I owned a 2003 RS6. Loved that car. It was actually reliable, too. I had a 2004 S4, as well. The next gen 4.2 (2004) had sleeveless bores and variable valve timing. It weighed as much as the previous V6 which it replaces in the S4. Early engines had pistons mated to the bores which was a real problem of you had cylinder wall damage or wanted to replace pistons.
The 2.2 and now the 2.5 are amazing 5 cylinder monsters. Audi in my opinion perfected 5 and 6 cylinder engines back then and now today even more with 8 and 10 cylinders. Even though designed and produced by Cosworth for audi I love the 2.7 biturbo out of the B5 S4, swapped one into my 2006 B7 A4. It's an absolute beast with KO4s and stage 3 tune. Surprisingly still amazing at over 20mpg while running over 400hp.
The rs6 v8 and it’s predecessors are completely different to the v8 that started life in the B6 S4. They do share the same bore/stroke/displacement but that’s about it. The blocks them selves are completely different, the early v8 has a cam belt on the front between the block and the radiator. The v8 in the B6/b7 S4 is pre fsi and has timing chains that run round the back, between the engine and gearbox and produces 344bhp. They then introduced the B7 rs4 that again has chains, fsi and many different internal components with different coatings etc to allow for the higher rev limit. After that there is the version found in hard top s5 b8’s which is fsi but without the fancy rs4 internals and produces around 350bhp then of course the best N/A version to date found in the b8/b8.5 rs4/rs5 producing 450bhp
@@larrym2434 they are all pretty reliable apart from the B6. The 6 had plastic chain guides that broke. At some point these were replaced with aluminium guides with plastic blocks stuck to them for the chain to run on. Other than that you don’t really hear of any problems with them. Carbon cleaning is a must on any of the Direct injection models, probably every 25-30k miles to restore lost power
Had my apprentaship in Glasgow Audi back in the day, ill never forget the very first time my foreman took me out in that RS6, who new a family saloon would move that quick, car was a monster!
Great video, thanks Jay. As I understand it the pre facelift D2 S8 (as featured in Ronin) had a 32 valve 340 ps 4.2 (I bought one about 6 months ago and it’s epic). The facelift D2 S8 came with the 40 valve 360 ps 4.2 (changeover year 1999). The 4.2 has to be one of Audi’s best ever engines.
*TheVoxOfReason* hey...✋🏻😎 Nice car! Please beware of the filter above the engine- the thumb size filter. It can- AND WILL clog over time- the twin turboes vomit in the engine, and you then need a complete restoration. - Ive seen a couple of your model car, with that problem. Get it replaced- its not enough to just change oil often. Im from Denmark, and deliever carparts every day. The spare part you need, is the size of a golf Ball I would guess. Please talk to your mechanic about it🙏😌🚚🔑✋🏻 How many miles has it? Btw- a new 4.0 S/RS engine costs between 200000-250000 Danish kr to fix.
@@audimetallica Currently sits about 50k miles. And I will certainly speak with him (my mechanic) about it. Fortunately, he specializes in VW/AUDI products, so hopefully he'll understand what you brought up. Also, just a note: I'm in the US, not sure if that matters.
*TheVoxOfReason* okay Well hmm.. As far as I know, i dosnt matter how often you get and oil change. Because it is that small filter that is to narrow/to dence. One shop had a White S6 avant 4.0 in- I saw the engine while they worked on it. They said that they believed 2 new turboes could save the owner a new engine. So yes please make your mech check it. Btw- google it here on YT- then you will understand what I mean🤓🇺🇸😎 The engine is the same whether in the US, or in Denmark;)
@@audimetallica , gotcha...thanks for the info. It's always appreciated. And when said "I'll speak to him"....I did mean my mechanic (I just corrected that initial reply) My thoughts went faster than my typing. Anyway, he knows his way around VW/AUDI products.
*TheVoxOfReason* you are welcome✋🏻😎🇩🇰.. I understood it from the start. No worries ;) I love my Audi to. Its my 4th quattro now. Got a A6 avant 2007 2.4 quattro- no rocket, but it drives great😎😍
I have the 4.2 40V 340ps version of this engine in my Phaeton LWB, it amazes me everyday with the smooth power delivery, and frankly astounding MPG for such a heavy car (low 20s mixed, 30 on a long run) only downside is the dreaded block to oil cooler pipe, an £8 part, 2 inch of plastic, and a complete sod to get to.
I had an A8 with the 3.7 version of the V8, and that was a lovely drive, even with the engine so far forward. I remember Clarkson saying, you don't need the 4.2 version, as the 3.7 was more than adequate for the job.
James, I’m loving this interesting series of videos on notable engines. I used to own an RS6 Avant similar to the one in your video. The engine was definitely the best part of the car. Just a shame that the suspension was truly awful. Don’t get me started on the fuel consumption as well. It made my previous supercharged S Type Jag seem positively frugal. How about a review of another powerful VW stablemate engine, the W12 used by Bentley from 04 to the present.
