At the end of South Africa’s isolation era, a competitive local circuit-racing series gave rise to a pair of homolo gation specials that have stood the test of timeBY: Mike Fourie

CUSTOM & CLASSICOPEL KADETT SUPERBOSS AND BMW 325iS

RAINBOW WARRIORS

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South African legends: Wesley Rudolph’s Opel Superboss and Russell Tobias’s BMW 325iS are already prized collectables.

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DO you remember the ear-splitting cacophony that enveloped a dusty

racing circuit on a Saturday afternoon in the early Nineties? First a gaggle of yellow-liveried Opel Kadetts would screech into view like a horde of enraged banshees, followed by a battery of red and white boxy BMWs with straight sixes a-wailing. Seated trackside, you clutched the armrest of your folding chair with nervous excitement and ignored the oozy boerie roll garnish you’d just messed on your new neon T-shirt as a dozen demented cars thundered towards the apex of the nearest corner. Then, in a crescendo of squealing tyres and sickening scrapes of metal against metal, a typical Group N mid-corner mêlée ensued.

In the beginning of the Eighties hot-hatch era, the seminal Volkswagen Golf GTi was the king of the pocket rockets and the BMW 325i the eminent compact executive coupé. Both contenders achieved success in a production-car-based circuit-racing formula named Group N, now called the Production-car series, but Opel, produced by Port Elizabeth-based company Delta (now General Motors), upset the status quo in 1987. The racing version of the 2,0-litre, eight-valve Kadett GSi “Boss” ultimately overcame its

Benz, went on the offensive and stepped up its local motorsport programme. In order for a vehicle to be homologated for the purposes of being entered in Group N at the time, a manufacturer needed to produce a particular number of examples and offer them for sale to the general public (500 in this case). The marque’s World Touring-car Championship contender, the E30-based M3, was not available in right-hand-drive form, which left BMW’s local subsidiary with no alternative but to develop a more powerful version of the 325iS by using the suspension from the M3, selected aluminium body panels to shed kerb weight and a 145 kW 2,7-litre straight-six with parts developed by German-based car company Alpina, hence the 325iS Evo 1.

Russell Tobias from Port

CUSTOM & CLASSICOPEL KADETT SUPERBOSS AND BMW 325iS

1,8-litre Golf 2 GTi 16-valve rival and, when Opel introduced a d-o-h-c version with a Cosworth-developed cylinder head and Brospeed exhaust system, the colloquially-named “Big Boss” campaigned by a pack of drivers headed by Michael Briggs challenged the Class A BMW 325i most famously driven by the late Tony Viana … and achieved immediate success.

The Shadowline, as fans

nicknamed the subsequent 325iS (a reference to the late-1988 trim package that included colour-coded bumpers and tinted windows) may have had a limited-slip differential, a sports gearbox and revised exhaust system, but it proved no match for the Big Boss in Group N action. In reaction, BMW South Africa, looking to increase its footprint in a luxury market then dominated by Mercedes-

SLAP ON THE WAR PAINTTHE classic performance cars in this feature were accompanied by their racing counterparts at CAR’s Performance Shootout at Killarney. A 325iS Evo 2 represented the BMW corner. This car, driven by Robbie Smith, was campaigned by well-known Johannesburg BMW dealer JSN Motors. The silver and white car clinched the 1993 Group N Championship, BMW’s only title during the heyday of Group N racing. This car was lovingly restored by JSN, its current owner, and appears exactly the way it did in 1993. Amazingly, the level of alteration required to compete in Group N was minimal; bar the tweaked ECU (the cars would produce up to 20 per cent more power in race trim), a replacement bucket seat for the driver and a roll cage, the racing iS is remarkably close to a road car.

Flying the yellow flag of Opel was an immaculate recreation of a race Group N Superboss. Chris Davison grew up idolising the exploits of the Delta team's on-track domination, and in particular its multiple champion and Superboss protagonist Mike Briggs (hence the A1 nomenclature). His dream to own a Group N Superboss started when he purchased a fair-condition road car in 2009 and set about converting it for race purposes. Davison was always keen that his car be raced rather than end up as a museum piece. To this end, the engine features aftermarket individual throttle bodies and engine management. Unlike the period racer, the interior of this car has been gutted as Davison regularly races the car in Superhatch and Historic regional series across South Africa.

Chris Davison’s Superboss is a beautifully created replica of the original Mike Briggs machine (left), but the JSN 325iS is the real deal – this very car won the 1993 champion-ship in the hands of Robbie Smith.

The Opel Big Boss challenged the Class A BMW 325i most famously driven by Tony Viana ... and achieved immediate success

On the track, the BMW straight-six howls sonorously, while the Opel’s 2,0-litre, 16-valve motor screams.

