Audi B5 420-R: The Build. - Car Talk (12) - Nairaland
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Audi B5 420-R DTM: The Build / The Official Audi B5 RS4 Avant Thread! / Official Audi B5 RS4 "Outlaw" Sedans Around The World Thread (2) (3) (4)
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| Re: Audi B5 420-R: The Build. by Nobody: 12:48am On Nov 22, 2015 |
| Re: Audi B5 420-R: The Build. by Nobody: 12:51am On Nov 22, 2015 |
Update: 21st November, 2015. I backed my Pelican Blue B5 Quattro 2.8 30V into my garage, for the last time under V6 power. I had previously driven her to my local Audi dealership, to get the aircon gas evacuated from the system. I could possibly have worked round the condenser and compressor when pulling the engine out, but I like freedom to move around, without the risk of busting things up. I did have a late start, as I was at work, albeit it half day. I did not get to start until 15:40 hrs. The car is on 4 jack stands, though the wheels are all still in place. Motronic harness disconnected from plenum chamber (5 body plugs), which I compared with the 5 plugs on my hybrid wiring harness. With the exception of about 5 wires, I've gotten the pin-outs pretty much the same. I had a battle with the spring clips on the upper and lower radiator hoses. The upper one was particularly crusty, and I mean real nasty, with the clip coming off in 3 parts. I'm glad I opted to run an aluminium radiator. So for tomorrow, I'll just need to lower the front subframe, unbolt the motor mounts, downpipes, gear selector box, prop and driveshafts, unbolt the transmission mounts, the engine earth strap etc. I haven't looked closely at the downpipe nuts, but if they present any problems due to corrosion, I'll attack the downpipes with my angle grinder. I'm not wasting too much time on those bitches. Like with my previous B5 V8 swaps, the emphasis is on an OEM+ look, meaning no induction kit. I will be using the stock D3 A3 airbox and ducting. High resolution pictures will follow tomorrow. 1 Like |
| Re: Audi B5 420-R: The Build. by Nobody: 10:06pm On Nov 22, 2015 |
Update: 22nd November, 2015. I began the tear down of my Pelican Blue B5 by 14:00 hrs. As I suspected, the exhaust bolts in the centre section (the sleeves that join the catalysts to the mid mufflers) were too rusty to play nice. 15 years of use, and possibly 15 winters had taken its toll on the exhaust, from the front flexi pipes to the rear muffler. Although not holed, the whole assembly was in pretty bad shape. As I am not running this exhaust with the V8, I simply undid the retainers, then ran a cutting disc through the damn thing. I was in a bit of a rush, as the engine was due to be picked up today, so I pulled the motor solo. I was later called by the buyer to ask if it was okay to pick the engine up next week. I agreed, after all, it's been paid for. The 01A is all unbolted, propshaft has been removed, driveshafts disconnected, but left in situ. I just need to unbolt the clutch master cylinder, I won't be using it though, as I prefer to fit the aluminium version, which I have. The plastic ones have a habit of exploding under extreme pressure and load. Pictures!                 |
| Re: Audi B5 420-R: The Build. by Nobody: 10:40pm On Nov 23, 2015 |
I've been making final preparation before B5 420-R gets her new heart and driveline. With all my previous B2 and B5 V8 swaps, no 2 have ever been the same, and this is no exception. However, this is one that I have not rushed into, that I want to turn out OEM+. Now, the aircon compressor of the D3 V8, like most late model cars is a variable displacement unit, meaning no magnetic clutch, the swash plate angle varies in angle from quite shallow to pretty steep, effectively varying the swept volume. The B5 V6 compressor on the other hand employs a magnetic clutch, giving a simple on / off status, and a fixed swept volume. Whilst the D3 compressor can be made to work in the B5, it will be much less time consuming to use the B5's unit. I have removed it, and given it a thorough chemical clean, taking care to keep the ports plugged with rubber grommets. Over the weekend, I will paint it in the standard colours of aluminium silver and satin black, before removing the D3 V8's compressor, and swapping in the B5 item. Wiring wise, the chassis plugs are the same, there were 6 wires that I needed to move around, so they match those on my original APR harness. There are some B5-specific wires that are missing from the corresponding positions in the D3 chassis plugs: Oil temperature feed (1 wire). Back-up light feed (2 wires). These I will add to the D3 plugs - the pins and actual wires. The D3 does not have an oil temperature sender, but again, I'm going to fit a Y-splitter in the oil pressure switch location, which will accept both the oil pressure and temperature senders. 1 Like |
