Is the engine in the 2.8 Superb the most powerful, and it is the same engine as the VW Golf 4-Motion with it's 2.8 V6?

If so, surely there must be a lot of tuning potential in it by simply asking our VAG cousins over at uk-mkiv's if cam/head work is possible or throttle bodies, or even better turbo conversions, I know it would cost a pretty penny but for money you'd save buying one i'm sure it could be turned into a Quick executive car with no detremental affects to the rest of the car.

Think it is the same.Only been put off this engine by really awful fuel consumption figures :eek:

Don't know the stats but I think it would cost you a few pounds to run one!

No its not the same, completely different.

The 2.8 vR6 lump as fitted to the four mo golf is a narrow angle single cylinder head 24v unit (basically the same as the old 12v MK3 Golf VR6) and is tranversely mounted. Latter went on to evolve into the R32/V6 TT engine

The Superb is a 2.8 30v 60 degree 'propper' V6 as fitted to the Passat and Audi A4/A6/A8 and is mounted longitudinally mounted (basically the basis for the Bi Turbo engine in the S4/A6

basically the basis for the Bi Turbo engine

:rubchin:

Rob.

The 2.8 is pretty quick...it hits 0-100 over a second faster than the Octavia vRS.

Think it is the same.Only been put off this engine by really awful fuel consumption figures :eek:

Don't know the stats but I think it would cost you a few pounds to run one!

The Superb 2.8's not that bad I can 33 mpg in my auto on a run, mpg is low to start with. On the Auto ban at speed its about the same. Around town its about 24-25 ish. Obviously lower figures can be obtained depends how its driven. For a car this big and heavy its good.

John

Most automatics are pretty decent at constant motorway speeds, and they are thirsty at lower speeds. Thing is with an engine that powerful you don't always have to floor it (unlike the American-tuned Chevi classic I had for 3 months)

The 2.8 is very smooth and pretty powerful - being FWD and heavy, it probably can't take too much additional power before it just gets unsettled. And 147mph in a large saloon is quick enough for most people.

But, the thing about power is that more always seems like a good thing. So if anyone has found any affordable tuning options, I'd be fascinated to hear them.

The great thing about this engine is it makes the car affordable - why? Because secondhand the price of a 2.8 is around

Another real advantage is that the 2.8 is unlikely to be working hard (ever) - so it will probably outlast the car or be capable of doing extremely high mileage without causing grief

:rubchin:

Rob.

:eek: Now that would be worth a sniff! Shame about the faux wood trim though.

A trip to Halfords and a tin of paint later, and the faux wood trim is 'piano black', just like the limited editions

Im sure the obvious tuning options would be available such as an induction kit, and potentially cam/head work which AmD may undertake, also a remap.

But then again, but a 1.9 TDi 130 PS, spend

Im sure the obvious tuning options would be available such as an induction kit, and potentially cam/head work which AmD may undertake, also a remap.

But then again, but a 1.9 TDi 130 PS, spend

The downside is more internal friction

Not heard of this one, whats the reason for this ?

John

Not heard of this one' date=' whats the reason for this ?

John[/quote']

More moving parts - in simple terms

4 pistons in 4 pots = 4 units of piston-pot friction

6 pistons in 6 pots = 6 units

More moving parts - in simple terms

4 pistons in 4 pots = 4 units of piston-pot friction

6 pistons in 6 pots = 6 units

Thanks, didnt understand why the friction in a 6 cyl engine was such a downside. I believe whats being said is in respect to tuning there will be more friction to cope with and overcome - but doesn't the extra power obtained from the other two pistons help to overcome this and produce more power overall than that could have been acheived with resonably sized 4cyl unit? or is it a case thats a 4 piston engine is the best balance taking into account all these factors?

Thanks, didnt understand why the friction in a 6 cyl engine was such a downside. I believe whats being said is in respect to tuning there will be more friction to cope with and overcome - but doesn't the extra power obtained from the other two pistons help to overcome this and produce more power overall than that could have been acheived with resonably sized 4cyl unit? or is it a case thats a 4 piston engine is the best balance taking into account all these factors?

Hi

Any engine will be a compromise of friction, reciprocating masses, thermal efficiency and weight.

Optimum for thermal efficiency in petrol engines is said to be around 325cc (according to GM) per cylinder. If the cylinder gets smaller, the ratio of thermal loss to combustion chamber size goes up. If the cylinders get bigger, the thermal losses get smaller but the combustion efficiency (due to flame front / burn rates) gets lower.