I had a C5 RS6 saloon - I put it to you sir that as bad as the suspension was (when it went wrong, which was often) the chocolate gearbox was worse! You could throw the suspension in a skip and fit coil overs, but unless you really wanted to spaff cash you were stuck with the gearbox. It's a shame, they were wonderful cars. I see the price they sell for now and feel genuinely sad for anyone who buys one without realising what they are letting themselves in for!
Talking of the w8 james, you should do a mini series on another vag engine range. The vr6...of which the w8 and w12 are derivatives of. Theres plenty of cars the vr6 went in, from the mk3 golf vr6 to the passat r36 of 10 or so years ago, so a good bit of content! Just a thought. Loving this mini series!!
The pre facelift S8 used a 32v (4 valves per cylinder) version of the V8 code AHC. The USA didn't get that so I guess wherever you did your research didn't mention it. In the original V8 model the 3.6 was the launch derivative & it was upgraded to 4.2 later on (around '91). The earlier 3.6 was very obviously based around existing VAG parts (2 x 1.8 16v motors) but they became more bespoke as time went on. They are tough motors but not all that light despite being all aluminium for the block & heads.
Thanks for taking my recommendation on reviewing the W8! Whether you saw that comment or not lol. And don't forget they didn't just use it in the Passat W8, they used it in the Bentley Flying Spur until very recently! They might even still be using it, I'm not sure
When VW Group bought Auto Union from Mercedes in the 1960's they also bought the design to the first water cooled four cylinder engine in the VW group. That basic design was used from the 60s until the EA888 engines (which is also heavily based on that design too). Audi has really been very conservative in its engine designs if it works just improve it. Audi also does the majority of engine development for the VW Group fyi.
Very much enjoyed this. I have an ‘09 B7 S4 Cab (JHM S1 Tune) with 74K on the clock and a ‘17 C7.5 S6 (DS1 S1 Tune). Without question, when taken care of, these plants are a joy. To this day I still smile when either of them fire up. Complete joy to drive. With the eTron GT, however, I may have purchased my last daily driver that burns dead dinosaurs. Great episode. Subscribed.
Pretty much the same story with the VW Group's 3 and 4 cylinder engines, be it diesel or petrol EA111 to EA888 today. Audi developed these engines from the start with some layouts still tracing their roots back to their earliest development, when Mercedes owned Auto Union. A lot of the stuff we see in Volkswagen and the VW group's other manufacturers came to be because of Audi's developments (ofcourse Porsche too). Plus: The Audi V10 is based on the 4.2 32 valve FSI, which again is based on the old 4.2 40 valve V8. And to get completely confused, the new 4.0 V8 used in the new RS6 and Bentley's is based on the V10 used in the RS6.
Oh dear James; you seem to have missed out what, in my humble opinion, was the best of the best of all the Audi V8 units. I refer to the 3·7 - 40valve unit found in my two A8 Quattros. Incredible luxury, lots of space and absolutely blistering performance! The Audi A8 3·7 litre 40 Valve Quattro handles like a track car, gives a top speed around the 160+ mark and returns 36mpg on a motorway regularly. Around town I'll admit the best I get is sbout 23mpg, but once on the open road...WOW! The car really comes to life. I only use mine for classic shows and sunny weekends, (my daily is a Lexus; the only car that is better), but I would urge you to try to find one to try out. I think you'd enjoy yourself.
That was only on a few models like B7 S4, All road, and A6. Audi had really cheaped out on their cars during this time compared to the '90s, but they were oddly also being experimental with engines.
Have had a 4.2 280ps in a urS4 1993, fun but it was seriously neglected earlier in its life so it burnt oil, some 1 litre per tank of fuel.. its nikasil coatings was worn down. The first V8 Audi had, the 3.6 was sort of known as a "dual VW GTi engine" early in its life. Fun walk down the memory lane.
i got a S6 2016 V8 4.0T until now superengine reliable, i change oil every 4000 km oil strainer turbo update but really superfast and a good engine for me. not a issue..de- carbonized and you be ok.
Hey Jay😎✋🏻 I know a autoshop here in Denmark (I deliever carparts all day long btw) - one of their customers has 2!!! Passat W8😎🇩🇪🇩🇰 one sedan, and a stationcar. The stationcar are being restored right now. I have some pictures of both😎📽🤓
Something about the 1st gen rs6 that I like similar to a lotus carlton as in yeah it has a body kit but looks just right. Also my dad had one a couple of years back and luckily nothing went wrong with it usually gearboxes,suspension. Also once got it up to 30mpg on a motorway cruise but in town was 17mpg
Gooday paul here in australia, mate i have an original d1 3.6lt v8. 1990 . Full time 4wd sedan. Good for 250 hp stock or 400 hp in race trim. Unreal grip but just to heavy.
I've had a C5 RS6 Avant for three years now, but I haven't got it out of the garage since November, because guess what,..........the gearbox died :D Mind you, it's an MRC Stage 2 car with 566 PS 812 Nm/600 lb ft, and had been running that power for 9 years,........since the FIRST gearbox died.
