does anybody have a source for RS4 engines?
11-17-2004, 03:20 PM
#4
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we haven't really got the to point where we're compromising the structure of the block...
hell, only a handful of people have even cracked the bottom end to upgrade the internals.
Like if you're not having any problems at all with a 2 bolt main chevy 350....why move to a 4 bolt?
Like if you're not having any problems at all with a 2 bolt main chevy 350....why move to a 4 bolt?
11-17-2004, 09:49 PM
#5
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but there are so many other goodies that the RS4 offers
I couldn't find the engine specs with the pretty pic so here's a list I'm sure you've seen it
1. Strengthened cast-iron crank (different type of steel to allow 10% higher load capacity).
2. Ventilation apertures in the bearing seats reduced in size.
3. Bearing caps made of cast steel.
4. The depth of the threads which take the cylinder head mounting bolts were increased so that tension is transmitted over a wider area.
5. The connecting rod bolts are reinforced (M9 instead of M8.5).
6. Piston pins are longer and of a larger diameter.
7. The pistons have a stronger crown and bushes for the piston pins are reinforced.
8. The inner surface of the first piston ring groove is hard-anodised.
9. High-strength piston ring has a wear-resistant material applied to it by vapour deposition (PVD).
10. Pistons have recessed crowns for valve clearance.
11. Different top compression ring.
12. Con-rods have bigger small end and increased gudgean pin diameter.
13. As the oil is drained away from the cylinder heads, it is guided down the sump by partition walls inside the crankcase and by an added "Baffle Plate" which prevents the crankshaft web from churning oil.
14. The gears in the oil pump have wider teeth than those in the S4 so that the oil flow is always adequate, even at idling.
15. The cylinder head mounting bolts are different (I think - to match the increased thread depth).
16. The cylinder heads, made by Cosworths unique sand-casting process, has better coolant flow around the exhaust valves. They also flow more air than any port and polish job done to an S4 cylinder head.
17. New material for the exhaust valve seats allow heat to be conducted away more rapidly.
18. Different cams (2.8).
19. Additional oil cooler (2 instead of 1) is fitted beneath main radiator. Oil flows from the oil/coolant unit to the air/oil intercooler. A thermostat built into the coolant/oil cooler ensures that there is a small flow of oil through the air/oil intercooler even at idle. As soon as the temp exceeds 120 celsius the thermostat opens to allow full flow.
20. Additional intake tube added to air box. When the ECU detects road speed exceeding 30 mph, and the load on the engine is increasing, it operates a solenoid which opens a flap in the additional air intake tube, allowing more air to be sucked in.
21. Intake pipes are aluminium instead of plastic for increased pressure.
22. 4 Lambda probes are used. 1 upstream and 1 downstream of each of the 2 catalytic converters.
23. The fuel is injected by dual jet injectors. Set at 13 degrees to the axis of the inlet valves. The spray pattern from the injectors is arranged so that it covers an angle of 21 degrees across the width of the port and 15 degress in the other direction.
24. Different intercoolers.
25. KO4 turbos - Compressor wheel = 51mm. Turbine wheel = 50mm.
26. Material used for the Turbo housings was changed to cope with higher temps.
27. Other than the different gears (3rd & 4th are 7% lower than the S4's) the 1st gear teeth are strengthened. There is an internal/external oil cooler added. The diff is changed to an 20/80 split. Note: the improved 1st gear and internal/external oil cooler that Audi added to the S4's in Europe were never added to the U.S. tranny's.
28. Sodium filled exhaust valves.
29. Bigger inlet and exhaust ports
1. Strengthened cast-iron crank (different type of steel to allow 10% higher load capacity).
2. Ventilation apertures in the bearing seats reduced in size.
3. Bearing caps made of cast steel.
4. The depth of the threads which take the cylinder head mounting bolts were increased so that tension is transmitted over a wider area.
5. The connecting rod bolts are reinforced (M9 instead of M8.5).
6. Piston pins are longer and of a larger diameter.
7. The pistons have a stronger crown and bushes for the piston pins are reinforced.
8. The inner surface of the first piston ring groove is hard-anodised.
9. High-strength piston ring has a wear-resistant material applied to it by vapour deposition (PVD).
10. Pistons have recessed crowns for valve clearance.
11. Different top compression ring.
12. Con-rods have bigger small end and increased gudgean pin diameter.
13. As the oil is drained away from the cylinder heads, it is guided down the sump by partition walls inside the crankcase and by an added "Baffle Plate" which prevents the crankshaft web from churning oil.
