Good to know. I keep jumping ahead, but you’re right, bolt-ons/exhaust should be more than enough for me. I actually find it fast as it is, stock.
750 tq ain’t happening with a cfuge
JHM has been using that v3 si on the b7 rs4 and b67 s4
The s5 engine (virtually the same as the q7) has handled plenty of power with the apr tvsr1740 and tts rotrex kits. 600 hp and about 500 tq (crank)
Good info. Seems like lots of potential to go FI
A little more info from another v10 study guide I found.
I was thinking the engine was just a v8 FSI plus two extra cylinders. It is, but there are a few other things different. From the guide:
Basic engine
The V10 FSI engine is based on the V8 FSI engine,
which has, in principle, “only” been upgraded to
include an additional pair of cylinders.
The basic concept of the cylinder crankcase and the
cylinder heads, as well as the timing gear, the fuel
system and the intake manifold concept, have been
adopted unchanged.
On the other hand, the crankshaft with balancer
shaft, the double-chambered intake with dual
throttle valves, the exhaust manifold and the
ECU concept are features specific to the V10.
V10 crankshafts are a bit funny, so that its different makes sense. Do they mention if its a split or shared pin crank? Lambo has used both.
The stock headers are slick, weird to have cats before the merge but such is the way in an emissions conscious world.
Interesting note on the dual throttle back plates. Iirc its due to the intake being split to either side. Would be interesting to have a tb with two different sized plated for idle stability and high end power.
hey B
From the guide
crankshaft has been forged as a split-pin shaft
This study guide seems more technical then the one I posted earlier. Lots of cool details
I’ll take a look later, always cool reading more about the engines.
Split pin V10s will have an evenly spaced 72* firing order.
I had to look up split-pin, after you mentioned it. So, is that design used to provide a smoother running v10, compared to shared?
yes on a 90* bank angle V10. Vipers use a 90* shared pin crank and thats why they’ve got a bit of a funny sound (uneven firing order, I think it alternates between 54* and 90*). 18* split pin crank 90* V10s should fire evenly at 72* every time. a 72* bank angle V10 will fire at 72* every time with shared pins, I think the LFA V10 is a 72*.
the uneven firing pulses isn’t as big an issue with a V10 as it is with a V6 since the gap between them is smaller (90* and 150* on a 90* shared pin V6).
Cool. I am surprised how smooth the engine is, especially at low RPM. It is begging for an exhaust though, as you can hardly hear it from inside the car, even at WOT.
cool insight into the header design in there
600 cell cats :o
too bad they skimp on details for forged v cast for the rods/pistons, in the past not explicitly mentioned forged means cast
The pistons are cast but the rods are forged, I believe. I think I read that in another study guide. Ill doublecheck
Yup, it was in the previous guide
The connecting rods are a familiar trapezoidal design
forged from 36MnVS4 high-strength steel. This
design reduces oscillating masses and distributes the
combustion force more evenly.
The lower end of the connecting rods are cracked after
forging. During the cracking process, the connecting rod
is split at a predetermined breaking point using a special
tool. The resultant unique breaking surface ensures the
high joining precision of the two mating parts.
The connecting rods are cross-drilled to allow engine oil
to lubricate the rod bearings and piston pins.
Pistons
The cast aluminum pistons are manufactured by the firm
Kolben Schmidt. They have a special piston head design
that supports the FSI combustion principle. The design
aids in the tumble effect of the fuel mixture during its
intake stroke.
The piston skirts are electro-coated with a special ironbased
friction reducing material to minimize wear under
load.
Spray jets located on the engine block provide cooling to
the underside of the piston and the piston pins.
Wow, 600 cell x 4 cats.
The Q7 vs RS4 comparison says the q7 are ceramic, while the RS4 are metallic (I am guessing high flow).
I found some HJS 100 cell cats on eBay from AWE Tuning at a great price. Unfortunately, when I dug up the specs, they max out at 240hp per cat. So two of them would only be good for 480hp. If I rip out all the old cats, I want a pair of nice high flows downstream to replace them. However, I’d probably go for something that was good for at least 300-350 per cat, so they would be good for any future upgrades down the line.
And MAN, those HJS cats are pricey! I used Magnaflo before, that seemed to work great. But I am reading now that the cheaper high flow metallics may not last long, and clog up after a short period. Id rather do it right the first time, and not have to worry about them. But $700 a cat is insane!!!
interesting the pistons are cast, the 4.2 FSI motors got forged which may be some of the reason they haven’t had issues with cylinder wall scoring
for the cats, try calling up some american car header shops, Kooks, American Racing Headers, etc. They make headers and catted midpipes for cars with some big power and my be able to supply or recommend cats for you.
http://www.kooksheaders.com/exhaust-crossover-pipe-15621.html
Thanks for the tips!