Audi V8 Progress
Discussion
Finally got the engine down to 'fighting weight'... 185kg. Stripped off everything I don't need and plan to go down the individual throttle body route as maintaining the FSI was just too much of a bind.
Mock-mounted the RS4 engine and 01X box into the chassis to see how much space there was. The answer: plenty!
I would say that the COG of the engine and box is slightly higher than the SBC / G50 combo, but there is plenty of ground clearance so I can cut out the lowest hanging chassis member and replace it with a straight bar. I then plan to panel the engine bay floor, so the underside is flat from tip to toe (must remember to cut a small circle for sump-draining purposes!).
The biggest revelation is the amount of space there is between the engine pulleys and firewall... 320mm. I may consider changing to one single 'in-board' injection tank... there's certainly plenty of room for a Jaz style plastic tank in there.
That obviously leaves the rear side-pods empty... have a pair of smaller rads in each pod and do away with the big rad at the front??? Would keep the plumbing a bit neater!
Mock-mounted the RS4 engine and 01X box into the chassis to see how much space there was. The answer: plenty!
I would say that the COG of the engine and box is slightly higher than the SBC / G50 combo, but there is plenty of ground clearance so I can cut out the lowest hanging chassis member and replace it with a straight bar. I then plan to panel the engine bay floor, so the underside is flat from tip to toe (must remember to cut a small circle for sump-draining purposes!).
The biggest revelation is the amount of space there is between the engine pulleys and firewall... 320mm. I may consider changing to one single 'in-board' injection tank... there's certainly plenty of room for a Jaz style plastic tank in there.
That obviously leaves the rear side-pods empty... have a pair of smaller rads in each pod and do away with the big rad at the front??? Would keep the plumbing a bit neater!
Don't underestimate the amount of engine, transmission and exhaust heat that is disposed of by the airflow up into the engine bay from under the car.
Also there is no real reason for the air to want to flow into the side pods and through your rads so you may have to add scoops to force it to go that route.
Steve
Also there is no real reason for the air to want to flow into the side pods and through your rads so you may have to add scoops to force it to go that route.
Steve
Cheers Steve... I'll try the flat floor and see how I get on with it (still a good while away before I get to that stage). I suppose that if I used rivnuts for the rear undertray, then I could remove it easily enough if I'm having overheating problems.
I'll see what my local GRP man can go with the side-vent area to increase air flow. Reverie do rather nice CF 'scoops', but I think I'll pass at £700... just ridiculous! I was also thinking that if I did go down the 2 side mounted rads route, then it would be sensible to do something with the front clip - obviously no need for the rad duct in the nose and on top of the bonnet... quite the opposite probably.
I'll see what my local GRP man can go with the side-vent area to increase air flow. Reverie do rather nice CF 'scoops', but I think I'll pass at £700... just ridiculous! I was also thinking that if I did go down the 2 side mounted rads route, then it would be sensible to do something with the front clip - obviously no need for the rad duct in the nose and on top of the bonnet... quite the opposite probably.
The guys who I know that have used the Audi V8 moved the tank to in front of the engine... and they modded the side pods with completely different styles.
I dont have pics as I lost me hard drive but I can put you in contact with the guy who did the work and who did the throttle boddies inlet.
I dont have pics as I lost me hard drive but I can put you in contact with the guy who did the work and who did the throttle boddies inlet.
Still waiting to hear back from Omex to see if the 710 is compatible.
AVS Techno blurb...
Each intake valve can be actuated by a fast cam (11mm lift) or a slow cam (5.7mm in one intake valve and 2mm in another in order to create swirl in the air flow for better fuel mixing at low speed). The two cams are mounted on a single cam piece. Which cam acts on the roller cam follower depends on the longitudinal position of cam piece. This is controlled by a pair of metal pins incorporated at the cam cover. There is a spiral groove rolled into the camshaft. When one metal pin is lowered, it engages the spiral groove on the camshaft and pushes the cam piece by 7mm in longitudinal direction. A spring-loaded locker will lock the cam piece in the new position. In this way, the operating cams are changed from one set to another set.
To revert to another cam, another metal pin presses against a reverse spiral groove and moves the cam piece back to the original position. The cam piece is locked by the spring-loaded locker again. The change from one cam set to another takes one combustion cycle, or two engine revolutions. As Audi reprogrammed the ignition and electronic throttle to smoothen the transition between the two cam sets, it can be hardly detectable.
Theoretically, the Valvelift system should deliver better power than Toyota's VVTL-i and Honda's i-VTEC, but in the 2.8-liter V6 its priority is put on fuel economy. We shall see whether Audi will use its advantage in its performance engines in the future.
AVS Techno blurb...
Each intake valve can be actuated by a fast cam (11mm lift) or a slow cam (5.7mm in one intake valve and 2mm in another in order to create swirl in the air flow for better fuel mixing at low speed). The two cams are mounted on a single cam piece. Which cam acts on the roller cam follower depends on the longitudinal position of cam piece. This is controlled by a pair of metal pins incorporated at the cam cover. There is a spiral groove rolled into the camshaft. When one metal pin is lowered, it engages the spiral groove on the camshaft and pushes the cam piece by 7mm in longitudinal direction. A spring-loaded locker will lock the cam piece in the new position. In this way, the operating cams are changed from one set to another set.
To revert to another cam, another metal pin presses against a reverse spiral groove and moves the cam piece back to the original position. The cam piece is locked by the spring-loaded locker again. The change from one cam set to another takes one combustion cycle, or two engine revolutions. As Audi reprogrammed the ignition and electronic throttle to smoothen the transition between the two cam sets, it can be hardly detectable.
Theoretically, the Valvelift system should deliver better power than Toyota's VVTL-i and Honda's i-VTEC, but in the 2.8-liter V6 its priority is put on fuel economy. We shall see whether Audi will use its advantage in its performance engines in the future.
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