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Elizabeth bought one of the first editions of the 2,7-litre 325iS second-hand in 1994 (CAR tested an example for the March 1991 issue and Russell’s car was registered in April of that year). Not only was he so kind to drive his mint Evo 1 to the Cape so it could appear alongside the modern hot hatches in this issue’s Performance Shootout, but also substantially brave to hand the keys of his cherished collector’s item to the author, CAR track tester Deon Joubert and guest driver Chris Harris so that they could familiarise themselves with a unique-to-South Africa car with giant-killing performance.

The 325iS may have come to fruition in the twilight of the bluff-nosed E30 3 Series’s model life, but the coupé still looks remarkably crisp and striking in its Ice White finish and characteristic 15-inch BBS wheels. The original bespoke aluminium bonnet, door and mudguard components are still in place and the interior still has the checked Uberkaro velour on the seats and door cards. The inwardly curved dashboard seems marvellously simple by modern standards but the air-conditioning, power-steering, electric mirrors and windows and onboard computer (all of which still work perfectly) serve as a

THE AFICIONADOBRITISH scribe Chris Harris is an unapologetic fan of the cars produced by BMW’s performance division and famously owns an example of the original M5 super saloon (E28 generation).

In his opinion, the BMW 325iS is the best non-M3 E30 he’s driven: “It certainly feels as stiff as the M3, but its six-cylinder motor is smoother and more torquey. As a fast road car, the 325iS is better than the M3 of its era and the gearbox is excellent, too. Having driven Russell’s car around Killarney, I believe all it would need to keep up with contemporary hot hatches is stickier tyres and uprated brakes. And that’s impressive for a 1991 model.

The Superboss, by contrast, is a “ludicrous car,” Harris exclaims. “Time erodes the impact of a car such as this, because it made such a bold statement at the time about the level of performance that was attainable at a very competitive price point.

“Its straight line performance still leaves you breathless and it’s quite understandable why that 2,0-litre, 16-valve motor was the weapon of choice for a variety of track specials and independently built sportscars of that era.”

THE RACE ACETHE 325iS holds a special place in CAR track tester Deon Joubert’s heart because he campaigned the car in Group N in the early days of his saloon-racing career.

“The cars will forever be linked to Tony Viana, Geoff Goddard and Peter Lanz; they were self-made privateer racers with such forceful personalities.

“The BMW was a tasteful, elemental sportscar, but racing these machines required a special blend of aggression and skill. As a supporting act in the Viana/Briggs rivalry, I was sometimes required to put my car on the line because the combatants had no qualms about bumping each other out of the way.”

In terms of the Superboss, Deon says it was easy to see why the Opel was such a potent competitor in Group N racing: “The performance of the Superboss compares well with many modern hatchbacks and a fast front-wheel-driven racing car is a boon in a dogfight, especially against tail-happy rivals at the limit.”

CUSTOM & CLASSICOPEL KADETT SUPERBOSS AND BMW 325iS

reminder that the BMW was an executive express that demanded a hefty R92 720 when new.

When the straight-six motor roars into life, there’s a delightfully resonant, deep burble from the twin tailpipes and the motor emits that characteristic urgent, throaty straight-six baritone as the 325iS winds its way to the 6 200 r/min redline. There’s a satisfying linearity to the power delivery, with a pleasing mid-rev range punch and the three-spoke steering wheel, which looks positively oversized without a plethora of multi-function toggles, feels meaty and direct through the palms. The gearshift action is positive through the gate and the ride, though firm, does not feel overly bouncy. Twenty years on, the

325iS retains its hewn-from-rock feel and it’s still brisk by today’s standards. Since 1994, Russell has replaced only the exhaust system, air-conditioning pump and cambelt (the latter at scheduled intervals) and is now looking for an example of an original Becker radio/tape audio unit to substitute the aftermarket deck in

Twin Cam RSi that campaigned in Class C, encapsulated some of the best in local engineering expertise, let alone an ability to improvise. What’s more, when we asked veterans to share memories of their Group N days we were regaled with tales about the lengths some teams would go to exploit loopholes in the rules, obscure irregularities or mislead scrutineers, but that’s another story altogether.

Perhaps the most Franken-steinian, but ultimately successful, local-development car arrived in the shape of the S version of the Opel Kadett 2,0 GSi 16V, which was ominously named “Superboss”. Even in its heyday, a standard Kadett could never be mentioned in the same sentence as the Volkswagen Golf or BMW 3 Series in terms of interior build quality or on-road refinement. In Superboss trim, however, the Kadett was no cheery, economical runabout. It reigned supreme for much of its tenure in Group N thanks to its superior power-to-weight ratio and, inter alia, its André Verwey-developed limited-slip differential that was the first of its kind on a front-wheel-drive production car.

