Volkswagen-Audi V8 engine

The Volkswagen-Audi V8 engine family is a series of mechanically similar, gasoline-powered and diesel-powered, V-8, internal combustion piston engines, developed and produced by the Volkswagen Group, in partnership with Audi, since 1988. They have been used in various Volkswagen Group models, and by numerous Volkswagen-owned companies. The first spark-ignition gasoline V-8 engine configuration was used in the 1988 Audi V8 model;      and the first compression-ignition diesel V8 engine configuration was used in the 1999 Audi A8 3.3 TDI Quattro. The V8 gasoline and diesel engines have been used in most Audi, Volkswagen, Porsche, Bentley, and Lamborghini models ever since. The larger-displacement diesel V8 engine configuration has also been used in various Scania commercial vehicles; such as in trucks, buses, and marine (boat) applications.

Gasoline
All Volkswagen Group V8 gasoline engines are constructed from a lightweight, cast aluminum alloy cylinder block (crankcase) and cylinder heads. They all use multi-valve technology, with the valves being operated by two overhead camshafts per cylinder bank (sometimes referred to as 'quad cam'). All functions of engine control are carried out by varying types of Robert Bosch GmbH Motronic electronic engine control units. They are all longitudinally front-mounted, and the V8 engines listed below were for a long time only used in cars bearing the Audi marque, but latterly being installed in Volkswagen Passenger Cars flagship Volkswagen Phaeton.

3.6 V8 32v 184kW

 * identification: parts code prefix: 077, ID code: PT
 * engine displacement & engine configuration: 3562 cc 90° V8; bore x stroke: 81.0 x, stroke ratio: 0.94:1 – undersquare/long-stroke, 445.2 cc per cylinder; compression ratio: 10.6:1
 * cylinder block & crankcase: cast aluminium alloy; five main bearings, die-forged steel crankshaft
 * cylinder heads & valvetrain: cast aluminium alloy; four valves per cylinder, 32 valves total, timing belt and simplex chain-driven (hybrid system) double overhead camshafts
 * fuel system, ignition system, engine management: common rail multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; twin Hitachi ignition coils (one per cylinder bank) with Bosch longlife spark plugs, Bosch Motronic electronic engine control unit (ECU); 95 RON/ROZ(91 AKI) EuroPremium (regular) unleaded recommended for optimum performance and fuel economy
 * DIN-rated motive power & torque output: 184 kW at 5,800 rpm; 340 Nm at 4,000 rpm
 * application: Audi V8 (10/88-11/93)

3.7 V8 32v 169kW

 * identification: parts code prefix: 077, ID codes: AEW, AKJ
 * engine displacement & engine configuration: 3697 cc 90° V8; bore x stroke: 84.5 x, stroke ratio: 1.03:1 – oversquare/short-stroke, 462.1 cc per cylinder; compression ratio: 10.8:1
 * cylinder block & crankcase: cast aluminium alloy; five main bearings, die-forged steel crankshaft
 * cylinder heads & valvetrain: cast aluminium alloy; four valves per cylinder, 32 valves total, timing belt and simplex chain-driven (hybrid system) double overhead camshafts
 * fuel system, ignition system, engine management: common rail multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; twin LAZ pre-power output stage control units (one per cylinder bank) and eight single spark ignition coils with Bosch longlife spark plugs, Bosch Motronic electronic engine control unit (ECU); 95 RON/ROZ(91 AKI) EuroPremium (regular) unleaded recommended for optimum performance and fuel economy
 * DIN-rated motive power & torque output: 169 kW at 5,500 rpm; 315 Nm at 2,700 rpm
 * application: Audi D2 A8 (AEW: 07/95-12/98, AKJ: 06/97-12/98)

3.7 V8 40v 191-206kW

 * identification: parts code prefix: 077
 * engine displacement & engine configuration: 3697 cc 90° V8; bore x stroke: 84.5 x, stroke ratio: 1.03:1 – oversquare/short-stroke, 462.1 cc per cylinder; compression ratio: 11.0:1 (BFL: 11.3:1)
 * cylinder block & crankcase: cast aluminium alloy; five main bearings, die-forged steel crankshaft
 * cylinder heads & valvetrain: cast aluminium alloy; five valves per cylinder, 40 valves total, low friction roller rocker fingers, timing belt and simplex chain-driven (hybrid system) hollow double overhead camshafts, variable inlet camshaft timing
 * aspiration: 3-stage variable composite intake manifold
 * fuel system, ignition system, engine management: common rail multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; eight single spark ignition coils with Bosch longlife spark plugs, Bosch Motronic electronic engine control unit (ECU); 95 RON/ROZ(91 AKI) EuroPremium (regular) unleaded recommended for optimum performance and fuel economy
 * DIN-rated motive power & torque outputs, ID codes
 * 191 kW at 6,000 rpm; 350 Nm at 3,250 rpm — AQG, AKC
 * 206 kW at 6,000 rpm; 360 Nm at 3,750 rpm — BFL


 * applications: Audi D2 A8 (AQG: 10/98-02/01, AKC: 05/00-09/02), Audi D3 A8 (BFL: 11/02-05/06)

Awards

 * was voted 'best technical innovation', and awarded the "Golden Pegasus" by "Za ruljom" at the Moscow Motor Show

