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So after finishing off my previous 1000+ build I decided the c6 was staying. The car was quick hence me wanting to keep it but I realised that plenty more would follow the TTE1000 route.

This made me want more and to do something a little bit different, so after chatting with Mrc, the lads in my garage and my engine builder we have a plan!

Engine- built by Tom Walkinshaw

-pistons, weighed, balanced, measured.

-rods, weighed measured and balanced,

-crank (billet) and rotating assembly balanced

-built, ported, flowed, skimmed and tested

heads new springs, retainers,collets, guides,
seats and 3 angle valve job.

-block machined, acid washed, clearanced, gallery's ported, fresh paint and new bearings

-all bearings through out.
-all timing chain infrastructure
-all chain tensioners
-all bolts arp2000 spec or higher
-all gaskets
-breather system.

Gearbox- new full billet assembly by sportmile

Turbos- in talks with TTE just now as we are doing custom built exhaust manifolds. Other options we are considering is precision 6266 gen2’s.If we go down the precision route we would mating these the the turbosmart ALS.Matching or getting as close to current spool is the memo, so we will see

Exhaust- full inconel system built by hard knocks speed Shop

Cooling- to be looked at

Fuelling- covered as we are have plenty head room

Software- MRC, I wouldn’t let any one else map such a high spec car.

There’s one car I know of that was built in Poland who done something similar using a set of garrets and the car was ‘slow in first gear and ballistic everywhere else’. Our plans to have a car that’s faster than the current set up, so time will tell. I’ll post as many photos as I possibly can for you all. The engine and gearbox are all ready on there way to being started


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Love it.

Wow!

Stock pistons are cast hypereutectic ally, so I assume you'd go for forged?

Stock rods are sintered and cracked. They're not really forged in the usual sense, so ditto. Several Lambo 5.0's broke their rods.

The RS6 has relatively weak valve springs, so they would really need upgrade to S6 springs. Ironic, huh? More boost needs stronger springs.

Custom exhaust manifolds are the really exciting bit - I think they're one of the reasons why racing RS4 2.7, Nissan GTR, Porsche turbo and Gallardo are so powerful.

If you go billet crank, you could stroke it to 92.8mm / 5204cc (like Audi should have done along IMHO). Then you can use R8 / Lambo tuning parts off the shelf.

Just curious though - why Walkinshaw? Great reputation I know, but Ricky Elder does this for his day job.

The very best of luck.

Nick

welwynnick wrote:Wow!

Stock pistons are cast hypereutectic ally, so I assume you'd go for forged?

Stock rods are sintered and cracked. They're not really forged in the usual sense, so ditto. Several Lambo 5.0's broke their rods.

The RS6 has relatively weak valve springs, so they would really need upgrade to S6 springs. Ironic, huh? More boost needs stronger springs.

Custom exhaust manifolds are the really exciting bit - I think they're one of the reasons why racing RS4 2.7, Nissan GTR, Porsche turbo and Gallardo are so powerful.

The other thing you could do is stroke it to 92.8mm / 5204cc (like Audi should have done along IMHO). Then you can use R8 / Lambo tuning parts off the shelf.

Just curious though - why Walkinshaw? Great reputation I know, but Ricky Elder does this for his day job.

The very best of luck.

Nick

He came highly recommended and Ricky has another 5-6 engines to build ahead of mines. I want to drive the car this year. I’ve asked for it to be ready for mapping in 12 weeks


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Fair enough. Did you get any other times from your 1080 BHP engine, after doing the 100-200 in 4.7?

Nick

welwynnick wrote:Right. Did you get any other times from your 1080 BHP engine, after doing the 100-200 in 4.7?

Nick

4.4 mate best on 99 Oct


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That's going to be absolutely nuts mate!!

Good luck & well done for going for it!

Cheers
Roy

C6 build stage ….. who knows

Here's my tilt at answering the question in the title:

Stage 1: ECU remap only
Stage 2: Bolt-on parts and rolling road tune
Stage 3: Upgraded turbo
Stage 4: Internal modifications - pistons, rods, valves, cams, ports etc
Stage 5: Billet block & crank - no holds barred

So FWIW I'd say stage 4.

Nick

I heard about the outlet valve springs are too weak above 1.6 bar boost...is that so? Any experience

If you have a lot of boost, the inlet manifold pressure will be higher, and this will obviously tend to hold the valves open when they should be closing.

What people don't often realise is that whatever the charge air pressure is, the back pressure in the exhaust manifold is usually even higher. Therefore there will also be some additional pressure on the back of the exhaust valves, tending to hold them open as well.

The resulting valve float is bad, because not only does it compromise volumetric efficiency and compression pressure, but it also increases the chance of valve hitting the piston. At best that will bend the valve, and you lose all compression. At worst, the valve breaks...…..

This is a common problem on VW TSI 2.0 engines. There's a piece by APR about it below. Unfortunately the RS6 only has 06F 109 623 springs, and not the uprated 06E 109 623 like all the other R and S engines (with the very strange exception of the RS3!).

https://forums.vwvortex.com/showthread. ... CC-Passat)

Nick

Thanxx for the perfect explenation...so would you recommend to upgrade the exhaust valve springs on the RS6 V10 with the 06E ones (R8, RS4, RS5, Q7....) ?

Most people have stock valve springs and most people don't have any problems, so I'd hesitate to say yes. It would be a lot of work and expense.

The problem seems worst on the 2.0 TSI engines with stock turbos because the exhaust back pressure is relatively high.

The problem will be worst with a combination of high revs AND high boost.

I forgot to mention, out of interest, that modern VAG engines use the same springs for inlet and exhaust, and across a very wide range of models.

Nick

Yes...the RS6 V10 has all 40 valves the same tho...the S6 for example has inlet / outlet different valve springs...I am just wondering why / how some drivers have 1050++hp with "only" 1.55 / 1.6 bar...and others has to go over 1.8 bar to reach that hp...

I think it's down to engine revs.

There are some tuners like THT Performance that use lots of boost & torque, but the power peak is only around 5600 rpm.


Some tuners restrain the torque but let the engine rev higher, and hit peak power at 6900 rpm, like S4Players car:


Nick

You must really love this car Danny!

You go seriously balls deep when modding your cars, fair play to you.