Technique! The famous Volkswagen VR6 engine

Posted on 23-01-2016 at 17:31 by MauritsH – 107 Comments”

Oh Oh Oh what is there a lot to tell about this block.

To begin with a name. The V is indeed the case for the arrangement of the cylinders, but the R is the first letter of the German word Reihenmotor. Da’s are not merely the result of a night of sagging in the marketing department. There namely certainly something to be said for the name of this block, as below, will be extensively discussed. Incidentally, it is this type of block is an invention of Lancia.

For the chronological perspective: the Volkswagen introduced the VR6 in 1991 in the former Passat and the Corrado. This 2.9 liter big blocks produced 190 horsepower. The strongest incarnation of the VR6 was the block from the VW Passat R36 (rrrijtest) in 2008. This 3.6 liter opgeboorde version was good for 300 hp and 350 Nm.

FYI: there is also a VR5, but we keep it for now even with the VR6. That covers the cargo after all. Further, only the base bid. For in-depth, light philosophical considerations, use the comments.

The preparation

At first glance, there seems to be in terms of preparation of the cilinderbanken little to the hand. The V-engine is after the #-in-line to the most used setup, so in that respect little news. The angle of 15 degrees between the cilinderbanken is exceptionally small, to say nothing of the later VR6-blocks with an inclined angle of, for example, by 10.6 degrees. That has consequences for the rest of the technology that the average internal combustion engine. So the VR6 is only one cylinder head for both cilinderbanken, to name but a corner of the veil lights up. Of course, there is still much more beautiful to look at.

In – and uitlaattrajecten and the valve train

With most modern engines, each cylinder bank equipped with two camshafts. One camshaft operates the inlet valves, the other the exhaust valves. In the case of the VR6, however, are the inlet valves of both cilinderbanken by a single camshaft operated. The same applies of course for the exhaust valves. See the picture above (via).

Another interesting point are the in – and uitlaattrajecten. Here again that each cylinder bank is normally its own “set of” kent, what in the case of the VR6 too. The small inclined angle, however, has consequences for the available space for other components. Therefore, the entire inlaattraject “one side” and the uitlaattraject in entirely the other direction. The following schematic representation makes this story a little clearer (via).

The blue stripes symbolize indeed the inlaattraject, the orange stripes the uitlaattraject.

In – and uitlaattrajecten are per cylinder of different length, as you can see above. If the engineers at VW that just so had left, would each cylinder(bank) is a different ability issue and that we do not want. Therefore, the in – and exhaust manifolds per cylinder, adjusted and varied with the timing, so that this disadvantage of the layout really was lifted.

The pistons

To sum up: the cilinderbanken are so at an angle of a degree or 15, but they share one and the same cylinder head that also is flat. To that “problem” to overcome, are the heads of the pistons are angled flat. Poetic the unfortunately not describe, how silly it sounds, so take a look at the picture below and you see ‘m. Moreover, the Bugatti Veyron (including the W16 engine is closely related to this VR6) with such “oblique” pistons. You will see them listed below, where you effe have to remember that this piston is at its head.

Incidentally, were in the early days of the VR6 also have different cylinder heads in combination with conventional pistons is used. Put that in your Tinder profile and you’ll score guaranteed tonight.

Agreements with the in-line engine

As said before, refers to the R in the designation VR6 to the German word for package and that is not exactly falling from the sky. So is the firing order (1-5-3-6-2-4, where 1 = left and 6 = top-right, when viewed from above) is equivalent to that of six-in-line engines as used by, for example, BMW and Lexus. Further, it is the number of camshafts already been mentioned -two pieces in total – and the entire inlaattraject from one side, then the exhaust gases to the block via only the other side left.

Pros and cons of the VR6

VR6 blocks to run pretty smoothly because the type of engine in terms of vibration compared to the inline. Furthermore, they may be a bit shorter to be built in the same package, because the cylinders “shorter” one after the other can be placed. Of course, is the VR6 block is a bit wider. Also is technique what the valve train is concerned, as said two camshafts in total, not very complicated. The same is true for the in – and uitlaattraject. In V-engines is the intake manifold located generally between the cilinderbanken, and each cylinder bank a own exhaust manifold. Da’s with the VR6 is not the case, where the engine as a whole is one inlet and one exhaust manifold. Finally, a completely subjective but positive point: the sound. Look HERE for an impression.

Disadvantages there are also, of course. The VR6 contains fewer parts than a comparable V6, but these parts are generally a bit more complex. Further, the blocks are relatively heavy (compared to package), under certain circumstances, difficult to cooling, and there is limited space to vary with the bore, because six cylinders in a limited space must be gefrot. That has to do with the single cylinder head.