| Re: Audi B5 420-R: The Build. by Nobody: 12:55pm On Nov 29, 2015 |
Update: 29th November, 2015. I finally mated my 40V BFM motor to my 01E 6-speed. I would have thrown both into the engine bay, but I need to replace the power steering high pressure line (PAS rack to vane pump) first. It can be done with the engine and transmission bolted into the car, it just involves more effort, cursing and losing some skin. I also need to obtain an adapter to mate my facelift clutch slave cylinder line to my steel RS4 slave. As I had previously fitted this transmission and slave cylinder to my 1996 A4 B5 V8, I've long tossed the adapter. One of the reasons every bit of car always comes in useful, and should never be junked, unless you've got loads of them.       3 Likes 1 Share |
| Re: Audi B5 420-R: The Build. by Nobody: 11:13pm On Nov 30, 2015 |
As my 01E transmission is off a late car (B5 S4 2001) it is equipped with an integral oil pump. The oil goes through an oil cooler, integrated in right hand radiator end tank, via rigid steel pipes. I don't intend to run a B5 S4, or a radiator off a tiptronic B5, which has a similar integrated oil cooler. I'm going to run an external air-cooled, 13-row oil cooler. I have the oil cooler, I just need to unbolt the OEM rigid lines from my 01E, (which I've done) and replace them with a pair of M16 x 12mm banjo connectors (ordered). Once I've bolted the engine and transmission into the engine bay, I can then run 12mm reinforced oil lines from the connectors to the front of the car, to the oil cooler, which I'll mount low down between the aircon condenser and bumper. Hopefully the motor and trans should be sitting in the bay by the time the week's out. 2 Likes |
| Re: Audi B5 420-R: The Build. by Readonee35L(m): 12:32am On Dec 01, 2015 |
Nice one Siena. i love your works |
| Re: Audi B5 420-R: The Build. by Nobody: 1:14am On Dec 01, 2015 |
| Re: Audi B5 420-R: The Build. by Nobody: 9:39pm On Dec 03, 2015 |
One thing that seems to be common to radiators with B5 V8 swaps, both stock B5 / C5 and aftermarket aluminium is the fairly small inlet and outlet pipes. They are generally 28-30mm ID. My original D3 radiator pipes were 34.6mm. So we're talking at least 6.5mm difference. Both my B5 30V and my B5 aluminium radiator pipes also have a 28mm ID. Now this may not seem a big deal, but consider this - going from the D3 V8's 34mm to 28mm will NOT help cooling. The resultant bottleneck will increase pressure slightly, and move the coolant round slower. The larger pipe bores, that match the V8's OEM coolant hoses will drop pressure, but increase flow which is beneficial, as it keeps the coolant in the cylinder block and radiator for slightly shorter periods, allowing more heat to be dissipated, which also eliminates localised hot spots. My B5 aluminium radiator has both the inlet / outlet on the same side, the left, while the V8 has the hoses on the right. I originally purchased a pair of aluminium pipes, to have welded on the right hand side of the radiator. But...they are 28 and 32mm ID and OD respectively. I ordered a replacement pair, which were delivered today - 34mm ID to match the V8 radiator inlet and outlet hoses. I'm taking the aluminium radiator and the new pipes to my Bodyshop to have the pipes welded into the correct location, and the originals on the left cut off, with aluminium discs welded in place. I'll post pictures once it's all done. |
| Re: Audi B5 420-R: The Build. by Nobody: 11:08pm On Dec 12, 2015 |
Update: 12th December, 2015. I received my replacement flywheel, which meshes perfectly with my starter motor. Happy with that. The B5 RS4 clutch and 01E have been reunited with the BFM 40V. So today, I... Installed B5 S4 front axles. In my previous B5 V8, I had no access to S4 axles, so I ended up swapping B5 A4 Quattro rear differential output flanges (100mm) so I could run the stock B5 2.6 12V Quattro axles. Luckily I didn't junk the original S4 01E 108mm flanges, which I've refitted to my 01E. My 01A had been sitting on the subframe, so I yanked it out. I fitted new OEM V6 gearbox mounts, and the C5 S6 motor mount lower brackets. Tomorrow, I'll pick up a positive cable, to fit between the BFM water-cooled alternator and starter motor. The B5 2.8 30V lead is too short. It's a rare opportunity to get full access to the engine bay, with the motor in place, so I seized the moment. I removed all the heat shields, and gave the hidden areas a good clean, it's looking pretty good, it'll look even better with the BFM motor filling the yawning gap tomorrow. Some pictures:        |
