Today I swapped over the motor mount brackets from the old motor to the new motor. Because I am using the large TiAL inlet pipes there is some interference with the motor brackets requiring some filing for clearance. I didn’t feel like going through all of the filing again on the new engine so I pulled these off the older motor and installed them on the new one. I was surprised that the bracket bolts were not that hard to break loose, I suspect they are torqued to about 30-40 ft-lbs.
After swapping the brackets I started in on cleaning up the engine compartment some, wiping away the dirt and oil that has built up over the years,
Today some grease arrived which was the last stuff I was waiting on to move forward with removing the 6-speed and putting it onto the Silver car’s engine.
B5 S4 Motors
I set the engines up next to each other and supported them the best I could so that they were secure and also so that moving the transmission from one motor to the other would hopefully not be too difficult.
The transmission came off the Santorin cars motor pretty easily.
I decided that while I had everything apart I would install a metal slave cylinder along with a stainless steel line. Routing this line would be a major pain if the motor were in the car so now was the time to make the swap.
Removing the clutch was straightforward and not very difficult.
The flywheel came off pretty easily as well though it took some force to loosen the bolts.
For re-installing the flywheel I used the handle from my floor jack to get some extra leverage when torquing the bolts to 44 ft-lbs plus 180 degrees. This worked well and did not require much force on my part to tighten the bolts properly.
The clutch went on without any problems.
The motor and transmission were at good heights relative to one another and via the jack I was able to adjust the angle of the transmission so that was positioned properly relative to the engine. Some additional tweaking with the engine support bar allowed me to rotate the motor slightly so that all of the bolts lined up with their respective holes. From there is was just a matter of pulling the transmission slightly forward and wiggling it a little so that it joined properly. This went very smoothly and all that was left to do was tighten up the bolts.
One of the upsides to switching back to a pair of BW K03 turbochargers will be the opportunity to more fully log the performance of the vehicle with those turbochargers installed. The last time my car had K03’s installed all I had to log with was VAG-Com. This time I’ll be utilizing some more capable data logging software as well as bringing some additional sensors into the mix.
One component that I’ve had for a while is the Innovate LM-1Air/Fuel Ratio monitor and data logger. I also purchased the Innovate RPM converter (LMA-2) which can be used with an inductive pickup, but of more interest to me, allows 4 additional sensors to feed into the LM-1.
An additional input that I like to have is a stand alone manifold air pressure (MAP) sensor. Since I already had the LM-1 I decided to stick with the Innovate products and add the Aux Box (LMA-3). This device can provide data from 5 sensors, either the built in sensors or external. The unit comes with a 3 BAR MAP sensor, EGT, RPM, Injector Duty Cycle, and a 2-axis accelerometer. Alternatively up to 5 external sensors can feed through the Aux Box, and of greatest interest to me since the LMA-2 does not have this capability, the Aux Box can provide up to 300 mA of 5V power to the external sensors. This means I can just get additional sensors and not have to worry about control boxes, so long as the power requirements are appropriate to the Aux Box capabilities.
A fast responding intake air temperature sensor is something I’ve wanted for a while and the Auber instruments sensor and controller combination fit what I was looking for.
Finally, while not strictly a sensor box, the Eurodyne BoostManager water injection system includes a 6 BAR MAP sensor which I will find some use for.