4.2 V8 32v 206-250kW

 * identification: parts code prefix: 0215


 * engine displacement & engine configuration: 4172 cc 90° V8; bore x stroke: 84.5 x, stroke ratio: 0.91:1 – undersquare/long-stroke, 521.5 cc per cylinder; compression ratio: 10.3:1 (ABH: 10.8:1)
 * cylinder block & crankcase: cast aluminium alloy; five main bearings, die-forged steel crankshaft
 * cylinder heads & valvetrain: cast aluminium alloy; four valves per cylinder, 32 valves total, timing belt and simplex chain-driven (hybrid system) double overhead camshafts
 * fuel system, ignition system, engine management: common rail multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; Bosch Motronic electronic engine control unit (ECU); 98 RON/ROZ(93 AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
 * dimensions: mass: 208 to 211 kg depending on variant
 * DIN-rated motive power & torque outputs, ID codes
 * 206 kW at 5,800 rpm; 400 Nm at 4,000 rpm — ABH
 * 213 kW at 5,900 rpm; 400 Nm at 4,000 rpm — AEC
 * 221 kW at 6,000 rpm; 400 Nm at 3,000 rpm — ABZ, AKG, ARS, ASG
 * 240 kW at 6,600 rpm; 410 Nm at 3,500 rpm — AHK
 * 250 kW at 6,600 rpm; 420 Nm at 3,500 rpm — AHC, AKH, AQJ


 * applications: Audi V8 (ABH: 08/91-11/93), Audi C4 S4 (ABH: 10/92-07/94), Audi C4 S6 (AEC: 09/94-10/97), Audi C5 A6 (ARS: 04/99-05/01, ASG: 06/00-01/05), Audi D2 A8 (ABZ: 06/94-05/99, AKG: 06/97-12/98), Audi C4 S6 Plus (AHK: 06/96-10/97), Audi C5 S6 (AQJ: 09/99-05/01), Audi D2 S8 (AHC: 09/96-12/98, AKH: 08/97-12/98)

4.2 V8 40v 220-265kW

 * identification: parts code prefix: 077
 * engine displacement & engine configuration: 4172 cc 90° V8; bore x stroke: 84.5 x, stroke ratio: 0.91:1 – undersquare/long-stroke, 521.5 cc per cylinder; compression ratio: 11.0:1
 * cylinder block & crankcase: cast aluminium alloy; five main bearings, die-forged steel crankshaft
 * cylinder heads & valvetrain: cast aluminium alloy; five valves per cylinder, 40 valves total, timing belt and simplex chain-driven (hybrid system) double overhead camshafts
 * fuel system, ignition system, engine management: two linked common rail fuel distributor rails, multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; Bosch Motronic electronic engine control unit (ECU); 98 RON/ROZ(93 AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
 * DIN-rated motive power & torque outputs, ID codes
 * 220 kW at 6,200 rpm; 400 Nm at 3,000 rpm — ARS, ASG
 * 228 kW at 6,200 rpm; 410 Nm at 3,000 rpm — AUX, AWN
 * 250 kW at 7,000 rpm; 420 Nm at 3,400 rpm — AQJ, ANK
 * 265 kW at 7,000 rpm; 430 Nm at 3,400 rpm — AQH, AVP, AYS, BCS


 * applications: Audi C5 A6 (ARS: 99-00, ASG: 00-04), Audi D2 A8 (AUX: 99-01, AWN: 01-02), Audi C5 S6 (AQJ: 99-01, ANK: 01-04), Audi S8 Plus (D2) (AQH: 05/99-02/01, AVP: 09/00-09/02, {Japan only – BCS: 09/00-02/01, AYS: 02/01-09/02})

4.2 V8 40v T 331-353kW (C5 RS6)
Based on the existing 4.2 V8 from the Audi C5 S6, this engine was tuned with the assistance of VW Group subsidiary Cosworth Technology (now MAHLE Powertrain), and featured two parallel turbochargers, known as 'biturbo', with two side-mounted intercoolers (SMICs). Enlarged and modified intake and exhaust ports on the new five valve cylinder heads, together with new induction and dual branch exhaust systems, a re-calibrated Motronic engine management system, revised cooling system, and decorative carbon fibre engine covers complete the upgrade.

The initial 331 kW variant of this engine generates a specific power output of 79.3 kW per litre displacement, and the 'RS6 Plus' 353 kW variant gives 84.6 kW per litre.
 * identification: parts code prefix: 077.A
 * engine displacement & engine configuration: 4172 cc 90° V8; bore x stroke: 84.5 x, stroke ratio: 0.91:1 – undersquare/long-stroke, 521.5 cc per cylinder; compression ratio: 9.8:1, two oil coolers – oil:water and oil:air, two or three (dependent on target market) coolant radiators
 * cylinder block & crankcase: cast aluminium alloy; five main bearings, die-forged steel crossplane crankshaft with shared crankpins, two-part oil sump – upper: baffled cast alloy, lower: pressed steel, simplex roller chain driven oil pump
 * cylinder heads & valvetrain: cast aluminium alloy; five valves per cylinder (three inlet, and two sodium-cooled exhaust valves), 40 valves total, low-friction roller-bearing finger cam followers with automatic hydraulic valve clearance compensation, timing belt and simplex roller chain-driven (hybrid system) hollow-tube double overhead camshafts (the crankshaft-driven timing belt operates both exhaust camshafts, which in turn individually chain-drive the inlet camshafts), variable inlet camshaft timing
 * aspiration: two carbon fibre-cased siamesed air filters, two hot-film air mass meters, cast alloy intake manifold with Bosch 'E-Gas' drive by wire electronic throttle control valve, 'biturbo' – two fast-acting turbochargers (one per cylinder bank) with vacuum-actuated excess pressure control, two all-alloy side-mounted intercoolers (SMICs) optimised to prevent pressure loss
 * fuel system, ignition system, engine management: fuel tank sited electric low pressure fuel lift pump, underfloor electric high pressure relay fuel pump, common rail multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; eight individual single-spark ignition coils, NGK longlife spark plugs; Bosch Motronic ME 7.1.1 electronic engine control unit (ECU); 98 RON/ROZ(93 AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
 * exhaust system: dual-branch exhaust pipes with metallic-element catalytic converters and secondary air injection, four lambda sensors, European EU3 emissions standard
 * DIN-rated motive power & torque outputs, ID codes & applications
 * 331 kW at 5,700–6,400 rpm; 560 Nm at 1,950–5,600 rpm — BCY: Audi C5 RS6 (07/02-09/04)
 * 353 kW at 6,000–6,400 rpm; 560 Nm at 1,950–6,000 rpm — BRV: Audi C5 RS6 Plus (04/04-09/04)