Internal friction (the total amount of friction losses) goes up as the number of cylinders goes up. However, it also goes up if the bore and stroke go up. For example a 2 litre engine may have similar internal friction in 4 and 6 cylinder configurations. The 4 cylinder engine will have higher reciprocating mass loadings, longer stroke hence higher piston speeds and bigger vave gear dispalcements. The 6 cylinder engine will of course have more cylinders and more vavles. The losses will often equal out pretty close.

Where a six cylinder engine will prove superior to an in line four is in refinement. The Vibration will be less, (a V6 has good primary balance) the exhaust noise easier to silence (smaller pistons = smaller bangs), and the sound is somehow much less tiring than in a four cylinder.

When it comes to tuning, the reciprocating masses come into it again, along with piston speeds. Bigger cyinders with bigger valve gear just cannot be made to move as fast as smaller cylinders. Optimum again appears to be around 300-350cc/ cylinder.

Chris

Is everyone trying thier hardest to give me a headache tonight?

Thanks Chris good detailed reply - thats all clear now thanks

Hey Chris you have an Omega V6? I used to have one, and I loved it til it got to old to take care of, especially where I'm from.

Hey Chris you have an Omega V6? I used to have one, and I loved it til it got to old to take care of, especially where I'm from.

Hi Mil

Have one and love it. The vRS I have on order is going to be my work car for driving instruction, the theory being that the Omega is nice for longer journeys out for pleasure (or the commute to some of my further flung consulting jobs).

However, having driven the Fabia vRS I can see the Omega clocking up even less miles this year, as the current Fiesta tdci is coarse and noisy, which makes choosing the Omega easy. I suspect that the vRS, being loads quieter and loads more fun to drive than the Fiesta, will sometimes be preferable to the Omega.

Having said that a couple of hunderd BHP and rear wheel drive is always good for a laugh, and the Omega is supremely relaxing when you have to do 300 miles at a decent pace. It is getting a bit old now, with 110,000 on the clock, but a life of Mobil 1 has seen to it that it still uses no oil and a recent new exhaust still has clean metal in the tailpipe 500 miles after fitting. I was saving up for a Jaguar XJR to replace it with, but the money just went on the vRS. May just start saving for one of those Vauxhall Monaro VRXs. I reckon that in two years time, they will be the performance bargain.

Chris

Hi

Any engine will be a compromise of friction' date=' reciprocating masses, thermal efficiency and weight.

Optimum for thermal efficiency in petrol engines is said to be around 325cc (according to GM) per cylinder. If the cylinder gets smaller, the ratio of thermal loss to combustion chamber size goes up. If the cylinders get bigger, the thermal losses get smaller but the combustion efficiency (due to flame front / burn rates) gets lower.

Internal friction (the total amount of friction losses) goes up as the number of cylinders goes up. However, it also goes up if the bore and stroke go up. For example a 2 litre engine may have similar internal friction in 4 and 6 cylinder configurations. The 4 cylinder engine will have higher reciprocating mass loadings, longer stroke hence higher piston speeds and bigger vave gear dispalcements. The 6 cylinder engine will of course have more cylinders and more vavles. The losses will often equal out pretty close.

Where a six cylinder engine will prove superior to an in line four is in refinement. The Vibration will be less, (a V6 has good primary balance) the exhaust noise easier to silence (smaller pistons = smaller bangs), and the sound is somehow much less tiring than in a four cylinder.

When it comes to tuning, the reciprocating masses come into it again, along with piston speeds. Bigger cyinders with bigger valve gear just cannot be made to move as fast as smaller cylinders. Optimum again appears to be around 300-350cc/ cylinder.

Chris[/quote']

An in todays mechanics for dummies....

Hi Mil

May just start saving for one of those Vauxhall Monaro VRXs. I reckon that in two years time' date=' they will be the performance bargain.

Chris[/quote']

Chris, how long will it take you to save for that Monaro? I thought I heard on TG the other day that Vauxhall are stopping it already, so you might have to be quick to catch a new one!

An in todays mechanics for dummies....

Did 12 years in automotive engine management (from shopping cars to F1) and have been tuning stuff to go faster for longer than I would admit to.

The simple rule is the better it sounds the more it costs.

Chris

Chris, how long will it take you to save for that Monaro? I thought I heard on TG the other day that Vauxhall are stopping it already, so you might have to be quick to catch a new one!

Hi

They are discontinuing them (possibly due to the competition, who knows?). The idea is to get one used. I would never thake the depreciation hit of a big fast car from new. Hopefully, with the Monaro and the Chrysler 300 RT we will be getting some decent hooligan cars here at sensible money used.

Failing that I can always buy a Monaro in from Australia. I am earning a little less than I used to with a recent change of carreer, so will be saving for some time.

Chris