| Re: Audi B5 420-R: The Build. by Nobody: 1:18am On Dec 16, 2015 |
Back in 2008/9 when I first began B5 V8 swaps, I used 077 series V8 motors, both in 32 and 40V guise. These engines came from D2 and C5 chassis, and with a little work, I got them virtually plug-and-play in the B5 chassis, and created a resource thread on OZ Audi, for anyone who may wish to tread the same path. This time, my V8 swap is different. Whilst I could swap a C5 / D2 V8 into a B5 in a weekend, I have opted to use a V8 40V from a 2005 D3 A8. As I have stated previously, the BFM block IS the same as used in the C5 RS6 (BCY). So my write up on OZ Audi is not much use with this configuration. The engine is now mounted in my Pelican Blue B5. No easy task, suffice to say I will do another "how to" once it's all done, so anyone wanting to go down the same route can refer to my resource write-up. Some pictures from the 13th December 2015:          3 Likes |
| Re: Audi B5 420-R: The Build. by Nobody: 10:14pm On Dec 24, 2015 |
I finally fitted my C5 RS6 oil filter housing / cooler / motor mount bracket. I also fitted the C5 RS6 Bosch alternator. The D3 A8 one was okay, but is water cooled, and the RS6 oil filter housing does not have provision for the pipework. The D3 Hitachi alternator is also damn heavy, and insanely expensive when it needs to be replaced. Of course, this meant the D3 A8 heat exchanger coolant return hard pipe was no good. I ordered an RS6 item, which was delivered today. All this meant pulling the engine and trans. There was no way the coolant line could be fitted with the motor in situ. I also had to remove the exhaust manifold too, but all done. The motor and trans are bolted in, all mounts torqued up. With my previous B5 V8 swaps, I made custom brackets, which bolted to the right-hand frame rail, to replicate the C5 S6's aluminium bracket, using a polyurethane bush on the engine's casting. I still have the template I used back then. With this V8 swap however, a torque mount won't really be needed. I could certainly fit one, but it would be overkill with the billet aluminium motorsport engine and transmission mounts I'm running in this car. The powertrain is really buttoned down, with no movement whatsoever. I'll see how it goes, but I reckon it'll be fine. Notching my spare subframe was a good move - I can literally get half my hands between the oil pan and subframe. It also allowed me to sit the motor lower than I otherwise could have, by running spacer washers between the frame rails and lower mounting brackets. It's a win win here. My 1.8T front crossmember has been notched to clear the aircon compressor and alternator. The lock carrier has also been "windowed", both have been trial fitted and are good. Unfortunately, the angles I had my aluminium radiator outlet pipes welded in place are too "normal", meaning the lower pipe is right against the alternator pulley. I'm cutting both pipes off, and angle-cutting a new set to be welded on place. Good thing I purchased 2 sets! The 01E shifter is all bolted in place too, and the shift lever adjusted so the neutral position is dead central. This is very important, if a smooth shift between all gears is to be slick. Well as slick as the clunky 01E could ever be. This is where things are right now, more progress will be made after Christmas. |
| Re: Audi B5 420-R: The Build. by Nobody: 10:39pm On Dec 24, 2015 |
A monster is about to be unleashed into the wild. My respect to the 4 rings. it's nice the way this car Is turning out to be. 1 Like |
| Re: Audi B5 420-R: The Build. by Nobody: 1:39am On Dec 25, 2015 |
dumo1: Thanks bro.  1 Like 1 Share |
| Re: Audi B5 420-R: The Build. by Nobody: 6:30pm On Dec 28, 2015 |
