Beyond awesome and somewhere in between out of context and not really possible, is the look of this Audi RS6 which has been given an extensive make over by graphic artist 2NCS. Visit their facebook page to see other awesome creations that border on simple insane looking to possible workable daily usage cars.
The artist has also decided to remove the Audi RS6 powerplant and ‘pencil’ in a Ferrari engine. For us the Audi RS6 engine is already good looking and powerful enough to set pulses racing. Here below are the details of the original Audi RS engine.
Audi RS Engine
The twin-turbo V8 delivers 441 kW (600 PS) and provides 800 Nm (590.0 lb-ft) of torque consistently within a wide engine speed range from 2,050 to 4,500 rpm. The high-performance Avant takes just 3.6 seconds to complete the sprint from zero to 100 km/h (62.1 mph). And in a mere 12 seconds the Audi RS6 Avant reaches 200 km/h (124.3 mph). The top speed is electronically limited to 250 km/h (155.3 mph); this can be increased to 280 km/h (174 mph) with the dynamic package and even to 305 km/h (189.5 mph) with the dynamic plus package.
The twin-turbo V8 engine has a conventional 90-degree bank angle and a displacement of 3,996 cc (bore x stroke: 86.0 x 86.0 millimeters (3.4 in x 3.4 in)). Its crankcase is made of cast aluminum and weighs just 39.1 kilograms (86.2 lb). The cylinder linings have been machined with the aid of atmospheric plasma spraying. This method involves applying an extremely thin iron coating to the cylinder linings. These coated cylinder linings improve heat dissipation, thermal and mechanical resilience and wear resistance. They also reduce internal friction significantly and ensure minimum oil consumption. An electronic valve arranged centrally in the inside V also regulates the map-controlled piston spray nozzles as required for piston cooling. This decreases the power requirements of the oil pump.
A fully variable pump drives the oil circuit. It is split into two separate oil galleries – one for the engine block and one for the cylinder heads. This layout ensures a reliable supply of oil even under the extreme lateral and longitudinal acceleration that the Audi RS6 Avant is capable of achieving. The switchable water pump is only engaged as from a temperature of 80 degrees Celsius, as the coolant, which is stagnant at first, heats up more quickly and the engine reaches its operating temperature sooner. The chains of the valve gear are driven by a geared intermediate shaft. This also drives the water pump. To ensure that the cylinders are filled properly at all times, intake and exhaust camshafts can be adjusted by 50 degrees. Each cylinder bank drives a high-pressure fuel pump that builds up pressure of up to 250 bar. The injectors, located in the center of the combustion chamber, inject the fuel through seven holes, following special injection strategies depending on the requirements, from cold start to full load. The firing order is the same as that of the predecessor engine: 1-3-7-2-6-5-4-8.
The 4.0 TFSI produces a full-bodied and sporty V8 sound. The driver can influence the full sound of the power unit using the Audi drive select dynamic handling system.
The Audi drive select system influences the engine and transmission management, the power steering, the suspension, the dynamic all-wheel steering, the quattro sport differential, the engine sound and the way in which the automatic air conditioning works. The optional RS sport exhaust system with black tailpipe trim provides an even fuller sound. In the customizable RS1 and RS2 modes, customers decide themselves whether the four-liter engine should sound sporty or balanced.
It has two twin-scroll turbochargers
The powerful torque that the 4.0 TFSI builds up even at slow speeds is mainly owed to the two twin-scroll turbochargers. In addition to elevated boost pressure, the diameter of the compressor wheel of the turbochargers has been increased by three millimeters (0.1 in). Each turbo supplies one-cylinder bank with up to 1.4 bar of boost pressure (relative).
This is 0.2 bar more than the predecessor. The increased boost pressure allows more air into the combustion chamber for the fuel combustion, which improves the fill level of the cylinders. This results in higher engine power and improved efficiency. The cylinder heads have the intake side on the outside and the exhaust side on the inside. This allows the larger turbos and their optimized air-to-air intercooler to be located in the 90-degree inside V of the cylinder banks rather than in the usual location outside the side of the engine. This layout enables short gas flow paths with minimal flow losses and spontaneous engine response. Elaborate and effective insulation of hot components ensures thermally stable conditions in the inside V. The compression ratio is 10.1:1.
