Audi B5 420-R: The Build.
02-06-2016, 10:49 AM
#154
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Update: 06th February, 2016:
I have finally pulled my DAJ (3.89:1) rear differential, and installed the B5 RS4 replacement, DQA (4.11:1). So the rear of the propshaft is bolted up. At the same time, I discovered the source of a persistent grating noise, which has been speed-related. The previous owner told me the noise had been present for almost a year before I purchased the car, and he'd had both rear wheel bearings replaced in an attempt to get rid of it.
The right hand output shaft seal was pretty much non-existent, with drips of oil sitting on the axle shaft flange. I drained the oil, as I had to swap over the output flanges - replace the B5 RS4 108mm ones with the B5 A4Q 100mm items. I got just over a litre of dead oil, with minute steel filings. The oil was completely black.
Next is to install the middle and rear section of the exhaust.
I have finally pulled my DAJ (3.89:1) rear differential, and installed the B5 RS4 replacement, DQA (4.11:1). So the rear of the propshaft is bolted up. At the same time, I discovered the source of a persistent grating noise, which has been speed-related. The previous owner told me the noise had been present for almost a year before I purchased the car, and he'd had both rear wheel bearings replaced in an attempt to get rid of it.
The right hand output shaft seal was pretty much non-existent, with drips of oil sitting on the axle shaft flange. I drained the oil, as I had to swap over the output flanges - replace the B5 RS4 108mm ones with the B5 A4Q 100mm items. I got just over a litre of dead oil, with minute steel filings. The oil was completely black.
Next is to install the middle and rear section of the exhaust.
02-13-2016, 12:25 PM
#155
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Update: 13th February, 2016.
Last night, for the first time I started this project, B5 420-R finally fired up.
Some may recall, I ended up with 2 ECU's. I originally intended to use the 2005 D3 4.2 ECU, and had the immobiliser defeated. I later realised the D3 ECU gets it's VSS via the ABS, unlike the B5 / early C5 cars, which had a speed transducer mounted on the front differential.
I also discovered the D3 4.2 V8 40V engine is mechanically similar to the V8 used in the facelift D2 S8, down to the dual-stage intake plenum. Coupled with the fact the D2 S8 ECU will permit a higher redline, and accept a manual coding, it was a no brainier as to which ECU I used.
The S8 ECU is plugged into my car, though the engine only runs for about 3 seconds before shutting down, with the flashing key symbol in my cluster...
...yes, I have not had the immobiliser defeated in the S8 ECU, and this is for one reason. Due to my building a hybrid wiring harness for the D3 40V motor (2000 C5 S6 / 2005 D3 A8) there is potentially more room for error. With a V8 32V, or V8 40V from a D2 or C5, I can pretty much wire these up, and fire up with the whole car ready to drive, no need to leave the front stripped in case I need to check wiring. This is because I have fully mastered what goes where.
If I had the S8 ECU immobiliser defeated BEFORE I'd verified everything was good, and the engine wouldn't run, it would be much more difficult to trouble-shoot. I would have to work out if a non-start condition was due to an error in my wiring, or a bricked ECU by the IMMO-defeat process.
Now I can confidently send the D2 S8 ECU off to get the immobiliser defeated. I would have at least tried the IMMO-defeated D3 ECU, but there are minor differences in the pin-outs, enough to mean re-pinning the ECU connector.
I still need to swap the high-pressure line from the power steering rack to the vane pump, with my C5 RS6 hose, and plumb in my oil cooler (I simply looped the intake and outlets of the C5 RS6 sandwich plate to allow a quick start). Then I can finally fit the lock carrier for the last time, and connect the coolant hoses.
Last night, for the first time I started this project, B5 420-R finally fired up.
Some may recall, I ended up with 2 ECU's. I originally intended to use the 2005 D3 4.2 ECU, and had the immobiliser defeated. I later realised the D3 ECU gets it's VSS via the ABS, unlike the B5 / early C5 cars, which had a speed transducer mounted on the front differential.
I also discovered the D3 4.2 V8 40V engine is mechanically similar to the V8 used in the facelift D2 S8, down to the dual-stage intake plenum. Coupled with the fact the D2 S8 ECU will permit a higher redline, and accept a manual coding, it was a no brainier as to which ECU I used.
The S8 ECU is plugged into my car, though the engine only runs for about 3 seconds before shutting down, with the flashing key symbol in my cluster...
