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TT-RS is a great choice - great rally-bred sound, 400 bhp out of the box & gives the TT shape the speed to match its looks.
I think the TT needs that power to wake-up and challenge its very grippy 4WD system.
Some specs. Circa 2017. 11:1.0 c/r. Impressive to reach 1000whp. NoS factor.
SPECIFICATION - BRIEF OVERVIEW
MANAGMENT
MoTeC M150 ECU & C127 Dash
BODY
Carbon Kevlar Group B Bodykit
07K 2.5Ltr 800Bhp
Alcon 380mm 6 Pot GT Calipers
18X10.5" Rotiform LSR's
Ceramic coated Stainless Steel Side Exit System
ENGINE
EXHAUST
BRAKES
WHEELS
BODYSHELL
Having already built a Quattro S1 previously (all be it with a V8 NA engine) Dave had already gained extensive knowledge on
just where to start, required improvements and pitfalls when taking on such a build.
Dave began this project in very much the same way as Audi did back in the 1980's, with two cars! He took the front end of a Audi 80 and coupled it together with the rear end of a Quattro Coupe. Couple this with a fully integrated T45 roll cage and then seam weld the shell and you have the foundations for a SWB, light and agile race car!
Wanting to stay true to the Group B legend’s aesthetics Dave opted for the full Group B bodykit. Weight was saved by having it constructed in carbon-Kevlar wherever possible. The windows are all polycarbonate items too, complete with WRC-style sliding openings. Quick-release door hinges allow the Quattro’s openings to be accessed easier for maintenance too.
The Quattro’s sizeable overbite is thanks to the large front wing, providing much-needed downforce and front end grip, but lets not forget about the rear! The comically big dual-plane rear wings are completely functional, adjustable in angle to control exactly how the air flows over the back of the car, and how the downforce is applied.
Even the roof serves a greater purpose than shielding the occupants from any inclement weather – a large scoop directs air towards the back of the car and down into the Quattro’s rear-mounted, dual-pass radiator and oil cooler setup.
CHASSIS & RUNNING GEAR
The EPS Quattro’s large front and rear overhangs give it a deceptive sense of scale, but it’s not until you see the car in profile that you can appreciate just how short the wheelbase is – just 86 inches in fact. For comparison, that’s shorter than a Ford Ka, new Fiat 500, and Suzuki Jimny. It’s barely much more than a Toyota iQ!
Rather than opt for the period-correct wheels, Dave decided to depart from the old and embrace the new with a set of 18×10.5-inch Rotiform LSRs. It might seem a controversial, or strange decision to run what many consider a relatively large street/show wheel on a race car, but Rotiform offered Dave a custom-specced, lightweight, three-piece forged solution that allowed for a substantial braking setup and suited the car perfectly.
Doing a terrible job of hiding behind the spokes are a gigantic set of Alcon GT calipers and discs, with a 380mm 6-pot setup up front and 355mm 4-pot setup at the back. Coupled with a Bosch Motorsport ABS system, there’s plenty of stopping power considering the car only just tips the scales at 1,000kg!
Road-holding is quite important when you’re doing your best not to fall off a mountain at speed, so KW Suspensions was called upon to provide a set of its 3-way Competition dampers with remote reservoirs.
Heavy-duty Audi Works front strut tops were employed, as per the original S1E2 allowing for quick changing between tarmac and gravel setups, and underneath the car custom Works-style suspension arms keep the alignment in check all around. The EPS Quattro has been built to take some serious abuse.
Slide into the hot-seat and a Tilton 600 pedal box awaits your commands. Your right hand finds the sequential shifter, linked down to a Drag Power Systems 01e sequential gearbox that was built for Dave using custom ratios specifically suited for the climb.
Plentiful boost is provided by a AET Precision 6466 unit, again ceramic-coated, controlled by a Turbosmart 4-port boost control unit and Turbosmart Hyper-Gate45 wastegate. A large custom intercooler sits at the front of the engine bay and Vibrant clamps keep the boost where it should be.
EPS Motorsport’s business is engine management and tuning, so naturally Ray is in good hands. It also means that there’s more electronics, sensors and engine management gadgets in Ray than the original S1’s engineers could ever dream of. The EPS Motorsport loom, crafted by Dave’s fair hands, is a meticulously-prepared example of exemplary organisation. At the centre of the operation is a MoTeC M150 ECU and C127 colour display.
Throughout the car are a plethora of KA Sensors which allow Dave to log every tiny variation in boost, turbo speed, clutch engagement, braking, throttle, and even suspension travel. This all hooks in to a built-in camera system that can overlay this information in real time.
One particular point of note here is the turbo speed sensor. Keeping an eye on turbo speed and air temperature, it allows Dave to monitor and make allowances for variations in air temperature and density when climbing Pikes Peak, and adjust boost pressure to suit as the altitude increases and air becomes less dense. Trick stuff indeed. Ignition on and the MoTeC control panel and display lights up – this gives Dave all of the car’s vitals and can be cycled through numerous screens and readouts. When the Quattro barks to life the noise is immense.
