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

THE 1000HP 4-ROTOR, TURBO, NITROUS, LEXUS GS300

If there’s a fine line between genius and insanity, when it comes to building cars, New Zealander Carl Thompson walks that line. Need proof? Then look at his latest creation, because this built-to-drift Lexus GS300, is both brilliant and at the same time borderline crazy.

If you’re social media savvy then there’s a pretty good chance you’ve already seen – and heard – the car in question; albeit via a short, off-the-cuff YouTube clip walk-around shot by Speedhunters’ own Mad Mike Whiddett. Within the space of just one week it had generated over quarter of a million views. If you haven’t done so already, turn up your speakers and watch it, then you might understand why.

I first laid my eyes on the car back in 2011 when it was nothing more than a bare, rolling shell having its roll cage sorted at M3 Racing after some serious chassis modification courtesy of M3 and Rolling Addiction. I chanced upon it again last year when it was in the throes of having its engine fired up at CBR. Now, three years on since Carl and his father Jamie set out to build what is quite possibly the craziest Lexus drift machine the world has ever seen, we meet again – this time on its own turf.

The Thompson compound is a very cool place, and while the guys did some last minute detailing I took a walk around what is essentially Jamie’s private auto museum. I’ll show you a little more later in the post…

Amidst a large collection of old school classics, I found the car that started it all off for Carl. He got the Corolla when he was just 13, and within five years it had gone from stock 4K-powered to pushing close to 450hp to the rear wheels through a built 1.6L, turbocharged 4A-GZE. And that was without factoring a large shot of nitrous oxide at the ready should the need for even more power arise. Which, for Carl, it did.

In many ways this rabid (and rapid!) little Toyota was the catalyst for the Lexus build. Having owned three GS300 (aka JDM-spec Toyota Aristo) road cars previously, Carl had his mind made up on exactly where he wanted the drift project to start. Engineering the car with a similar power-to-weight ratio and the same questionable demeanor as the Corolla is where he wanted end up.

To that end the Lexus was essentially built as a “scaled up” version of the Corolla, but with pure race car functionality and absolute high-end build quality in mind.

On the flip side, Carl had clear intentions about what the car should look like too; and in this respect wheel type, ride height and fitment all shared the number one spot on his priority list. Of course, there are two ways you can go about achieving perfect stance: the right way, and the wrong way. This one’s had custom chassis work including a 7″ body drop and tubbing for the cause, so I don’t think I need to spell out which route was taken.

Meticulous attention to detail is common theme throughout the car, and absolutely no corners were cut, or compromises made, during the intensive build period.

When I was talking to Mike about the car a few months ago, he suggested that it might just be the best drift build he had ever seen. I don’t think he’s wrong either, because the more you look, and the deeper you delve into the car, the better it gets. Take the 18×12.5″ Work Meister wheels, custom full floating Endevor Engineering hubs and dual Wilwood 4-pot calipers (one pair exclusively for the e-brake) on the rear end for example.

And that said, there was absolutely no questioning the fact that it needed a limited edition Speedhunters #MAXIMUMATTACK sticker stuck on it!

The one detail that did change during the build is actually its defining factor. Initially a Toyota 2J-GZE was destined to give the big car the big power it needed – four digit horsepower output the required goal. Although started that engine build was never completed, at by which time Carl had his sights set on a less conventional approach.

And the flame-throwing and subsequent metal-warping result of that idea is nothing short of spectacular.

At the heart of the GS300 is one of the angriest rotary engine packages you’re likely to find outside a methanol-guzzling drag motor. It’s the handiwork of Curran Brothers Racing – or more specifically the man behind the Auckland-based operation – Brent Curran. In it’s simplest form you’re looking at four-rotor peripheral-ported motor built from a quartet of CBR race-prepped 13B rotors and housings, wrapped around a Precision Engineering (NZ) four-rotor crankshaft. Even without pushing the ignition switch it’s a work of automotive art. When it fires into life it’s nothing short of mind-numbing.

