MEGA-Horsepower Audi V-6

[Constantine Mantopoulos <quttrmtn@admin.con2.com>]

   By now, many of you readers (Audi freaks) have heard about an Audi 2.8 V-6
twin-turbo in New York. This is no myth! I have been privileged to witness the
birth and development of this exciting project. Sakis Hadjiminas (co-worker,
friend, co-rallyist) is the owner and designer of this masterpeice!
    Never afraid of a challenge, in approximately 5 months he accomplished what
others said could not be done. He has installed a V-6 in the engine bay of an
early Audi 90 (previously 10-valve 5cyl) by modifying motor mounts and mating it
to an early style transmission with locking diffs. Two IHI turbos were
placed on 
the sides, attached to their respective manifolds which face forward of the
motor. Exhaust gases then flow down the two downpipes until they meet into a
single 3 1/2 inch outlet which exits on the pass side. Induction is much more
elaborate. The intake manifold was heavily modified by removing the flaps in the
plenum chamber and blocking off the longer runners in favor of the shorter ones
for better throttle response. Then it was reversed 180 deg so the throttle would
face forward. A larger throttle body from a BMW was adapted to allow more
air-flow and to accomodate the two intake pipes from either side. Air enters
through 2 K&N cone filters before being compressed and then cooled through
two custom and quite large intercoolers which are mounted behind the (round)
headlights. Turbo boost is controlled on the turbo housing unlike Audi turbos of
the past. Pistons were supplied by J&E and were designed for lower compression
ratios as to allow high boost pressures. Cams, heads, valves, crankshaft,
connecting rods and flywheel are all bone stock! Oil pressure is stock also but
oil temperature is controlled by a large cooler behind the bumper. An oil filter
housing from a 5000 turbo was adapted to the V-6's filter location to accept the
oil cooler. 
    Another challenge was fuel and spark control. This was overcome with Electo-
motive's fuel management and direct ignition system. The only problem here was 
locating a suitable position for the crankshaft position sensor. This was solved
by fabricating a plate which attaches to the crank pully and it is accurately
notched accordingly. Now you can imagine how different things look under the
hood. The power steering pump was eliminated and a manual steering rack 
from Europe was installed. Alternator location was switched and all coolant
hoses and their position are new...now that a custom radiator is mounted up
front, behind the S2 style hood.
        Are you ready for figures? Sit down, buckle up, plug in your lap-top
computer, enter parameters, fire ignition and Houston....."we have LIFT-OFF"!!!
Sakis has set boost at a conservative 15 lbs and rev limiter to 7000rpm. With an
aggressive ignition curve and racing fuel (knock sensors are used!) we figure
that he has approximately 380-400 HP. And that my friends is with the turbo
restrictors in place! (These restrictors are required as per SCCA Pro-Rally 
regulations.) I have no 0-60 or top speed figures for you, but this car easily
smokes many sport and exotic cars that we have have the privilege to drive daily
in our business such as Ferrari 328, Porsche Carrera, Vettes, Lotus, etc.
(I mean acceleration of-course....this car is not geared for top speed.)Unladen
weight is approx. 2800lbs! 
        Engine is very responsive, has negligable lag, is extremely smooth, does
not run hot and will idle in traffic..... loudly but stable! Come and see this
car in action at the following Pro-Rallies: STPR at Wellsboro PA on June 7th and
at Maine Summer Rally at Rumford Mn on July 26th. Now that I've witnessed what 
the V6 can do, I'm curious to see Audi's effort.
         Long-time Audi buff  (Audi 200 Quattro Rally car)