit) would allow an engine to sit much further back in the car.

Initially the idea had been to build custom subframes and install the Subaru driveline that way. But once Andrew and his team got into the build, they quickly realized that it would be a much easier proposition to cut out the Audi’s floorpan, and replace it with the floorpan from the STI – albeit modified for width and length. To fit the engine to the WRX transmission necessitated an adapter plate and a custom subframe to allow it to clear the Subaru steering rack. But out the back the subframe is Subaru OEM.

Part Audi, part Subaru, but it works.

According to Andrew, when people learn that the car has a Subaru driveline they usually assume that there’s a boxer engine ticking away up front. Of course, that would never cut it.

Only one engine was ever going to do, and that’s an Audi-bred inline-five with a DOHC 20V head. I’m not sure what it’s like in Europe, but in this part of the world finding an ‘RR’ engine isn’t all that easy. Only three 20V Quattros were sold new in New Zealand, and to get his hands on this engine Andrew had to purchase a complete car. In standard form the 2.2L five produces reasonable power, but for what Force Motorsport had in mind the bottom end was pulled apart and rebuilt for rally duty with Wiseco forged pistons and heavy-duty rods. Up top the 20V head benefits from a full race-prep and features custom cams and oversized valves.

The turbocharger is by custom T3/T4 turbo crafted from a Garrett GT3076 with boost controlled through the engine’s OEM external wastegate. As you can see if this photo, the turbo is currently fitted with a 36mm restrictor in the inlet, which is a mandatory fitment for turbo cars running in New Zealand’s new Rally Xtreme Challenge. Of course when Andrew’s not rallying the Audi in the series, it quickly comes off allowing the engine to breathe as it was originally intended to.

On the intake side of the engine is an aluminum manifold complete with individual runners fabricated in-house at Force Motorsport. The Works-style design was settled on after a long time spent studying photographs of S1 engines. To allow for increased airflow the manifold breathes through a Mitsubishi 4G63 throttle body that’s fed cool air through a front mounted air-to-air intercooler. Injectors are Sard 800cc units that supply an exclusive diet of E85 fuel.

Of course the engine is just one piece of the puzzle. To make the most of the power, the Audi runs a custom-built suspension set up courtesy of Australian motorsport specialist, MCA Suspension.

One of the most important aspects of a rally car, the brake system, has been suitably upsized too and now features Alcon calipers and slotted two-piece rotors front and rear.

Andrew never had any intentions of recreating a cluttered Works Quattro S1 office space with period fittings. Instead, the interior space is basic but functional. The pedal box – and the firewall it’s attached to for that matter – is once again WRX STI fare.

It’s a quality fit-out too; with an extensive rollover protection and Sparco Evo FIA race seats fitted with Willans FIA harness seat belts.

Of course there’s a hydraulic e-brake for hairpin turns, too. Anyone who has seen Andrew drive will know that he’s definitely mastered the art of pivoting the Audi 180 degrees while keeping the wheels engaged in a spinning frenzy.

The sum of all the parts has created arguably one of the coolest classic rally cars in New Zealand – it’s certainly the most spectacular.

There are two things I really love about this car. The first one: it’s 100 per cent street legal in New Zealand, as it needs to be for rally touring stages. As with any modified vehicle (legally) on the road the Audi had to be inspected and signed off by an accredited LVVTA (Low Volume Vehicle Technical Association) engineer. The ‘Cert’ plate lists all the main modifications, which in this case are numerous.

The other thing? That’s the fact that Andrew uses it exactly how you’d hope to see a real Quattro Group B machine used. Sure, there are tidier and more ‘correct’ S1 replicas on the planet, but I’m not sure if any of them are driven quite as hard in proper rally competition as this one is. Mechanical sympathy does not live here.

For the past two years Andrew has been at the top of the competitor guest list at Rod Millen’s Leadfoot Festival. And with the turbo restrictor removed, he hasn’t wasted the opportunities to drive at ten-tenths up the immaculately groomed 1-mile long driveway. Sometimes it’s quicker to fly though!

When you see the Audi in its natural habitat, it’s like winding the clock back to the mid ’80s. And the sound… let’s not forget that unmistakeable sound!

It might not be the ‘real’ thing, but this is one car that’s certainly helping keep the Group B spirit alive.