A four-rotor engine on its own is cool enough, but for the task at hand the motor required a little extra motivation. That’s come about through a custom BorgWarner turbocharger of substantial size, and a greater system that features dual 600x300x75mm intercoolers with custom aluminum pipework and a TiAL 60mm V60 wastegate employed to control boost pressure. With 1.5kg/cm (22psi) dialed up, 900hp at the rear wheels – an easy thou’ at the crank – is the result.

To meet the engine’s high RPM demands there’s an equally serious ancillary system. For spark, eight MSD coils are employed…

…Powered up through of pair of MoTeC Capacity Discharge Ignition System (CDI) modules. This photo also shows one of four D2 Racing air jacks on board.

A custom-built 80L fuel cell in the trunk supplies a strict diet of E85 to the engine through large braided lines via a mechanical pump, an Aeromotive adjustable fuel pressure regulator, and eight 1600cc/min fuel injectors. The cell shares space in the truck with an oil tank – one part of the Peterson dry sump system – along with shroud (complete with electric fan) that draws heat through…

…A rear-mounted Griffin oil cooler. Ducting from both rear side glass-coated Lexan polycarbonate windows to channel cool air towards the core is still to be fitted. It’s mounted here mainly through a lack of available space at the front end of the car, but also because of the safety factor in case of a frontal impact.

Meanwhile, a MicroTech engine management system tuned by CBR looks after fuel control.

As it stands the engine is making good numbers but the turbo has proven to be the limiting factor, especially in regard to whereabouts in the rev range maximum boost is produced.

Installed but not yet employed is a big ol’ shot of nitrous, which like in the Corolla will be used mainly to bolster performance through the low and mid-RPM rev range.

And when that happens, an extra 200hp will be available, and right where the engine needs it.

Before that happens though, there’s a larger BorgWarner turbo to be fitted, and more boost – 2.0kg/cm (30psi) – to flow from it. For the time being, however, Carl can only imagine what kind of hell will break loose when the package is full sorted and the nitrous switch is tripped. When that happens I’ve been promised a ride, but I’m not entirely convinced that accepting it would be a good idea…

Another important aspect of the car, but one you can’t see, is the rear-end set up. Some serious work has gone on in this region including the fitting of a Strange Engineering 9″ differential (currently running 3.75:1 gears) in a Moroso Competition Racing housing. Local company Endevour Engineering supplied a pair of race-ready axles and the aforementioned full floating hubs. Suspension-wise Koni custom-valved dampers and platform-adjustable King Springs coils hold up all four corners. Revised arms allow for alignment adjustment and roll center adjusters are also used. And just in case you’re wondering – no, the current ride height, which was wound low for the car’s official unveiling at the 2013 4&Rotary Nationals in Auckland this weekend, is not the height it’s driven at. Low – yes, but not this low.

In the cockpit you’ll find pair of Sparco Evo Plus seats and Sparco harnesses. From this angle you can also see some of the custom steel work inside the car; the revised tunnel – part of an entirely replaced custom floorpan – and the enlarged rear wheel tubs, which happily accommodate 285-section wide tires, at a very low ride height.

The suspension set up also features adjustable blade sway bars front and rear by M3 Racing, which can be tightened up or softened off depending on requirements and track conditions. The gear lever drives a Roltek 4-speed straight-cut dog box via a Direct Clutches twin-plate clutch, although using the clutch to make shifts is not required once the car is moving.

Remote reservoirs allow fluid levels to be monitored from within the cabin, while an array of Auto Meter Pro-Comp gauges keep an eye on the engine’s operating condition.

The battery is one of many components specifically positioned in the car to improve weight distribution. Furthermore, the GS300 has been subject to a session of corner weighting.

Along with the performance focus, the car has plenty of personality too. Mr. Mad Mike Whiddett can be credited with all the vinyl and pin-striping work.

The body on the other hand is mostly factory-spec fare. Carl’s not big on body kits, instead relying on subtle enhancements – in this case cut and boxed front steel fenders to allow the 18×10.5″ wheels to fit – to pull the look together.