Sticking true to the ethos of the project of bringing the S1 bang up to date, it might be a five-cylinder turbocharged powerplant, but that’s not the sound of the original 2.1-litre you hear.
This last post makes me wonder about how our turbo'd engines do with "Nos", surely this would be an easy way to bump up the dyno numbers?
Regarding TT RS, I am a big fan. My daily driver for the last 6 months is a MK1 TT with VR6 engine AWD; it's nice and still feels like a "driver's car".
This last post makes me wonder about how our turbo'd engines do with "Nos", surely this would be an easy way to bump up the dyno numbers?
Regarding TT RS, I am a big fan. My daily driver for the last 6 months is a MK1 TT with VR6 engine AWD; it's nice and still feels like a "driver's car".
They love NOS, all big teams in Formula D runs NOS, on NA/Turbo or supercharged engines. Just need to be mapped in, superb help in midrange spool and response.
To me the engine makes most of the "soul" of a car, although this is highly subjective. We all know about the limitations of the stock engine, but is it reasonable to dimiss it because it can't make 700+ hp all day long without breaking a thing or two? I think not because the apart from the engine the car has a lot of qualities which are why they are such a good all round package. Want more power? Just get another car... that will make 800 hp all day long but will be ultimately be criticised down the line because it can't make 1200 hp. The quest for ever more power never ends and makes no sense, to me at least.
They love NOS, all big teams in Formula D runs NOS, on NA/Turbo or supercharged engines. Just need to be mapped in, superb help in midrange spool and response.
Your thoughts about prefered method of feeding/set up?
To me the engine makes most of the "soul" of a car, although this is highly subjective. We all know about the limitations of the stock engine, but is it reasonable to dimiss it because it can't make 700+ hp all day long without breaking a thing or two? I think not because the apart from the engine the car has a lot of qualities which are why they are such a good all round package. Want more power? Just get another car... that will make 800 hp all day long but will be ultimately be criticised down the line because it can't make 1200 hp. The quest for ever more power never ends and makes no sense, to me at least.
That's a fair statement Thom. For a street and occasional track car I'd be happy with a modified version of our motors. For a track only car it can work as well. For a higher hp application I'd be looking elsewhere if I were to start again.
We all know the story well: the 944 platform started out as the 924, which had a VW/Audi engine. Porsche took over the project and eventually installed an engine of its own design.
Wouldn't an 07K swap be returning the platform to its roots?
I would already have an 07K build underway if it weren't for ridiculous California rules on visuals and engine swaps. My current tired and original 951 engine is tuned to run far cleaner than the 1986 CA emissions standards even with VEMS and large fuel injectors (at least in the idle and 2500 RPM ranges that are tested). Would be even cleaner with an 07K with VVT and sequential fuel injection . . . .
As this thread is interestingly all over the place....
Some of you might have read of a tuner in Puerto Rico getting crazy numbers out of his 2.5lt 8v. He built the car to 'roll race' which doesn't interest me much but had claimed some very high hp which of course many others found to be a bit fanciful.
His latest exploit is hitting 176mph over 1/2 mile running 40 psi.
As this thread is interestingly all over the place....
Some of you might have read of a tuner in Puerto Rico getting crazy numbers out of his 2.5lt 8v. He built the car to 'roll race' which doesn't interest me much but had claimed some very high hp which of course many others found to be a bit fanciful.
His latest exploit is hitting 176mph over 1/2 mile running 40 psi. https://www.facebook.com/731746188/v...06043087979705
Wonder how long his engines last between rebuilds.
Wonder how long his engines last between rebuilds.
I have no idea but from memory I believe he suggests much longer than you'd imagine. I think he runs stock crank, forged rods/pistons. Water injection. ARP headstuds. Not sure what h/g. Might be one of those Vulcan cut ring jobs?
What would be top whack for a 8 valve?
Patrick were you about 505 WHP with the 3.1 litre 8 valve?
Shawn Deal got to 535 WHP & 487 lb/ft with his 3.12 hybrid smoker on E84 at 24 PSI.
Ok - these are more like a "sprint" engine spec.
Patrick - it interesting to re-read your old thread:
06-04-2023, 05:09 AM
07K 2.5Ltr 800Bhp
Doing a terrible job of hiding behind the spokes are a gigantic set of Alcon GT calipers and discs, with a 380mm 6-pot setup up front and 355mm 4-pot setup at the back. Coupled with a Bosch Motorsport ABS system, there’s plenty of stopping power considering the car only just tips the scales at 1,000kg!
Plentiful boost is provided by a AET Precision 6466 unit, again ceramic-coated, controlled by a Turbosmart 4-port boost control unit and Turbosmart Hyper-Gate45 wastegate. A large custom intercooler sits at the front of the engine bay and Vibrant clamps keep the boost where it should be.
Ignition on and the MoTeC control panel and display lights up – this gives Dave all of the car’s vitals and can be cycled through numerous screens and readouts. When the Quattro barks to life the noise is immense.
