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Here's a comprehensive writeup of the car's story, details, and mods. I'll update this as the work progresses
Mods and details:
-Exterior-
-OEM RS4 bumper complete with RS4 bumper supports, RS4 mesh grills and RS4 foglights
-OEM Euro Rear Bumper
-OEM RS4 front hood grill
-Depo E-codes (I just had the headlights and RS4 foglights 3m coated)
-DDM 55w HID slim ballast kit
-Fiber Images carbon fiber trunk including CF frame, custom painted
-Black painted roof
-Suntek Carbon Series 20% tint
-Flik Arctic 18 x 8.5's black with polished lip, w/ Falken ZX-912's. These weigh around 21lbs each IIRC and could also make a good track rim if you need to stuff a huge BBK.
-H&R coilovers
-Interior-
-AWE silver metal pedals
-JHM short shifter, 1" drop in height JHM
-White beltline trim
-OEM RS4 black air-soft shift knob
-Engine-
-Custom GT exhaust manifolds, 3" v-band downpipes, and custom GT inlets (only manis and DP's in the world with these turbos on an S4) Agtronic Motorsport
-TiAL MV-S 38mm v-band wastegates in silver with 1bar springs - routed to recirculate back into the downpipes SMS Performance
-Garrett GT2860R-707160-7 turbos SMS Performance
-AN oil and coolant lines for the GT turbos SMS Performance
-Eurojet Kugel (grenade) diverter valves in silver eurojet racing
-Evolution Racewerks (ER) side mount intercoolers
-ARD bi-pipes
-VAST high-flow electric fan kit
-SDR X-1 Carbon Fiber Intake with AEM dryflo filter
-Custom dual 3" to single 4" exhaust with a resonator and flat black Vibrant 1155 dual tip muffler
-Samco TBB
-Vitruvian Engineering completely built and blueprinted longblock, w/ big port 2.8l heads with 2.8 cams Vitruvian Engineering
-Supertech 1mm oversized high temp stainless steel intake valves
-Supertech high temp inconel exhaust valves
-Supertech intake valve springs with titanium retainers
-Supertech dual exhaust valve springs with titanium retainers
-034 SAI blockoff plates on the back of the heads
-Heads were hottanked, mating surfaces decked, 3-angle valve job, the valve seats modified to accommodate the 1mm oversize valves. New cam gaskets, cam plugs, cam tensioner gaskets, valve cover gaskets, and valley gasket between the heads Vitruvian Engineering
-RS4 Headgaskets
-Eurospec non-stretch headbolts
-APR non-stretch main studs (NOTE, YOU HAVE TO DO SOME CLEARANCING TO INSTALL THESE!)
-Integrated Engineering (IE) forged connecting rods with ARP 2000 rod bolts Integrated Engineering
-New front and rear main seals, rod and main bearings, thrust washers, main bolts, piston rings with the cyliners honed, the block hottanked and decked, rotating assembly balanced, new o-rings, upper and lower oil pan sealant, new vaccum lines
-New timing belt service (kevlar timing belt, serpentine belt, metal impeller water pump, thermostat, timing belt idlers, timing belt damper, relay tensioner leveler, coolant flush)
-Clutchmasters FX400 6-puck clutch, new flywheel bolts and throwout bearing Wicked Motorsports (WMS)
-Clutchmasters Steel Lightweight Flywheel Wicked Motorsports (WMS)
-Metal slave with braided steel line
-Power steering fluid flush
-New, clean and white coolant reservoir
-Auxiliary water pump delete
-New 02 sensors (rear O2's deleted)
-Zeitronix wideband O2 sensor w/ LCD, 5 bar MAP sensor, EGT sensor, fuel pressure sensor, and alarm relay trigger box (ZAVT-1)
-New (used OEM, I didn't like the EMPI I had on there previously) passenger axle half-shaft
-New updated coolant temp sensor
-ASP DTS bar
-JHM solid polyurethane DTS mount
-JHM shifter linkage JHM
-JHM delrin shifter arm bushing JHM
-Stern "soft" motor mounts
-Stern "soft" transmission mounts
-034 Poly Snub Mount w/cage
-T-bolt clamps on pressurized hoses
-Fueling-
-Bosch Motorsport EV14 980cc injectors Vitruvian Engineering
-NGK BKR7E plugs
-PMAS HPX MAF sensor
-3.5" billet MAF housing
-Vitruvian Engineering tuned Bosch Motronic ME7.1
-Future Upgrades or Yet to be Installed-
-Vitruvian Engineering "Quite Riot" (Dual Bosch 044 Surge Tank) Vitruvian Engineering
-Vitruvian Engineering BP2 (big port, pig plenum) intake manifold Vitruvian Engineering
-Vitruvian Engineering Sweatbox (upgraded spider hose with integrated 2.7t specific air/oil seperator "catch can") Vitruvian Engineering
-E85 ethanol content analyzer flexfuel integrated into tune
-Apikol rear differential mount
-Other Notes-
-The fenders were professionally rolled to can accommodate 19 x 8.5 wheels without rubbing
I like to be thorough, so if you're just looking for pics and don't care about the history, just skip the next couple of paragraphs.
