Hi, my name is Alex and I like cars. This blog will document my Audi A4 2.7T swap process. The first post is very long, but subsequent posts should be much shorter since the blog has caught up.
I suppose what really got the ball rolling was my MK4 GTI - I came across it in project status, and now having the skills for the job, decided to tackle it for my next project, and planned to replace my 1996 Honda Accord (5 speed) with it, as trusty as it was, the Accord had seen (much) better days. Fast forward about a year, and I was, shall we say, 'wanting more'. More doors, same or more power would be nice, more refinement. Enter: Audi Avant.
By this time I had decided that a hatch/wagon was the only logical choice, and I would regret buying a sedan for the rest of my life. So I started looking for an Audi wagon, in particular a 'B6' generation (2002-2005). Long story short I found a good one, fly out to Florida to pick it up, had quite the adventure getting it home, and here's how it looks now:
After a lot of "fine tuning" - replacing various parts that were worn but previously unknown or just not up to my standards, new wheels, new front bumper, lots of engine bay rewiring/cleanup, interior swapping, you name it, I turned my attention to speed/power. Sadly, the 1.8T just wasn't cutting it for daily driving. In fact it was painfully slow getting up to speed. Pretty much any economy car could beat me off the line if they tried at all. I believe this is mainly due to a couple of factors.
1) AEB (large port) cylinder head - this allows a significant amount of additional airflow through the motor, which is good when you have a large turbo, and the port size becomes a bottleneck. In my case (stock k03 turbo), the turbo has a hard time filling up all that volume in a reasonable timeframe, which translates to slowness.
2) Mystery/un-calibrated tune/ECU map - I don't have a lot of hard evidence on this one, but it seems to make sense that the tune is most likely mainly for an AMB block (since that's what the car came with) and is not accounting for the large port head. This could possibly lead to timing being pulled or other symptoms. The tune could also be fine, and the car would be much worse off without it, meaning the AEB head is the main villain.
Anyways, I began looking into power upgrades in the form of a bigger turbo, and was actually set on going that route - I had actually started buying parts. However, I later determined that an engine swap would probably cost less, have better driving characteristics (user defined), get me more street cred, and have more potential for fun later. The power-band of the BT (Big Turbo) route was a real downer, since I mainly do city driving. I wanted accessible power that would put a smile on my face from time to time.
I decided that a 2.7T swap was the logical thing to do.
The 2.7T is basically a V6 version of the I-4 1.8T that is found in my old GTI (transverse, FWD) and B5 & B6 Audi A4's (Longitudinal, AWD). Same 5 valves per cylinder, but two turbochargers instead of one. Consequently, power potential increases, and is overall easier to make.
2.7T donor car picked up 9/8/17 - It'll do just fine.
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The dusty 2.7L Twin turbocharged V6 is held captive by the B5 2000 S4 |
Parts list as follows:
- Stock motor (good up to 500whp)
- Stock turbos w/ stage 2 tune (~20psi)
- 5 speed trans from the Nardo grey Avant (maybe 6 speed down the road)
- Already have upgraded 034 trans mount, diff mount, etc.
- Stern motor mounts and snub mount
- XSpower downpipes
- SAI block off plates
- eBay silicone hose kit
- TTV billet SMFW
- RS4 clutch & PP
- Many small and insignificant(by themselves) things
Car is up on jackstands for the first stage of tear down: compression test and timing service. These plugs look original! (122k miles)
Also, call me nerdy, but I definitely got a kick out of the fact that 'S4' is included right on top of the coilpack along with the part number, BERU, & GERMANY. I'm liking the style of this 2.7T.
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