Thursday, 10 March 2016

Audi lifts secrecy cloak around 4-litre TDI

Following our earlier posting, Audi has now decided to lift the cloak of secrecy that mysteriously surrounded the bore and stroke of its new 4-litre TDI diesel engine.
After earlier refusing to disclose engine dimensions of its new 4-litre TDI V8 engine that features first in the SQ7, officials have now relented.
Officials now confirm the bore and stroke of the new engine are identical to those of the 3-litre TDI, as suspected in our earlier article today.
The bore and stroke are 83.0 x 91.4mm, giving a stroke/bore ratio of 1.1.
The engine’s compression ratio is 16.0 to 1.
Officials also confirm the new engine does have a compacted graphite iron (CGI) vee cylinder block but continue to refuse to name the supplier.
However, the vee six-cylinder block in CGI for the smaller 3.0-litre TDI is supplied by Eisenwerke Bruhl GmbH which claims to be Europe’s leading supplier of engine cylinder blocks and heads in cast iron material.
Bruhl’s website notes that “GJV 450 (CGI) has proven itself as ZKG material for the Audi V6 3.0 litre TDI engine”.
The implications of the ‘new’ engine sharing the same bore and stroke dimensions as the V6 3-litre cannot be overlooked, bearing in mind their close association with machining and assembly, as well as various components’ purchase and supply chains.
Bruhl’s website also notes the foundry supplies engine castings for the Ford 2.2-litre I4 Puma engine in Transit, the 1.8-litre I4 Gen 111 engine in Opel’s Insignia, the 1.3-litre I4 diesel in the Fiat 500, an I4 engine for the Audi A4, an I4 engine block for the VW golf and a V6 block of 3.3 litres and 3.8 litres for the Jeep Ranger.

4 comments:

Anonymous said...

The 3l is doublesourced Bruhl and Tupy. I guess Tupy is bigger than Bruhl for this block

Anonymous said...

You find the Tupy sourced block at Sintercast web-site

Alan Bunting said...

There is a precedent for a diesel engine manufacturer attempting to keep bore and stroke dimensions secret. In 2007, Cummins announced an increase in the swept volume of its six-cylinder ISB engine from 5.9 to 6.7 litres. But the company refused to disclose to the media how the extra capacity was apportioned between bore and stroke.
Why the cloak and dagger stuff?
It all hinged around the soured relations between Cummins and Iveco-Fiat. In 1996 the two parties created what was known as the European Engine Alliance (EEA), under which the American and Italian partners would co-operate in developing four- and six-cylinder mid-range diesels, using Cummins' B-series units as a 'baseline'.
What emerged were two very similar engine ranges, dubbed ISBe by Cummins and Tector by Iveco. The main innovation was the adoption of common-rail fuelling by both partners.
Under the terms of the accompanying marketing agreement, neither partner would encroach on the other's existing sales territory. But before too long Cummins found that Iveco had been knocking on the doors of its (Cummins') - mainly off-highway - OEM customers, offering its Tector engines more cheaply than their ISBe counterparts.
The ensuing furore was hushed up, but Cummins stopped its technical collaboration with the Italians so that, when the time came to up the capacity of the ISB engines, the nitty-gritty details were purposely kept secret.
However, eventually some three years later Tector cylinder size was increased to come into line with the Cummins dimensions.
Despite the spat, Cummins draws satisfaction that, in Europe, DAF LF middleweight trucks powered by its ISB engines have usurped Iveco's Tector-engined EuroCargo as market leaders in important territories, notably the UK.

Karsten Roth said...

@Alan Bunting

what's your problem. All the manufactureres are working forward to future!

All the manufactureres are going to CGI. May Iveco and Cummins are not going close. The whole world know Scania and Cummins are very close together!

So what you are talking about. An Illusion. Of Course! Fiat or especially the Fiat Powertrain Technologies (FPT) in Switherland making the conditions of new engines. They would never meet that, what Scania does in Europe. Here it's quite diffent to north american choose of Trucks. Here we decide the label and get the engine, the transmission and also the rest of a truck and it's more reliable of this you will get, but you will pay less for buying but the life cycle costs are much higher!

Yours
Karsten
from this shit german market, where you can't talk about!