Update: 28th December, 2015 I have finally got some work underway. I have connected the heater pipes (not fun feeding the hoses under the scuttle floor). Clutch slave cylinder is connected, and the line bled, using my 1-man method. The pedal is firmer than I can remember, certainly different to the pedal feel in my 2000 B5 2.5 V6 TDI Quattro. With my clutch and flywheel set-up, it's to be expected. I did some more trimming of the lock carrier, or rather smoothing the burrs. As I stated earlier, my aluminium radiator pipes, especially the lower one are not ideally located. The lower one is where the alternator pulley is. I have chopped both off. I am fitting a sideways inlet at the bottom, similar to an intercooler set-up. It clears everything. The upper outlet will simply be angled. I have made up cardboard templates which I will take to the shop that does my welding. This set-up actually couldn't be better for my application. I can sit my radiator further forward, and as I opted not to run a B5 S4 dual mass flywheel and its corresponding engine-to-transmission spacer, I now have more room up front, to run a puller fan on the inside. I may actually run a pair of 10" slimlines, and an OEM B5 S4 pusher fan on the outside. Brake booster vacuum line is plumbed in, so are the fuel feed return and evap lines. I retained the OEM D3 A8 lines. The D3 A8 airbox won't fit without seriously hacking it to bits, or chopping out the frame rail brace, neither of which I'm keen to do, I don't want a cone either on a road car, so an appropriate airbox is on its way. I am also retaining SAI, which my '00 ME7.1 2.8 did not have. I will be mounting the SAI pump under the airbox. I have not connected the lower arms, as I haven't fitted the front axles. The axles are not fitted, as it's easier to install the downpipes due to the extra space. Speaking of downpipes, the B6 S4 de-cat pipes won't work, due to the dummy CAT's the have. Too tight. I need to speak to Milltek with regards to a pair of C5 S6 decats. I'm also wary of the B5 Passat 1.8T power steering pressure line, it is stretched too tightly to fit the V8 vane pump, so I have ordered a pressure line for the C5 RS6. I have no idea what it's like replacing the pressure line on a LHD car, getting to the banjo bolt on the rack, but on RHD cars, it's dead easy. And yeah, that's with a V8. The bolt is easily accessible from underneath the car with the downpipe removed. I need to order a second 10-row oil cooler. I have one already, for the transmission oil cooler. But with the C5 RS6 oil cooler sandwich plate, I need another. I will get the oil pipes once both coolers are mounted, then get them crimped to the connectors at the hydraulic shop. My C5 RS6 fuel level sender has arrived, to address the fuel gauge discrepancies fitting a C5 RS6 cluster will bring. I have not connected the body plugs in the ECU box, as I need to add the reverse lamp pins to the vacant positions 1 and 5 of the red and brown plugs respectively. It's all looking good. 1 Like |
| Re: Audi B5 420-R: The Build. by Nobody: 6:37pm On Dec 28, 2015 |
Some pictures. B5 1.8T crossmember - the cut out section will have appropriately shaped steel welded in:     1 Like |
| Re: Audi B5 420-R: The Build. by Nobody: 6:56pm On Dec 28, 2015 |
More pictures:             1 Like |
| Re: Audi B5 420-R: The Build. by kayez: 7:23pm On Dec 28, 2015 |
Awesome mate...looking out for how all these pan out . Great job so far...keep up with the good work. |
| Re: Audi B5 420-R: The Build. by ivoryhouse(m): 2:52am On Dec 29, 2015 |
Good one Sienna, you are an inspiration to most of us. Keep up the good works up! |
| Re: Audi B5 420-R: The Build. by Lexusgs430: 5:39am On Dec 29, 2015 |
That radiator is really shoe-horned in!!! 1 Like |
| Re: Audi B5 420-R: The Build. by Nobody: 9:32pm On Dec 29, 2015 |
Thanks guys! I appreciate all your feedback.  |
| Re: Audi B5 420-R: The Build. by Nobody: 9:35pm On Dec 29, 2015 |
As I may have mentioned, the B6 S4 decats I bought did not fit. Well they did, but with their dummy catalysts quite high up - B6 S4's have them in the same location as B5 1.8T models, rather than alongside the transmission (B5 2.  they were pretty tight against the B5's frame rails. They would vibrate like crazy, and the heat in contact with the frames...I have now ordered a pair of Milltek B6 S4 decats. They are pretty similar to C5 S6 items, just pipes, no dummy cats. So fit will be fine. At least I can then get the underneath buttoned up - exhaust, driveshafts, propshaft and lower arms. I still haven't got a 4.11:1 rear differential yet, but if it comes to it, I can remove the rear differential from my B5 2.5 V6 TDI Quattro, and replace that one later. I can't wait to drive this car.    |
| Re: Audi B5 420-R: The Build. by Lexusgs430: 11:42pm On Dec 29, 2015 |
Where can't you wait to drive it to? You intend going rallying or you have a planned trip to Germany, to tear the autobahn? Can I come along? I am a perfect seat warmer, I hear the UK is getting cold, windy and flooded!!!! |
| Re: Audi B5 420-R: The Build. by Nobody: 5:53pm On Jan 03, 2016 |
