The mid-range performance version of the Audi A6 has been sold as the S6 for the past five generations. During the S6’s third generation, a 10-cylinder engine was installed. The Audi 5.2-liter V10 was actually built on Audi’s own 4.2-liter V8 even though it shared components with Lamborghini’s 5.0-liter V10.
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Do Audi V10 engines exist?
Everything from luxury vehicles to true supercars use V6s, V8s, and V12s. V8 and V6 engines are both more compact and simpler to package than the V10 alternative, making them appropriate for a wider range of cars. The V12 is a balanced engine that can be more readily (and inexpensively) produced from a manufacturer’s existing catalogue of V6 engines.
In contrast, the V10 typically has two banks of five cylinders joined by a single crankshaft. The engine wants to rock back and forth more than the engines described above as a result of the imbalance this causes in the plane.
The V10 is an uncommon breed of engine since it necessitates custom parts that are difficult to adapt or create from a manufacturer’s existing line of powertrains, as well as other necessary improvements (such balance shafts to eliminate vibrations).
The V10 does, however, offer a few benefits that, in some situations, place it in a sweet spot between standard V8 and V12 engines. A V10 engine may rev higher because it has two less cylinders than a V12 engine, which results in less reciprocating mass. A V8 engine has more potential for power because it has more cylinders.
A V8 or V12 engine may be able to overcome any inherent advantages of the V10 engine by applying forced induction (such as turbocharging and supercharging). However, it should be noted that these inherent benefits may be affected by other factors such as the parts used and related design considerations.
Toyota 1LR-GUE (Lexus LFA)
Some people feel the custom V10 used in the Lexus LFA is the best-sounding internal combustion engine ever produced, while others just think it’s the best one overall. But there’s no denying the brilliant engineering that went into this design.
In comparison to the supercar competition, the LFA’s engine’s output figures of 412kW at 8700 rpm and 480Nm of torque may not appear noteworthy, but they conceal the engine’s actual character, which is defined by its design, capacity for high revs, and exhaust sound.
Lexus asserts that the LFA’s V10 was as light as a normal V6 and as compact as a V8 and was constructed from unusual materials such as aluminum, magnesium, and titanium alloys.
The Lexus V10 was able to rev from idle to its 9000rpm redline in under 0.6 seconds thanks to other design elements like dry-sump lubrication that supplied oil at a steady pressure and racing-style dry-sump lubrication. A standard mechanical tachometer would not have been able to keep up, according to the Japanese manufacturer, which is why they used Lexus’s first digital gauge cluster.
The tremendous sound of the engine complemented its capacity for revving. The sound of the engine, which has been variously compared to an old Formula 1 car, an animalistic, ominous howl, or a spine-tingling scream, was co-created with Yamaha, a company known for its musical instruments.
A surge tank within the fuel intake system, equal-length exhaust manifold runners, and valve-actuated rear silencers, whereby all sound-deadening chambers were bypassed over 3000rpm, were just a few of the innovations employed to improve the engine’s roar. Additionally, three sound pipes were employed to direct this sounds inside.
BMW S85 V10 (M5 and M6)
The S85, which was installed in M5 and M6 models built between 2005 and 2010, is BMW’s only production V10 engine in history. BMW is well renowned for producing delicious six-, eight-, and 12-cylinder engines.
Similar to the LFA’s V10, the naturally aspirated 5.0-liter engine was completely unique and shared almost nothing with other BMW engines, producing 373kW of power and 520Nm of torque.
BMW claimed that the P84/5 V10 engine used in the 2005 Williams FW27 Formula 1 racing car, which won the International Engine of the Year award twice, was the inspiration for the S85, which accordingly had a high redline of 8250 rpm.
Despite using an aluminum-silicon crankcase to reduce weight compared to older V8s like the S62, the V10 still had a weight penalty of approximately 100 kg. It included a number of cutting-edge technology, including BMW’s double VANOS variable valve timing system and the ground-breaking ionic current control system for detecting misfires and knock, which works by sending a low-voltage current through the spark plugs to identify any problems.
Lamborghini and Audi V10 engines (Lamborghini Gallardo and Huracn, Audi R8, S8, S6 and RS6)
Since Lamborghini is all about theatricality, expressiveness, and daring design, the high-revving, character-filled characteristics of most naturally-aspirated V10 engines makes them the perfect match for the company.
Even while Lamborghini may be the name most associated with the V10 engine, only the first Gallardo, which debuted in 2003, used a 5.0-litre internal Lamborghini design.
Following Audi’s acquisition of the Italian automaker, a separate 5.2-litre V10 engine was developed for use in later Gallardo iterations as well as the Huracn and Audi R8 supercars.
This Audi V10 has also been utilized in earlier iterations of the Audi S8 and S6, but with some significant modifications like a wet-sump lubrication system and different crankshaft. The C6 generation RS6 produced from 2008 to 2011 used a significantly upgraded, twin-turbocharged variant.