3.3 V8 32v TDI CR 165kW

 * identification: parts code prefix: 057.A; ID code: AKF
 * engine configuration & engine displacement: 90° V8 engine, Turbocharged Direct Injection (TDI) turbodiesel; 3328 cc; bore x stroke: 78.3 x, stroke ratio: 0.91:1 - undersquare/long-stroke, 416.0 cc per cylinder, compression ratio: 18.5:1, up to 160 bar cylinder pressure,
 * cylinder block & crankcase: compacted vermicular graphite cast iron (GJV/CGI); two-part cast aluminium alloy oil sump, five 86 mm diameter main bearings, die–forged steel crossplane crankshaft with shared crankpins, diagonally split connecting rods, simplex roller chain-driven oil pump, pistons oil-cooled by cast-in cooling ducts
 * cylinder heads & valvetrain: cast aluminium alloy; four valves per cylinder, 32 valves total, sliding-finger cam followers with automatic hydraulic valve clearance compensation, 2x hybrid-driven double overhead camshafts (2xDOHC - two overhead camshafts per cylinder bank - 'quad cam', inlet camshafts are driven from a front-sited timing belt from the crankshaft, exhaust camshafts are gear-driven at the rear from the inlet camshafts)
 * aspiration: twin-turbo: two electronically controlled turbochargers with variable turbine geometry (VTG) (one turbo per cylinder bank), 2.2 bar maximum absolute pressure, combined 4-part inlet manifold and air-to-water intercooler mounted within the vee. With additional side-mounted coolant radiator and additional electric coolant pump
 * fuel system & engine management: (Common rail system) Low-pressure fuel lift pump mounted underneath the car turns on only when starter is being operated (when cranking); after that an electromagnetic valve bypass the pump. It uses a gear-type lift pump mounted on the passenger-side cylinder head driven by the camshaft; it is used to supply the high-pressure pump with sufficient pressure. Bosch CP3 high-pressure pump is used driven by the timing belt. Max rail pressure is 1350bar. Watercooled return line fuel cooler with an additional cooling pump (runs all the time) and side-mounted radiator and air-cooled return line cooler mounted on the bottom of the car. six-hole solenoid injection nozzles, CR electronic injection control. Dual Bosch EDC15 engine management computers running in master/slave configuration.
 * exhaust system: vacuum-operated water-cooled exhaust gas recirculation, two catalysts, European EU3 emissions standard compliant
 * dimensions: length: 717 mm, width: 842 mm, height: 688 mm
 * DIN-rated power & torque output: 165 kW at 4,000 rpm; 480 Nm at 1,800-3,000 rpm
 * best specific consumption: 205 g/kWh (41.1% energy efficiency)
 * application: Audi D2 A8 quattro (12/99-09/02)

4.0 V8 32v TDI CR 202kW
When introduced in May 2003, this 3.9 litre V8 was the highest power and highest torque diesel V8 fitted in any production car worldwide. This was the second 'new' V engine from Audi which utilises new technologies - including chain-driven overhead camshafts and ancillary units, following the 4.2 40-valve V8 petrol engine first seen in the B6 S4. This engine was discontinued in July 2005, superseded by the bored-out and updated but fundamentally identical 4.2 V8 TDI.
 * identification: parts code prefix: 057.B, ID code: ASE
 * engine configuration & engine displacement: 90° V8 engine, Turbocharged Direct Injection (TDI) turbodiesel; 3937 cc, bore x stroke: 81.0 x, stroke ratio: 0.85:1 - undersquare/long-stroke, 492.1 cc per cylinder, 88 mm cylinder spacing, compression ratio: 17.5:1, water-cooled alternator
 * cylinder block & crankcase: compacted vermicular graphite cast iron (GJV/CGI); cast reinforcing bed-plate lower frame incorporating five main bearings with each bearing affixed by four bolts, three-part oil sump consisting of cast alloy upper section, a middle baffle section and pressed steel lower section, die–forged steel crossplane crankshaft with shared crankpins, diagonally fracture-split connecting rods, chain-driven ancillaries, oil filter module (incorporating oil separator and water-to-oil cooler) mounted within the 'vee'
 * cylinder heads & valvetrain: cast aluminium alloy; four valves per cylinder, 32 valves total, operated by low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, 2x double overhead camshafts (2xDOHC - two overhead camshafts per cylinder bank - 'quad cam') - the inlets driven in a relay method at the rear (flywheel) end of the engine by four simplex roller chains and the exhausts driven from the inlets by automatic slack adjusting spur gears at the front end, two unequal-length swirl-inducing switchable inlet ports, siamesed unequal-length exhaust ports
 * aspiration: two air filters, two hot-film air mass meters, 'biturbo': two water-cooled Garrett GT1749 turbochargers with electrically actuated Variable Turbine Geometry (VTG) (one turbo per cylinder bank) operating up to 210,000 rpm with a maximum boost of 2.2 bar, two air-to-air fan-assisted side-mounted intercoolers (SMICs), two separate cast alloy intake manifolds interconnected by a "feedthrough" system to equalise the turbo boost pressure in the two cylinder banks, two-position variable swirl flaps integrated into the intake tract
 * fuel system & engine management: electric low-pressure fuel lift pump, one toothed belt driven 1600 bar injection pump, one central fuel distributor supplying two common rail (CR) fuel rails (one per cylinder bank), Bosch solenoid-valve injectors with seven-hole nozzles for homogenous fuel delivery, single and double pilot injection; Bosch EDC16 electronic engine control unit (ECU)
 * exhaust system: twin water-cooled exhaust gas recirculation (mounted within the 'vee'), air-gap insulated fan-branch alloy steel exhaust manifolds, two close-coupled primary catalytic converters plus two main underfloor converters, Euro3 emissions standard
 * dimensions: length: 516 mm, mass: 270 kg
 * DIN-rated power & torque output: 202 kW; 650 Nm at 1,800-2,500 rpm
 * application: Audi D3 A8 4.0 TDI quattro (05/03-07/05)

