this guy has some good info and great to ask questions to ,very helpfull,
I will be doing my mounts the same,
keep it simple...
https://www.facebook.com/V8-Boxster-build-1546283579001450/

Another great read for Saturday morning Mr Rusty69911.
Thank you.
Was actually going into stealth until I had some pictures as promised.
But had to thank you.
Status-research with results.
I did some back checking on Mr "Stuck in first gear" builders success.
Given to me by Mr 78F350, and thank you also sir.
I found Mr "Stuck in first gear" was actually on to something solid.
He has the 04 A8 like mine hindered with the impervious A8 ECU.
Push button start and all the other security craziness, stopping his project.
Well, I was extremely excited to find he was spot on with using the C5 A6 ECU.
Wow, impressive work Mr Stuck in first gear.
The C5 A6 v8 is basically the same piece of metal my A8 V8 is.
Phenomenal work sir.
V8, dual variable dual overhead.........
So,
I picked up a C5 A6 ECU, with connector head.
Wow, this will work boys.
I will return with pictures.
And will begin basic planning for the other systems as in the Boxster build Mr Rusty shared.
I do like out of box thinking like that Mr Rusty.
Drive safe and I will be back to start the story.
Wendo

Let me put a couple notes in here since it's the most recent discussion of the Audi 4.2 Swap.

A critical dimension of the engines is from the transmission mating surface to the front of the cam covers:
The 32 Valve ABZ engine I have is a little under 19 inches.
The 40 Valve AUX engine is about 20 inches.
This makes to 40 valve engine a much tighter fit at the front. I made the mistake of using an ABZ engine to design my engine sub-frame, so I had to make a slight modification to my forward firewall to make it fit. I think it is close enough that a correctly designed sub-frame will work with the transmission slightly more to the rear than I have it.??

I eventually made sense out of this. When the 40 valve engine is pinned at TDC, it's at TDC for cylinder 5, not cylinder 1.

Hello Mr 78f350.
Good to read you.
Can I ask you to elaborate on your correction with the #5 cylinder?
I have learned #5 is for whatever reason is their focus TDC.
I wish to miss nothing from you.

Update;
Shop is ready.
ECU immobilizer defeated.
All support components arrived, fuel pump, test stand steel, vacuum, knocks, Ox sensors, test exhaust and much more for Thanksgiving bear down.
I hope to post pictures for everyone on the project start.
I also located the aluminum flywheel you suggested.
If the engine runs, I will have to have my first Facebook ever to share.
Thank you my friend.
Drive safe.

As promised and not easy at all I have the first pictures to post.
With all the help you guys have been you will always be first.
https://i.imgur.com/evM4vf6.jpg
Today we did a bleed down, compression check and ran a fiber camera through the exhaust and up from the removed oil pan.
All is back in place now.
We are happy to see no visual pot holes.
Now I move to engine test stand.
The stand will actually be the sub frame with removable casters for later maintenance.
I have the new cooling tube on the way for behind the oil filter housing.
https://i.imgur.com/w9XLVIw.jpg
This is happening because of all your help.
Thank you again.
Once action begins with a running engine I will share all the steps.
Drive safe.

Very nice Wendo. It looks like you are doing it right. Looking forward to seeing your progress.
It was just that I was confused about the correct position of the crankshaft position sensor relative to the flywheel notch. The literature said that the reference mark should be 66 degrees Before TDC cylinder 1. When I aligned the markings to set TDC it was not near 66 degrees. It wasn't until later that I realized that the markings for TDC were for cylinder 5, not cylinder 1. The flywheel reference mark does align correctly with cylinder 1 at TDC.

bump? .