Audi 4.2-liter V8 FSI Manuel
Self-Study Program 921603
All rights reserved.
Technical specifications
subject to change without
notice.
Audi of America, Inc.
3800 Hamlin Road
Auburn Hills, Michigan 48326
Audi 4.2-liter V8 FSI Engine
Service Training
Leading through Technology www.audiusa.com
Audi of America, Inc.
Service Training
Printed in U.S.A.
Printed 07/2006
Course Number 921603
©2006 Audi of America, Inc.
All rights reserved. All information contained in this manual is
based on the latest information available at the time of printing
and is subject to the copyright and other intellectual property
rights of Audi of America, Inc., its affiliated companies and its
licensors. All rights are reserved to make changes at any time
without notice. No part of this document may be reproduced,
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information should be referred to Audi of America, Inc.
Always check Technical Bulletins and the latest electronic
repair information for information that may supersede any
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owners.
Table of Contents
i
The Self-Study Program provides introductory information regarding the design
and function of new models, automotive components or technologies.
The Self-Study Program is not a Repair Manual!
All values given are intended as a guideline only and refer
to the software version valid at the time of publication of the SSP.
For maintenance and repair work, always refer to the current technical literature.
Reference Note
Introduction.......................................1
EngineMechanical .................................5
OilCirculationSystem.............................14
CoolingSystem...................................18
AirCirculationSystem.............................20
FuelSystem ......................................26
ExhaustSystem...................................28
EngineManagement...............................32
KnowledgeAssessment ...........................43
ii
Introduction
1
The first member of the current Audi V family of engines was the 3.2-liter V6 FSI engine.
Special features of the Audi V-engine family are the 90-degree angle between the cylinder banks and the 90 mm spacing
between the cylinders.
The 4.2-liter V8 FSI engine is also a member of this family.
It is available in two versions – a comfort-oriented version (used for the first time in the Audi Q7) and a sporty high-revving
version for the new RS4. A 5.2L V10 FSI will also be available in the near future.
RS4 4.2L V8 FSI High-revving Engine
377_045
Introduction
2
The 4.2-liter V8 FSI engine is supplied in the new Audi Q7
and RS4. In the future, the engine will be used in the Audi
A6 and A8.
The following main objectives were set for the
development of the Audi Q7 engine:
High specific engine power:
350 bhp out of 4.2 liters (15 bhp more than MPI
engines)
High torque: 325 lb. ft. out of 4.2 liters
Reduction of fuel consumption by approximately 5 %
(at 2000 rpm and 2 bar)
Short and compact design
Modular engine concept based on the V6 FSI engine
for V8 and V10 FSI
High idling quality
High standard of comfort with regard to acoustics and
running quality
Low engine weight
Off-road capability of Audi Q7 engine
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Note:
The technical descriptions of this engine
refer mainly to the 4.2L V8 FSI engine in the
Audi Q7 and the high-revving engine in the
Audi RS4.
377_003
Audi Q7 4.2L V8 FSI Engine
Introduction
3
Technical Features
Fuel Straight Injection
Roller cam rocker arms with hydraulic lifters
Chain drives for camshafts and accessories
Variable camshaft adjustment for intake and exhaust
camshafts
Two-stage magnesium variable inlet manifold with
integrated tumble flap (not fitted in RS4)
Drive-by-wire throttle control
For compliance with exhaust emission standards
LEV II
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The main technical differences between the base engine
and the high-revving engine lie in the following:
Crankshaft/connecting rods/pistons
Timing gear
Cylinder head
Oil supply
Engine cooling
Intake path
Exhaust system
Engine management
For an exact description of the differences, please refer to
the relevant sections in this SSP.
