I'm initiating this thread for the 6 speed manual conversion. First off, I can attest that the RS6 slushbox can be removed without pulling the motor.

1. V10 Audi S6

I've done it at a leisurely pace over the last few days with the car on stands. It wasn't fun, but it can be done. The build starts off assuming that the automatic is removed and everything else is in proper order. I'll be adding a parts list somewhere down the line as well. I'll be pulling the flex plate, crank plug and start the assembly tonight. Pictures will be forthcoming. If all goes well, the car will be at Carlisle in 5 days.

Stay tuned. My 01E is being built to the exact specs at Steve's and I think it should do fine as long as it's not abused. I think if people start launching the car or really driving it like an idiot, there will be problems, but it can't be any worse than the ZF coming out (two failures in 92K miles). The nice thing is the tall 6th gear will make highway cruising something beautiful; 1800-1900 RPM at 65-70 will be awesome. Steve's kit is a pretty sweet setup.

Check it out if you're interested - it really takes a lot of guess work out of the swap. The first update with some meat has me cleaning up whatever I can and removing the flex plate. Here's the view: Note in the center of the crank is a plug that needs to be removed as it interferes with the trans input shaft and pilot bearing. Here's a close up.

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You can just barely see the line separating the plug form the crank flange: It wasn't going to be easily removed, so I had to resort to pushing it out by threading the ID and installing a socket pushed by a 3/4 - 10 bolt: I drilled it out to open up the ID before tapping it, but there might be a metric tap that works better on the as-received ID. The SAE tap and bolt was easier to source in a pinch the last time I had to do this.

And the result: cleaned up a a bit more and installed the flywheel. There was no way for me to get the torque spot on due to the fact that the 17mm socket wouldn't go on some of the bolts if an adjacent head was turned just the wrong way. I'm probably at torque plus 0 - 30 degrees or so. The OEM flex plate had round head socket head triple square cap screws, but they don't make them in the length that I need. My flywheel supplier includes the bolts and they're the perfect length. 30mm I think? BTW, the aluminum flywheel doesn't require the torque plus 180 deg procedure.

That's it for today. Not much progress, but I forgot about the pressure plate bolts and South Bend didn't supply them, so that stopped me in my tracks. Also note all the heat shielding that m S6 did not have: Steering rack is cocooned up there somewhere. I'm going to need to figure out where to make an opening to route the clutch hydraulics. I know I can see the plenum area drains from the top, but all this heat shielding is most likely another source for debris which could lead to water ingress. Consider this extra tidbit a PSA to clean out the drains and try and pull all the debris up and out, rather than push it down through.

Tomorrow I hope to have the clutch & PP installed and have the slave cylinder hydraulics routed. I'm going to replace all the wastegate hoses and the plastic tee fitting from the N75 with a $2 brass one that I got from aquarium section at Pet Smart. Steve, with that Aluminum flywheel you may need some custom chips? I dropped a 3.6ltr 911 '91 year motor in my older '74 911S and went to a lightweight steel flywheel, Aluminum pressure plate package that removed #26 off of the OEM dual mass flywheel and the engine would die after the revs dropped from higher RPM's as is was so much more responsive without the extra weight that the fuel injection's idle circuit couldn't keep up and catch the engine as the revs dropped at idle without a well timed throttle blip around 12001500rpm's to slow the deceleration. I had some custom chips made and all is pretty well now. Of course our Motronic is much more advance than my 1991 911 motor's? Steve, with that Aluminum flywheel you may need some custom chips?

I dropped a 3.6ltr 911 '91 year motor in my older '74 911S and went to a lightweight steel flywheel, Aluminum pressure plate package that removed #26 off of the OEM dual mass flywheel and the engine would die after the revs dropped from higher RPM's as is was so much more responsive without the extra weight that the fuel injection's idle circuit couldn't keep up and catch the engine as the revs dropped at idle without a well timed throttle blip around 12001500rpm's to slow the deceleration. I had some custom chips made and all is pretty well now. Of course our Motronic is much more advance than my 1991 911 motor's?The flywheel pictured is 9 pounds lighter than the solid steel UrS6+ flywheel. I'm hoping that it's not an issue as I've talked with a few folks that are running a similar flywheel with the 4.2 and received positive feedback. Steve, Looking very good!

Thanks for the pictures of the progress. Did you end up using the slave clutch cylinder and stainless flex line from USP Motorsports? I ended up getting one based off your suggestion and I think it will make the routing a lot easier than the ridgid setup. When you drilled the plug out, was there a gap behind the plug to allow you to tap all the way through?

