Audi R8 detail and performance

Equipped with a 4.2 L FSI V8 developing 420 PS (414 hp/309 kW), the same engine used in the B7 Audi RS4.

Audi R8

Transmission has two types either a manual gearbox with metal gate, or a "R-tronic" gearbox a single-clutch robotic gearbox. These options are the same that are available on the Lamborghini Gallardo. The double clutch gearbox (DSG, S-tronic) is still not available

Having dry weight of 1560 kg (3439 lb). The suspension utilizes magneto rheological dampers.

Having share 15% with the Lamborghini Gallardo, including the transmission and chassis. The R8 is made distinct by its exterior styling, cabin, engine and pricing.

The Audi R8 has an optional Bang & Olufsen sound system, and Carbon-Ceramic composite brakes with monobloc Brembo calipers on all four wheels.


PEROFRMANCE

Evo Magazine in its comparison test between the R8, 911 Carrera 4S, Aston Martin V8 Vantage and BMW M6 have claimed that the Audi is a better supercar saying that "Audi humbles Porsche.

Having a topspeed of 187 mph (301km/h). Can reach from 0-60mph (96 km/h) in wonderful 4.0 seconds hows that for speed adn elegance. Gas milage 1/4 mile (~400 m)thats around 12.5 seconds @ 113.2 mph (182.2 km/h). The engine is a V8 with a Displacement of 4.2 L (4163 cc), Power 414 bhp (309 kW) @ 7800 rpm and Lateral Acceleration
(200 feet (61 m) skidpad) is 1.01 g

Campro engine

Campro engine is the first automotive engine ever developed by the Malaysian automotive corporation, Proton. The name Campro is short for Cam Profile. This engine powers the Proton Gen-2, the Proton Satria Neo, the Proton Waja Campro as well as Proton's future models. The Campro engine is aimed to show Proton's ability to make their own engines that produces good power output and meets newer emission standards.


Basic DOHC engine

The basic Campro engine coded as S4PH is a basic DOHC 16-valve 1.6 L engine that produces 110 bhp (82 kW) @ 6,500 rpm of horsepower and 148 N-m of torque. This is the engine that powers the Proton Gen-2. The S4PH engine can be fitted with Cam Profile Switching (CPS) and Variable Inlet Manifold (VIM) technology. Besides this 1.6 L engine, Proton has produced the 1.3 L version of the Campro engine.

Even though the S4PH engine seems to be quite powerful at higher revs, its performance is reportedly sluggish at lower revs and this is proven by driving the Gen-2 uphills where drivers who drive the manual transmission version have to shift a lot between 2nd gear and 3rd gear. This is due to its torque dip between 3,000 ~ 3,500 rpm where the torque decreases slightly before picking up back to the maximum torque at 4,000 rpm.

Before the engine is ready to be installed in the Gen-2 cars, Proton installed the engine in the Waja specialized for on-road tests.

Currently the Campro engines installed in the Gen-2 has none of the promised cam profile switching (CPS) and variable inlet manifold technologies. No date nor any information has been known as to when Proton will equip its models with the promised full-spec engine.

Another engine option for the basic DOHC engine is a 1.3L engine coded as S4PE. While the power output of S4PH engine can't be considered as impressive, the S4PE engine produces 94 bhp (70 kW) @ 6,000 rpm and the torque of 120 N-m @ 4,000 rpm, much more powerful than most 1.3L rivals, even with variable valve timing technology.

The bore x stroke dimensions for both engines are as follows:-

* S4PH (1.6L): 76 x 88 mm, resulting the displacement of 1597 cc.
* S4PE (1.3L): 76 x 73.4 mm, resulting the displacement of 1332 cc.


Campro CPS and VIM engine

In addition to the basic DOHC engine, Proton developed its own variable valve timing technology that works similar with other variable valve technologies such as Honda VTEC and Toyota VVTi, named as CPS (Cam Profile Switching) technology. The usage of CPS tehnology will raise the maximum power up to about 127 bhp and will improve the low-end torque to its maximum value which will maintain until about 5,000 rpm. The technology is said to be applied to newer Gen-2s and future models starting from the end of 2005, but currently the CPS technology is still under testing.

The Campro's Variable Intake Manifold technology is currently being developed by Robert Bosch GmbH, and is expected to make it's debut in the second half of 2007.


Campro GDI engine

Recently, Proton is developing their own gasoline direct injection version of Campro engines which will be used in the future. Currently, the Campro GDI engine is still under research and development, therefore very little information available for the Campro GDI engine.


Supercharged Campro engine

Recently, Proton has announced to collaborate with Kleemann, the company that supplies superchargers for Mercedes-Benz compressor models for the coming Proton Satria replacement model. Little is known about the engine, but the engine is rumored as a 1.8L engine equipped with a supercharger supplied by Kleemann. Mercedes-Benz usually sources its superchargers from Eaton Corporation.


