V8 Into B5 II.
1st Gear
Joined: Aug 2009
Posts: 51
Just got back after a long stint in the workshop.
And discovered the mounts I had made for my own car don't line up with the I4 set-up.
Not sure if it's due to the different subframe, the front engine support fits though. So Monday, will see if my guy can rework the existing ones, or I may need to supply him with new mock-ups based on the B5 4 cylinder.
Some pictures though...
And discovered the mounts I had made for my own car don't line up with the I4 set-up.
Not sure if it's due to the different subframe, the front engine support fits though. So Monday, will see if my guy can rework the existing ones, or I may need to supply him with new mock-ups based on the B5 4 cylinder.
Some pictures though...
Upper oil pan section that needs to be ground off, else it fouls the subframe. I also shaved the thick webbing off, will take pictures of that later:
Engine bolted to tranny temporarily:
Front panel, showing area that needs to be cut out:
Radiator test fitted:
Checking hood for clearance:
Engine bolted to tranny temporarily:
Front panel, showing area that needs to be cut out:
Radiator test fitted:
Checking hood for clearance:
A little update:
So many things differ between an I4 and V6 B5, as far as installing the V8 goes.
1) Mounts - new custom mounts made to integrate V8, different from V6 base car.
2) Subframe - tranny n/s bracket needs to be cut off, and V6 one welded in place.
3) Tranny n/s mount - being replaced with V6 bracket, to allow n/s catalyst to fit.
4) Airbox - 1,8T unit has intake facing front of engine, being replaced with V6 item.
Car is now running, for some reason though, the S8 immo would not code to the B5's key and immo box, so a different approach was needed.
It involved obtaining a B5 ECU, immo box and key from a junkyard. All came from a 1998 A4 2,8 quattro. The immo box was then plugged into the car, the transponder removed from the new key (was glued in, what a b4stard it was to remove). Finally, the immo processor was carefully desoldered from the 2,8 ECU, and soldered in place of the old one in the S8's ECU. Voila!
Had a scary moment last week - the fuel filter decided to spring a leak of major proportions. It was so rusty, I was surprised it held pressure up to that point. It looked like a cylindrical brick, and after replacement, the injectors had to be removed, and taken for an ultrasonic clean. The fuel lines were then flushed through, before replacing the injectors, and firing her up.
Another issue...the cluster in a B5 is designed to work for either 4 or 6 cylinders. While the cluster in this particular B5 1,8T could be coded to work in a V6, a V8 wasn't an option. The C5 A6 uses the same basic cluster, and was available as a V8, but as the C5 came later than '96, which this B5 was, fitting one wasn't an option, unless a whole bunch of wiring was on the cards...
...It wasn't.
The existing cluster was pulled apart, and certain key components were replaced, (thank God for Maplins) so now works accurately.
A few pictures of progress so far:
Rusty, porous fuel filter:
New harness in progress. Involves deleting massive auto trans ECU connector, auto trans tranny connectors, as well as configuring the S8 connectors to plug into the B5 chassis. They also needed to be extended from the left side of the scuttle, to the right:
Engine mounts:
Front engine support bolted in place:
So many things differ between an I4 and V6 B5, as far as installing the V8 goes.
1) Mounts - new custom mounts made to integrate V8, different from V6 base car.
2) Subframe - tranny n/s bracket needs to be cut off, and V6 one welded in place.
3) Tranny n/s mount - being replaced with V6 bracket, to allow n/s catalyst to fit.
4) Airbox - 1,8T unit has intake facing front of engine, being replaced with V6 item.
Car is now running, for some reason though, the S8 immo would not code to the B5's key and immo box, so a different approach was needed.
It involved obtaining a B5 ECU, immo box and key from a junkyard. All came from a 1998 A4 2,8 quattro. The immo box was then plugged into the car, the transponder removed from the new key (was glued in, what a b4stard it was to remove). Finally, the immo processor was carefully desoldered from the 2,8 ECU, and soldered in place of the old one in the S8's ECU. Voila!
Had a scary moment last week - the fuel filter decided to spring a leak of major proportions. It was so rusty, I was surprised it held pressure up to that point. It looked like a cylindrical brick, and after replacement, the injectors had to be removed, and taken for an ultrasonic clean. The fuel lines were then flushed through, before replacing the injectors, and firing her up.
