Technique: the advantages of “Hot V”engines

Posted on 25-06-2016 at 9:08 by MauritsH – 48 Comments”

Turbo’s within the cilinderbanken of a V-engine. It seems to be a trend, but this setup is actually really old. The benefits?

I, the undersigned must admit that the introduction of the Mercedes AMG GT(S) actually was the first time that ‘ie the term “Hot (Inside) V” encountered. Made we will give you the benefits of this setup which has only already smooth sounds.

What is a Hot V?

First of all, just answer the question of what is a Hot V so Hot. That is so. In such engines is the turbocharger (the number may be more than one) between the cilinderbanken in. See the picture below, on which the S63-block BMW see. The turbo’s are clear between the two cilinderbanken in.

Then a picture of a turbo with a more conventional setup. This is the blown V8 from the Ferrari 488 GTB, where you have the turbos on the sides of the block.

The benefits

First of all, there is the advantage that a Hot V less space. That has not only positive consequences for the technique that manufacturers further under the hood lost want, but it also means that, the greater the chance is that a block in multiple types of cars can be used. And since corporations nowadays, as much parts as possible between models from want to swap, that’s a big advantage. Not in the last place for the auditor.

There is simply less buizenwerk need to use the turbo using exhaust gases to wash the mixture of fuel and air to the combustion chamber to propel. That is already a benefit in itself, but it also means that the heat of the engine and of the exhaust gases yet to be harnessed to drive the turbocharger. This may increase the chance of turbo lag to be reduced, which again is good for the throttle response and the Laufkultur.

The main advantage, however, has to do with the firing order of the V8 with a crossplane crankshaft that is “odd” will expire. If on the manifold of each cylinder bank a separate turbocharger would sit (like in the Ferrari 488), would this “irregular” due to exhaust gases are driven. Because with a Hot V both cilinderbanken the turbo’s can spin with the exhaust gases, ondervang you that problem. At a more conventional engine layout is also possible, but you have a lot of extra buizenwerk necessary. A Hot V solves that problem by the turbo’s within the cilinderbanken.

The picture above gives a view of the manifold of BMW’s S63 engine from the BMW M5 (F10), where it is clearly visible that both (twin scroll) turbo s by the cylinders of both banks are driven. The firing order is shown in brackets.

A last point that calls for the Hot V. As the name suggests, the temperatures in such engines really add up. That is in any case favorable for the operation of the turbos, but also for the functioning of the catalyst. That thrives in hotter exhaust gases. This is as close as possible to the block, and that, in turn, has favourable implications for the amount of space that the engine as a whole to take.

Conclusion

The Hot V-arrangement has particular utility in V8 engines with a crossplane crankshaft, due to their firing order. Further, this block is more compact and thus more models to use and can be the catalyst to better do its job because the exhaust gas is less cooled.