I actually know the guy who built the first running audi 4.2 powered boxter in the country..its still got stock intake manifold so the air filter is on the interior of the car between the drivers and passengers elbows...talk about engine noises! Funny thing is, the car looks 100% stock.
In reply to chiodos:
The dude in Mississippi?
In reply to Flight Service:
Yeah trey in jackson ms
I saw his build online last night. Looked nice, engine fit in the hole much better than an LSx and it sounded properly exotic not like a Camaro with headers.
I think the LSx is a great motor, but it has a sound that just shouldn't be coming from some cars.
Given price, sound and performance, if it can reasonably be done as a stand alone engine with factory ECU and a slightly modified wiring harness, the 4.2L VAG could be the answer to many a question...
Could you link the build? I haven't seen the build, just made small talk with him about it when I saw the car in person.. I was usually more interested in his miata junk, I do recall him telling me the motors are very cheap and fairly plentiful
In reply to Flight Service:
This as well: http://store.034motorsport.com/immobilizer-defeat-abz-v8-ecu.html
I wasn't aware the 4.2 was so much shorter than an LSX, but considering its forward mounted AWD roots (think: B6 S4), it's not surprising. While I'll admit the idea of an VAG engine does give me pause, I agree it might be appropriate in some exotic kit-car builds. Like say a P4 replica.
MotorGeeks with link to engine on track running and a partial build overview
This should get you going. Can't find the full build now but the Youtube link on Page 2 should get you in the mood for something.
In reply to Ian F:
I have never had a bad VAG engine. The electronics associated with said engine is another story. The metal bits seem more than robust.
I believe what was quoted for the LS balencer to belhousing was 27" where the VAG is 18". That is alot, especially when Renegade has you cutting the top of the engine bay for the LS to fit. The VAG is shorter Crank centerline to top of assembled motor and is shorter.
I believe weight is within 10% too
Am I the only one that wants to take a Boxster engine and put it into an Audi?
In reply to T.J.:
No, what else would you do with the little engine out of the Boxster and have a big saloon sitting around?
You put the little engine in it.
Or you would make one sick go kart!
No I am kidding you are the only one who wants to do that.
sooo, what you guys are saying is....
audi TT + 4.2 V8 = DIY Audi R8?
EDIT: derp - I thought the TT was mid engine. it is not. that would be hard to fix - but not impossible.
In reply to rcutclif:
Or
OR
OR
Since the Audi is available as a quatro you could do some work and put the 944 engine torque tube transaxle setup and make it RWD....
MrJoshua wrote:
That intake is as effective as that bar that goes across between the strut towers!
In reply to bentwrench:
Pretty though. 
Wait, so there is an 18" long awsome sounding v8 thats dirt cheap, plentiful, has rear drive trans options, and makes good power?
Hmm.... mgb???
18" just doesnt seem possible. Is it a w8?
OK-tis a V but the motorgeek guys shows tape at 20" or 21".
I just remember reading it in the one of the V8 Boxster threads. I am not sure of his measuring points.
Either way it is less than two feet.
and weights 467 lbs with flywheel for manual
MrJoshua wrote: 18" just doesnt seem possible. Is it a w8?
No, it's a traditional-configuration V8.
Remember that Audi sedan engines are mounted in front of the front axle, so that the front half shafts can come out of the side of the transmission. Since that heavily front-weights the car, they do everything they can to make the engine as short as possible. The Audi V8 is a significantly undersquare design (84mm bore, 94.5mm stroke). Add half an inch of wall thickness between cylinders and at front and back and 2 inches for the cam drive and you're at 18. The accessory drive is very shallow for the same reason.
An LS3 is a 103mm bore, 92mm stroke, that's 2.5 inches in length just in the pistons. There's probably more wall thickness as well (gotta leave room to bore it out for an LS7), and since GM uses them in RWD vehicles there's no need to go to heroic lengths to minimize the accessory drive. IIRC the crank pulley on an LS3 is like 4-5 inches long all by itself.
What I find amazing is there are versions of that little gem revving 8200 rpm in street trim off the show room floor.
That is amazing
rcutclif wrote: sooo, what you guys are saying is.... audi TT + 4.2 V8 = DIY Audi R8? EDIT: derp - I thought the TT was mid engine. it is not. that would be hard to fix - but not impossible.
No, pretty much impossible. The TT shares its platform with the Golf/GTI/Jetta/Beetle/etc, it's transverse FWD with a Haldex system for the "quattro" versions. You're not gonna get the 4.2 in there without cutting a lot of sheet metal.
codrus wrote:rcutclif wrote: sooo, what you guys are saying is.... audi TT + 4.2 V8 = DIY Audi R8? EDIT: derp - I thought the TT was mid engine. it is not. that would be hard to fix - but not impossible.No, pretty much impossible. The TT shares its platform with the Golf/GTI/Jetta/Beetle/etc, it's transverse FWD with a Haldex system for the "quattro" versions. You're not gonna get the 4.2 in there without cutting a lot of sheet metal.
So there is a rear diff and a center tube in the chassis for the drive shaft.
Lots of cutting? Improbable engine in an improbable car with a set up that was never intended by the manufacturer? Sounds like a GRM project to me!!!
Biggest problem with the tt is you have to ditch the steering rack and front subframe and swap over to the "proper" quattro parts. Lots of fab.
I know the R8 chassis is a from clip from the TT and a rear clip custom. The rear mounted motor avoids many problems with the custom rear section...
Fabricate all the things!!!!
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