Another issue...the cluster in a B5 is designed to work for either 4 or 6 cylinders. While the cluster in this particular B5 1,8T could be coded to work in a V6, a V8 wasn't an option. The C5 A6 uses the same basic cluster, and was available as a V8, but as the C5 came later than '96, which this B5 was, fitting one wasn't an option, unless a whole bunch of wiring was on the cards...
...It wasn't.
The existing cluster was pulled apart, and certain key components were replaced, (thank God for Maplins) so now works accurately.
A few pictures of progress so far:
Rusty, porous fuel filter:
New harness in progress. Involves deleting massive auto trans ECU connector, auto trans tranny connectors, as well as configuring the S8 connectors to plug into the B5 chassis. They also needed to be extended from the left side of the scuttle, to the right:
Engine mounts:
Front engine support bolted in place:
A little snag - the central plastic engine cover Paul ordered is off an earlier car, so the "V8" section is broader than mine, and fouls the expansion tank:
Will be carefully trimmed tomorrow.
Picture showing the 1,8T airbox, with forward facing intake, where it would normally go to the turbocharger's cold side:
Will be replaced with a V6 item, as I'm loath to fit an induction kit. The ignition amplifiers and evap. purge valve can then be mounted on the upper cover. The S8's MAF sits within the airbox, pretty much like an AEB, but I'll be fitting it in a conventional manner, in series with the throttle body and airbox
Will be carefully trimmed tomorrow.
Picture showing the 1,8T airbox, with forward facing intake, where it would normally go to the turbocharger's cold side:
Will be replaced with a V6 item, as I'm loath to fit an induction kit. The ignition amplifiers and evap. purge valve can then be mounted on the upper cover. The S8's MAF sits within the airbox, pretty much like an AEB, but I'll be fitting it in a conventional manner, in series with the throttle body and airbox
Administrator
Joined: Jul 2006
Posts: 11,670
From: Binghamton, NY
Awesome work bro - it raises two questions for me:
1 - in regards to the cluster, you were saying that the B5, never having been offered with a V8, had to use all or part of an A6 cluster, but it sounds like that's because of the model year of the car being converted. In your car were you able to keep the B5 cluster without modification? I ask so I know what to expect with my non-facelift early 99 car.
2 - how is the B5 radiator coping with the additional thermal load of an engine 50% larger than the V6 and 133% larger than the I4, displacement-wise? I don't recall you saying you were using an aftermarket radiator or a 4.2 radiator. Are you using something other than a B5 unit or is it holding up to the increased demand?
1 - in regards to the cluster, you were saying that the B5, never having been offered with a V8, had to use all or part of an A6 cluster, but it sounds like that's because of the model year of the car being converted. In your car were you able to keep the B5 cluster without modification? I ask so I know what to expect with my non-facelift early 99 car.
2 - how is the B5 radiator coping with the additional thermal load of an engine 50% larger than the V6 and 133% larger than the I4, displacement-wise? I don't recall you saying you were using an aftermarket radiator or a 4.2 radiator. Are you using something other than a B5 unit or is it holding up to the increased demand?
Awesome work bro - it raises two questions for me:
1 - in regards to the cluster, you were saying that the B5, never having been offered with a V8, had to use all or part of an A6 cluster, but it sounds like that's because of the model year of the car being converted. In your car were you able to keep the B5 cluster without modification? I ask so I know what to expect with my non-facelift early 99 car.
2 - how is the B5 radiator coping with the additional thermal load of an engine 50% larger than the V6 and 133% larger than the I4, displacement-wise? I don't recall you saying you were using an aftermarket radiator or a 4.2 radiator. Are you using something other than a B5 unit or is it holding up to the increased demand?
1 - in regards to the cluster, you were saying that the B5, never having been offered with a V8, had to use all or part of an A6 cluster, but it sounds like that's because of the model year of the car being converted. In your car were you able to keep the B5 cluster without modification? I ask so I know what to expect with my non-facelift early 99 car.
2 - how is the B5 radiator coping with the additional thermal load of an engine 50% larger than the V6 and 133% larger than the I4, displacement-wise? I don't recall you saying you were using an aftermarket radiator or a 4.2 radiator. Are you using something other than a B5 unit or is it holding up to the increased demand?
In my car, I'm running the stock 2,6L V6 radiator, with a pair of 12" fans mounted on the outside (push fans). They are controlled via the ECU, and I have set them to switch on at 86 degrees. At their hottest, the temp never exceeds 92 degrees, so coping fine.