Ok, How many valves came in a 2.2L 5kTQ '88... just trying to figure out if it was 10 or 20 valves..


EDIT: I think I got it figured out.. the 2.2L in the 5000 came with ten and the S6 came with Two cams (20v) correct me if im wrong

 

i think your rite karl
this might help but they didint list the valves of teh 5000 so im guessing its a 10v
http://www.audiworld.com/model/historical.html

 

hmm... it says single cam on the 5k.. I was just hoping that I could get really good HP numbers out of a 5k engine.. just not as much as a S6 2.2L 20v engine.. but good luck finding one of those huh?

 

i say go wit the old skewl like a 1992 S4 they have the 20v I5 turbo

 

So here is a thoughtful fun question though, Valves are done # for exhaust # for intake (no sharing). Why would Audi choose an odd number and thus have more exhaust than intake valves? I have a few thoughts on this because of my engineering background but personally I think they should have done like every other car company and gone with 2 in and 2 out.


My thoughts, packing efficiency (5 circles fit better in a larger circle than 4 do) and expansion of heated gasses creates a need for more exhaust. Sorry for all the 2 valve guys, you have poor packing efficiency and less effective exhaust and intake that is the real reason a 30v is more powerful than a 12v.

WHat do you guys think is the reason for 5/ cyl?

 

Tough call on the 5 cylinder.. but agree with the expansion of heated gasses is why the extra exhaust valve..

 

how do i know if i have a 12 or 30 i never thought about it sounds stupid i guess 97 2.8 Q 5 speed

 

i beleive 1998 is when they start using the 5V V6 2.8

 

First of all, its 3 intake, and 2 exhaust I think... or it should be.

More intake is required, because the intake mixture is brought into the cylinder via atmospheric pressure, mmkay?
Exhaust is PUSHED out via the piston on its exhaust stroke... obviously quicker to push something out, than to 'pull' it in.. hence, more valves for intake.

Even on 4 valve motors, the intake valves are ALWAYS bigger.

 

from an old European Car:

Though it gives up 22 hp to the V6, hardware junkies and horsepower freaks alike love the 1.8 for its technical specifications. Most significant is its five-valve cylinder head; a technology previously reserved for ultra-high-performance applications. It first appeared in production in the Yamaha FZR 1000 repli-racer motorcycle, and has since been sold in a variable-valve-timing, Japan-only version of Toyota's 4-AGE four cylinder, known in the U.S. as the sweet-singing 16-valver in the original MR2. This won't surprise anyone who knows that Yamaha has been building neat toys for Toyota since the 2000GT. Five-valve combustion chambers have been seen elsewhere in F1 cars and in production in the Ferrari F355.

Five valves are an expensive technology that gets used when engineers get serious about making horsepower. In addition, the Audi's long-stroke architecture provides the four with an efficient combustion chamber shape while maintaining a modern compression ratio. Anyone who doubts this is invited to examine the bore/stroke specifications of any recent four built by Honda, a world leader in engine technology. Mechanical design and extremely clever tuning allowed Audi to achieve something both remarkable and unprecedented with the 1.8 in stock trim: It's torque peak of 155 lb-ft is maintained from 1750 to 4600 rpm, making horsepower directly proportional to rpm and providing constant acceleration. It is difficult to imagine this being possible with any normally aspirated power plant.

For tuners, the inline four has many attractions versus the V6, most of which are related to complexity and packaging. The four cylinder leaves more space in the engine bay making it easier to work on-plus there is only one of each part. The six is not 50-percent more complex as one would at first think; it is twice as complex. There are two heads, four cams, two exhaust manifolds, and a "bundle o' snakes" intake manifold that might confound Houdini. Add in that getting to it all is more difficult, and it's not surprising that the V6 is widely labeled "not broke" by those who would be called upon to fix it.

A further advantage of the four cylinder is its turbocharger. While tuning the first one is not trivial, electronic controls make it nearly child's play to turn up the wick once the engineering is done properly. All these factors contributed to the rumors circulating at the U.S. introduction that the 1.8L was the new, hot engine for all the tuners in Germany, and tales of 250-hp Quattros were tossed around like mortarboards at graduation-everybody had one.