This is a 1993 Audi S4, yes it's actually an S4, Made for the US market, this 1993 Audi S4 is built on the C4 chassis and is much like the later S6 built 1995-1996. This would make it the first generation Audi S4, and the only generation of S4 that was built on the C chassis.
this is why engine-based cars are so much more exciting than anything else IMHO. just gives a vehicle its character and own unique voice and music. Why stay quite" like a good little slave. I say be unique til death You be happy you lived a life worth living "automotive perspective speaking" of course. lol
That 2.3 would benefit from not sucking in hot underhood air. Any engine in general, but a good 2.3 needs all the help it can get. It's good to see people still building these. I still have the offy dualport 4bbl intake I was going to put on my mustang as incentive to get another one, or build some other 2.3 build.
I completely agree, plus an old car like this holds a lot of under hood temp. The trick will be where to route the piping to get that cold air, great suggestion, it’s definitely something I’m thinking about. These engines have been low key for years, they seem to take pretty much anything you throw at them.
@@customizer4life It looks like a tight engine bay. Most cars typically pull from a wheel well into the airbox. I've actually thought about this before and came to the conclusion of a hood scoop. Some cars have hood scoops that funnel air through the hood to the airbox where it seals against. My idea is similar to how some Corvettes and F bodies do it, except given the room, have the airbox mounted to the hood under the hood scoop, and utilize a flat filter. The airbox then seals over the zip tube, kinda like the hood scoop over the intercooler in some cars like a STi or Cobra. Or similar could be done with a shaker hood scoop, like the one the 03-4 Mach 1 uses--it actually routes air to the airbox, but with work it has the volume to place a flat filter inside it, or near enough. Cone filters are more for space issues anyway, they really don't move more air than a flat filter. I think some corvettes, f bodies, and Vipers use panel filters. I don't know how much you're trying to keep that car stock or sleeper appearing, I'm just throwing out ideas based on what I can see. No judging or complaining. I'm also wondering if it would be possible to route the ziptube down and with help of a hidden or hard to notice scoop or chin spoiler to pull air and take it from behind/under the bumper. GM was notorious for that, and some fords too. People sleep on 2.3s because they're four bangers and most people are gunning for 600+ hp. They're used as race engines in some race classes like midget racing. I've heard they're as stout as an old Boss 302 block. Their only real problem is poor head flow. Have you heard of the Volvo head swap?
@@ItsDaJax Thanks for the insight, I think it’s kinda tricky to pull of a hood scoop that isn’t too tacky, I was considering some hood louvers though, maybe that would work and look decent. A flat filter definitely opens up some more options, most directions off of the turbo inlet are tight / blocked by components, although diverting air may be an option too. I’ve heard of the Fol-Vo head swap, and this would be a candidate for it, although I don’t mind the current head/intake/exhaust setup
@@customizer4life Hmmm... what about the possibility of a NACA duct that just aims air at the current setup? I just like being helpful, building cars gets me excited, and I don't have the funds to build my own. I've got pages drawn for a model t style ratrod with a mild 2.3 and probably a m5od, I think those are a bit tougher than a t5, Broncos came with them.
@@ItsDaJax That’s a pretty good idea too, I’ll have to look into how those function. I appreciate all info and ideas. A rat rod with 2.3 power plant would be very cool!!
Love that car man, the looks especially that double crease in the passenger door😂. Look up “disc-lock/wedge lock” washers to cure your problem with header bolts falling out. I went to a dead soft thin copper gasket and standard fasteners did fine until i turned the boost up to 25psi then a couple worked loose constantly but never had a leak but put the disc lock washers on them and are still there today
Thanks, that door drives me nuts 😂, but it’s not making it go faster or stop quicker, so it can wait 😂. I was thinking if I painted a number over those creases maybe it would give a race car character 😂. Those washers are on point, thanks for bringing them to my attention, it’ll be nice to no longer have variable header leaks!! 😂
@@young11984Correct the dual plug head, was a change mainly out of convenience….at first 😂, It was available locally, it’s ported, with LS valve springs and the Esslinger cam. The upside aside from that is the lower intake runners are the same length which they are not on a D-port, which may come into play with modified upper intakes.
This gives me a bit of hope. I'm almost done putting a 2.3T from a Merkur in a 61 Falcon. I have a Racer Walsh cam with 480 lift and was hoping for a little chop. No muffler for me either... It'll get a downpipe through the fender, and that's about it.
I believe they used the same engine in the Ford Ranger mini truck for several years, and a few other cars. They were really tough little engines from what I remember !
Sounds awesome man…. I had 3” system no muff on a mk2 escort boosted to 14 psi, nowhere near as raspy as that. That cam is perfect. Tho you totally lose the “sleeper spec. 🤣🤣👍👌❤️. Keep up the great work 👍
This is the way. I thought I was ambitious tossing an b230 into a 144 and here you are humbly raising the bars (figuratively and literally) by fording an Amazon and adding snails. Amazing.
Thanks, I’ve always been a fan of big wheels, I’ve also see many other smaller wheel combos pull off an amazing look, plus the tires are cheaper to replace 😂
@@customizer4life haha thank you! Started out as an inside joke between friends and turned it into a little side business. I’m gonna shoot you a follow right now.
Man its been a while since i saw any updates, if it says bolt on get the grinder or get in your fab zone😂. Nothing ever fits anything for me either, keep it rolling hoss and see ya on the next one
Thanks for the feedback, it’s definitely old enough footage, that goes back to early digital cameras, it’s crazy to think that now our phones have a cameras that are 2 to 3 times better. On the upside everything else I’ll post will have better quality just based on technology. Thanks for watching
Thanks. It’s my understanding that the later twin plug head is the best flowing OEM casting, unfortunately they aren’t the best for not blowing head gaskets due to the length of the water jackets, but we are going to put that to the test. This particular head was ported, with a 490 esslinger cam and LS valve springs, it also came with a ported lower intake. The intake is one of the main reasons we are doing this swap, we wanted to get away from the unequal length of the factory 87-88 turbo coupe lower when combined with a open upper.
@@customizer4life I see ok I didn’t know that about the head gasket issues, too bad Esslinger alloy heads are no longer available those things were sick.
@@lamboferruccio Yea, supposedly but will see what it can handle, worse comes to worse we might go to a fire ring to prevent it, hopefully it’s stronger than the rumours. I would love to get my hands on one of those esslinger heads, it would be very cool!!!
This is a 1993 Audi S4 USA Spec built on the C4 chassis, also known as the 100 in base models, for North America these were built in 1992-1994, after 94 the model was changed to the A6/S6 for 1995-1997 if available in the particular market. All of these models were C4 chassis.
Nice build! Now, start building your more modern version! I'm gonna have to look more into that SN95 conversion for my 1987 V8 Ranger. I've already swapped in 95-97 beams/knuckles/calipers and 2004 sport trac rotors using my own custom caliper brackets.
