Some useful V10 knowledge / reading from another person on the lotus forums who knows a little about the V10s it seems (he is located in Germany). Cross posting to here:
Buddy specialized in tranny repair of VW, BMW, Mercedes, Audi, ...and so on. The V10 is neither in the Phaeton nor in the Tuareg his favorite, to be diplomatic. Specification-wise that engine is like a little lorry engine: 4.9 Liter, V10-90°, 750 [email protected]
rpm and 313 [email protected]
rpm. It has a very complex cross plane crankshaft with 18° split pin journals and huge free mass moment counter weights as well balancer shaft on the oil pump shaft and a silicon oil vibration damper. Very interesting gear drive for the auxiliaries and cams. That means all auxiliaries have shafts and dampers, special stuff = special price. In total a very nice piece of engineering with a lot of VW specific solutions, some engineers must have bigger freedom then others. Never let unexperienced V10 TDI guys work on that complex engine. The engine causes driveshaft salad sometimes and the mid main bearing sees quite a lot of load because of the underbalanced (rotational and oscillating) middle counterweights. Good luck and fun with it.
Thanks for sharing the Video. I hope the English speaking participants can follow it by using the subtitle translation, not sure about that. One of the best sentences was, VW engineers had many systems to think different to overcome the challenges. That sums up what I've mentioned above, this engine provide some special solutions, which normally not possible at the VAG concern. Not very well known for innovative and good engine technology, they most of the times settled on moments where they were innovative or persistent (e.g. the pump-jet-Diesel technology). I know no single engine at VW which worked well in NA mode, all acceptable designs were and are boosted, including their pump-jet-turbo-engine design. What VW really was good in, was production technology. Their engine design is completely mixable over 30-40 years of engine generations. My buddy and me built a 1200 hp 2-Liter engine with an Diesel block (30 years old) combining with an head (10 years) and so on. No other company was so restrict keeping the bore spacing and modularity of the auxiliary and engine concepts. Except the V10, V12, here e.g. the Gallardo engine doesn't match with the RS6 V10 and so on. The high price segment comes with a lot of extra solutions and production innovation (if good or bad I won't say here). So the V10 and V12 TDI. But back to the video, the balance shaft for the 1st order balancing and it's concept behind is the one which does make the engine speed increase not very durable. Special solution...halt.
Yeap, these engines are torque monsters, independent from it's unit. Of course there are others, more modern like the 4.0 Liter V8 TDI (2 turbos, 1 e-compressor) or the BMW 3.0 Liter B57 (4 turbos) engine. Both with more power, more torque and less emissions, according Euro 6d-ISC-FCM. I believe the V10 TDI was compliant to Euro 3. But finally the V10 will be unique in history and in future, as it is an engineering challenge with the higher cylinder pressures and the mass balancing strategy, highly application dependent. A DD application in UK would be differently mass balanced as a Autobahn driven DD here in Germany. Doing the compromise is an engineering challenge, which is a risk finally.
The V8, V12 and I6 are way more easy to balance and way more easy to run on rational alternation of load systems, especially the BMW route makes engineering much more easy, even boost level would have the highest requirements because of the 3.0 Liter displacement. A two staged turbo in series of an mass production car is quite a challenge (vibration, package, heat, control, safety, ...), which BMW topped really. I take my hat off for that engineering masterpiece in alternation of load design, similar to the S58 masterpiece complete engine design, for me the next 1000-2000 hp engine for fun cars on Euro 6 level.
I'm enjoying your posts regarding the knowledge. Very cool... do you know if there is a difference between the 2004 V10 and the 2009 V10 Touareg cars. They changed the V10 engine cover visually, but wasn't sure if they made changes to the engine in any way?
I am not sure on that, but the engine was on the market from 2002 till 2009 and Euro 3 was duty from 2000-2005, so latest at 2005 there was an update of the ECU calibration and after treatment necessary. There was a special series of the V10 TDI, with 351 PS and 850 Nm with DPF but still Euro 4 confirmation only, Chassis was Touareg R50. But as the Euro 5 was valid from Sep. 2009 on, I don't believe they updated the emissions compliance further to Euro 5a, as the engine still had the pump-jet-injection technology, which was not capable of Euro 5 PM standards. VW stopped the pump-jet-technology in 2008 and rolled out the CR technology as all others already had it.
Enough of history, there is definitely a difference in the ECU calibration and aftertreatment parts, to keep the power. If you check the aftermarket you find many with Euro 4 updates CAT/DPF's, which indicates there was also a hardware difference between 2002-2005 and 2005-2009 engines. The 2008 and 2009 produced R50 performance upgraded V10 TDI has most likely also an Turbocharger upgrade as the 850 Nm stand at 2000 rpm, means not only a boost increase, another compressor and turbine map was most likely the basis for that and or or a better flowing intercooler, but definitely a hardware upgrade.