Gasoline
Of their eight-cylinder petrol engines, all Volkswagen Group V8 engines are primarily constructed from a lightweight cast aluminium alloy cylinder block (crankcase) and cylinder heads. They all use multi-valve technology, with the valves being operated by two overhead camshafts per cylinder bank (sometimes referred to as 'quad cam'). All functions of engine control are carried out by varying types of Robert Bosch GmbH Motronic electronic engine control units.

These V8 petrol engines initially were only used in cars bearing the Audi marque, but are now also installed in Volkswagen Passenger Cars 'premium models'. They are all longitudinally orientated, and with the exception of the Audi R8, are front-mounted.

4.2 V8 FSI 32v
Based on the existing Audi 40 valve V8, this new engine is heavily revised over its predecessor, with all-new components including: crankshaft, connecting rods and pistons, cylinder heads, and valvetrain, oil and cooling system, intake and exhaust system, and engine management system. It is available in two versions; a basic or 'comfort' version, first used in the Audi Q7; and a sports-focussed high-revving version, with features borrowed from motorsport, for the B7 RS 4 quattro and the R8. This is the first eight-cylinder road car engine to use Fuel Stratified Injection (FSI), which was successfully developed by Audi in their Le Mans-winning R8 racing car. The 5.2 V10 FSI was developed directly from this V8 engine.
 * identification: parts code prefix/variant: 079.D
 * displacement & configuration: 4163 cc 90° V8 engine; 18.5 mm cylinder bank offset; 90 mm cylinder spacing; bore and stroke: 84.5 x, stroke ratio: 0.91:1 – undersquare/long-stroke, 520.4 cc per cylinder, compression ratio: 12.5:1, firing order: 1–5–4–8–6–3–7–2; water:oil lubricant cooler (RS 4/R8 utilises an additional thermostatically controlled air:oil cooler); Q7 and RS 4 utilise a wet sump system (RS 4 with additional longitudinal axis flapped baffles controlled by lateral g-force), R8 uses dry sump
 * cylinder block & crankcase: homogeneous monoblock low-pressure chill gravity die casting hypereutectic 'Alusil' aluminium-silicon alloy (AlSi17Cu4Mg) with a closed-deck design, mechanically stripped hard silicon crystal integral liners, honed under simulated mechanical stress; reinforced by a cast lower crankcase alloy bedplate (AlSi17Cu4Mg) mimicking a ladder-frame design, and including five GGG50 nodular cast iron press-fit main bearing caps each attached by four bolts; 464 mm overall length, 228 mm cylinder block height; two-stage 3/8" simplex roller chain and gear driven 'accessory drive' which includes the oil pump, water pump, power steering pump, and air conditioning compressor; baffle-plate sump
 * crankshaft, connecting rods and pistons: die-forged and tempered high alloy steel (42CrMoS4) 90° crankshaft with 65 mm diameter and 18.5 mm width main bearing journals and 54 mm diameter and 15.25 mm width big end bearing journals; 154 mm long high strength forged cracked trapezoidal connecting rods (36MnVS4 in basic engine, ultra high strength 34CrNiMo8 in RS 4/R8 with more restrictive geometry tolerances); forged 290 g aluminium pistons with shaped piston crowns designed to impart charged volume tumbling effect for fully homogeneous air/fuel charge
 * cylinder heads & valvetrain: cast aluminium alloy, partition-plate horizontally divided intake ports producing a tumble effect (larger cross-section on RS 4/R8); four valves per cylinder: chrome-plated solid-stem (hollow-stem on RS 4/R8) intake valves, and chrome-plated sodium-filled hollow-stem exhaust valves, both with 11 mm valve lift (longer valve lift on RS 4/R8), 32 valves total; lightweight low-friction roller finger cam followers (uprated with peened rollers on RS 4/R8) with automatic hydraulic valve clearance compensation, double overhead camshafts (each a hollow tube composite) on each cylinder bank, driven from the flywheel side via a two-stage chain drive using three 3/8" simplex roller chains (sleeve-type on RS 4/R8), valve opening (in crank angle degrees) 200 intake (230 for RS 4/R8) and 210 exhaust (230 for RS 4/R8); valve overlap facilitates integral exhaust gas recirculation; continuous hydraulic vane-adjustable variable valve timing for intake and exhaust camshafts with up to 42 degrees adjustment, each controlled via information from Hall sensors, Audi "RS" 'red' plastic cam covers on RS 4, 'anthracite' plastic on R8
 * aspiration: two single-entry air filters each with hot-film air mass flow meters (Q7), or triple-entry single air filter with single hot-film air mass meter (RS 4), or double-entry dual-element single air filter with two hot-film air mass flow meters (R8); single (Q7 & RS 4) or twin (R8) cast alloy throttle body electronically controlled Bosch E-Gas throttle valves (Bosch 82 mm diameter on Q7, Pierburg 90 mm diameter on RS4), two-stage four-piece gravity die-cast (Q7) (sand-cast on RS 4/R8) magnesium-aluminium alloy variable length intake manifold with electronically map-controlled silicon tipped tract-length flaps along with tumble flaps inducing a swirling movement in the drawn air (RS 4 & R8 do not use a variable tract-length intake manifold)
 * fuel system: fully demand-controlled, (Q7 returnless, RS 4 return to tank); fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): two inlet camshaft double-cam driven single-piston high-pressure injection pumps maintaining a pressure of between 30 and 100 bar in the two stainless steel common rail fuel distributor rails, eight combustion chamber sited direct injection solenoid-controlled 65 volt single-hole sequential fuel injectors with integrated swirl plates; 98 RON/ROZ (93 AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy (95 RON (91 AKI) may be used, but will reduce performance and worsen fuel economy)
 * ignition system & engine management: mapped direct ignition with centrally mounted longlife spark plugs and eight individual direct-acting single spark coils; Bosch Motronic MED 9.1.1 electronic engine control unit (ECU) (two MED 9.1 ECUs in the RS 4 and R8, working on the 'master and slave' concept due to the high revving nature of the engine), four knock sensors, EU4 emissions standard, map-controlled coolant thermostat (Q7 only), additional electric after-run coolant pump with two additional side-mounted radiators (RS 4/R8), water-cooled alternator, two map-controlled radiator fans
 * exhaust system: vacuum-controlled secondary air injection to assist cold start operation; air-gap insulated exhaust manifold per cylinder bank (Q7), or 4-into-2-into-1 fan-branch exhaust manifold per cylinder bank to minimise reverse pulsation of expelled exhaust gases (RS 4), or fan branch manifold with integrated catalytic converter per cylinder bank; two close-coupled and two main underfloor catalytic converters – ceramic on Q7, high-flow metallic on RS 4, or main catalytic converter integrated into transverse main rear silencer with quad outlets; four heated oxygen (lambda) sensors (broadband upstream, nonlinear downstream) monitoring pre- and post-catalyst exhaust gases; siamesed absorption-type middle silencer (Q7 with crossover) and siamesed rear silencer, separate rear silencers on RS 4 with vacuum-operated flap valves
 * dimensions: Q7 (for auto transmission with plate-type flywheel): approx. 198 kg, RS4 (for 6-speed manual with dual-mass flywheel): approx. 212 kg
 * DIN-rated power & torque outputs, ID codes, applications
 * 257 kW at 6,800 rpm; 440 Nm at 3,500 rpm, 85% available from 2,000 rpm — BAR: Audi Q7 (03/06-05/10), Volkswagen Touareg (06/06-05/10); BVJ: Audi C6 A6 (05/06-08/11), Audi D3 A8 (06/06-07/10)
 * 260 kW at 7,000 rpm — CAU: Audi S5 (06/07-03/12)
 * 309 kW or 316 kW at 7,800 rpm; 430 Nm at 5,500 rpm, 90% available between 2,250 and 7,600 rpm, 8,250 rpm rev limiter — BNS: Audi RS 4 (B7) (09/05-06/08); BYH: Audi R8 (04/07-09/10; -02/15 for facelift model with 430-hp engine)
 * 331 kW at 8,250 rpm; 430 Nm at 4000–6000 rpm, 90% available between 2,250 and 7600 rpm, 8,500 rpm rev limiter — CFSA: Audi RS 4 (B8) (06/12-09/15); Audi RS 5 (06/2010-09/17)