How much force did you have to apply to the bolt to get the plug loose? Also, if I tapped the as-received ID, would there be something for the bolt to land on to push the plug out, or did you need to drill it out a little more to be able to get a larger bolt in place? Could you take a couple pictures of the car from the front and sides so we can get a better perspective on your workspace?

The pictures make it look like you've got tons of space to work from, but I think you are doing this laying on your back, which is amazing! Keep up the good work and stay safe!

This 2002 Audi S6 is a C5 wagon with a 4.2-liter V8 and Quattro all-wheel drive along with a swapped-in 6-speed manual transmission, new RS4 clutch, single-mass flywheel, and adjustable coilover suspension. Fewer than 1,200 examples of the C5 S6 were sent to the USA, and all were equipped with automatic transmissions. This example has just over 125k miles from new and was acquired with a slipping transmission approximately a year ago by the selling dealer, who performed the manual swap and other upgrades in late 2016.

A set of aftermarket wheels with high-performance rubber was also fitted along with new drive axles, brake work and a full fluid change. A clean Carfax report indicates earlier recommended services along with regular inspections, and the car is sold with a clear Illinois title. Dark silver paint has recently been detailed and presents a smooth overall gloss including on the roof, which is said to bear indications of a former vinyl wrap visible from certain angles in its clear coat. Evidence of paintwork is reportedly limited to a recoated front bumper cover, which matches well according to the seller.

Blemishes include a handful of small scratches and divots along with chips and road grime ahead of the wheel wells as detailed in the gallery. Aggressively flared wheel arches cover ESM-020 18″ monoblock phone dials which are mounted on 12.5mm spacers and whose machined finish sets off bright factory mirrors and roof rails. Fresh Firestone Firehawk Indy 500 summer tires are mounted at all four corners. A mixture of aluminum and steel panels fit together nicely and reportedly show no evidence of accident repairs, looking free of damage in photos aside from a single small ding in the leading edge of the hood.

Plastic cladding looks free of distortion and is largely undamaged aside from some parking scuffs and a small split on the front valance which has been reinforced from behind. All badging appears present including on the blacked-out factory grille, and minimal plastic trim looks otherwise stock. Pale leather sport seats are in good condition for the mileage, bearing mild seatback wear and some superficial cracking. Alcantara inserts show signs of aging, but the matching headliner looks to be in good condition. No cracks or deformation are visible in the dash, and other soft plastics present well with occasional light marking. Wood trim is presentable despite occasional fine cracks and the mismatched piece around the newly-installed shifter will be corrected prior to the auction’s closing.

Clear instrumentation includes a 190mph speedo and a digital info center with no dead pixels apparent in photos. The fat thumbgrip sport wheel and golf-ball shifter look to be in good condition and plastic switchgear shows varying levels of wear, predominantly on the factory stereo. Both pull-out cupholders are missing from beneath the center rear seat cushion. The car was ordered with rear parking sensors as well as early CD-based navigation, which is still present today along with 12 original discs. Power is from a 4.2-liter, 40-valve aluminum V8 which carried original ratings of 340 horsepower and 310 lb.

Of torque and used a timing belt instead of the more troublesome chain found on other Audi V8s. A rebuilt 6-speed manual gearbox with updated synchros has replaced the slipping original automatic, and a new RS4 clutch, single-mass flywheel and drive axles were also installed.

Use of the new gearbox is enabled by a European-market ECU reflash along with reprogramming of the instrument cluster and ABS, and the car is said to operate well with no warning lights or issues. Suspension has been upgraded with KW Variant 3 coilovers which are adjustable for compression and rebound and are currently set at near-stock softness according to the seller.

V10 Audi S6

No tire rub is noted despite the low stance, and the seller can make ride height adjustments to the taste of the new owner if desired. All mufflers and secondary cats have been replaced with straight pipes in the factory exhaust and though welding is described as cosmetically less than perfect, the system is reported to be structurally sound and leak-free with an aggressive resulting exhaust note. Primary cats are retained, no fault codes are showing and the car blows clean in emissions testing according to the seller. The clean Carfax is shown below. Recommended services along with other inspections and repairs performed by dealers and independent shops are records through the mid-2000s. The seller has recently installed a new secondary radiator along with fresh brake rotors, pads and refinished calipers all around. All fluids have been changed and a thorough cleaning of the car’s undercarriage has been carried out. Three videos have been added by the seller: Photo Gallery.