how long did it take u guys to get ur pistons made?
04-10-2007, 08:16 AM
#4
not assembled yet but will go in my 12V with these titanium rods...
<center><img src="http://pictureposter.audiworld.com/711/tirod1.jpg"></center><p>
Engine will be 108lbs lighter than it is now with 61lbs of that coming from rotational mass between flywheel and harmonic damper.
But I still haven't given up on modifying a 3.0L V6 Audi aluminum block and retaining the 12V heads which would knock another 65lbs off overall engine weight removal.
Engine will be 108lbs lighter than it is now with 61lbs of that coming from rotational mass between flywheel and harmonic damper.
But I still haven't given up on modifying a 3.0L V6 Audi aluminum block and retaining the 12V heads which would knock another 65lbs off overall engine weight removal.
04-10-2007, 08:27 AM
#5
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It seems with the 3.0L you'd want the five valves a cylinder? I guess if your 12v heads are very
aggresively ported the engine shouldn't encounter a flow restriction at higher RPM's?
04-10-2007, 08:33 AM
#6
I believe its 4V per cylinder on the 3.0 but who's counting...
When I flowed the 12V vs a 5V there just wasnt enough additional flow to justify the excessive complexity of the valve train. You have to remember that for every additional valve each valve gets smaller. And that every valve has a stem running thru it's intake or exhaust port which additionally compromises flow.
And I'm already over $7k in 12V heads and crank which if I opt for 3.0 I eat the crank and if I opt for 3.0 heads I eat the 12V heads. My heads are ported and CC'd to within one drop liquid volume in every intake/exhaust runner. Same with my intake manifold which also becomes a paper-weight if the 3.0L engine gets the nod. If I eat the 12V heads I also eat 3 custom ground sets of hydraulic and solid lifter gun-drilled cams I've had made to test various profiles/power bands.
If I have to I would opt for 4V per cylinder but there's a reason even Audi has backed off 5 valves in their later engines.
And I'm already over $7k in 12V heads and crank which if I opt for 3.0 I eat the crank and if I opt for 3.0 heads I eat the 12V heads. My heads are ported and CC'd to within one drop liquid volume in every intake/exhaust runner. Same with my intake manifold which also becomes a paper-weight if the 3.0L engine gets the nod. If I eat the 12V heads I also eat 3 custom ground sets of hydraulic and solid lifter gun-drilled cams I've had made to test various profiles/power bands.
If I have to I would opt for 4V per cylinder but there's a reason even Audi has backed off 5 valves in their later engines.
04-10-2007, 08:46 AM
#7
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I guess you learn something new everyday.
I just assumed the 3.0L used the 5v heads of the later 2.8L. It seems as though all of Audi's engines were 5v at some point (4.2, 2.7TT, 2.8, 1.8T, etc.), it's funny that they made the 3.0L with 4v heads.
It seems that with the direct injection they can't use the 3rd intake valve anymore as it takes up too much space.
Any rough idea when we can expect to see pics of the engine build? I'm really excited to see it go together!
It seems that with the direct injection they can't use the 3rd intake valve anymore as it takes up too much space.
Any rough idea when we can expect to see pics of the engine build? I'm really excited to see it go together!
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04-10-2007, 08:52 AM
#8
This is a VERY long-term project as I'm building "the car of my lifetime"...
everyone's in a bigger hurry than I am. But I want to do it only once as thats all I can afford. Receipts for engine alone are already in excess of $30k and I don't get a 2nd shot. So sit back, relax and expect 2 years or more.
04-10-2007, 09:06 AM
#10
then it's heads are definately out as an option. I only have a block, no heads and "hoped"...
it might be a 4 valve.
Oh well, win some, lose some. Least my water-jet cut copper head gaskets in 3 thicknesses still have their water/oil jackets aligned with 3.0L block/12V heads... my silver lining!
And if the 3.0L block turns out to be unworkable I'm no worse off than I was before considering it & save a TON of money. I would've compromised 10k RPMs for stroke/torque.
Oh well, win some, lose some. Least my water-jet cut copper head gaskets in 3 thicknesses still have their water/oil jackets aligned with 3.0L block/12V heads... my silver lining!
And if the 3.0L block turns out to be unworkable I'm no worse off than I was before considering it & save a TON of money. I would've compromised 10k RPMs for stroke/torque.