Audi A4 BTCC / STW engine specs - 305 bhp from an N/A valver.

High comp pistons and rods tho' not standard.

 

It did, but not with a standard bottom end.

The only one which made close was Barny's & I think the bottom end was standard. I'm sure he'll confirm.

ianb's was 200, but realistically the specification of its bottom end remains unknown.

 

http://www.clubgti.com/forum/showthread.php?t=172588&highlight=valver+power

This contains the link to the stealth 16V RR day that helped clarify a few discussions (post 20).

My motor did 199.8hp - this was a knackered BRM180 engine (relatively stock 10.5:1 CR with cast pistons and stock VAG rods and crank) with throttle bodies (pair of schrick 276 cams; knackered as one piston was falling apart and compression was dropping

Speedo - 191hp (GTI engineering RE2000 (92.8mm steel crank in a KR block; flowed head; schrick 276's; Kjet)
Barney - 189hp (ABF (?) with flowed head, 276's, kjet)

Unfortunately IanB never made it to the same event

 

Well, that is my point exactly. The head is fine for 200+ bhp in standard form, is it a lack of "quality" bolt ons that we are suffering from?

I know from buying parts and testing them are not what they are made out to be. If these were developed well in the first place we would all be in a better place.

What would be very helpful would be to find some close-up pictures of the works Audi BTCC heads, I know of someone selling some in Germany, but unfortunately I spanked all my cash on some VR parts. Whoops!!

 

Speedo's was an RE2000?

 

according to this, yes

http://www.clubgti.com/forum/showthread.php?t=8666

 

The data above is for an XE - I dont think a VW head will manage 200hp in stock form will it?

What 'quality' parts are we short of? I reckon we are more short of experts who know how to put VW parts together and make them properly sing.

 

Didnt Pab? get his valver on carbs with a modded bottom end but standard head with cams obviously to around 200bhp

 

yep heres the link:

http://www.clubgti.co.uk/forum/showthread.php?t=190724

 

took some searching and came up with this http://www.audisport-iberica.com/foro/index.php?showtopic=90003&st=0 74 pages of a touring car rebuild,sadly no eng rebuild but a few more unposted pics of the eng

 

Interesting link there.

Something to note, the tensioner has been moved further down onto the block along with an additional idler pulley. Or is this normal for Audi's?



Or possibly something to do with the dry sump oil pump?



Gurds

 

moving the tensioner like that is going to give more tooth contact with the (smaller) crank pulley and a bit less with the (larger) cam pulley. Maybe the front idler is to stop the front long-run of belt wipping at speed....both point to keeping the belt on the pulleys when both are spinning fast IMO

 

Could it be to do with tighter valve/piston tolerances?

Kit car engines were unlimited, revs-wise, whereas BTCC was capped at 8,500rpm. GpA/kitcar regs would mean OEM tensioner position though.

 

looking closer at the eng pics there is no sign of any crank sensor, I wonder were this was mounted? also no signs of any knock sensors,I take it they were running right on the point of detonation with no safety backup.

 

There's cam sensor where the distributor would normally be, and I can't see anything on the clutch end, starter ring gear etc.

 

looks like they've moved it to replace the intermediate shaft.... (dry sump = no horrible shaft driven oil pump)

Everytime I look at these sort of pic's you notice something different, attention to detail is amazing, i'm assuming most of the R&D was done on the audi 80 pictured earlier by Chris!

Check out post #27 - http://www.clubgti.com/forum/showpost.php?p=1691648&postcount=27

 

I think it dates back to that Audi 80, but also the more spaceframed French Supertourisme-type cars (inner wings cut off / replaced by tubes).



So early '90s basically.

 

on the back of the flywheel is a triggerwheel machined


by using smaller and lighter clutches , flywheels , crank ,pistons, etc there is very little inertia and RPM accelerations are so high that the belts cant follow and jump over.
Spiess and Swindon made a plate ( Ertalon or similar material) to guide the timing belt and restrict movement to the minimum on their Opel F3 and ST engines
(pics sent to Chris)

 

Pics through from HPR:


Couple more pics of interest:


^^ ovalised exhaust ports

 

Great - do you have any more pictures?