...yes, I have not had the immobiliser defeated in the S8 ECU, and this is for one reason. Due to my building a hybrid wiring harness for the D3 40V motor (2000 C5 S6 / 2005 D3 A8) there is potentially more room for error. With a V8 32V, or V8 40V from a D2 or C5, I can pretty much wire these up, and fire up with the whole car ready to drive, no need to leave the front stripped in case I need to check wiring. This is because I have fully mastered what goes where.
If I had the S8 ECU immobiliser defeated BEFORE I'd verified everything was good, and the engine wouldn't run, it would be much more difficult to trouble-shoot. I would have to work out if a non-start condition was due to an error in my wiring, or a bricked ECU by the IMMO-defeat process.
Now I can confidently send the D2 S8 ECU off to get the immobiliser defeated. I would have at least tried the IMMO-defeated D3 ECU, but there are minor differences in the pin-outs, enough to mean re-pinning the ECU connector.
I still need to swap the high-pressure line from the power steering rack to the vane pump, with my C5 RS6 hose, and plumb in my oil cooler (I simply looped the intake and outlets of the C5 RS6 sandwich plate to allow a quick start). Then I can finally fit the lock carrier for the last time, and connect the coolant hoses.
02-19-2016, 01:55 PM
#156
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Just starting to wrap things up in Phase I.
With all systems functioning as they should, I can now send off the D2 S8 ME 7.1.1 ECU for its immobiliser defeat. The exhaust is all fitted, though as anyone who knows the B5 2.8 Quattro / S4 well, would be aware the twin pipes to the cats are not equal in length, they are staggered.
I have purchased an extra metre of T304 grade 2.5" stainless pipe, and matching sleeves. I don't want step-downs.
After all this time, the battery is still okay. This will remain in its original location, meaning no C5 RS6 coolant expansion tank, which on RHD cars sits behind the false firewall, in the battery's location (battery sits in the luggage compartment). I will be fitting a new, clean OEM B5 tank in it's original location too. I want the engine bay to look as OEM as possible, the way a factory B5 V8 would have looked.
I still need to decide what to do about my lower front arms - go with new OEM replacements, or get spherical bearings pressed in. Still undecided.
Tie up the front end - fit my oil cooler pipes, C5 RS6 power steering high pressure line, either retaining the original B5 steering fluid resovoir, or fitting a black one from a B6 - I have a spare. Fit my fans, replace B5 cooling fans control module and harness with B5 S4 items, connect hoses, fit lock carrier for good.
I also need to book the car in at my Audi dealership, to get the aircon system charged up. This weekend, I'll be filling up the 01E transmission and B5 RS4 rear differential. I'm picking up a workshop dispensing pump, it makes getting the gear oil into the filler holes a breeze.
I sat in the car last night, while I was checking everything worked, and it felt good. The interior is much nicer than that of my B5 2.5 TDI V6 Quattro, it still smells of supple, well cared for leather. The car should be back on the road next month.
Then on to Phase II.
With all systems functioning as they should, I can now send off the D2 S8 ME 7.1.1 ECU for its immobiliser defeat. The exhaust is all fitted, though as anyone who knows the B5 2.8 Quattro / S4 well, would be aware the twin pipes to the cats are not equal in length, they are staggered.
I have purchased an extra metre of T304 grade 2.5" stainless pipe, and matching sleeves. I don't want step-downs.
After all this time, the battery is still okay. This will remain in its original location, meaning no C5 RS6 coolant expansion tank, which on RHD cars sits behind the false firewall, in the battery's location (battery sits in the luggage compartment). I will be fitting a new, clean OEM B5 tank in it's original location too. I want the engine bay to look as OEM as possible, the way a factory B5 V8 would have looked.
I still need to decide what to do about my lower front arms - go with new OEM replacements, or get spherical bearings pressed in. Still undecided.
Tie up the front end - fit my oil cooler pipes, C5 RS6 power steering high pressure line, either retaining the original B5 steering fluid resovoir, or fitting a black one from a B6 - I have a spare. Fit my fans, replace B5 cooling fans control module and harness with B5 S4 items, connect hoses, fit lock carrier for good.
I also need to book the car in at my Audi dealership, to get the aircon system charged up. This weekend, I'll be filling up the 01E transmission and B5 RS4 rear differential. I'm picking up a workshop dispensing pump, it makes getting the gear oil into the filler holes a breeze.
I sat in the car last night, while I was checking everything worked, and it felt good. The interior is much nicer than that of my B5 2.5 TDI V6 Quattro, it still smells of supple, well cared for leather. The car should be back on the road next month.
