We’re already over 500 AWHP with these, which is a real nice bump in power over our existing TVS1320 unit.
We’ll drop more details in the future. Here’s a teaser from Waterfest today:
http://sphotos-a.xx.fbcdn.net/hphotos-prn1/p480x480/164985_10151463041470356_530046750_n.jpg
RS4 and S5 kits putting out similar numbers?
Yes. S5 is a little lower but a tremendous upgrade over stock. : )
Nice - thnx for sharing the news.
Keith ran an 11.83 with the 1320 (w/o the backseat). What kind of times do you guys predict with the new blower?
holy shit! This is going to put with RS4/S5 in the low elevens just like the TTS kit
Thanks for the reply. My main question is how different is the S5 FSI motor to the RS4 one? It sounds like you’re saying they can handle similar amounts of hp/tq?
Maybe even just like the jhm kit
JHM has a supercharged S5 with 1/4 mile results in low elevens?!! or are you referring to their RS4 SC 11.34? JHM will likely be close to that
Hey Bango, I believe in terms of power handling capabilities there are quite close from what I have read in the past. I found this info on 6speedonline, which is most likely accurate to what I have read in the past.
[quote]There is alot of confusion over the fact that Audi makes 3 different 4.2L V8’s. There’s the port-injected V8 (S4, S5, A8, …), the FSI V8 in the Q7, and the FSI V8 in the RS4.
The two FSI engines are related, but still different. You see alot of quotations describing the “high-revving version for the RS4”. Most of these facts are from the Audi self-study program document floating around, and refer to the differences between the RS4 engine and the Q7 engine.
The S4 engine and the RS4 engine are not related. They only happen to have the same displacement. The RS4 engine is not a “tuned-up” version of the S4 engine. You might say it’s a “tuned-up” version of the Q7 engine, but the modifications go way beyond tuning.
A few characteristics of the RS4 engine:
Only one belt, driving the alternator. All other accessories (A/C, water pump, oil pump, hydraulic pump) are chain drive or shaft drive from a special accessory drive gearbox.
Stress-honed cylinders, using a torque-plate.
Tubular headers.
FSI system and heads.
12.5 :1 CR
Dual-mass damper system with unbalance (for high RPM smoothness).
Q7 rods are 36MnVS4, RS4 rods are 34CrNiMo8. Not sure about S4 V8.
Q7/RS4 share pistons (forged), 290 grams.
New cyclonic oil separator system.
4 drive chains with different sprocket sizes RS4 vs Q7.
Quoting (“basic engine” refers to the Q7 engine, not S4):
To match the higher engine power output and RPM, the
following cylinder head components were modified:
Intake ports are charge optimized (based on larger
cross-sections)
Intake valves are chrome-plated hollow stem valves
(for weight reduction)
Valve springs are made of a material with higher
tensile strength and also have higher spring force
To meet the higher fuel requirements, the injectors are
designed for higher flow rates.
Roller rocker arms are more robustly designed, with
peened rollers for higher strength
Camshafts have different timings and larger opening
lengths
Intake valve opening angle 230 crank angle degrees
Exhaust valve opening angle 220 crank angle degrees
The lifters were adapted from the 3.2L V6 engine found
in the TT and A3. They have a larger ball stroke which,
in the course of testing, proved advantageous for the
high-revving engine (with regard to the inflation of the
hydraulic valve clearance compensation element).
The cylinder head has a modified water jacket which
circulates coolant to the area between the intake port
and the injector, thereby reducing the temperatures in
the cylinder head combustion chamber plate.
Due to a modified camshaft drive reduction ratio, the
camshaft adjuster has 25 teeth for the chain drive, as
opposed to 30 teeth in the basic engine.
A reliable supply of oil in all driving situations is critical,
especially in a sports car such as the RS4. The oil supply
system in the high-revving engine was designed for
racing applications in which it is subjected to lateral
acceleration of up to 1.4 g. To ensure this, the sump in
the RS4 has an additional system of flaps.
Design
Four flaps, whose axis of rotation is parallel to the
longitudinal axis of vehicle, are arranged inside a
housing. Each of the flaps opens toward the inside of the
intake end of the oil pump.
Function
When the vehicle is cornering, the oil flows inside the
sump toward the outside of the corner. The two flaps
facing the outside of the corner close and hold the oil in
the sump intake.
At the same time, the two flaps facing the inside of the
corner open to allow additional oil to flow into the intake.
This ensures a sufficient supply of oil to the oil pump.
The 4.2L V8 FSI engine in the RS4 does not use the mapcontrolled
thermostat as found in the Audi Q7 engine.
To achieve more effective cooling, two additional coolers
are used. Coolant flows continuously through one of
the additional coolers. The second additional cooler is
opened via a coolant thermostat.
