In human anatomy class we studied a middle-aged cadaver called Steve. One of my lab partners called him the Six Million Dollar Man: "Gentlemen, we can rebuild him...we have the technology." Of course, we didn't have it. We were freshmen.
Listening to Greg Woo, operations manager of Neuspeed, one of America's premier Audi/VW/Honda tuners, explain why the company purchased and subsequently rebuilt a 1995 Audi A4 Quattro Super Touring car, I thought of that anatomy lab.
To educate ourselves on the unseen miracles of the human body, we picked over poor Steve. For similar reasons, Neuspeed, located in Camarillo, Calif., acquired one of the most sophisticated examples of the Super Touring Car class which thundered throughout the 1990s.
Built by the manufacturer's racing division, Audi Sport Germany, the A4 (chassis #003), originally campaigned in the Australian Super Touring series with Brad Jones Racing in 1996. At the hands of race driver Greg Murphy, the car captured third place in the series, while its A4 teammate took the championship crown.
Returning to Europe, #003 ran for several seasons in regional competition. Finally, the car was retired to a collector's stable. In 2003, Neuspeed was looking for a new project car, something it could dissect, learn from, drool over. There could hardly be a better study tool than a werke Super Touring car.
After years of seclusion, #003 was in need of a ground-up restoration, which was the tuner's aim at the outset. And from the first bell, Neuspeed's technical staff attacked the project like students studying the intricacies of a cadaver's central nervous system.
"The Audi A4 STC contains a level of engineering that you'd only find in the upper echelons of motorsport," said Jeff Lowell, Neuspeed's engineering manager. Case in point: Lowell described how the chassis and body panels were seam welded around a tubular steel structure rather than the normal technique of inserting a cage into an existing shell.
For weight distribution, the driver's position, pedal and steering assembly were lowered and relocated nearly 8 in. rearward. Audi also moved the power steering and alternator to the rear of the car, driving them off the rear differential.
Although the car was 7 years old, Super Touring cars were then, as they are now, extremely advanced automobiles. Surprises showed up in the most elemental areas of the car. "We found that the suspension geometry was close to that of a modern American Le Mans Series car," Lowell said.
The A4 came equipped with a completely digital dash. A Bosch engine management system was developed for the Audi Sport normally aspirated 2.0-liter engine. In its prime, the dohc powerplant generated 300 hp at the flywheel. This was mated to a fully sequential six-speed gearbox that allowed shifting without the driver lifting off the accelerator. Power was relegated to the differentials via a carbon-fiber driveshaft and clutch.
A true competitor, #003 came with the normal racing trappings: fuel cell with dry break filler, center-locking wheels and on-board air jacks. From inside the cockpit, the driver could lay his hand on adjustable anti-sway bar and brake bias controls.
What surprised Lowell and his team most was the extensive use of exotic metals and composites throughout the car. "Practically every component on the vehicle was custom-designed by Audi Sport, with maybe the exception of the tires and a few minor components," Lowell said.
While there were a number of tricks the Neuspeed crew learned from the factory team, there were several areas the technicians discovered they could improve the car. Compared to the mishmash of biology students poking at poor Steve, #003 was being attended to by neuroscientists. They had the ability to make the car better than it was before, stronger, faster. After all, they really had the technology.
Lowell agreed. "There were ways to update the chassis with newer components. For example, rather than use the original, heavy cast-iron rotors, we installed lightweight titanium rotors from ARES," he said. The newer rotor assembly weighs a mere 6 lb, saving a total unsprung weight of 48 lb.
While the braking system was upgraded, it was decided to keep the original magnesium 8.5x19-in. Speedline wheels once they were inspected and restored. These featherlight rollers were then shod with 19x650R Michelin Pilot racing slicks.
The chassis was repaired where needed as were several body panels. The factory's chromoly double wishbone suspension was scrutinized and the Koni 2812 racing dampers were rebuilt by the manufacturer before being reassembled with Neuspeed race springs.
It is in the power department that Neuspeed really showed its mastery. Not satisfied with a mere 300 hp, Lowell's technicians rebuilt the Audi's original 2.0-liter engine to accept turbocharged induction. Internal components included JE pistons, Carrillo connecting rods, titanium valves and retainers along with dual valve springs.
Custom intake piping and plenum were made for the engine along with a tuned exhaust manifold. Atop this, Neuspeed bolted a Turbonetics T04B turbocharger, Tial wastegate and a custom Spearco intercooler.
Special care was taken during the inspection of #003's sequential gearbox. Knowing there would be a considerable horsepower gain, a flywheel was created and matched to a Sachs RCS 184 twin-plate racing clutch. To ally all the electronics, a Motec M8 EMS replaced the original Bosch system.
As is the case with professional racing cars, Audi Sport engineered #003 to be as light as possible and with only enough longevity to reach the checkered flag. "Because of this," Lowell said, "the difficulty was not generating more power from the engine but getting it to the ground without destroying the drivetrain. To do that, we specifically designed the turbocharger package for minimum low-end torque and maximum high-revving horsepower." Lowell also noted that a number of driveline components were redesigned and manufactured in-house to increase the car's endurance.
Neuspeed's wisdom has clearly paid off. The A4 STC now accelerates with the kick of 502 horses at the flywheel, peaking at 8300 rpm with a torque peak of 345 lb-ft at 7300 rpm. With 200 additional ponies, it's clear the Audi/VW tuner has definitely done its homework with this particular experiment.
Imagine Neuspeed applying its expertise to good old Steve