Then on to Phase II.
02-22-2016, 06:51 AM
#157
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Wow. This is very cool. Here I am fairly proud of myself that I can change my own spark plugs and do my own oil changes and other basic maintenance. This is just amazing to me, to see the whole frond end off is scary. Good luck and I look forward to seeing the rest of the project!
02-23-2016, 11:56 AM
#158
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Update: 23rd February, 2016.
I shipped my 2001 D2 S8 (ME7.1.1) off yesterday to get the immobiliser defeated. It was received by Vagtronics, who sent me a text alert 20 minutes ago, to let me know it's all done, and is on its way back to me. It will be with me by or before 13:00 hrs tomorrow.
I pulled the front end today (they were not bolted in place) to install my hybrid power steering high-pressure line. I ended up not using the C5 RS6 line. I had to pull the right-hand Milltek decat pipe for improved access, but it was still a bitch. It's one thing removing an existing line, quite a different job fitting a replacement. The worst part of the job (after the grief of actually routing the hose) is getting the banjo and washers in place. Took me almost half an hour getting the thread to take.
I ended up swapping the B5 power steering fluid resovoir for a B6 plain black one.
The rear differential has been filled with fresh oil. The transmission I haven't filled yet, as I have not tied up the oil cooler lines.
I reinstalled the decat pipe, and complete exhaust system is now buttoned up.
I ordered a 7-row oil cooler for my 01E. It doesn't really need to be any larger. I removed one of the C5 RS6 sandwich plate couplings, as I need to visit my hydraulic shop to get a pair of ends for the oil cooler lines. I'm most likely going to mount both oil coolers (engine and trans) under the right-hand frame rail.
Pictures of both oil coolers:
I shipped my 2001 D2 S8 (ME7.1.1) off yesterday to get the immobiliser defeated. It was received by Vagtronics, who sent me a text alert 20 minutes ago, to let me know it's all done, and is on its way back to me. It will be with me by or before 13:00 hrs tomorrow.
I pulled the front end today (they were not bolted in place) to install my hybrid power steering high-pressure line. I ended up not using the C5 RS6 line. I had to pull the right-hand Milltek decat pipe for improved access, but it was still a bitch. It's one thing removing an existing line, quite a different job fitting a replacement. The worst part of the job (after the grief of actually routing the hose) is getting the banjo and washers in place. Took me almost half an hour getting the thread to take.
I ended up swapping the B5 power steering fluid resovoir for a B6 plain black one.
The rear differential has been filled with fresh oil. The transmission I haven't filled yet, as I have not tied up the oil cooler lines.
I reinstalled the decat pipe, and complete exhaust system is now buttoned up.
I ordered a 7-row oil cooler for my 01E. It doesn't really need to be any larger. I removed one of the C5 RS6 sandwich plate couplings, as I need to visit my hydraulic shop to get a pair of ends for the oil cooler lines. I'm most likely going to mount both oil coolers (engine and trans) under the right-hand frame rail.
Pictures of both oil coolers:
04-06-2016, 01:57 PM
#159
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Due to family and other commitments, B5 420-R took a break.
The biggest issue has been the D3 Audi A8L that has been sitting on my driveway, with a broken engine due to a bust timing belt. Lots of other repairs have needed doing, it's all done now, and I took the car for a drive yesterday, and parked it in the street.
The work left on B5 420-R involves access to the fuse box, which means opening the driver's door fully. This happens to be the side blocked by the wall. I can now drive the B5 out of my garage. The weather's good to work in the open too.
The D3 Limo will be picked up before the week's out. The owner just needs to decide if he wants me to sort out the collapsed rear air suspension, or drive it out away looking like it's about to lay an egg:
The biggest issue has been the D3 Audi A8L that has been sitting on my driveway, with a broken engine due to a bust timing belt. Lots of other repairs have needed doing, it's all done now, and I took the car for a drive yesterday, and parked it in the street.
The work left on B5 420-R involves access to the fuse box, which means opening the driver's door fully. This happens to be the side blocked by the wall. I can now drive the B5 out of my garage. The weather's good to work in the open too.
The D3 Limo will be picked up before the week's out. The owner just needs to decide if he wants me to sort out the collapsed rear air suspension, or drive it out away looking like it's about to lay an egg:
04-06-2016, 05:25 PM
#160
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Have you tried jacking up the back end of the D3? Sometimes the system gets mad if it totally collapses. Jacking it up a little and clearing the codes might get it to work.