(QQ, Summer 2002) — In the last 15 years, Audi has been in the forefront of engine development. From Turbo Diesels with advanced "Pump Düse" technology, to direct stratified injected "FSI" engines, to Turbo 5 Cylinder DOHC engines to well over four generations of V6 engines, to 4 Valve and 5 Valve head design, to the present time where Audi has announced two significantly new V8 engine designs at the Geneva Salon in March of this year. Obviously the worldwide tightening of emission controls and consumer demand for more fuel efficient cars is driving the rapid development.

After owning a 1990 V8 for almost 200K miles, I came to appreciate Audi V8 engines. Smooth revving, buttery in tone, reasonable torque, and reliable if maintained. One of the expensive maintenance items for this early V8 was the ubiquitous timing belt. Originally on a 90K service interval schedule, it was revised to 60K after a few owners found broken belts and busted motors before the 90K mark was achieved. Ouch! Timing belt technology has improved, and the current generation of V8s in the A6 4.2, S6, and A8/S8s now have a 105K service interval. What adds to the expense at the interval is all of the ancillary parts like water pump and tension roller that should be changed at the same time.

At Geneva, Audi showed a new Allroad quattro 4.2 with a new "belt-less" motor, called affectionately the "Ketten" (Chain) motor. This engine allowed Audi to place it in the Allroad 4.2 without any hood or fender modifications like what was done for the A6 4.2. As you may know, the A6 4.2 has a different front end than the standard A6.

How this was accomplished was to place timing chains on the backside of the motor next to the firewall. The chains also turn the variable valve timing mechanism on the intake camshaft. There is also a secondary chain that drives a series of gears and shafts that in turn drives the external components like the water pump, power steering pump, air conditioning compressor, and the alternator. Dual electric cooling fans take the place of the formerly belt driven cooling fan. All of the auxiliary components are tucked into the side of the lower section of the engine block, and can be serviced from the bottom of the car. What a clean installation! I questioned what would happen if the auxiliary component froze. Apparently they have thought of this--t shaft that drives the component would break instead of the internals in the motor. Good thinking!

Overall, the maintenance requirements for this motor have been reduced substantially-oil, filters, spark plugs, and oxygen sensors-that's it.

When I first wrote the original Geneva story, it was before I had actually arrived there due to press deadlines. When I saw such a compact V8, I was really awestruck. Let me give you a comparison. A BMW V8 engine, like the one in the 540i, measures in at approximately 656 mm in length. This new 4.2L Wundershön comes in at approximately 464 mm in length. 192 mm shorter than the BMW! The net savings over the belt version was 52 mm less in length, and this a big difference for the engineers that need to stuff this under a hood of a car that was originally designed for 4 cylinder and V6 engines.

As you can see from the pictures, Audi is also taking pride in the visual cues and styling their motors. For Alfa Romeo fans, Alfa V6s have been one of the prettiest motors of all time (my opinion and that of several Audi engineers I know). This new V8 looks better than ever. A few years ago, Audi would hide their engines under black plastic covers. No more! Hallelujah!

So I put my nose down to the Audi grid of geheim information (secret and not so secret sources) and the strategy for this motor was revealed. First off, Audi does not make such substantial changes for use in only one model. VW will use this motor in the new "Phaeton" D1 model. Apparently the W8 that is used in the current Passat and that was scheduled for the Phaeton did not meet the fuel economy and power targets. It gets better. As I have written in other articles, this engine will be in the "S" tuning (340 Hp) and will be used in the new S4 (Coupe, Sedan, and Avant). As is the case for all newly developed Audi/VW motors, this is a ULEV engine.

The new RS4 will have well over 400 Hp, and this increase in power may be accomplished by pressurizing (turbo or supercharger), or increased displacement. We should know more about development of the RS4 model by the middle of 2004.

Well, Audi can also use this compact beauty in a transverse arrangement. There is a special RS-TT and possibly a Golf (R42) that will feature this motor. Holy smokes! Audi has a new generation A6 for unveiling in September of 2003. Expect this new V8 to be installed in it. It will be in the new A8 as well. Audi engineers are hard at work on an FSI version that may be first shown in the fall of 2003 at IAA in Frankfurt. You can imagine that the front overhang on future Audi models can be reduced as the designers can now take advantage of a lower and shorter hood line. This in turn will improve handling and weight balance.

Geneva was also the occasion for unveiling what looks to be the hottest sedan and station wagon that money can buy. As many of the magazines have written, "BMW M5, beware!" Stuffed into the engine compartment of this RS (Rocket Ship) is a Twin Turbo 450 Hp 4.2L power plant. Oh are the engine tuners drooling on this one! In fact, I think that this car was the most coveted car in all of the Geneva Auto Salon! First unveiled in September of 2001 in the Avantissimo, Audi fans were put on notice that the technology had arrived.

In this configuration, the timing belts have been retained, and it is somewhat similar to the current A6/A8 4.2 motor. Cosworth wizards were invited in to massage this puppy, and they changed just about everything internally to withstand the temperature and pressure that this motor would endure. Using their experience from the stunning RS4 2.7L V6, conservative measures were taken in the design to make it reliable and refined. Special forged pistons, forged crankshaft, new head design, new intake and exhaust manifolds, and a completely new injection and ignition systems were developed specifically for this engine.

Coupled with this motor is a robust and substantially modified ZF automatic transmission that is also used in the A8-W12. Big and beefy, it is expected that this unit will be able to handle the torque of a "tuned" motor. I have been told that this same core transmission unit will be coupled with the V10 TDI motor in the new VW Phaeton and VW Touareg SUV (try pronouncing that name).

I suspect that most of the first sales of the RS6 will be to companies like ABT and MTM so that they can get a handle on tuning this incredible machine. The best news of course is the importation of this car to the USA by next summer. Get in line now! Many RS fans have prayed for Audi to have a leadership in this market segment. Now they will. This may be short lived though as BMW announced right after the RS6 hit the news that they will have a V10 M5 with well over 500 Hp within two years in the new 5 series. For Audi, they only have to re-chip or "Tune" this RS6 to eat this new BMW V10 alive. Competition is so exciting!

Is this car worth 80 Big Ones? We shall see. Is a Porsche C4 worth the same? Is a Mercedes-AMG E55 or BMW M5 worth close to that? It is subjective and conditional that you are in the market for such a car to make a true judgment call. If I win the Lotto, you can imagine what I will be driving!

Are we seeing the "Swan Song" of the internal combustion engine? If we move rapidly to a hydrogen economy with reasonable distribution of hydrogen fuel, there will be a grace period that could last for maybe 30 years more. This is envisioned by BMW and some folks at Audi. If not, we may see fuel cell/electric cars replacing our IC beauties sooner than I'd like! I am sure that the folks in Ingolstadt are looking far ahead and thinking about what we will be driving 10-20 years from now.

What wonderful cars the engineers at Audi design! Sehr Schön Acht!