-The story behind the car-
I was set on buying a Casablanca White S4 with certain stipulations, and literally looked for over a year for this car in this condition with these options (casa, 6-speed, non-black interior, low mileage, no accidents, heated seats.) My search came to an end only by propositioning a guy in NY when the car wasn't even for sale. I flew out, bought it with 49k on it and shipped it back to UT. I only put about 8k mi on it before the car went down for the build. This build has been 3+ years in the making. I'm an Audi enthusiast and I used to work for Audi. The previous owner was also an enthusiast and this was his second casa white S4. The owner before that was an Audi tech. Audizine chose the car as one of 12 to represent them in their 2009 Audizine calendar (it was Mr. June
). -The story behind the build-
As most of you are aware, I started out this build with the intentions of building the ultimate daily driver/ weekend road course racer (and occasional drag strip go-er.) Originally I had a set of RS6 turbos that I was going to use on the built motor with built big-port 2.8 heads. I was then in a dilemma, because there is the train of thought, that since I'm completely building the motor anyways, I should get some turbos larger than the RS6's, to better utilize that higher power potential of the motor. I was conflicted, because on the other hand I had strict design goals that I wasn't willing to compromise on (car must have a good powerband for the street and smooth power delivery for the road course, with minimal turbo lag, keeping reliability in mind as well.) I then formulated what I think is the perfect compromise for this car/engine and decided to go with a turbo that, to my knowledge, no one in the world has put on an S4. I chose the Garrett GT2860R-707160-7 (you can compare it to the GT28RS HERE.) The GT2860-7 turbo has the same compressor and turbine wheel diameter as the GT28RS (big 60mm compressor and 53.8mm turbine wheels), but the trim of both of the wheels are smaller on the GT2860-7 (compressor wheel and turbine wheel trims for the GT2860-7 are 55 and 62 respectively compared to 62 and 76 for the GT28RS.) Also, the compressor and turbine housings on the GT2860-7 are a bit smaller than the GT28RS, at .42 compared to .60 for the compressor. These differences in trim and housings' size should make the GT2860-7 spool much faster what people are currently seeing with GT28RS setups, yet they should retain some of the big top end because the turbos are still rather large turbos. The GT2860-7 shares the same technology as the GT28RS that makes their turbine efficiency ~10% higher (75% vs. 65%) than the previous generation GT2560R's and GT2554R's that people run on the S4. Compared to the RS6's, the GT2860-7's should see somewhat similar spool (by virtue of their more efficient ball bearing technology, coupled with my top-of-the-line custom exhaust manifolds and external wastegates) but they should have way more potential and top end power due to their wheels that are quite a bit larger than the RS6 (the RS6 has a 56mm compressor wheel compared to 60mm for the GT2860-7 (they're both about the same trim)). The Garrett hotside housings are bigger than the RS6 as well.
Enough about the turbos though, all that technical jargon is saying is that these turbos should spool very well and be manageable on the street, but have awesome peak power potential as well. Once I decided on these turbos I sold my RS6 setup and had Agrtonic Motorsport build me a custom setup for these turbos. If I decide later to trade off some spool for insane top-end power, I could easily swap in the GTX billet wheels/compressor housings on these turbos and have a top-end monster.
For the clutch, since this is going to be a daily driver I didn't want to deal with a clutch with engagement like a light switch, and didn't want a noisy and uncomfortable clutch. That's why I opted pass on a twin-disc, and instead went with the next strongest thing that still maintains the driveability. I went with a Clutchmaster's FX400 6 puck disc and the Clutchmasters single mass steel flywheel, to try to avoid excessive flywheel chatter. Mike at WMS has run this same setup successfully in some GT S4's already, and again I feel like I found the perfect compromise of grabbing ability and daily drivability.
I went with completely built big port 2.8 heads for the increased flow of these big turbos, but I chose to retain the stock forged Mahle pistons, and decided to do so for a couple of reasons. My goal in building this car is to build the ultimate daily driver/weekend road racer, and with that I want to retain as good of gas mileage as I can. There are some of the bigger turbo setups getting 22-28mpg. With these turbos I should be able to get in that range (if I avoid spooling
.) Also, I want to have OEM-like reliability, and I have heard of a couple of 3.0l and 2.8l cars that consume oil. Also, IMO it's not worth the money to go 2.8 with new pistons because that .1l difference of displacement is pretty much negligible with regards to spool and overall power, and any drop in compression could be similarly achieved reliably with headgaskets if necessary. A combination of all of these factors, and a desire for OEM-like reliability led me to retain the stock pistons and displacement.As I'm sure you can tell, I've paid incredible attention to detail because I am planning on never selling the car.
Here's some pics of the car and of all of the equipment:
The DP's are now terminated with a v-band as well
Stage 2+ preliminary baseline dyno (enriching and pulling timing with bad EGT)
I will update this as it progresses
Last updated 3/5/2012
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Originally Posted by AudiA4_20T
I got a good deal on the lift, and with doing the labor myself it's like I'm getting all of the shop equipment for free. Plus pops is going in on half of the lift and tools
The labor's on me with the new lift.
! Your definitely helping out the economy! haha. for real you are almost going to have a whole new car when your done with this! Good luck and yes im jealous of the lift as well.
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