@@JayEmmOnCars idd argue otherwise my friend, where the V10 was indeed loosely based on the 4.2 from the B7 RS4 era and the 1st gen R8, the RS5 4.2 was based on the V10 minus 2 cylinders.
B7 S4 and C5 A6/Allroad. But the problem isn't so much that the chain tensioners break. Tons of manufacturers use plastic guides going back to the '80s with Mercedes etc. The problem is that Audi decided to put the chains on the back of the engine.
I think the Jaguar auto box you refer to is the ZF6hp26 as also used by BMW and cloned by Ford and GM. There are drag racers that put well over 1000bhp through those boxes and a whole load of upgraded parts for them.
@@lukeshardlow768 The ZF6hp26 was one in the first range of 6 speed auto boxes, released in 2002 by ZF. Jaguar used it in the 2003 on (X350/X358) whole XJ range including the 4.2 V8. The last 2 digits may be higher or lower, depending on the anticipated power output of the intended application. Going from ZF6hp19-32 and an "x" or "z" after indicating 4x4. There is a range of aftermarket upgrades for those boxes to handle huge power outputs. Many of the initial problems with those boxes came from ZF's recommendation that they were sealed for life and didn't recommend fluid changes. That was a mistake and ZF now suggest changing around 80k miles. They use a different and very expensive fluid called "lifeguard 6" though compatible fluids can be found cheaper.
Always thought The engines were different through them times. Eg the cam running gear is up against the bullk head on those about 10 years ago mean that the rattle and faiky plastic chain guides require an engine out. I think the engines the other way round on the older cars and again on the later cars? It's what put me off a cheap high mileage s4 cabriolet
Cant imagine there's much in common with the between the hot vee twin turbo 4.0 TFSI and the NA 32/ 40 valves. Having similar bore and stroke doesn't mean it's related.
Same bore spacing too - there'll be a lot of differences of course but as far as I can tell it's an evolution of the same formula (and nobody at Audi has told me I'm wrong)
I would not want it with automatic gearbox. I want manual no matter what. I hate that newer cars are mostly sold with automatic :/ Makes it harder to find a newer car that I actually want to own for a longer period.
Now, I might be mis-remembering - or, indeed making it up. But I'm fairly sure that I read somewhere in the dim and distant past that the W configuration engines should actually be called VV. Due to them being a marriage of two V engines (two V4s for the W8 and two V6s for the W12). If you squish two letter Vs together a bit it looks like a W.... Or this isolation lark might be getting to me...
I love the first generation Audi A8. The reason Volkswagen doesn't have a W8 in their fleet is that they couldn't keep it going. It was a terrible engine from what I understand.
My Dad has had one for about 15 years and I am afraid you are dead right. However they are also cheap as chips if you look at the recent Japanese imports. Can't be many 4.0L estates for around £4k as long as you accept you might have to break it for parts if anything mechanical goes very wrong. The autoboxes he really only last about 80k and the split rims don't survive our winters well.
How in the world can you be talking about Audi V8s, and not even mention the king of them, the CFSA found in the b8 and b8.5 RS5. You mention the BNS from the B7 RS4, and the previous ones, but not the end result, that M-M-M-MONSTER 450hp, 319tq, 8250 rpm CFSA. It's mind-boggling, bro. Mind. Boggling.
Here is what he should have mentioned: In 1974 Volkswagen released their first liquid cooled inline four cylinder engine, the EA827. It was built initially in 1.4 liter guise, but quickly went to 1.5, 1.6, 1.7, 1.8, 1.9, and 2.0 liter engines. This engine was revised about 12 years ago into the EA888, which is the 2.0 liter engine you find in most VAG products today. Back in the early 80's, VAG wanted more displacement than 2.0 liters but the problem was that the EA827 really cannot go beyond 2.1 liters. The engine block is simply too small. So what did they do? They added another cylinder to produce Audi's famous 5 cylinder engine, which still is sold to this day. But then they had some more thoughts. Why not modularize this engine? Using CAD design tools, they produced a V8 out of the EA827 design. That is the engine in this video. But they didn't stop there! They removed two cylinders and built the 90 degree Audi V6. And then they got really wacky and added two more cylinders to the V8 and built the V10, which is used in some Audi's and the Lamborghini Gallardo. A side note on that V10: It was originally conceptualized in the early 1970's by Ferdinand Piech, who proposed this design to power Porsche's new car, the 928. The Porsche board nixed this idea and the V10 remained imaginary until the 21st century. Eventually they added two more cylinders to the V10 produce a diesel V12. All of these engines have the same bore spacing. The VR series of engines have nothing whatsoever to do with any EA827/888 design. Great video!
@@mediocreman2 I have no idea about early Audi's. The Inline 5 of the '80's was nothing more than an EA827 four cylinder with another cylinder inserted in the middle. The EA827 design was extremely compact, and as a result there was not enough room to go past about 2.1 liters, so when more displacement was required they just added a cylinder. This engine was designed by Volkswagen engineers. All Audi engineers did was figure out a way to mount it longitudinally. Misinformation? Prove it.....
