So I'd bought a number of parts with the V8, including the ecu, loom, oil cooler, radiator etc. to make things a little easier. I'm a big fan of using as much OEM stuff as possible in a swap as it just makes servicing that much easier. I'd rather take the time, fabricate brackets and mounts for things that I know work. As I used
I decided to leave the 016 trans in place and just pulled out the motor and everything else around it. After a degrease and a wash down there wasn't really any going back, and as I was a little pressed for time (I was on holiday back to the US and using the workshop at my brother's house) the goal was to get the motor
I've always wanted to do a V8 conversion in an early small-chassis Audi, so I took the opportunity to shove a PT 3.7 V8 into the 4000s rather than rebuild the existing engine. After sourcing one online, I was a little surprised when a full semi trailer pulled up with literally just this V8 inside it. The driver got out and said "You got anything
This Audi 4000s Quattro (that's an 80 to all my fiends in the UK - in the US they were all called 4000s until the B3) came form my good friend Steve Meyer. It was an original car, a little tired and tatty around the edges but overall a solid example. After some new lower arms, new fuel injection, some brakes, fuel lines and various
Since I top-mounted the turbos on the 2.7tt it's safe to say things get a little hot under the bonnet (that's hood for my American compatriots). When I originally built the car i used a fibreglass heat wrap mostly for the simple reason that I could get it in black. A couple things to note: 1. Fibreglass heat wrap is made of fibreglass which means
Upgraded the rear disks, pads, new caliper pins and boots on the 80 drift car today. Drifting just isn't as hard on the brakes as I had thought it might be, so the stock rear setup seems to be coping fine. I had a problem at a few events that wouldn't go away, and I finally solved it at the last practice day. On the rear
This is an external fuel pump upgrade for a B3 Audi. The pumps aren't mounted inside the tank on this chasis as they are from the B4 onwards, which makes it easier to do. Here the original pump has been replaced with a high-flow Epman Racing 044 unit, new fittings, brackets and hoses. Also some new rubber mounts as the originals were perished, just to try and keep
We're not totally purists here at Two Roads, but we do like an original and unmolested car. When this B3 80 came up locally with 57,000 on the clocks all in original condition, it just had to come home. True, it's a FWD and the 2.oL 4-cyclinder doesn't do much to get the senses aroused, but everything was there and it all worked. Simple, honest motoring.
The 2.7tt motor that came in the Audi S4 B5 chassis is one of my favourites. A large V6 gave it good drivability, and coupled with the relatively small standard K03 turbos the spool and power build is very linear. Here is a S4 receiving an intercooler upgrade consisting of RS4 coolers and piping. At the same time all new silicon hoses from 034 Motorsports were installed, along
For pure sound when driving there is nothing quite like the noise that comes from a flat-6 on carbs. I've always been a fan of the Webers used on early 911s, and this was a set that was fairly tired after 30-odd years of use. They were all original, but the bushes for the shafts were badly worn which means the slop created was causing erratic idle and