Awards

 * was placed in the 2005 and 2006 annual list of Ward's 10 Best Engines

4.2 V8 40v

 * identification: parts code prefix: 079
 * engine displacement & engine configuration: 4163 cc 90° V8 engine; 90 mm cylinder spacing; bore x stroke: 84.5 x, stroke ratio: 0.91:1 – undersquare/long-stroke, 520.4 cc per cylinder
 * cylinder block & crankcase: homogeneous monobloc low-pressure gravity die cast hypereutectic 'Alusil' aluminium-silicon alloy (AlSi17Cu4Mg) with a closed-deck design, mechanically stripped hard silicon crystal integral liners, honed under simulated mechanical stress; five main bearings; die-forged steel crankshaft
 * cylinder heads & valvetrain: cast aluminium alloy, five valves per cylinder, 40 valves total; lightweight low-friction roller cam followers with automatic hydraulic valve clearance compensation, roller chain-driven double overhead camshafts
 * aspiration: synthetic material two-stage variable intake manifold
 * fuel system & engine management: two linked common rail fuel distributor rails, multi-point electronic sequential indirect fuel injection with eight intake manifold-sited fuel injectors; Bosch Motronic ME 7.1.1. electronic engine control unit (ECU); 98 RON/ROZ (93 AKI) EuroSuperPlus (premium) unleaded recommended for maximum performance and fuel economy
 * exhaust system: two multi-stage catalytic converters
 * dimensions: length: 464 mm, mass: 195 kg
 * DIN-rated motive power & torque outputs, ID codes
 * 246 kW at 6,600 rpm; 420 Nm at 3,500 rpm, 6,800 rpm max — Audi A6, BAT, A8:  BFM (BFM engine is belt driven)
 * 221 kW at 6,200 rpm; 380 Nm at 2,700–4,600 rpm, 6,500 rpm max — Audi A6 allroad: BAS
 * 253 kW at 7,000 rpm; 410 Nm at 3,500 rpm — Audi S4: BBK (03/03-03/09)
 * 253 kW at 7,200 rpm; 420 Nm at 3,000 rpm — Audi S4: BHF (03/03-03/09 – US/Korea only)
 * 246 kW at 6,500 rpm; 435 Nm at 2,800-3,700 rpm — Volkswagen Phaeton: BGH, BGJ (Belt driven)


 * applications: Audi B6 S4, Audi B7 S4, Audi C5 A6 allroad (BAS: 07/02-08/05), Audi C6 A6 (BAT: 05/04-05/06), Audi A8 (BFM: 10/02-07/10), Volkswagen Phaeton (BGJ: 05/03-07/03, BGH: 08/03-05/10)