Furthermore, the Superboss

sported a tuned suspension courtesy of Irmscher, a locally developed four-into-one exhaust header, an updated camshaft profile by Schrick and a performance engine-management chip supplied by Promotec.

Wesley Rudolph of Kuilsriver has owned his classic Superboss, which is instantly recognisable by virtue of its five-spoke anthracite Aluette lightweight rims, for a year and a half. He shrugs off the begging and cajoling that was required to procure the rare burgundy-coloured car from its second owner, but says he was happiest that the motor was “unopened” (it’s never required an overhaul) and was still in near-original state, apart from expected wear and tear to the interior. Wesley apologised profusely for the aftermarket steering wheel. A fellow collector offered an original three-spoke example to him, but he found the man’s R2 500 asking price just too steep!

Whereas the 325iS’s exhaust note is creamy, the Superboss ticks over with a lumpy, guttural and fortissimo splutter. The Kadett’s shape is hardly graceful, but at least the 16V S detailing is relatively subtle and when inside, a driver is swiftly reminded of the meagre specification of a built-to-race car. The Superboss has manual windows, no air-con or power steering and an oddly shaped chunk of rattle-

his car. An eager would-be buyer recently offered him more than double what he initially paid for the 325iS, but he refused to sell it. We can understand why.

The introduction of the Evo 1 to Group N saw the rivalry between Opel and BMW intensify to a fever pitch on South African racing circuits, where cheering,

flag-toting factions of fans camped out and spurred on their heroes. In the years leading up to the birth of democracy, from which point manufacturers’ product line-ups on the South African market would become closely aligned to that of Europe and Japan, the 325iS, ‘Boss and, incidentally, the Toyota Conquest

Finding a well-cared for Superboss is dif-ficult. Wesley’s car is original and wears its 300 000+ km proudly. The engine is an original red-head Cosworth unit.

Russell Tobias’s 325iS is mint; it looks and feels the same as the day it left the showroom.

Twenty years on, the 325iS retains its hewn-from-rock feel and is still brisk

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prone plastic that supposedly constitutes a dashboard. The contraption feels tinny and harsh, but one could be forgiven for thinking that at the onset.

The BMW may have been the ultimate yuppie toy, but the Opel was a brawler, not least a lovable rogue.

When unleashing the car’s power on the open road, the driver will be deafened by that raucous exhaust, yes, but also relish the bunts to the posterior that accompany the Superboss’s prompt and ever-flexible power delivery. The gearbox snicks from ratio to ratio with alacrity and although the steering feels a bit woolly by modern standards, there’s physicality to driving

CUSTOM & CLASSICOPEL KADETT SUPERBOSS AND BMW 325iS

a Superboss that would lend a gladiatorial edge to every Sunday-morning jaunt. Some enthusiasts believe it a travesty to mollycoddle a collectable car, and Wesley’s one of them. Long may his play dates with the Superboss’s endure.

History shows that the 325iS fired the final salvo in the Group N homologation wars with the introduction of the Evo 2 late in 1991. That model offered a 10 kW power hike over the Evo 1 and reverted to steel panels instead of aluminium. A lower ride height, stiffer springs and firmer anti-roll bar at the rear gave the Evo 2 improved handling. An updated exhaust, as well as the intake manifold and throttle butterfly from the 535i and a shorter ratio ‘box, boosted acceleration. Unfortunately, Viana was never able to regain the Class A title because of ailing health, but Robbie Smith wrapped up the championship for BMW in 1993. By the following year, the E36 325i superseded the iS in Group N, and a golden era of production-vehicle-based tin-top racing in South Africa was over.

The BMW was the ultimate yuppie toy and the Opel a lovable rogue

Even some of today’s hot hatches will only ever see the rear-ends of a properly driven Superboss or 325iS.

OPEL KADETT GSi 16V “BIG BOSS”Tested: September 1989Price when new: R43 950Power/torque: 115 kW/203 N.m0-100 km/h: 7,66 secsTop speed: 221 km/h1 km sprint: 28,4 secs

OPEL KADETT GSi 16V S “SUPERBOSS”Tested: September 1990Price when new: R58 990Power/torque: 125 kW/228 N.m0-100 km/h: 7,64 secsTop speed: 223 km/h1 km sprint: 28,32 secs

BMW 325iS “EVO 1”Tested: March 1991Price when new: R92 720Power/torque: 145 kW/265 N.m0-100 km/h: 7,53 secsTop speed: 225 km/h1 km sprint: 28,47 secs

BMW 325iS “EVO 2”Tested: December 1991Price when new: R105 100Power/torque: 155 kW/265 N.m0-100 km/h: 7,42 secsTop speed: 226 km/h1 km sprint: 28,09 secsTH

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