There hasn't been much happening with B5 420-R. I am waiting for my Milltek downpipes to be delivered. They are decats, but my car will need cats to pass emissions. I do have a friendly tester who will look the other way, but it's worth having a pair of cats anyway. I will most likely purchase a pair of Magnaflow 200 cell HFC's, and stainless V-band kits. Then cut out a similar length section from each downpipe. The cut sections will be V-banded, so will the HFC's making swapping between cats and cecats easy. These are what I ended up pulling the trigger on:  |
| Re: Audi B5 420-R: The Build. by Lexusgs430: 12:25am On Jan 04, 2016 |
Siena: Would look the other way or stick the emissions probe into the exhaust of another vehicle ? I laugh in Polish !!!!!! LOL |
| Re: Audi B5 420-R: The Build. by Nobody: 12:09am On Jan 09, 2016 |
My Milltek de-cat pipes turned up this morning, and as with Milltek exhaust systems, beautifully crafted. Those welds are stitched on pretty good. I should get them fitted this weekend.    |
| Re: Audi B5 420-R: The Build. by Nobody: 2:24am On Jan 13, 2016 |
Update: 09th January, 2016. My Milltek de-cat pipes arrived yesterday, and today I installed them. For those who may be interested, Milltek no longer produce de-cat pipes for the C5 S6. The set I purchased are for the B6/7 S4 with manual gearbox. They are well made, and pretty pricey, as you would expect of Milltek products. It was a big gamble, as I had no idea if they would fit a 40V in a B5. They fit as well as the original pair fit the 30V. The only bug is the bracket that bolts to the transmission. It interferes with the 01E mounting brackets - the B6 S4 runs a DTS-style gearbox cradle. I ground them off, I'll get appropriate brackets welded in the right place to bolt to the 01E once I can drive it to a shop. One more aspect to note - the B6 S4 downpipes don't have gaskets to fit the manifolds. The collars are free floating, with the ends of the pipes flared to mate to the headers, which are domed to match, forming a gas-tight seal. I opted to run B6 headers too, which are a direct fit to the 40V motor. B5 V6 / C5 V8 downpipes have fixed collars, and utilise steel laminate gaskets to seal against the headers, which have flat mating surfaces. The B6 S4 downpipes will NOT work here. Options are: Cut off the Milltek flared ends and floating collars, and weld on V6 flat ends, with fixed collars (complicated). Fit B6 S4 headers (easier). I have fitted the B5 RS4 propshaft, so it's bolted to the 01E and the central mount is bolted to the frame. The rear end is not bolted to the differential, as I need to replace it with the correct 4.11:1 ratio unit to match my 01E. This means I can't fit the rest of the exhaust yet. Clutch is fine, I've also set the shift lever position, allowing me to fit the inner sound deadening, shifter surround and my custom aluminium shift knob. Next will be the installation of the front axles and lower arms. |
| Re: Audi B5 420-R: The Build. by Nobody: 2:31am On Jan 13, 2016 |
Update: 10th January, 2016. A satisfying day. I installed the Milltek de-cats yesterday, so I was able to fit the S4 front axles. o2 sensors fitted too. As I posted previously, the angle of the aluminium radiator pipes was wrong, and will need addressing. I have cut the inlet and outlet pipes at the right angle to be welded to the radiator. The modified 4 cylinder front crossmember also needs to be welded (boxing the notch). I've loaded them into my B5 2.5 TDI V6 Quattro's trunk, they'll be dropped off at the shop tomorrow. Aircon hard pipes to compressor have been connected, with new O-rings. For an OEM airbox solution, I had purchased 2 to choose from - C5 S6 and B6 S4. The S6 airbox can be used, but I'll mean either running the S6's throttle body intake, or cutting the D3 A8's intake pipe down. I'm not keen on treading this path. The B6 S4 airbox is better suited to the BFM engine and throttle body intake, which is what I ended up using. I need to cut off the lower mounting pegs, and make my own to fit the rubber bungs in the B5's frame rails. My motorsport trans mounts are not right - they are too thick, meaning the 01E's shift linkage it really close to the transmission tunnel roof. I have spoken to the supplier, and they are sending me another set. The ones I have are okay for an 01A, where the shift linkage goes into the transmission tail, they are sending me a set that will work with the 01E. In the interim, I'm using the stock 30V mounts. Some pictures of current progress. Pictures showing B6 S4 airbox. Ignore the spiffy MAF connection, I haven't fitted a worm clip, as the airbox is coming back out, so I can install the SAI pump below the frame rail:      Under shot showing Milltek de-cat pipes:    |