Awards

 * was placed in the 2004 annual list of Ward's 10 Best Engines

4.0 TFSI
This engine is part of Audi's modular 90° V6/V8 engine family. It shares its bore and stroke, 90° V-angle, and 90mm cylinder spacing with the Audi V6. The earlier V6 engines (EA837) used an Eaton TVS Supercharger instead of turbocharger(s). In 2016, Audi and Porsche released a new turbocharged V6 engine they dubbed EA839. These 2.9L (biturbo) & 3.0L (single turbo) V6 engines share the 4.0T TFSI V8's “hot vee” design, meaning the turbo(s) are placed in the Vee of the engine (between each bank of cylinders) instead of on the outside of each cylinder bank. This allows the turbocharger(s) to produce boost pressure more quickly as the path the exhaust gases travel is much reduced. It also aids in getting the engine's emissions hardware up to temperature more quickly. As with the V6, the V8 is used in various Audi and Porsche models, but the V8 also finds use in Bentley and Lamborghini vehicles.


 * engine displacement & engine configuration: 3993 cc 90° V8 engine; 90 mm cylinder spacing; bore x stroke: 84.5 x, stroke ratio: 0.95:1 – undersquare/long-stroke, 499.1 cc per cylinder, compression ratio: 10.5:1
 * fuel system; Fuel Stratified Injection (FSI): Central-Overhead Injectors
 * exhaust system: two twin-scroll turbo chargers and twin air- and water-cooled intercoolers
 * DIN-rated motive power & torque outputs, ID codes, applications
 * 309 kW at 5,500 rpm; 550 Nm from 1,400 rpm to 5,400 rpm— CEUC: Audi S6 C7, S7, CEUA: A8 D4
 * 320 kW at 5,800 rpm; 600 Nm from 1,400 rpm to 5,300 rpm— CTGA: A8 D4, A8 D5
 * 412 kW at 5,700 rpm; 700 Nm from 1,750 rpm to 5,500 rpm— CRDB, CWUB: Audi RS6 C7 and RS7
 * 445 kW at 6,200 rpm; 700 Nm from 1,700 rpm to 5,500 rpm (overboost to 750 Nm) — DDTA: Audi S8 Plus (D4), CWUC: Audi RS7 Performance, Audi RS6 Performance (C7)
 * 338 kW at 6,000 rpm; 620 Nm from 1,700 rpm in Porsche Panamera GTS
 * 405 kW at 6,000 rpm; 770 Nm from 1,700 rpm in Porsche Panamera Turbo
 * 463 kW at 6,000 rpm; 820 Nm from 1,700 rpm in Porsche Panamera Turbo S
 * 505 kW at 6,000 rpm; 850 Nm from 1,700 rpm in Porsche Panamera Turbo S E-Hybrid
 * 373 kW at 6,000 rpm; 660 Nm from 1,700 rpm in Bentley Continental GT V8 and Flying Spur V8
 * 388 kW at 6,000 rpm; 680 Nm from 1,700 rpm in Bentley Continental GT V8 S
 * 405 kW at 6,000 rpm; 770 Nm in Bentley Continental GT V8 (2019–)

478 kW (650 PS; 641 bhp) at 6,000 rpm; 850 N⋅m (627 lbf⋅ft) in Lamborghini Urus

471 kW (640 PS; 631 bhp) at 6,000 rpm; 850 N⋅m (627 lbf⋅ft) in Porsche Cayenne Coupé Turbo GT

575 kW (782 PS; 771 bhp) at 6,000 rpm; 1,000 N⋅m (738 lbf⋅ft) in Bentley Continental GT Speed

Audi version of the engine includes electronic monitoring of the oil level, while the Bentley engine includes a dipstick for an oil check. In addition, the Bentley engine uses switchable hydraulic mounts instead of Audi's active electrohydraulic engine mounts. The Bentley engine does not include a stop-start system.

