Column: Five-cylinder - the little man's V8

Self-experiment "Project Bollern at 1.900":

Take any five-cylinder, firmly attached to a vehicle. Petrol or oil burner, dome or converter? No matter! Then: start up and the machine under load and exactly (!) keep on 1.900 tours. Plus / minus 50 turns, that's a gut decision.

If the experimental setup is respected, then bollert each five-cylinder just as magical (pardon!) as an Ami-V8 with 90-degree crank.

That works best
1. with automatic,
2. manual mode and
3. Starting in a large corridor on a flat slope

For addicts:
Buy any, dying five-cylinder Volvo with automatic - a real D5 or T5 - window down, engage 3rd gear of the automatic manually. LOOKING FOR! Look for a hill or even a tunnel with a slight incline (Lake Garda or Maritime Alps maybe, or the Hamburg Bergstrasse :-). Enjoy. I admit; there are always only short moments of the special five-tone synphony. But the normal person experiences weightlessness + butterflies in the stomach and in the vicinity of the earth only during parabolic flights (attention: "Kotzbomber") or just in love. One thing is clear: an Audi Urquattro or a Volvo last longer than the average marriage with an expiration date of 12,5 years.

Hospital pack:
Fetishists put their Volvo on the test bench, whose brake is adjusted so ... you know: 1.900 / min! Permanent Bollerboller. Gas take away or new Volvos act like cold withdrawal. Brutally!

5ZylRA3 - gif - source -

"Hanging on cylinders"
It started in spring 1972. At that time, Porsche grandson Ferdinand Piëch had a problem, not a job anymore. The families Porsche and Piëch had banned all descendants of the company founder from Porsche to preserve peace between the families. So the gifted technician and Porsche 917 inventor Ferdinand Piëch opened an engineering office in Stuttgart. Pretty soon, Daimler Benz people stood on Piëch's mat. At Daimler, they had another problem: too little power. The Mercedes 240 D ripped with his then 65 PS even with full pedal only very, very small stones from the asphalt.

According to legend, the Austrian Piëch said: "Turn it on Turbo, I just reinvented it in the Porsche" ... which made the Daimler people go pale. Too complicated, too expensive, not yet suitable for series production. The restlessly helpless Daimler men were now expecting an equally desperate engineer, Piëch. Nothing! "Hang on to the cylinder, I'll build it for you," he is said to have said. What?! Attach a cylinder to the 240 D four-cylinder? The rest are known. The 2,4-liter four-cylinder became the first modern engine with five pots, three liters and 80 HP. With almost 150 km / h Vmax, the resulting 240 d 3.0 (still as a figure eight) became the fastest diesel in the world at the time - a title that the engine was allowed to hold in the 123 300 D for a while. And only the sound! See above (prologue).

The rest are known. Barely two years later, Ferdinand Piëch ended up at Audi. The brand with the four rings, an auto union that instead of "Horch" had acquired an old-language quasi-dead Latin name, "Audi" - Latin for "Horch". At the headquarters in Ingolstadt, braces with rubbed-up Volkswagen were converted at that time - just around the corner. Boring like Opel Rekord or Ford Granada. Back then, Audi had a problem: too little performance and too little image. Piëch's goal was BMW and above all: Mercedes. The VW / Audi “displacement” engine, at the time in the mid-1,6s, was the drive for the VW polecat. It was a long-stroke engine that turned the 1.781-liter standard into a four-cylinder that was exactly XNUMX cubic centimeters. Two stories emerged from this. That of the later Audi Quattro, which will be told another time, and ...

5Zyl - source -

Method Mercedes 2.0
Piëch hung a pot on it. This is how the now legacy 1976 77E came into existence starting with the 100 / 5 model year. 2.144 Kubik, 5 cylinder with 136 PS. A wagon, to which only the prologue of this contribution can be referred back. "Just let it be five times" was the title of "Auto, Motor and Sport" in the year 2012 in a little emotional retrospective on the "odd" engine design of Ferdinand P. "Performance like a six-cylinder - consumption like a four-cylinder", that was close 30 years, the advertising credo for the Audi 100 5E and consequences, as the lawyer would formulate.

Later followed 200 PS versions in the Urquattro and moderate 170 PS in the Audi 200, the first noble version of the Audi 100. In addition, the VW four-cylinder was once 5 / 4 expanded and thickened. First (once again first) in the Audi 100 and in the year 1989 as the first direct injection engine in the Audi TDi, which soon after inherited the first Volvo V 70 TDi - on loan. Subsequently, Volvo built their own, only as velvety to denote D5 engines. Past. Even Volvo now delivers only gradually pumped four-pounders.