To avoid excessive heating-up after shutting off the hot
engine, the coolant run-on pump is activated a preset
period of time after the engine is shut off. The pump
run-on time and the need for additional activation
of both radiator fans are determined on the basis of
characteristic maps. Various measured quantities
are included in the calculation (engine temperature,
ambient temperature, engine oil temperature and fuel
consumption).
Q7 has variable-length intake system, RS4 does not.
To enhance the sporty character of the RS4 engine, a fantype
manifold is used in the RS4.
Good separation of the exhaust pulses is ensured by
keeping the individual exhaust pipes apart until they
merge into one. These fan-type manifolds are also
attached by means of a clamping flange system.
The primary and main catalytic converters are metal-type
catalytic converters. Their advantage is that they have a
lower flow resistance than ceramic catalytic converters,
which is good for engine performance.
The front silencer for each of the exhaust pipes is housed
in a common casing. However, the exhaust pipes are kept
separate. The front and rear silencers are absorption-type
silencers. They are notable for their low flow resistance.
Engine management in the new 4.2L V8 FSI is by two
versions of the Bosch MED 9.1.1.
A single control module is used in the Audi Q7 engine.
There are two control modules for the RS4 engine. A
master-slave concept is required here due to the requisite
processing power at engine speeds up to 8250 RPM.
[/quote]
Oh, :-[
that was funny. Jason is such a douchebag dickface.
APR has the kit installed on a customer car. They also have it on their IN HOUSE RS5. And their IN HOUSE B8 S4. Just for fun, they own an S7 and an S8 and a pantload of other VAG cars with their products installed.
Jason is implying they are making the 500 whp number up and basing it on the R8 result because he is immensely insecure, and because he only knows about their R8 testing from 5 months ago.
Get with the fucking program Jason. Not every company can only work on one car at a time for months on end, and one product at a time. Holding APR to the brutally pathetic standard that AMD meets is pretty fucking laughable. Maybe this will be a wake up call Does AMD even have an in house B5 S4? They’re purchasable with fucking pocket change. Yet AMD doesn’t step up and buy one for development so they don’t have to test the limits on customer cars (see tweets’ blown 605 turbos and heads; killedS4/burningcoals blown apart block; dshot’s melted piston etc etc etc).
Is it any shock that he’s surprised APR has done in house development on $40,000-80,000 cars? This is Jason from AMD…the guy for whom buying a $3000 B5 S4 is an unattainable goal.
LOL! Jason keeps going trying to educate Arin on their kit, like a fat person giving fitness and diet advice. Arin handled that pretty well.
“Did you have a chance to meet with any of our sales people or engineers at the show? As I mentioned above, if you’re truly interested in the kit and not just on the fence, shoot me a PM with your contact information…”
That thread went well with my morning coffee ;D
E85 E85 E85…do it…
E-eighty, maybe. 
I’m loving this blower. We had a little more dyno time today and we’re crossing 500 awhp on our dyno, on 93, on the b7 rs4 (if I need to clarify the vehicle, engine, or whatever else more, let me know, I’ll even write it on a pair of maroon pants, take a photo, frame it and put it on the wall) fairly early in the power band considering the RS4’s redline. This beast has a boat load of torque.
It’s violent.
Race fuel should be fun. We have a local e85 pump… I’d love to see if that’s possible.
Post. Moar. Vids. Please ;D
In all seriousness, thnx for keeping us updated Arin. This forum appreciates it. 
WHY DO YOU WASTE TIME ON THE B7 RS4? THE B8 OWNER’S WANT THIS NOW!!!
j/k lol. By what saki was saying in another thread, the B8 1740 results shouldn’t be too far off whatever the RS4 produces?
We shall see. I’ve already broken 500 AWHP on the B8, but that was with race fuel (Sunoco 100 GT260). Engineering needs more dyno time to dial in a few specifics to make big power on 93.
I think the hp with the rs4 redline will be in the rs4s favour but I don’t think it will mater on the road.
A good example is apr tvsr1320 on the s5 vs rs4. Hp #s looked nicer on the rs4 (arin will confirm) … But they were nearly identical performers.
This was funny.
Best Part on that attempted scandal creation ? Jason…the genius…chose to challenge the apr claimed results on the rs4 (4.2 FSI high revving variant engine) being so nice, implying they were not rs4 results, but were in fact actually achieved on the r8 (4.2 FSI high revving variant engine) thus were not applicable. For starters he was wrong…but god damn .
Shouldn’t someone tell him about the 4.2 FSI high revving variant being in the r8 AND the rs4? That’s the kind of basic stuff you would think he knows isn’t going to change much between them. Maybe he will say the r8 has more torque directed to the rear than the rs4. Great. It an awd dyno lol. Anyway the rs4 is very rear biased as well.