To line-up with the fenders, the front bumper was cut though the middle and widened to suit.

At the rear the fenders have been massaged outwards, but they’ll soon be sliced up to make way for removable fiberglass over fenders that will run to the taillights.

Having such a competitive package at his disposal, the only thing left for Carl now is to gather as much seat time as possible. At its first private track shakedown a month back it showed stacks of promise straight off the trailer, and according to Carl, felt exactly as he hoped it would –  just on a slightly larger scale than he’s become accustomed to with the Corolla.

Crazy or brilliant? In my mind this might just be the perfect combination of both…

Before I wrap up this post, I thought I’d include a few more photos from inside one of the coolest garages I’ve had the pleasure of spending a day in.

The iron clad shed doubles as an office for Jamie, but at the same time houses a collection of old oil tins and cans.

The collection is predominantly Ford-based, but there’s still room for Carl’s Toyotas, of course.

Gas bowsers and model cars are well represented in the collection, and perfectly displayed to boot.

If you saw my post on the 2013 NZ Festival of Motor Racing you might have seen the actual Cologne Capri this model was scaled from.

Big thanks to Carl and Jamie for letting Speedhunters drop by!

Brad.

SPEC

Engine: Curran Brother Racing (CBR) custom-built 26B four-rotor Mazda rotary; Precision Engineering four-rotor eccentric shaft; 8x MSD coils; 8x 1600cc fuel injectors (E85); CBR-spec BorgWarner turbocharger; TiAL 60mm external wastegate; TiAL 50mm blow-off valve; 2x 600x300x75mm front-mount intercoolers; custom aluminum intercooler pipes; 5″ exhaust from turbo, 2x 3.5″ side-exit pipes;  2x MoTec CDI modules; custom engine mount plate; Peterson dry sump pump; Peterson dry sump tank; Griffin rear-mounted oil cooler; Griffin aluminum race radiator; 90mm throttle body; Aeromotive adjustable fuel pressure regulator, Aeromotive mechanical fuel pump; custom 80L fuel cell; custom fuel surge tank; custom header tank, catch can and power steering reservoir;  XRP steel braided lines & fittings, Nitrous Oxide Systems 200hp kit; custom wiring

Engine Management: MicroTech, tuned by CBR

Driveline: Roltek 4-speed straight-cut dog box; Direct Clutches twin-plate clutch; custom 2-piece driveshaft; Strange Engineering differential; 3.75:1 gears; Moroso Competition Racing 9″ diff housing; Endevour Engineering full floating rear hubs; Endevour Engineering custom-built axles;

Suspension: Front/Rear – custom-built Koni adjustable dampers; King coil-over springs; M3 Racing adjustable blade sway bars front/rear; modified arms, custom castor arms, performance bushes; adjustable roll center

Brakes: Front – Wilwood 365mm rotors, Wilwood 6-pot callipers; Rear – Wilwood 330mm rotors; twin Wilwood 4-pod calipers; Wilwood adjustable bias; hydraulic e-brake

Wheels/Tires: Front – 18×10.5″ -14 Work Meister alloys; 245/45R18 Nitto NT05 tires; Rear – 18×12.5″ -14 Work Meister alloys; 285/35R18 tires

Body: Factory Aristo; widened front bumper; cut/widened front fenders, Lexan glass-laminate door and rear windows

Interior: Custom-chassis rail modifications & 7″ body drop; front & rear wheel tubs; MSNZ-spec roll-cage; Sparco Evo 2 seats; Sparco harness belts, custom dash panel; Auto Meter gauges; Sparco suede steering wheel; D2 Racing air jacks; Sparco plumbed-in fire suppressant system; custom floorpan

Thanks: Colin @ Rolling Addiction, Kerry @ M3 Racing, Brent @ Curran Brothers Racing, Karl @ Elite Automotive, Mike @ CRE8GRFX

from SPEEDHUNTERS