In the mid-2009s, Audi won the World Rally Championship with a Quattro plus five-cylinder. In the period that followed, five pots fueled many VW / Audi group models. Most recently until 5 the Transporter T3 with (no typographical error =>) pump nozzle injectors. Then came (uh) only four-cylinder. For small transverse engine models such as Audi's TT-RS, five pots were recently recycled. Past. There is now only one five-cylinder in the Audi RS QXNUMX. Connection usage questionable to hopeless.

5Zyl - 240d-3.0 - source frenomotor

The grandchildren of the Mercedes 240 D three-point zero

Even the long Mercedes five-cylinderHistory of the diesels ended in the middle of the 2000er years, when the last 270 CDI five-cylinder had to give way to a castrated "280 CDI" (3 liter) with in-line six cylinder. Blame was the annoying diesel particulate filter, its adaptation to the probably too small production number of the five-cylinder was apparently too expensive. Today, especially the last versions of the first ML-Class as ML 270 CDI (156 PS, sound and torque) are real quenches in the used car market.

Bastard ...
Less popular: Daimler's mistake, no bastard. The E 290 TURBODIESEL aboard the W 210, the first four-eye E-Class. Its five-cylinder with the so-called transporter measure (Langhuber) was a real shaker and also not sorted: Direct injection of the first generation, two-valve, economical + loud. And also provided with the first and last distributor injection pump. Bääh, because culture shock! All previous models had an 4,5 or 6-stamp inline injection pump - all successors as CDI then Common Rail.

… And best of
In addition to the technology fit the 290 TD not at all marketing, neither in the nomenclature between "220" and "300 Diesel", nor in the price structure of the Daimler diesel. The so-called comfort diesel mid-nineties, which was then a (relatively) high-revving 300er six-cylinder vacuum cleaner with four-valve head. Only with the following CDI engines (200, 220, 270 and 300 / 320er) did Mercedes regain clarity in the "oil engines", as the Untertürkheimer still call them internally.

A highlight of the five-cylinder diesel was the C 30 from AMG with 231 hp; also with 2,9 liter "transporter size", but with five-plunger distributor pump (old prechamber technology) very modest - and brutally strong. A shame: The C 30 was the first and last AMG with oil digestion.

5 / 16 Bugatti!
A special case remains the machine, which continued to fire from 1997 VW Golf IV and brother Bora (usually known as Jetta). The VR5, later V5. A Volvo similar sowäämiger five-cylinder, first with 140 PS, later four-valve and with 170 horses on the drawbar. With 2,3 liters, the unit's burners in 15's "staggered row" (VR) had an unrivaled running culture. By the way, 6 / 5 gets a legendary (Golf) VR6 - "We are six", VW advertised across the pond at that time. Time Lapse: Until recently, the V5 remained "the" comfort engine in various VW-US models.

By the way: Enriching a VR6 with a second cylinder bank results in a "W12" engine (Audi W12). If you hang turbos on it, you get a Bentley engine with about 600 PS. If you still hang bank per bank two plus one turbocharger each: Bugatti. A VW VR5 actually carries Bugatti genes. Or the other way around. Piëch's kit.

Gimme Five!
To skip next to VW / Audi or Volvo other historic five-cylinder manufacturers such as Fiat / Alfa ... the engine dies out - the costs and the consumption are to blame. But: This does not excuse engine theft of the past. In the time of the unfortunate marriage between Ford and Volvo the Cologne then robbed the year, the year we leave the Volvo T5 the unit and planted this stolen goods in the Ford Focus RS - why each Ford of the succession of the magnificent Volvo engines with five To exclude pots was, is and remains. On the other hand, a Volvo, let's say a V50, was not a true Swede at the time, when under the bonnet a small four-cylinder was raging: Ford. Fort! Ciao, five-cylinder. Gimme five!

In autumn 2013 wrote an uninspired, even dilettante author in the "Süddeutsche Zeitung" (SZ): "Volvo abolishes the six-cylinder". Yes, that was true. But that of Volvo's soul, the (likewise abolished!) Engine and brand core five-cylinder in the article was not to find a word showed: __________________ (please formulate your own swear words). The author of these lines commented at the time on the SZ: "Piëch would have scolded ...". But that was not published by the self-critical SZ then.

PS: Buy yourself one Audi RS Q3. 


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