– Brad Lord from SPEEDHUNTERS

1986 AUDI QUATTRO S1 REPLICA

Engine: Audi 2.2L five-cylinder 20-valve; Wiseco forged pistons; steel connecting rods; OEM crankshaft; Force Motorsport race-prepped/ported cylinder head; custom camshafts; oversized valves; custom Garrett-based T3/T4 turbocharger; Audi OEM external wastegate; custom air-to-air intercooler; 3-inch exhaust system; Force Motorsport alloy intake manifold; Mitsubishi 4G63 throttle body; Force Motorsport custom fabricated fuel rail; high-flow Sard 800cc fuel injectors; 2x Bosch 044 fuel pumps; alloy radiator; electric water pump; oil cooler; MoTeC M600 ECU

Driveline: Subaru V9 WRX STI 6-speed transmission casing, Pfitzner Performance Gearbox (PPG) straight-cut dog gears; Exedy twin-plate clutch; Cusco limited slip differentials front/rear

Chassis: Subaru V9 WRX STI  shortened/narrowed floor pan; Force Motorsport custom fabricated front subframe; Subaru V9 WRX STI rear subframe; Audi body shortened 320mm (12.6″)

Suspension/Brakes: Subaru V9 WRX STI front/rear strut towers/tops; MCA Suspension custom-built coil-over shocks with external reservoirs; Alcon vented rotors; Alcon callipers; hydraulic e-brake; proportioning valve

Wheels/Tires: 15×7″ Compomotive Motorsport wheels; MRF ZG2 205/65R15 rally tires (gravel); 18×10″ Compomotive Motorsport wheels (tarmac)

Body: Audi Sport Quattro S1 fiberglass replica body panels, Lexan door, three-quarter and rear hatch windows; Audi Sport-style livery

Cabin: Multi-point roll cage; Sparco Evo seats; Willans harness seat belts; Sparco suede dished steering wheel; Auto Meter Ultra-Lite tachometer; Auto Meter Ultra-Lite 30psi boost meter; Auto Meter Ultra-Lite water temp meter; custom dashboard

THE QUATTROS UNLEASHED AT ULTIMATE DUBS

Both Paddy and myself pretty much died and went to heaven when we saw the trio of quattro cars at Ultimate Dubs last weekend. The vehicles owned by James Dorey, Dave Rowe and Hamish White have all been home-built. A truly mind blowing amount of dedication has been put into these Audis and I am incredibly humbled by their work. This is Speedhunters material of the highest form.

This is a tricky job, putting this short spotlight together, though. The reason being that the Speedhunting team is going to feature each of these cars individually over the next couple of months and I don’t want to give too much away. Anyway, we only have 15 photographs that have been shot by Paddy, so lets get down to business.

James Dorey’s car is based on a 1991 model Audi S2. James has painstakingly put the car together and credit where credit is due: it’s a work of art.

Is he some sort of motorsport guru, then? No, he’s a chef! I guess making food look pretty is quite arty, so it’s understandable that this car looks so good.

There’s been a lot of trial and error, of course. James has worked things out as he has progressed with the build, but this is a testament to his relentless effort to build his ultimate quattro. Everything has been put together by this man except for the paint and body which has been produced by Keith Clement. Weighing in at around 1100kg and kicking out approximately 750bhp, this is a track weapon of the highest order. I very much hope I get to go and shoot this car and write the story – to get a passenger ride in this car would be amazingly cool.

Next-up is Dave Rowe’s super-lightweight quattro creation. Dave is from Australia and used to build rally cars in Melbourne so he knows what he’s talking about.

He also runs a company called Electronic Performance Systems that specialises in engine management, so when it comes to mapping he’s the man.

The car features a space frame chassis, aluminum honeycomb floor, carbon kevlar roof and weighs-in at 980kg. The windscreen rake is also more upright to replicate the original Group B cars perfectly and this helps to save weight by reducing the amount of glass in the front screen – this really is incredible!

Noteworthy modifications are, well… pretty much everything! But the fly-by-wire throttle, 6-speed dog box and infrared brake temperature sensors are pretty cool! Not to mention the inboard rear suspension setup…

Then, there’s the dry brake fitting inside the car that allows the engine to be pre-heated with hot water to the perfect temperature before it’s started – I think this is an amazing touch. I love Dave’s car and can’t wait to hear more about it.

Finally there’s Hamish White’s car that we very briefly touched on in the Edition 38 report last year. This took four and a half years to build with Hamish’s own fair hands.

Hamish’s dad builds vintage cars, so automotive skills are in his blood. You may have seen this car recently on the cover of Performance VW magazine – the car has evolved significantly since then and we will be covering this in full.

Based on a 1986 quattro, the motor is producing 700bhp making this a formidable weapon.

Make no mistake about just how thorough this and the other two builds are. To see the three of them together in the same hall at Ultimate Dubs was simply mind blowing.

