Can someone please re-engineer this for the S6 please?
The 5.0 exhaust ports are spaced and sized differently than our 5.2’s. I think adapting that would be more difficult and expensive than making one yourself from scratch… but from what I understand, the 5.2 in the S6 chassis doesn’t really leave enough room to have turbos. Of course, nothing is impossible, just a matter of whether or not it’s practical to do what it takes to make it work, and at this point I don’t think anyone knows exactly what it would take.
Supercharger is a lot more realistic. JHM is already working on one for us.
Yeah I did some pretty extensive research it’d
be easier to buy the entire rs6 engine and transmission than it would be to modify that
turbo to fit on the S6 engine.
That thing looks like it’s been sitting out in his backyard for months, looks like it’s in bad shape. Didn’t even bother setting it on wood blocks for the photo. I’m guessing there’s a good reason it’s so inexpensive
I’ve bought LS blocks that looked worse 
I’d assume any longblock you’d buy used would be with intent to tear down and re-ring/hone, new bearings and fasteners at a minimum…
Personally I’ve got more interest in a positive displacement blower than a twin turbo setup…
…has me wondering though; would an S6 longblock like the one linked above be a decent base for more of an R8/Gallardo redline type build?
The link didnt work and when I did get it to work it said the group was locked. but from the discription sounds like its in rough shape.
This has played out for us already in the S4 and RS4.
They have all have had equal testing when it comes to each.
The twin turbo thing just hasnt been big hit. Turns out the lag really showes itself. Turbos are a mess and adapting them would be a bit of work. and then you would have to tune it and make it usable .
The blower route has been a much more inviting idea and the results when tested has shown on at least the 4.2 cars that blowers do better for low to mid acceleration than turbos. So for everyday driving the blowers seem to rule.
The great part is that the style JHM uses… the cfuge type its a hybrid between positive displacement and a turbo.
These points are true as well. Its exciting to hear about JHM working on a kit for the S6 that would be fantastic. The good thing so many of us have love is that JHM always re invests in each platform. so the more the S6 market grows and the more people buy JHM parts the more they make for the market.
the B6 s4 is over 10 years old and JHM is still making new parts for us. So they are really good about making sure to support there supporters.
Interesting that JHM uses Vortec sourced units - seems like Rotrex would be a more obvious choice? I’m no expert, have never used either so I’ve no idea what the pro’s n con’s are one way or the other.
Tubooz are the kewl I’ve heard. Everytime I’ve gone FI it’s been with a roots type blower. The roots on the V6 sitting on the hot vee and the one for the R8…omg the sex!.
If I had my druthers with this car though, I would rather see a set of ITB’s and trumpets on top. I’ve driven a Toyota V12 with ITB’s and 180degree headers - seriously, the sound made it almost a religious experience! Who cares how fast you’re going or what those 1/4mile slips say when you make that kind of noise bombing canyons! Likely an impossible task on the 5.2 - pretty sure the MAF/MAP is integral to the engine management. Going full outboard ECU makes little sense on this platform at this point in time IMO. 10-15years? Maybe.
The cool thing about JHM is that they have a relationship with vortech and they have units made with a great step up raito for our higher rpm motors.
When you think of rotrex or vortech you need to think about like this. Rotrex is like a garden hose and the vortech is like a huge fire hose. The amount of the CFM that comes out of the vortech is almost twice that of the rotrex units.
Again we are very lucky that we have the 4.2 to work off of as a model as a company in the UK used a intercooled rotrex head unit and the rotrex at its max underperformed the Vortech non intercooled unit at much less boost.
The roots style blowers are neat but they are just huge hot air pumps on these cars. Again the 4.2 has shown us that they are just not a good match. The draw drive of the roots style blowers is twice that of the vortech units so you see that as well. I have a graph somewhere. Ill have to look it up.
I personally love the ITB idea but we would still need to probably have them in an in closed unit box unit with the ability to monitor the air via MAF because yes these cars are load driven so MAF is everything on these cars. The MAF isnt just responsible for the full air spark and fuel control it also controls the shift style and regulation for the transmission. So removal of the MAF would make the car less driveable
ITB’s on modern single or dual throttle body engines makes zero sense as a conversion, total agreement. Wouldn’t make any sense whatsoever unless you were doing a powerplant swap into another car where you were going full standalone ECU.
Roots blowers; hot air is what ya get anytime to compress it. There’s a couple nice solutions for the R8 and Gallardo - probably won’t be dropping $20k on this engine though anytime in the near future. Packaging is a way bigger deal here than the R8. Side mount centrifugal seems to be the best compromise in this car.
I’m dying to see the TT manifolds from an RS though; how the heck did they stuff enough shielding down there for heat management?! Impressive engineering. oof to the googlez; Ive got 2hours to kill
maybe you live in England? Rotrex gets very little attention here. Tiny cfuges that spin to a billion RPM.
There was that kit for the RS4 that used Rotrex…I believe MRC tuned it? It did pretty well. It was also double the cost of a Vortech based JHM centrifugal supercharger.
The beauty of the Vortech kits are that they can make 800 hp if need be. So if you go built motor, you’re all set. If you go stock motor and want to step down the power you can do so with a pulley. The rotrex units seem to be pushed to within an inch of their life in the RS4 application and there’s not much more upside.
Someday supercharger or turbo kits will release… and I’ll have another ____thousand dollars lost to the Quattro demons…
Well said.
Only thing Rotrex has that’s unique is the planetary gears drive. Tiny impellers? ANY FI kit needs to be right sized according to the engine displacement with impellor rpm’s matched to the flowmap. IIRC, both Vortech and Rotrex offer many different A/R trims for the impellers. Assuming they’re all .60 trim 110,000 rpm units is the same as assuming all Eaton twin screws are M60’s…
How hard is it really to bolt on the RS parts? They’ve already solved the TT packaging issues…
Personally, I’ve got close to zero interest in a TT setup honestly. As shown by JHM and the “demonstrator” S8, for me personally, I’ll never really need nor want more power that this thing makes just setting it up “properly”.
Having said that - If I could bolt on 150+HP for $6-7k…you’d have my interest