14. The gears in the oil pump have wider teeth than those in the S4 so that the oil flow is always adequate, even at idling.
15. The cylinder head mounting bolts are different (I think - to match the increased thread depth).
16. The cylinder heads, made by Cosworths unique sand-casting process, has better coolant flow around the exhaust valves. They also flow more air than any port and polish job done to an S4 cylinder head.
17. New material for the exhaust valve seats allow heat to be conducted away more rapidly.
18. Different cams (2.8).
19. Additional oil cooler (2 instead of 1) is fitted beneath main radiator. Oil flows from the oil/coolant unit to the air/oil intercooler. A thermostat built into the coolant/oil cooler ensures that there is a small flow of oil through the air/oil intercooler even at idle. As soon as the temp exceeds 120 celsius the thermostat opens to allow full flow.
20. Additional intake tube added to air box. When the ECU detects road speed exceeding 30 mph, and the load on the engine is increasing, it operates a solenoid which opens a flap in the additional air intake tube, allowing more air to be sucked in.
21. Intake pipes are aluminium instead of plastic for increased pressure.
22. 4 Lambda probes are used. 1 upstream and 1 downstream of each of the 2 catalytic converters.
23. The fuel is injected by dual jet injectors. Set at 13 degrees to the axis of the inlet valves. The spray pattern from the injectors is arranged so that it covers an angle of 21 degrees across the width of the port and 15 degress in the other direction.
24. Different intercoolers.
25. KO4 turbos - Compressor wheel = 51mm. Turbine wheel = 50mm.
26. Material used for the Turbo housings was changed to cope with higher temps.
27. Other than the different gears (3rd & 4th are 7% lower than the S4's) the 1st gear teeth are strengthened. There is an internal/external oil cooler added. The diff is changed to an 20/80 split. Note: the improved 1st gear and internal/external oil cooler that Audi added to the S4's in Europe were never added to the U.S. tranny's.
28. Sodium filled exhaust valves.
29. Bigger inlet and exhaust ports
11-18-2004, 01:06 AM
#6
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It looks great on paper...
but in reality we are getting horsepower numbers which approach tuned RS4 motors with a MUCH better torque curve.
I prefer the torque of the S4 motor...and it would be even more important with the heavier A6.
I prefer the torque of the S4 motor...and it would be even more important with the heavier A6.
11-18-2004, 05:21 AM
#7
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But the problem with that list is that some of the features touted are also on the S4 engine
Like the exhaust valves being sodium filled, the S4 exhaust valves are the exact same PN 058 109 611 E.. for that matter the 1.8t uses that exact same valve too 
same intake valves while we're at it :O
Wrist pin PNs aren't listed, and though the pistons are a different PN, the wrist pin snap rings are the same size/PN, 21mmx1.5mm, the only motors that use a different ring are diesel at 26mmx1.5mm.
The bushing in the top/small end of the con rod that the wrist pin passes through, same, PN 077 105 431
Head bolts, same, M11x1.5x133, PN 078 103 385 K. I suppose they could have made the head thinner there so the bolt could stick out more.
Not knocking the RS4 motor, it's good motor, but unless you're getting a smoking deal, or just want an RS4 motor and have the cash to spend, I'm not sure it's worth it.
same intake valves while we're at it :OWrist pin PNs aren't listed, and though the pistons are a different PN, the wrist pin snap rings are the same size/PN, 21mmx1.5mm, the only motors that use a different ring are diesel at 26mmx1.5mm.
The bushing in the top/small end of the con rod that the wrist pin passes through, same, PN 077 105 431
Head bolts, same, M11x1.5x133, PN 078 103 385 K. I suppose they could have made the head thinner there so the bolt could stick out more.
Not knocking the RS4 motor, it's good motor, but unless you're getting a smoking deal, or just want an RS4 motor and have the cash to spend, I'm not sure it's worth it.
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11-22-2004, 01:07 PM
#8
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I equate this to my days in Acuras... The Type R engine vs. the GSR engine
Yea the B18C5 is a GREAT engine, but the B18C1 is too.
The c5 costs a ton to get, you can take the same money you're going to pay for a stock one, and build a c1. Just not worth it other than to say, "I've got a type r motor."
Bleh...
The c5 costs a ton to get, you can take the same money you're going to pay for a stock one, and build a c1. Just not worth it other than to say, "I've got a type r motor."
Bleh...
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