Hamish’s car, like the other two, will be featured very soon. I must thank Will from VRS in Northampton for showing us around these cars and introducing Paddy and myself to their owners. We can’t wait to see these cars used in anger…

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Words by Ben Chandler
Photos by Paddy McGrath / paddy@speedhunters.com

AN 8-SECOND, 800WHP DATSUN B110

Thanks to a barrage of new cars from the late ’60s and an onslaught of grey imports from the late ’80s, Japanese car culture in New Zealand is as diverse as it is far-reaching. But it was on the drag strip in the late ’90s and early ’00s where the scene as it’s known today really got its start. The NZ-new ’72 Datsun 1200 Coupé (aka Sunny B110) I’m about to share with you wasn’t cutting quarters then, but its owner/builder/driver Ben Cox was.

Back in the day Ben’s weapon of choice was another B110 Coupé – a bonafide street car that he built from his daily driver and took racing. That car had originally been bought to replace his first daily (another B110 Coupé) which somewhere along the line had metamorphosed into a competitive Super Sedan-class circuit racer. Ben’s street car/drag car on the other hand ended up with a high-powered SR20DET and the ability to turn 9.8-second quarters on the strip, and then drive home.

Ben’s penchant for B110s and going fast eventually ended up here. Not only does the Datsun rate as one of coolest sport compact machines currently doing drag duty in New Zealand, but it’s undoubtedly one of the most well-built cars to boot. And the fact that Ben created it in his garage, on a strictly after-hours basis, makes it all that more impressive.

Long before the first tool was waved over the car Ben had a clear idea of what he wanted to achieve and how the Datsun would all come together. That included retaining a mostly metal exterior (only the single-piece front clip and bonnet are fiberglass), and full glass windows. Because of the extra expense that comes with building a chassis car (or even a rear-halved car for that matter) going down the full tubbed rear-end route was financially never an option. Instead, Ben opted to design the car around the 28×9″ rear tire standard that’s become very popular in Australasia, using nothing more than his own experience.

Of course, scooting down the 1320 quickly requires more than a well-engineered chassis. Having had plenty of success with the SR20DET in his other car, going down the SR’ route with this build was a no-brainer.

Although the Datsun is now into its third summer season of racing, the current engine set-up is brand new for 2013. The original engine had been good for 8.80-second passes, but as Ben explained, it was “turned all of the way up” to achieve that result, and as such it began to break.

The new package however, has proven to make a lot power with a lot less stress. Built around a stock SR20DET block by Ben and Glenn Suckling from GDS Automotive, the bottom end features CP forged pistons, Carillo rods and the original OEM crankshaft. But up top an SR20VE cylinder (from a P11 Nissan Primera) has been fitted for its ability (by design) to handle high-RPM levels without destroying rocker gear. Of course it’s been race-prepped with some serious port work; had its VVT system ditched for a pair of NZ-made Kelford Cam camshafts; and been kitted out with SuperTech valve gear.

The turbo system revolves around a Garrett GT40 mounted on a custom-fabricated RSL tubular exhaust manifold. Boost pressure is controlled through a TurboSmart ProGate50 external wastegate.

To keep the intake charge cool, air passes though a custom-built water intercooler arrangement in the engine compartment that’s fed from this aluminum tank in the cabin. Before each pass it’s filled with ice and water, which in-turn fills the intercooler tank that the compressed intake air passes through.

That charge is then force-fed into the engine via an Accufab throttle body and modified Mazworx intake manifold; and mixed with E85 supplied from an engine bay-mounted custom cell through a Weldon electric pump, Mazworx fuel rail and four ID2000 injectors.

On the other side of the turbo, exhaust gasses escape through a 4″ stainless steel side-exit pipe that shoots fireballs and makes all the right noises.

There was no shortage of options when it came to choosing an engine management systems, but Ben has stuck with MoTeC for main ECU duties as well as the four-channel CDI unit for spark.

The engine is uncomplicated and straightforward, but it’s been built right with quality parts. The proof of that’s in the 801hp it threw to the Datsun’s rear wheels when Glenn tuned it on his Dynapack dyno. I’m told there’s more in it too, but Ben’s not keen on finding the limit of the engine – or more specifically the engine block which will likely give way to cracking before anything else fails – just yet.

Since the car only weighs 970kg (2138lb) gassed-up with Ben on board, it’s fair to say that 801whp is more than enough power to be playing with. For the time being at least anyway.

Before the shoot I hadn’t seen much of the inside of the car, but given his meticulous preparation everywhere else throughout the B110, I already knew what I’d be in for.

I wasn’t disappointed either. Given that it’s all Ben’s own handiwork and that fabricating and race car engineering isn’t his day job, I’m sure you’ll agree that there’s a lot for him to be proud of here.

