ersatz S2, final update, thanks, long

["Brandon Hull" <brandon@cardinalventures.com>]

Sorry for the length of this post, delete now if you haven’t been following
the ersatz saga.

This is an belated update and overdue thank you note regarding my year-long
quest to convert a ’91 Coupe Quattro into something approximating a
European-spec S2.  Let me begin by saying thank you collectively to all the
members of the q-list and the 20V list, without whom the project literally
would not have happened.  Specifically, and in order of appearance, I’d like
to thank:

Christian Long:  Responded to my email a year ago with accolades for his CQ
(which he promptly sold) but tipped me off to the European variant called an
S2.

Mark Nelson:  responded to my inquiry, “has anyone converted a CQ into an
S2,” then provided ongoing encouragement and resources.

Ned Ritchie:  Who spent a half hour of phone time telling me how to do it,
and providing additional encouragement. He also tipped me off to the 3B at
ABC, which I bought even before I’d found a car.


Anon:  Chief of parts procurement for Audi _________ : who got enthralled
with my project and mailed me the relevant microfiches.

_______  __________, who transformed said fiche into print.

Igor Kessel provided encouragement, tech support, jigs and tools to remove a
broken easy out, which chased a broken exhaust stud, enabling drilling,
tapping, and re-sleeving the hole.

Linda Carlson, who patiently filled a huge order of little itsy bitsy
pieces,  (“next item, cap screw, pn #…”)

Steve Eiche, who provided invaluable data on flywheel and clutch
alternatives, and hooked me up with

Bruce Bell, who swapped his S4 flywheel for my 3B flywheel.

Jim Griffin, who mentions George Baxter’s wild urq on his website.  I made a
mental note, and later, when I learned George was based nearby, visited him
and discovered he was the ideal guy to do the heavy wrenching.  Sadly, my
project outlived the ur, but, undaunted, he’s building another one, this
time a 20V.

MANY others assisted.  In the course of the project, I asked probably fifty
questions which usually got patient and thoughtful responses.  As a result,
the project, while pioneering, proceeded in an informed and confident
manner, with very little of the trial and error I expected.  European (and
Pacific Rim, thanks Dave Eaton) listers who owned some of the exotic stuff
provided observations and measurements when requested.

The project was essentially begun a year ago and cost $25-27K (incl. Car).
The result is a car which is still something less than an early S2 which
would cost $15K or so in Europe, so I’m not going to win any fiscal prudence
awards.  However, I’m here to report that the car is an utter delight.  With
minor mods (lightened flywheel, RS2 manifold, chip) it is quick enough to
finally out-sprint pickup trucks exiting the tollbooth, and at speed has a
flexible, broad power band that makes passing in 4th or 5th  sheer delight.
Outwardly, not much has changed, the stock S2 bumper cover looks like a
stock CQ at a glance, although I still haven’t had the heart to screw on my
front NJ license plate.  Technically, the project was superbly executed by
George Baxter, and the underhood view is a joy to behold, and
indistinguishable from factory photos.

The spec to-date is as follows:

Car:  ’91 Coupe Quattro, 100K miles, pearl with black.  Dealer maintenance
always, great shape.

Engine:  ’91 3B from 200tqw, plus $1K of refresh parts incl. All hoses,
gaskets, seals, timing belt, water pump, and virtually all replaceable.
Compression test and visual inspection of cams, tappets and journals
dissuaded me from a rebuild.  Also 100K miles.

Factory S2:  intercooler and plumbing, front bumper cover, indicators and
projector driving lights.  Also new turbo oil lines and oil filter bracket,
and A/C lines to accommodate factory A/C mounting location.  Many misc.
brackets, fasteners, hoses.  Ok, I got the badges too.  Factory underseat
battery box and related hardware.

Factory RS2:  Airbox, exhaust manifold

Wiring harness: integration of factory 200 engine and front body harness
with CQ harness, using all OEM or factory connectors, color coding and
circuitry.  All electronics function as factory, and are serviceable with
the 200 manual wiring diagrams.  Mostly.

Boost gauge, 30lbs.  In anticipation of greater things.

Exhaust:  fabricated adaptation of S4 downpipe, (thanks again, Steve Eiche)
into 3” flexible stainless (suggestion:  Graydon Stuckey), into hi-perf cat
(thank you summit racing), into stock CQ system.  Car is eerily quiet, far
quieter than stock CQ.  Not sporty sounding, but adds to an impression of
effortless, smooth power.


Next Steps?  I’ve bought a pair of 993 calipers, which I’d like to adapt to
the front, which will necessitate a wheel upgrade.  Also, I’m worried about
the strength of my CQ transmission, and coveting the .72 O.D. ratio of the
S2 six-speed.  Beyond that, there is, I suppose, an infinite number of
incremental upgrades.  But right now, it’s a blast to steal a glance at the
boost gauge (down on the console where the voltmeter was) as it darts up to
15lbs, while the tach needle races around the dial.

Comprehensive project details and photos including parts lists, gotchas,
project design considerations/tradeoffs etc.  will be posted soon at Ramana
Lagemann’s website http://www.20v.net/ , so watch the space.  I’d love to
see more conversions happen, so feel free to ask questions.

Again, thank you list members.  Without your help, this project would never
have been conceived, and certainly not executed.  Here it is, one more
example of the internet making Our Lives Better.

Quattros,

Brandon Hull
’91 ersatz S2