Hybrid Campro engine

Recently, Proton and Lotus have announced their concept model of a Proton Gen-2 powered by a hybrid powerplant that uses the Campro engine. The concept model will be revealed during the 2007 Geneva Motor Show from 8 ~ 18 March 2007.

The hybrid powerplant system, which is known as EVE system (Efficient, Viable, Environmental) will be using the same S4PH engine as the one that powers the present gasoline version of the Gen-2, combined together with a 30 kW, 144V electric motor. The main purpose of the hybrid powerplant system is to provide a hybrid system that can be retrofitted to existing models, retaining the same powerplant and also eliminates the need to develop a completely different platform, like the Honda Civic Hybrid.

The EVE Hybrid System will have 3 key technologies:-

1. "Micro-hybrid" start-stop system - An integrated starter-alternator system is installed to switch off the engine automatically when the engine stops, for example at the traffic light. The engine will automatically restart when the gas pedal is depressed.

2. Full parallel hybrid technology - Combines the existing S4PH engine with a 30 kW, 144V electric motor, resulting in higher power (141 bhp combined), higher torque (233 N-m combined), lower emission (up to 22% carbon dioxide reduction) and better fuel economy (up to 28%). The system also includes regenerative braking system.

3. Continuously Variable Transmission (CVT) - The CVT system provides an infinite number of gear ratios for better efficiency.

The combined power and torque for the powerplant system are as follows:-

* Max power (gasoline engine only): 110 bhp (82 kW) @ 6,000 rpm
* Max torque (gasoline engine only): 148 N-m @ 4,000 rpm
* Max power (combined): 141 bhp (105 kW) @ 5,500 rpm
* Max torque (combined): 233 N-m @ 1,500 rpm (limited to 180 N-m continuous)

General Motors XV8 engine

The all-new engine provides the power of a full-size, high-end V8, but has greater fuel efficiency, the width of a V-6, and the length of a four-cylinder.

With an aluminum block and head, the 4.3 liter XV8 has three valves per cylinder with an air-assisted direct fuel injection system and two camshafts in the block. Power ratings are 300 horsepower (224 kW) and 295 lb-ft (400 Nm) of torque.

Other features include variable inlet systems (currently the main feature of Chrysler's Magnum engines), cam phasing, and displacement on demand (first seen on the ill-fated Cadillac 4-6-8 engines), variable inlet valve timing (common to Toyota and Honda engines), a narrow 75-degree bank angle, twin oil pumps, and an integrated air compressor. A GM spokesman said this combination was possible, in its best form, because of the engine's clean-sheet design: there was no need to compromise new features to co-exist with existing designs. That was especially important for direct injection.

The XV8's compression ratio of 10.75:1 is achieved with regular gasoline.
Key features

The all-aluminum 4.3-liter XV8 utilizes a unique three-valves-per-cylinder combustion chamber configuration, supporting the optimization of an air-assisted direct fuel injection system. The configuration features an industry first: two camshafts in the block. The XV8 produces 224 kW (300 horsepower) and 400 Nm (295 lb-ft) of torque.

The air-assisted direct injection gasoline system was developed by Orbital Engine Corp. of Australia, and is integrated into three-valve cylinder heads and dual cams in the block. The three valve system (two inlet valves, one exhaust) provides more room in the combustion chamber for optimal positioning of the injector and the spark plug, vertical and nearly central in the chamber - positioned as they would be in a Hemi engine.

Having two cams in the block rather than dual overhead cams provides considerable packaging benefits and combined with the direct injection fuel system, contributes to the XV8's outstanding performance numbers. The clean burning also means that after-combustion pollution control can be milder.

GM's Displacement on Demand technology allows the V8 to shut down half of its cylinders seamlessly at predetermined times to significantly reduce fuel consumption without hampering performance.

The unique twin oil pump design allows the engine to run Displacement on Demand at idle, since the system and cam phasing system have their own dedicated oil pump, which provides enough pressure to deactivate the cylinders at idle and reactivate them immediately upon throttle engagement.

The use of a camshaft "phaser" separates the timing functions of the intake and exhaust valves. This is accomplished in the XV8 engine by having two in-block camshafts, one for inlet operation and one for exhaust. The camshafts are located in a vertical plane above the crankshaft and parallel to its center of rotation. The intake camshaft is the lower camshaft and is approximately in the center of the block. The exhaust cam is positioned above the intake. Because the intake camshaft rather than the exhaust is "phased," the XV8's camshaft drive provides the ability to better modify and enhance full-load engine torque characteristics. In the stratified combustion mode of operation, it can be used to increase the charge dilution by advancing the intake cam timing. The set-up reduces friction and fuel consumption, particularly at idle and part-load, and also contributes to the engine's outstanding low-end torque. Having two camshafts in the engine block with the ability to "phase" one of the cams is unique to GM.