Along with an entirely new floor section, a much larger transmission tunnel was required to fit the car’s Lenco 5-speed gearbox. The black lever on the side of the tunnel selects forward, neutral and reverse.

Subsequent gear changes are then made by pushing buttons, which in-turn actuate air-shift mechanisms.

Machines built for exclusive quarter mile duty don’t require cabin clutter, but there’s been a lot of thought gone into the interior space which only adds to the overall appeal of this car.

Vital statistics get displayed on a MoTeC CDL3 digital dash display, which connects to the ECU and other MoTeC devices.

Function and form: this B110 has it in spades. The bespoke alloy rear wing, parachute mount and wheelies bars were all custom-tooled by Ben too.

Out the back is a custom-modified 9-inch rear end featuring a Strange diff head and Moser axles. The rear suspension uses a ladder bar design with Koni coil-over dampers. From this angle you can also see the rear brake arrangement which relies on a Wilwood Dynalite kit featuring 4-pot calipers and drag-specific drilled rotors. The front set up uses Bilstein struts and a Wilwood Dynalite single-pot caliper set-up.

The last piece of the puzzle are the rear tires: namely 28.0X9.0-15 size Goodyear Eagle Dragway Special slicks wrapped around classic Weld Racing Pro Star wheels.

It all adds up to an old school sport compact package that’s run a best ET (to date) of 8.75 at 153mph (246km/h).

That sort of time might seem impressive enough in its own right, but Ben assures me that there’s plenty to come once they really lean on it. The PB pass was achieved with much less boost (and therefore much less power) than the numbers achieved on the dyno, and apparently it’s only being revved to 9,500rpm.

I asked Ben how quick he’d like the car to go and was met with the answer I kind of expected from him: “As quick as it’ll go!” As is the case with his 9-second B110 streeter which is currently in the throes of being resurrected, he’s resigned himself to never parting ways with the car so there’s plenty of time to keep chipping away at tenths anyway. In the meantime the next upgrade on the list are the wheels which are soon to be swapped for blacked-out Weld AlumaStar equivalents. They won’t just look cool against the Datsun’s orange paintwork, but being wider on the front end will accommodate a wider tire, which can then be run a lower pressure and in-turn improve ET performance. But regardless of how quick down the strip and fast through the traps the Datsun ends up running I’m sure Ben will be content. With so much blood, sweat and tears poured into the build and an amazing end result, how could he not be.

Brad.

Spec

1972 DATSUN 1200 COUPE (B110)

Engine: Nissan SR20DET 2.0L DOHC 16-valve inline-4; OEM block; CP forged pistons; Carillo rods; OEM crankshaft; Mazworx main studs; custom ported SR20VE cylinder head (VVT delete); Kelford Cam camshafts; SuperTech valves; SuperTech valve springs; SuperTech retainers; Mazworx head studs; RSL tubular exhaust manifold; Garrett GT40 turbocharger; TurboSmart ProGate50 external wastegate; custom 4″ side-exit exhaust; custom water intercooler; custom intercooler pipes; custom alloy fuel cell; Weldon electric fuel pump; SX Racing adjustable fuel pressure regualator; modified Mazworx intake manifold; Accufab throttle body; Mazworx fuel rail; ID2000 E85 fuel injectors; MoTeC CDI 4-Channel; 4x coils, MoTeC E888  expander module
Engine Management: MoTeC M400
Driveline: Lenco 5-speed air-shifted transmission; Direct Clutches twin-plate clutch; custom 9-inch rear end; Strange diff head; Moser axles
Chassis: Mini tubs, ladder bars, NZDRA-spec roll-cage
Suspension/Brakes: Bilstein front dampers; adjustable camber plates; Koni rear dampers; coil-over springs front/rear; Wilwood Dynalite 1-pot front calipers; Wilwood Dynalite 4-pot rear calipers; Wilwood Dynalite drag rotors front/rear; Wilwood adjustable pedal box; Deist parachute
Wheels/Tires: 15×4″ Weld Racing Prostar wheels; M&H Skinnies (front); 15×8″ Weld Racing Pro Star wheels; Goodyear Eagle Dragway Special 28.0X9.0-15
Exterior: Single-piece fiberglass front clip; custom aluminum rear wing; full glass, wheelie bars
Interior: NZDRA-spec roll cage; Kirkey race seat; RJS harness seat belt; Momo Race steering wheel; MoTeC CDL3 digital dash display; LED shift light
Thanks: Glenn @ GDS Automotive; Nyle Buckley; New Zealand Car Parts Auckland Ltd; & everyone else that’s lent a hand

via SPEEDHUNTERS