4.2 V8 TDI CR 235-257kW
This Audi engine is an entirely redeveloped and bored-out evolution of the superseded 4.0 V8 TDI CR, now with 90 mm cylinder spacing between bore centres, and again with roller chain drive for the overhead camshafts and ancillaries. Just like its 4.0 V8 TDI predecessor, this all-new 4.2 V8 TDI retains the mantle of the world's highest power output car with a diesel V8. This engine is manufactured at Győr, Hungary by AUDI AG subsidiary Audi Hungaria Motor Kft.
 * identification: parts code prefix: 057.C
 * engine configuration & engine displacement: 90° V8 engine, Turbocharged Direct Injection (TDI) turbodiesel; 4134 cc; bore x stroke: 83.0 x, stroke ratio: 0.87:1 - undersquare/long-stroke, 516.7 cc per cylinder, 90 mm cylinder spacing, compression ratio: 16.5:1, water-cooled alternator
 * cylinder block & crankcase: compacted vermicular graphite cast iron (GJV/CGI), 62 kg; UV laser-honed exposed bore; cast reinforcing bed-plate lower frame incorporating five main bearings (each 'bearing' affixed by four bolts), die-forged chrome molybdenum alloy steel crossplane crankshaft with first and second order forces and moments avoided, three-part oil sump consisting of cast alloy upper section, a middle baffle section and pressed steel lower section, diagonally fracture-split connecting rods, cast aluminium alloy Kolbenschmidt pistons (Mahle on CCFA), simplex roller chain-driven ancillaries, oil filter module (incorporating oil separator and water-to-oil cooler) mounted within the 'vee' (externally mounted on Marine variants)
 * cylinder heads & valvetrain: cast aluminium alloy; four valves per cylinder, 32 valves total, operated by low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, double overhead camshafts - the inlets driven in a relay method at the rear (flywheel) end of the engine by four simplex roller chains and the exhausts driven from the inlets by automatic slack adjusting spur gears at the front end, two unequal-length swirl-inducing switchable inlet ports, siamesed unequal-length exhaust ports
 * aspiration - automotive: two air filters, two hot-film air mass meters, 'biturbo': two water-cooled turbochargers with electrically direct-actuated Variable Turbine Geometry (VTG) vanes (one turbo per cylinder bank) operating up to 226,000 rpm with a maximum electrically regulated boost of 2.5 bar, two side-mounted air-to-air fan-assisted (not on Q7) intercoolers (SMICs), two separate cast alloy intake manifolds interconnected by a "feedthrough" system to equalise the pressure in the two cylinder banks, two-position variable swirl flaps integrated into the intake tract. Engines introduced from 2014 include 2 variable geometry turbocharger with maximum 1.7 bar of relative boost pressure.
 * aspiration - Marine: air filter with hot-film air mass meter, one water-cooled turbocharger with electric boost pressure control mounted within the vee, sea-water tube intercooler, two separate cast alloy intake manifolds interconnected by a "feedthrough" system to equalise the pressure in the two cylinder banks, two-position variable swirl flaps integrated into the intake tract
 * fuel system & engine management: common rail (CR) direct diesel injection: electric low-pressure fuel lift pump, one timing belt-driven 1600 bar injection pump, two common rail fuel rails (one per cylinder bank), piezo-electric operated fuel injectors with eight-hole nozzles for homogenous fuel delivery, single and double pilot injection, up to four main injection actuations per piston cycle; Bosch EDC16 CP electronic engine control unit (ECU), Bosch MDC Marine Diesel Control on Marine variant. Engines introduced from 2014 has increased fuel pressure to 2000 bar.
 * exhaust system: two air-gap insulated fan-branch alloy steel exhaust manifolds, two close-coupled maintenance-free oxidizing catalytic converters, two silicon carbide diesel particulate filters, Euro4 emissions standard compliant
 * dimensions: length: 520 mm, mass: 255 - 257 kg (automotive - 15 kg lighter than its 4.0 V8 TDI predecessor, 4 kg lighter than the all-aluminium alloy Mercedes-Benz 4.0 V8 CDI diesel engine), 368 kg (Marine variant: dry weight, including DMF, cooling system & all ancillaries)
 * DIN-rated power & torque outputs, ID codes
 * BMC: 235 kW
 * BVN: 240 kW at 3,750 rpm; 650 Nm at 1,600-3,500 rpm
 * BTR: 240 kW at 3,750 rpm; 760 Nm at 1,800-2,500 rpm
 * CCFA: 250 kW
 * CEM: 257 kW at 4,200 rpm; 800 Nm at 1,900 rpm
 * CTEC: 283 kW at 3,750 rpm; 850 Nm at 2,000-2,750 rpm
 * applications
 * Audi D3 A8 4.2 TDI quattro (BMC: 01/05-06/05, BVN: 07/05->), Audi Q7 4.2 TDI (BTR: 03/07-06/09, CCFA: 06/09->), Volkswagen Marine TDI 350-8 (CEM: 02/09->), Volkswagen Touareg, Porsche Cayenne

4.0 V8 TDI 310-320kW
A successor to the 4.2 TDI. The engine includes 2 turbochargers, 48-volt electrical system, 7 kW electric compressor, Bosch CRS 3.25 engine management.

A turbocharger serves to supply engine boost and spools up the passive turbocharger.


 * identification
 * parts code prefix: EA 898


 * engine configuration & engine displacement: 90° V8 engine, Turbocharged Direct Injection (TDI) turbodiesel; 3956 cc; bore x stroke: 83.0 x, stroke ratio: 0.91:1 - undersquare/long-stroke, 494.5 cc per cylinder, 90 mm cylinder spacing, compression ratio: 16.0:1, water-cooled alternator

DIN-rated power and torque outputs, applications, ID codes
310 kW at 3,500-5,000 rpm; 850 Nm at 1,000-3,250 rpm, Porsche Panamera II 4S Diesel

320 kW at 3,750-5,000 rpm; 900 Nm at 1,000-3,250 rpm, Audi SQ7 2016-2020, Audi SQ8 2019-2020, Audi A8 D5, Bentley Bentayga,2020- VW Touareg

Production
The engine was developed in Ingolstadt.

15.6 V8 DC16 368-544kW (Scania)

 * engine configuration & engine displacement: 90° V8 engine, turbodiesel; 15607 cc; bore x stroke: 127.0 x, stroke ratio: 0.82:1 - undersquare/long-stroke, 1,950.8 cc per cylinder
 * aspiration: turbocharger, intercooler
 * fuel system & engine management: Scania PDE high-pressure Unit Injector system, Scania selective catalytic reduction (SCR) - catalytic converter with AdBlue urea injection
 * DIN-rated power & torque outputs - Euro4
 * 368 kW at 1,900 rpm; 2400 Nm at 1,100-1,400 rpm
 * 412 kW at 1,900 rpm; 2700 Nm at 1,100-1,400 rpm
 * 456 kW at 1,900 rpm; 3000 Nm at 1,100-1,400 rpm


 * DIN-rated power & torque outputs - Euro5
 * 368 kW at 1,800 rpm; 2500 Nm at 1,000-1,350 rpm
 * 412 kW at 1,900 rpm; 2700 Nm at 1,000-1,400 rpm
 * 456 kW at 1,900 rpm; 3000 Nm at 1,000-1,400 rpm
 * 544 kW at 2,000 rpm; 3600 Nm at 1,000-1,400 rpm reference: https://web.archive.org/web/20121112032602/http://www3.scania.com/en/New-V8-truck-range/The-new-730hp-engine/


 * applications: Scania trucks

Racing engine
The race version of the engine was developed and produced for the Deutsche Tourenwagen Meisterschaft, between 1990 and 1992; and later the Deutsche Tourenwagen Masters and in the Audi R8C, Audi R8R, Audi R8 and Bentley Speed 8, between 1999 and 2018.