"With the cams in the block," GM's Fritz Indra said, "the valve timing precision is better than with a DOHC configuration. The different heat levels with long belts and chains in a DOHC set-up always changes the valve timing."

The air-assist direct injection system requires port geometries that generate a minimum of "in-cylinder" motion when the system is operating in stratified mode. During homogeneous operating conditions, in-cylinder motion is required in similar fashion to port fuel injected engines. The inlet manifold design supports these design objectives to achieve maximum fuel economy. The resulting design also allows the engine to deliver a broad torque band suited to spirited driving styles, supports the peak power objectives, and fully accommodates the Displacement on Demand system.

The XV8 is unique not only in that it has two oil pumps, but also in that the engine's balance shaft doubles as the oil pump drive shaft. The former allows for such functions as cam phasing and Displacement on Demand at idle and the latter contributes to the engine's compact packaging.

Because the XV8 requires extensive hydraulic function, two oil pumps were used in a serial fashion. If the lubrication system was designed with the typical single oil pump, its displacement would have to be substantially increased to provide minimum pressure to the entire engine. The primary pump supplies low pressure filtered oil to the bearings, valve lifters and secondary pump inlet. The secondary pump acts to intensify the pressure for supply to the cam phaser and Displacement on Demand systems. In doing this, parasitic power consumption to the oil pump is minimized.

Because of packaging constraints, the oil pump drive was combined with the balance shaft assembly. To get the necessary 1:1 counter-rotation of the balance shaft, it is driven by a helical gear pressed on the rear of the crankshaft.

"The drive for the pumps is the balance shaft, which has to go opposite engine rotation at engine speed because of our narrow bank angle," GM's Alan Hayman said. "So we get the balance shaft basically for free and this is all packaged in the sump that bolts to the bottom of the block. That is unique. Also, placing the oil pumps at each end of the balance shaft helps to damp vibrations."

The XV8's air compressor is integrated into the engine assembly. "That's another unique aspect of the engine," Hayman said. "The air compressor is part of the engine assembly itself, not just a component bolted onto the accessory drive somewhere as a stand alone pump. It's integrated to the back of the cylinder head and all of the fluids are transferred through this interface. This avoids the requirement for the myriad of hoses that would have traditionally been required including the avoidance of having to run a separate air-assist rail."

Three cylinder VW engines

3L 1.2 TDI

This inline three cylinder is renowned for being the powerplant of the Lupo 3L and A2 3L, both VAG cars with a low consumption of only three liters per hundred kilometers (94 mpg/78 US mpg). It is based on the 1.4 TDI version but the block is made of aluminium and the elements are lighter.

Configuration
Diesel 1191 cc inline three cylinder

Block
bore × stroke 76.5 × 86.4 mm, aluminum

Head
aluminum, 2 valves, overhead camshaft, 19.5 compression ratio

Aspiration
turbocharger

Fuel
Pump direct injection (PD Pump injector, Pumpe-Düse)

Dimensions
100 kg

Output
45 kW (61 hp) @ 4000 rpm, 140 N·m between 1800 and 2400 rpm, 80% available from 1300 rpm

Applications
Audi A2, VW Lupo 3L

references
Audi AG (1999-11-28). Audi A2 1.2 TDI: The three-litre car from Audi. Press release.



70-90 hp 1.4 TDI

Configuration
Diesel 1422 cc (86 in³) inline three cylinder

Block
bore * stroke 79.5 * 95.5, grey cast iron

Head
2 valves, overhead camshaft, 18 to 19.5 compression ratio

Aspiration
variable turbine geometry turbocharger, intercooler, 2.3 bar absolute boost

Fuel
Pump direct injection, (PD Pump injector, Pumpe-Düse) Bosch EDC 15 engine management

Exhaust
Oxidizing catalytic converter, exhaust gas recirculation, EU4 limits

Dimensions
127 kg

Output
51 kW (70 hp) @ 4000 rpm, 155 N·m between 1600 and 2800 rpm
55 kW (75 hp) @ 4000 rpm, 195 N·m (144 ft·lbf) @ 2200 rpm
59 kW (80 hp) @ 4000 rpm, 195 N·m @ 2200 rpm
66 kW (90 hp) @ 4000 rpm, 230 N·m from 1900 to 2300 rpm

Applications
Audi A2, VW Lupo, VW Polo, SEAT Arosa, SEAT Ibiza, SEAT Córdoba, Škoda Fabia , and most recently the Škoda Roomster

references
Audi AG (2003-11-10). New Audi A2 1.4 TDI with 90 bhp Engine. Press release.