| Re: Audi B5 420-R: The Build. by Nobody: 2:33am On Jan 13, 2016 |
I've got an engine pull over the weekend, so nothing much will change on B5 420-R. Powertrain-wise, before I can crank the motor, I need to plumb in the oil lines to and from the RS6 C5 sandwich plate, to the 10-row oil cooler. The same needs to be done for the 01E. I still need to get the appropriate 2 female connectors into terminal 1 of the red chassis plug, and terminal 5 of the brown plug. These are for the reverse lamps, an easy fix. SAI pump needs to be mounted, and plumbed in. Electrical connector is already in place. Radiator needs to have the pipes welded in place, and my notched 4 cylinder crossmember boxed up. After these are all fitted, I can fit the bumper. Most importantly, I need to get the rear differential swapped, then the rear of the propshaft and the rest of the exhaust can be fitted. Getting there. |
| Re: Audi B5 420-R: The Build. by Nobody: 10:22pm On Jan 24, 2016 |
Update: 24th January, 2016. After 3 tries, my aluminium radiator is finally right. The inlet and outlet pipes have been modified to my satisfaction, and now clear the alternator, and timing belt cover. The 1.8T crossmember I had already notched to clear the aircon compressor, but it just needed to be welded. That has also been done, I painted it and fitted it. Perfect fit. I have trial fitted the radiator, condenser and front bumper. I still have space for a pair of 10" puller fans, which I'm happy with. I will run an additional B5 S4 pusher fan on the condenser side. I'm waiting for my 4.11:1 rear differential. I need to fit my C5 RS6 steering rack to vane pump high-pressure line, plumb in the engine and transmission oil coolers, plumb in the short feed line from the power steering resovoir to vane pump, reinforce the top of the lock carrier with an angled steel bar. I haven't ordered my puller fans yet, this I will do sometime in the week. Once the pullers are fitted, I can bolt on the lock carrier, radiator and condenser for good. Some pictures. Note the notched B5 4 cylinder lower crossmember, and more than adequate clearance between the notched area and compressor pulley:             |
| Re: Audi B5 420-R: The Build. by Nobody: 12:28pm On Jan 31, 2016 |
It looks like my 4.11:1 rear differential will be delayed after all. I located a B5 2.5 V6 TDI Quattro on eBay for $317. Made a cheeky offer of $164, which the seller accepted. No car in the picture, just the diff. The 2.5 V6 TDI comes with an 01E 6-speed as standard, meaning the rear differential would be a 4.11:1. Something told me to check the code of the diff offered by the eBay seller. He didn't have it to hand yesterday, but he did tell me it was a tip. And today he confirmed the code: DAJ, with a 3.89:1 final drive. Meaning it's no good, being exactly the same as the diff on the 2.8 30V manual. I did manage to track down a genuine B5 RS4 (DQA) from a guy in Germany I'd bought some RS4 parts from in the past. $150 shipped, which is a steal! I have the option of buying a pair of B5 S4 rear axles to match the RS4's 108mm output flanges, or swapping the RS4's 108mm output flanges with my 100mm A4Q items, and retaining my stock axles. I'll decide what route to take once the differential is in my hands. |
| Re: Audi B5 420-R: The Build. by Nobody: 12:30pm On Jan 31, 2016 |
I have been looking into cooling the big V8 motor. As I reported previously, my installation leaves room between the radiator and engine for a pair of 10" puller fans. Pullers drawing air through the core and through the engine bay are more efficient than pushers mounted at the front of the radiator. I am supplementing the twin pullers with a single pusher, using none other than an OEM B5 S4 280W fan, mounted using the original B5 S4 upper and owner brackets. Also, in my quest to keep this car as close to OEM as possible, the fans will be controlled by an original B5 S4 / RS4 cooling fan control module. The module will control 2 fans. I have ordered the fan off eBay, and purchased the wiring harness brand new. All that's left is the controller, and fan OEM upper and lower mounting brackets. For reference, below is the parts list for the required parts: B5 Audi S4 Cooling Parts. Pusher fan - 4B3 959 457 Upper retaining rod - 8D0 959 467 Lower retaining bracket - 8D0 959 497 Cooling fan control module - 8D0 959 501 B Twin electric fan / compressor harness - 8D2 971 725 P |
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