Audi V8
Audi developed a Group A competition version of the Audi V8 engine for entry into the Deutsche Tourenwagen Meisterschaft (DTM) (German Touring Car Championship) auto racing series equipped with a 309 kW, later 340 kW, 3.6 V8 engine and 6-speed manual transmission, and began racing with it in 1990 with Schmidt MotorSport (SMS) running the operation, and Hans-Joachim Stuck, Walter Röhrl and Frank Jelinski driving.

Audi R8C/R8R engine
The R8C and R8R both use 3.6-liter, twin-turbocharged V8 engines, producing between 600-640 hp, and between 516-561 lbft of torque, while using two 32.4 mm air restrictors, and pushing 1.67 bar of absolute boost pressure. While the R8R has a large number of vents placed on the nose, most of the intakes and air exits on the R8C are placed on the sides.

The R8R was estimated to boast around 610 hp from its V8 engine, allowing it to hit 335 km/h in 1999 at Le Mans (the original claims were that the car could go 350 km/h).

Audi R8 engine
The R8 is powered by a 3.6 L Audi V8 with Fuel Stratified Injection (FSI), which is a variation on the concept of gasoline direct injection developed by VW; it maximizes both power and fuel economy at the same time. FSI technology can be found in products available to the public, across all brands in the Volkswagen Group.

The power supplied by the R8, officially listed at about 610 hp in 2000, 2001, and 2002, 550 hp in 2003 and 2004, and 520 hp in 2005, is sent to the rear wheels via a Ricardo six-speed sequential transmission with an electropneumatic paddle shift. Unofficially, the works team Audi R8 for Le Mans (2000, 2001, and 2002) is said to have had around 670 hp instead of the quoted 610 hp. The numbers were quoted at speed, and were due to the car making 50 extra horsepower due to twin ram-air intakes at speeds over 150 mi/h. Official torque numbers were quoted for this version of the engine at 516 lbft at 6500 rpm (2004/2005), but the 2002/2003-spec engine produced more torque; with 553 lbft at 5500 rpm, with boost pressure set at 1.67 bar absolute. The equation for horsepower (torque divided by 5250, multiplied by rpm) for these numbers produces a horsepower rating of 638 hp at the same 6500 rpm (516/5250*6500=638).

Restrictor changes for 2003 brought the power down to 550 bhp for anyone still racing with the R8, but the maximum torque hardly changed.

For 2005, The ACO still felt that the R8 needed to be kept in check, so they reduced the restrictor size on the R8's engine, due to the car not meeting new hybrid regulations, and stipulated the car shall carry ballast weight in an attempt to make the races more competitive. The R8 was restricted even further to only 520 bhp.

Bentley Speed 8/EXP Speed 8 engine
The engine from the Audi R8, a 3.6-liter V8, with (Honeywell Turbo Technologies) turbocharger, was used as the initial powerplant for the Bentley in 2001. It produced 637 hp and over 479 lbft of torque, via two 33.1 mm intake restrictor, with boost pressure limited to 1.87 bar by regulations.

Following its initial year of competition, the Audi-sourced V8 was modified to better suit the EXP Speed 8. This saw the engine expand to 4.0 liters, producing between 600-650 hp, and 590 lbft of torque, using two 30.7 mm intake restrictor plates, with boost pressure still being limited to 1.87 bar by regulations. This would ultimately lead to Bentley redesigning the car for 2003, leading to the change of name to simply Speed. Without the intake restrictor plates (completely unrestricted), and with boost pressure set at around 1.9 bar, the 4.0-liter engine is reportedly capable of producing up to 860 hp, and about 750 lbft of torque.

Audi TT-R DTM
The Audi TT-R DTM uses a 4.0 L Audi naturally-aspirated V8 engine in partnership with Neil Brown Engineering for development, building, assembly, maintenance and tune-up role, it has a power output of approximately 455 hp @ 6,800 rpm and a maximum torque of about 510 Nm @ 6,000 rpm, while using two 28 mm air intake restrictors.

Audi A4 DTM
The Audi A4 DTM is powered by a 4.0 L Audi naturally-aspirated V8 engine in partnership with Neil Brown Engineering for development, building, assembly, maintenance and tune-up role, it has a power output of approximately 460 hp and a maximum torque of more than 500 Nm.

Audi A5/RS5 DTM
The A5 DTM was still fitted with a V8 engine that used in a previous Audi A4 DTM and Abt-Audi TT DTM were built jointly by Audi and Neil Brown Engineering (NBE) rated at 460 hp and coupled to a 6-speed transmission grafted from the previous A4 DTM car, while using a Bosch MS 5.1 ECU.

After the 2012 season, the vehicle was renamed RS5 DTM, corresponding with the Audi RS5 production model. It is powered by a naturally-aspirated engine and 2x DOHC camshafts. The engine itself is a custom-built Audi 4.0 L V8, with four valves per cylinder, and a 90-degree V-angle. It now has a power output of over 500 hp and torque of over 500 Nm. Front engined and longitudinally mounted engine mounting layout, the RS5's engine is indirect fuel injected. The RS5 DTM's ECU is a Bosch Motronic MS 5.1 and other components such as the CDI ignition are also supplied by Bosch.

Applications

 * Audi V8 DTM
 * Abt-Audi TT-R DTM
 * Audi R8C
 * Audi R8R
 * Audi R8
 * Bentley Speed 8
 * Audi A4 DTM
 * Audi 5 Series DTM