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Mk7 vs Mk8 Engine block

9K views 20 replies 13 participants last post by  javamon 
#1 ·
The Mk8 is going to be equipped with a 2.0 engine. What is the likelihood that it will be a tuned version of the Mk7 unit?

If so, I wonder if I could part out my used IC, downpipe and EqT Turbo to myself. Save a chunk of the loss I'd experience if I sell the fully modded R and have to buy new parts......
 
#2 ·
As far as anybody else knows, its still the gen 3 motor, so everything should... fit...? But until the final ones roll off the production line, nobody can be sure.
 
#4 ·
Press for the new mk8 GTI have indicate the engine code names E888 Evo4. So there's probably some updates to reliably run more hp and tq. From what I've read so far though most of the improvements come in cabin tech and suspension upgrades and tuning. New aluminum sub frame with upgraded bushings etc that saves 6lbs or so.

Basically we don't know the specifics yet on the engine.
 
#5 ·
Press for the new mk8 GTI have indicate the engine code names E888 Evo4. So there's probably some updates to reliably run more hp and tq. From what I've read so far though most of the improvements come in cabin tech and suspension upgrades and tuning. New aluminum sub frame with upgraded bushings etc that saves 6lbs or so.

Basically we don't know the specifics yet on the engine.
This is much more interesting than the potential motor updates. If its still based on MQB, hopefully its just a bolt-on to previous generations...
 
#6 ·
Yeah new mk8 gti is two seconds faster around vw test track than mk7 with same tires.

more mk8 info on CNET. article even states that all future GTI will be German built. For some reason this make a difference to some.

google CNET and gti. vortex thinks i'm trying to link porn
 
#10 ·
So, if they're lopping in the Gen 3B into the Mk8, there are some changes that are pretty significant internally, but... I would imagine the airflow stuff would still fit if they're retaining the IS38.

https://www.greencarcongress.com/2015/05/20150514-gen3b.html

Highlights (and my interpreted implications in the sub-bullets)


  • The Audi valvelift system applied on the intake side.
    • Cylinder head changes
    • Main harness changes
    • ECM programming changes, existing tunes need to be reworked, tuners who say they don't are lying out their ass
  • An increase of the compression ratio from ε = 9.6 to ε= 11.7 by decreasing the combustion chamber volume.
    • Potential lower crankcase changes (crankshaft, rods, pistons, block, etc.)
  • Audi engineers lowered the combustion chamber roof by about 0.9 mm, and moved the intake and exhaust valves—slightly reduced in diameter—axially downward. The positions of the spark plug and high-pressure injection valve and the piston shape was adapted to the new combustion chamber.
    • Yup, definitely new cylinder head.
  • Maintaining meaningful charge motion is a significant challenge with reduced intake opening times and valve lifts. EIVC extends the time between tumble-generation and combustion, and thus the time for the dissipation of charge movement. Further, the high compression ratio pistons (with reduced recesses) also negatively impact the development and maintenance of tumble.
    • ECM programming changes, existing tunes need to be reworked, tuners who say they don't are lying out their ass
  • To address this, Audi developed a new intake channel that produces a higher basic level of tumble; added maskings in the lower regions of the intake valves; and optimized the piston cavity.
    • Manifold changes
  • Changes to the cylinder head and basic engine optimizations.
    • As above...
 
#11 ·
So, if they're lopping in the Gen 3B into the Mk8, there are some changes that are pretty significant internally, but... I would imagine the airflow stuff would still fit if they're retaining the IS38.

https://www.greencarcongress.com/2015/05/20150514-gen3b.html

Highlights (and my interpreted implications in the sub-bullets)



  • The Audi valvelift system applied on the intake side.
    • Cylinder head changes
    • Main harness changes
    • ECM programming changes, existing tunes need to be reworked, tuners who say they don't are lying out their ass

  • An increase of the compression ratio from ε = 9.6 to ε= 11.7 by decreasing the combustion chamber volume.
    • Potential lower crankcase changes (crankshaft, rods, pistons, block, etc.)

  • Audi engineers lowered the combustion chamber roof by about 0.9 mm, and moved the intake and exhaust valves—slightly reduced in diameter—axially downward. The positions of the spark plug and high-pressure injection valve and the piston shape was adapted to the new combustion chamber.
    • Yup, definitely new cylinder head.

  • Maintaining meaningful charge motion is a significant challenge with reduced intake opening times and valve lifts. EIVC extends the time between tumble-generation and combustion, and thus the time for the dissipation of charge movement. Further, the high compression ratio pistons (with reduced recesses) also negatively impact the development and maintenance of tumble.
    • ECM programming changes, existing tunes need to be reworked, tuners who say they don't are lying out their ass

  • To address this, Audi developed a new intake channel that produces a higher basic level of tumble; added maskings in the lower regions of the intake valves; and optimized the piston cavity.
    • Manifold changes

  • Changes to the cylinder head and basic engine optimizations.
    • As above...
Great info. Any word on if the US cars are finally getting MPI like the Euro R’s?
 
#19 · (Edited)
Any AWD system that pulls power from the front after the front diff cannot send more power to the rear than it does to the front. The Focus RS does not actually do it either. It uses a different gear ratio to take advantage of torque multiplication at the cost of friction and heat losses in the slipping clutch pack.

In order to send more to the rear you must have a center diff like Subaru, Audi, even the Mitsubishi Evo (which had a transverse layout and still used a center diff)

In the real world, Haldex, with the components that are currently in the system, can’t send more than 50% of available power rearward because it always has to share it with the front. It would have to be a radical design change that could de-couple the front without disconnecting rear... which means some sort of device that acts like either a differential, or a set of wet clutches, but is an additional component(s) that is not currently present.


Sent from my iPhone using Tapatalk
 
#21 ·
Be wary of all the press releases on the MK8's AWD until this thing actually hits the street. Even the best auto writers conflate "power" and "torque" when discussing transmission of engine power -> wheels.

Given VW's new MO regarding spending on internal combustion, I'd be highly surprised if they redesign the haldex from the current gen, meaning it'll likely still be a mechanical 1:1 when the clutch pack is fully energized, i.e.: 50/50 split. They're likely just going to slap some new code in the stability control system to emulate some basic torque vectoring and claim that it could send 100% of the power to the rear.

Then again who knows....we'll have to wait and see.
 
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