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377_002
RS4 4.2L V8 FSI Engine
Introduction
4
215
268
322
375
429
107
HP
lb ft
340
221
280
310
20000 5000 7000 9000
Torque/Power Curve
Maximum Torque in lb ft
V8 FSI Basic Engine in Audi Q7
V8 FSI High-revving Engine in RS4
Maximum Power Output in Horsepower (HP)
V8 FSI Basic Engine in Audi Q7
V8 FSI High-revving Engine in RS4
Engine Speed in RPM
Specifications
Audi Q7 RS4
Engine Code BAR BNS
Type of Engine V8 90° V angle 4V FSI
Displacement in cm34163
Maximum Power Output in bhp 350 @ 6800 rpm 420 @ 7800 rpm
Maximum Torque in lbft 325 @ 3500 rpm 317 @5500 rpm
Valves per Cylinder 4
Bore in mm (in) 84.5 (3.33)
Stroke in mm (in) 92.8 (3.66)
Compression Ratio 12.5/-0.4 : 1
Firing Order 1–5–4–8–6–3–7–2
Engine Weight in lbs approximately 437* approximately 467**
Engine Management Bosch MED 9.1.1 Bosch 2x MED 9.1
Fuel Grade 98 / 95 RON (91 octane)
Exhaust Emission Standard LEV II
* with automatic transmission
** manual transmission including clutch and dual-mass flywheel
Engine Mechanical
5
Cylinder Block
The cylinder crankcase has a closed-deck design, which is
stronger than the open-deck design.
In an open-deck cylinder block, the water jacket for
cooling the cylinders is open at the top. The cylinder
crankcase is made of a low-pressure gravity diecast
aluminum-silicon alloy, is hypereutectic* and has a
silicon content of 17 % (AlSi17Cu4Mg).
The cylinder crankcase underwent special heat
treatment to increase its strength. The cylinder liners are
mechanically stripped.
The cylinder crankcase of the high-revving engine was
machined to higher specifications due to the higher
stresses in this component. To minimize warping of the
cylinder manifolds, the crankcase is honed under stress.
For this purpose, a honing template is attached to the
crankcase before the honing process in order to simulate
the warping of the bolted-on cylinder manifold.
*Aluminum alloys are classed as hypoeutectic or
hypereutectic, depending on their silicon content.
“Alusil” has a hypereutectic silicon content of 16 to 18 %
so that primary silicon is precipitated on solidification of
the molten metal.
A multistage honing process is applied. The silicon grains
in the cylinder bores in the form of microscopically small,
very hard particles are stripped to give the necessary
wear resistance of the cylinder surfaces for the piston
and piston rings.
Cylinder spacing: 90 mm
Cylinder bank offset: 18.5 mm
Overall engine length: 464 mm
Cylinder block height: 228 mm
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The cylinder crankcase lower section (bedplate bearing
cross-member) is made of aluminum with press-fitted
iron main bearing covers made of grade 50 nodular cast
iron. It is centered using centering pins, sealed with
liquid sealant and bolted to the cylinder crankcase.
The main bearing is symmetric with the center of the
main bearing, attached by four bolts. The bedplate type
design provides high stability. The bedplate has the same
stabilizing effect as a ladder frame.
Cylinder Block
Top Section
Cylinder Block
Bottom Section
Press-fit
Main Bearings
Engine Mechanical
6
Crankshaft/Connecting Rods/
Pistons
Crankshaft
The crankshaft runs on five bearings and is made of high-
alloy tempered steel (42CrMoS4). It is 90° cranked and
has no connecting rod journal offset.
The vibration damper is a vulcanized single-mass damper
with unbalance.
Main bearing diameter: 65 mm
Main bearing width: 18.5 mm
Big-end bearing diameter: 54 mm
Big-end bearing width: 15.25 mm
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Modifications to High-revving Engine
At very high engine speeds, axial vibration occurs due to
the unbalance in the single-mass damper. This can cause
the crankshaft to break.
To avoid this vibration, a dual-mass damper without
unbalance is employed in the high-revving engine.
To compensate for unwanted engine vibration, heavy
metal inserts are integrated in the first and eighth crank
journals by way of unbalance.
Heavy Metal Inserts
377_035
RS4 Crankshaft
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