The 5.0-liter V10 engine in the first Gallardo Superleggera produced a huge 390kW of power and 510Nm of torque at high 8000 and 4250 rpm, respectively. In contrast, the 5.2-liter V10 in the most recent Huracn STO generates more power and torque, 470kW at 6500 rpm and 565Nm at a redline at 8700 rpm, allowing the vehicle to accelerate from 0 to 100 km/h in a claimed 3.0 seconds.
The Audi 5.2-liter V10 is now made in the Audi factory in Gyr, Hungary, and incorporates technology like the Fuel Stratified Injection (FSI) direct injection system. It has a 90-degree vee angle. The most recent iterations of this engine additionally employ cylinder-on-demand technology, effectively converting it into an inline five-cylinder engine by turning off one bank of cylinders to save gasoline.
Dodge Viper V10 (Viper and Ram SRT-10)
Although they may not be the most technologically advanced, Americans adore their big automobiles and big engines, and there may occasionally be some truth to the saying that there is no substitute for displacement. The Dodge Vipers V10 is probably the best example in a place where the V8 is the norm.
The Viper V10 features one of the highest displacements of any production car in recent memory and is based on Chrysler’s LA family of engines, which were first built using outdated pushrod technology and employed in commercial applications like pickup trucks.
Launched in 1992, the 8.0-liter V10 generates 630Nm of torque and 298kW of power. Dodge stopped making the engine in 2017, after increasing its displacement to a massive 8.4 litres and achieving outputs of 481kW of power and 813Nm of torque.
The best way to think of this engine is as a 5.9-liter version of Chrysler’s Magnum-classified LA engines, which have two additional cylinders. Dodge used new parts such forged aluminum pistons coupled with the removal of older iron-based components like the engine block and cylinder heads in order to save weight.
The use of variable valve timing, a significant application of the technology in a pushrod engine, was one of the other innovations that were gradually applied.
Dodge later installed it in its Ram pickup truck despite it being previously limited to the Viper. Models with V10 engines wore the SRT-10 badge.
Porsche V10 (Carrera GT)
A manufacturer can easily claim that their flashy new engine was inspired by racing and motorsport since inspiration is a broad concept. Making a race engine strong and maneuverable enough for regular usage on the road is more difficult.
Of all the engines discussed here, the Porsche V10 may come the closest to achieving this objective. Porsche designed a V10 engine with probable displacements of 5.0 liters and 5.5 liters to fit in the prototype racing car with the intention of competing in the 24 Hours of Le Mans in the late 1990s (this engine design was itself derived from a smaller 3.5-litre V10 that had been used in Formula 1).
However, engineers apparently moved to the more crucial Porsche Cayenne development, and Volkswagen Group Chairman Ferdinand Piech later refused to let Porsche compete against stablemate Audi at Le Mans. As a result, the racing program was never approved.
Instead, the Carrera GT road vehicle received a detuned version of this engine that now has a 5.7-litre displacement. The V10 engine’s massive power outputs of 450kW and 590Nm, with a redline of 8400rpm, were nonetheless manufactured in just 1270 examples.
The Carrera GT coupled this engine solely to a six-speed manual transmission and had innovations like sodium-cooled exhaust valves in addition to an all-aluminum construction. With a lap time of 7:28 seconds, it was the fastest road-legal vehicle around the N1/4rburgring in July 2004.
When was the Audi S6 available with a V10?
The C6 S6’s engine is an odd-firing, all-aluminum alloy, 5,204 cubic centimeters (317.6 cu in), 40-valve (four valves per cylinder), 90 V10 with FSI (parts code: 07L, identification code: BXA). This engine is frequently described as a 5.0-liter V10 derivation from Lamborghini, but with a longer stroke and bigger bore to produce more low-end torque for the heavier sedan. The engine’s cylinder spacing is 90mm as opposed to the Lamborghini engine’s 88mm. The V10 is based on the 4.2-liter V8 engine from an Audi. It generates 540 Nm (398 lbft) of torque between 3,000 and 4,000 rpm and 320 kW (435 PS; 429 bhp) of power at 6,800 rpm. It makes use of two double overhead camshafts that are chain-driven and have variable valve timing for the intake and exhaust valves. An electronic engine control unit (ECU) called a Bosch Motronic MED 9.1 manages the engine’s mapped direct ignition, ten separate spark coils, common rail cylinder-direct sequential multi-point fuel injection, and drive-by-wire throttle.
The only available transmission is a ZF6HP26 six-speed tiptronic automatic transmission (parts code: 09E, identification codes: JBW, JMS, KHD, JLL) with steering wheel-mounted “paddle-shifters” (gear ratios: first: 4.171, second: 2.340, third: 1.521, fourth: 1.143, fifth: 0.867, sixth: 0.691). Torsen-based quattro permanent four-wheel drive is standard and comes with the newest 40:60 front:rear asymmetric/dynamic Torsen T-3 differential starting with the 2007 model year. 3.801 is the final driving ratio. Electronic Differential Lock (EDL) and Anti-Slip Regulation (ASR), both components of the Bosch ESP 8.0 Electronic Stability Program, are used to assist with traction.
