91 replies to this topic

[Exmantaa]

http://www.h1v8.com/h1h2pricing.html
$30000 and then you still have to import it and sort out the gearbox....

Longitudinal Audi lump + Lotus chassis => Esthi...

Edited by Exmantaa, 12 June 2012 - 11:13 PM.

[spuk87]

I've got nothing useful to add I'm afraid but I really hope that you go ahead with this as I think it is in theory the ultimate realistically feasible engine for the VX. It will go and sound like the looks of the car suggest it should.

[siztenboots]

if v8, then flat plane crank, my reason for this is the ease of exhaust packaging it correctly for NA performance. but for ease of packaging , c.o.g., my preference is a v6, transverse that rs4 bns v8, doesn't it have a small bore , but long stroke, I imagine the piston speed on that is already quite a stressed engine

[Korkey]

Hi Ross. I shall do an inter gear ratio graph plot against the torque curve of the RS4 for the 5 speed and the 6 speed gear box. I do have a 6 speed Astra VXR gear box on the shelf. That will tell me which one is best suited to the engine. From previous engine swap outs I know that gearbox torque ratings are a very strange datum. Depending on so very many factors. I have run gear boxes that should have exploded behind high powerd sbc motors and they have been fine. So maybe I will go with the standard box or the six speed and just see if they hold up. It will work.............or break......so long as I don't die then it is not a big problem. Aimy. Your idea is a good one also. But, I would prefer to use an engine that is as a factory built. That is to say without getting inside of it. So many millions of pounds are spent on R&D that it always seems to me to be a shame not to benefit from their money input. From experience I know that with the LS Chevrolet engine you can take a high output standard motor and put that against a "re-worked" unit. The extra that one does derive from the custom unit simply does not justify the financial input. Or the change to its characteristics. For the standard VX Turbo it seems to me that the stage 2 about 250 Bhp and 270 torque is an amazing bang for your buck. Going beyond that starts to rapidly tail off on your return for your input. But I can see why people gop to stage 4+ or even as Nev has done. For my car I want to do something which is different. I have come to this after 3 months of looking at developing the VX Turbo engine and with Nevs great help costing it in a very precise way. If............. and I say if...............I can pull off this swap then I think that not only would I have an amazing VX but for the money and simplicity of the swap then it would be a great project. Because I will be doing all the work it can come in on budget. If I can use one of my gear boxes then I for sure can come in below budget. I have already developed a hinging rear clam for the car which then goes on to be a quick release unit also. This makes the upcoming project so much easier. Korkey.

[Korkey]

Hello Siztenboots. I hear and see what you are saying................apart from the last paragraph. What are you telling me?............That sound rude reading it back.....it is not meant to be rude. Korkey.

[Nev]

My gut feeling if I were to approch this with a V8 would be to mount the engine longitudinally with a transaxle on the end. However the short wheelbase of the VX will probably stop you doing this unless the engine is short in length. Also, I would chuck the rear subframe away and build your own stronger one.

[siztenboots]

with its 92.8mm long stroke the mean piston speed is 25.52 m/s, I think only the V10 is more stressed with its higher rpm limit , same stroke

[Korkey]

OK I see what you say about the piston speed. Is this engine known for some reliabilty problems then? Nev. I do not want to increase the wheel base length. Right now I am thinking either the Audi V8 or the VW V6 both transverse and both onto the existing gear box or the Astra VXR 6 speed one that I have. Spoke to my ecu guy, Tim, and that seems at this point to not be a problem. As for the rear sub frame the phase 1 as I will call it, will be with a standard sub frame, maybe if needed then some strengthening if we could engineer it in. If I get this together............IF.............. then I would like to make it into a full kit of parts package. Korkey

[Mike (Cliffie)]

You want to do it, you go for it Sir and sod everybody else. Keep us updated on progress then come smash our faces in (on track) at next year's National meet.

[Duncan VXR]

Missed this thread but then not been on the boards much RS4 lump 100% fits helped to line it up , the person doing this convesion in his VX has sold it all on and decided not to bother...a shame really You can fit it both ways round but know which one I am doing for my daily drive next year new A4 derv box looks a treat and not far off but hard to say until all bolted up and dropped in. Certainly not going to be as easy as the tfsi conversion, would consider the TT RS 5 pot lump but expensive and feel the need for v8 screem even if I am a turbo boy. Must look at the old RS6 twin turbo V8 at some point when it all gets serious Good luck with whatever you choose DG

[redvts]

Thought about selling kits on here for quick release rear clams?? Gives you more budget Sorry for being no help

[Duncan VXR]

Thought about it, problem is a lit of time to get right and the quality. Dont expect people would want to pay a lot for the end result of few hinges lol

[Korkey]

OK.............first problem of any note............. I have just measured my engine bay, fire wall to catch plate cross beam. It is about 645mm deep. This is a turbo...........don't know if an NA is the same. Now I think that the RS 4 V8 is about 700mm across the top of the engine. I do not want to move the hood catch beam. So can I remove/rework my fire wall? Well yes............ But what is behind the top of my engine bay fire wall? I have not taken a VX apart yet. I think that I would need to find extra width at the top here of about 75+ mm to be safe..............IF...........my information of the 700mm is right. Korkey

[Rosssco]

The NA engine bay is even shorter... Yep, had measured myself before, and part of the boot and possibly the front firewall may need 'extending' a little. These areas are just fibreglass and easily remoulded to suit (relatively speaking). The cylinder bank should sit under the engine lid catch, therefore it shouldn't need to be moved. My main area of concern would be clearance between the rear subframe cross member and the cylinder bank / exhaust manifold that would be to the rear of the car.

[Korkey]

Hello Ross............I agree. The more I look at it and measure it the more I am thinking of the Techiboy idea of the V6 engine which I have no problem with and a very quick look at a web site of a company called JBS and their 380 package it all looks very good news indeed. The idea of the V8 is very nice, but the compact V6 would be so much easier to do and there is scope for a huge amount of tuning beyond the easy to achieve 380Bhp. If it was felt that it was needed. So, more thinking to do. But that is what this post is about. Regards. Korkey.

[Darcini]

The noise though, it's all about the noise. V6 good, V8 better.

[Baron Von Scubadaddy]

Korkey Go for it I love the sound of a V8 best thing you can do with one of those Turdbo units is remove it !!!!!! Please don't paint the car white !!!!!! DO IT !!!!!!!!

[Duncan VXR]

Avoid jbs, v6 too easy and tbh tfsi can make a lot of power very easy. V8 all the way DG

[Mangham54]

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[Mangham54]

And that took fecking ages to copy and paste!