As the S6 is not to be placed above the S8 in output, the same engine is used in the most recent Audi D3 S8, but in a higher state of tune, where it develops 331 kW (450 PS; 444 bhp).[4] The S6 5.2 FSI and R8 5.2 FSI are the only remaining Audi vehicles with V10 engines after the S8 5.2 FSI and RS 6 5.0 TFSI were discontinued after the 2009 model year and Before the 2012 Audi A6 was unveiled, the S6 5.2 FSI was retired after the 2011 model year (C7).
The S6 saloon can accelerate from a standstill to 100 kilometres per hour (62.1 mph) in 5.2 seconds, and it can complete a quarter mile in 13.5 seconds[5]. The top speed is electronically limited to 250 kilometres per hour (155.3 mph). The 2009 Audi A6 3.0 TFSI (a supercharged 3.0L V6) has nearly equivalent performance to the S6 5.2 FSI, according to a test by Edmunds, which found that the S6 takes 5.7 seconds to reach 60 mph (97 km/h), lagging behind the BMW M5 and Mercedes-Benz E63 AMG (which are the S6’s closest competitors in North America since the RS6 is not sold there). However, the C6 S6 reached 060 mph (097 km/h) in 5.1 seconds during a 2007 track test by Road & Track, and it completed the quarter-mile in 13.5 seconds. With the aid of Audi’s quattro system, the S6 maintains rapid reflexes and agility despite weighing 4,500 pounds.[3][6]
Which Audi models have 10-cylinder engines?
One of the last naturally aspirated engines in its class, the ten-cylinder engine in the Audi R8 has long since attained cult status. Strong performance in everyday use and countless racing successes speak for itself. The R8 V10 performance RWD engine’s 5.2 FSI has received a further 30 PS boost and now produces an additional 10 Nm of torque at 550 Nm, bringing the car’s racing genes to life.
In 2009, the Audi R8 LMS’s high-performance engine made its track debut in GT3 competition. In 2012, the R8 LMS ultra came next. In the fall of 2018, the second-generation R8 LMS had a thorough overhaul after entering the market in 2015. Since the beginning of 2018, the R8 LMS GT4 has expanded Audi Sport’s customer racing roster. The 5.2 FSI barely deviates from the base engine in either GT category. It does not use dual injection, has an air restrictor in the intake system, and has altered maps and bearing shells in the control unit. The 5.2 FSI sets benchmarks in racing with a service interval of 10,000 kilometers and a mileage requirement of 20,000 kilometers before the first inspection.
The engine produces 419 kW (570 PS) and up to 550 Newton meters of torque in the R8 V10 performance RWD. As a result, driving performance is explosive:
The mid-engine sports car has a top speed of 329 km/h (327 km/h for the Spyder), and it accelerates from a stop to 100 km/h in 3.7 seconds (3.8 seconds for the Spyder).
The V10 is the pinnacle of naturally aspirated engine performance because its cylinder banks are oriented at 90-degree angles to one another. The connecting rods of the opposing pistons engage a shared crankpin on the crankshaft, which spins in its lightweight aluminum cylinder casing. This results in alternate firing distances of 54 and 90 degrees. The R8’s distinctive sound is produced by firing in the following order: 1-6-5-10-2-7-3-8-4-9. Exhaust system flaps open for even greater intensity at higher loads and engine speeds.
The 5.2 FSI has a personality that is shaped by conventional high-performance technology. There is a dry sump design for the oil supply. The V10 engine can be mounted in a low position, giving the vehicle an extremely low center of gravity, by swapping out the standard oil sump that is bolted underneath the engine with a separate oil tankan upright metal container beneath the unit. 42 degrees of crank angle can be used to alter the four camshafts. Impressively high at 12.7:1, the valve timing is engineered for a high cylinder charge at higher engine speeds. The fuel supply is handled by a dual system. Only intake manifold injection supplies gasoline in the lower partial-load range (MPI). Intake manifold and direct injection (FSI) split the amount of gasoline to be injected evenly in the mid-load range; at full load, the FSI system dominates by roughly 85%.
Technology known as cylinder on demand (COD) also improves efficiency. With low to medium load, it disables injection and ignition, immobilizing a bank of cylinders in the top four gears. When extra power is needed, the cylinder bank is rapidly reactivated without the driver’s knowledge.
The R8 V10 performance RWD’s engine sends its power to a lightning-quick seven-speed S tronic transmission. In the D and S programs, the driver has the option of manually shifting gears or letting the dual-clutch transmission handle it.
The power of the V10 strikes the road with flawlessly regulated slip when Launch Control applies the clutch at roughly 4,500 rpm when accelerating from a stop. When the accelerator is withdrawn while the Audi drive select dynamic handling system is set to comfort mode and the vehicle is moving at a speed greater than 55 km/h, the seven-speed S tronic shifts into freewheel mode, often known as coasting. The high-performance sports automobile then opens both clutches and moves forward in a calm and effective manner.
The equipment, information, and costs mentioned in this paper apply to the German model line. Subject to modification without notification; omissions and errors exempted.