Engine rebuild
Discussion
Just watched Jayemm’s video on this and got to say thanks to 4321go.
Brilliant to see a car like this being used, reviewed and rebuilt. Ive enjoyed every minute I’ve known about this car from an enthusiast who will never be in a position (unashamedly) to own such a beast.
You sir, are a legend 🤘
Brilliant to see a car like this being used, reviewed and rebuilt. Ive enjoyed every minute I’ve known about this car from an enthusiast who will never be in a position (unashamedly) to own such a beast.
You sir, are a legend 🤘
IMI A said:
Or would it be better to buy later LP570 SL and convert to manual gearbox? That would be quite some car with that SL engine.
The SL2 engine is exactly the same mechanically as any other Gen2 engine, only difference is a slightly different map in the ECU to give it 10bhp over standard. Also, the cost of converting to manual will far outweigh any potential increase in value that may be achieved, if any given the car is subsequently modded and not “original”. Then there is the issue of finding all the parts, sorting a new TCU and possibly ECUs for the manual conversion. You are talking about a job that will run into a few tens of thousands of pounds at the very least.The 5.0 engine cannot be remapped to 560bhp in standard form. I think the most powerful 5.0 engine form the factory is 520bhp. That said, you could do a twin turbo build, but would require significant upgrades to the internals and even so, the stresses on that engine would go way beyond its fundamental capabilities, so ticking time bomb.
This is why the Gen 2 cars went with the updated 5.2 engine, since Lamborghini felt they had wrung as much out of the 5.0 as they reasonably could….oh and emissions.
Bungleaio said:
I thought we were on for another rebuild then!
I’m very pleased to say: No! 
Some two and a half years post-rebuild, I’ve only covered 11,000 miles with the car, where I used to do between ten to twelve thousand per annum. Some of the reduction was due to commuting to work far less frequently in 2020 and 2021 (I’m a commercial airline pilot). But it’s mostly down to the cost: circa £60 per round-trip from home to Heathrow.
But I still try to drive the car a decent distance at least once a week. And it’s still glorious. It wasn’t a cheap undertaking, and it took much longer than either myself or Rick expected, but the results are fabulous.
For what it’s worth, although the car is regularly maintained, with consumables such as brake discs and shock-absorbing coil-overs having been replaced several times over the years, the original build quality of these cars is excellent. I run two sets of wheels, alternating “Summer” and “Winter” tyres. So I swap them twice a year and take the opportunity to wash the chassis.
But this is the original, never repaired or repainted chassis of a 117,000-mile, almost-18-year-old car that’s driven year-round, in all weathers and permanently lives outside (photo taken late last November)!
What a super thread. Only spotted it due to recent link about exhaust.
I've work for the company (for 25 years) who were originally owned by Audi and entrusted with the development of these engines. We did both the 4.2 (RS6 TT, RS4 high speed in RS4 and R8) and 5.2 engines (turbo and high speed).
It was interesting to see the OPs description of the crankcase breathing system. I did all the analysis on the size of the windows and calculating the options for scavenge pump sizes so we could pump the perfect amount of gas/oil out of each bay of the sump. The 5.2 bays are sealed apart, the 5.0 is open. This means that all the volume of air/vapour pushed around below the piston (almost as mush as the air above) has to push around through the circular windows in the bores and under the ladder and it wastes a lot of power, while the 5.2 engine gas stays where it is and just acts like a spring thus giving back all the energy it absorbed.
I did lots of optimisation on earlier wet sump V6s to get the window sizes right (too big the block cracks, too small you waste shed loads of pumping power) but we saw then that zero windows gave almost zero pumping power... but it doesn't allow scavenging unless you run dry sump with one pump per bay...
So thats one of the reasons the 5.2 can make a lot more power than the 5.0 did...
I better get to work.... happy that I did a good thing and someone spotted it!
I've work for the company (for 25 years) who were originally owned by Audi and entrusted with the development of these engines. We did both the 4.2 (RS6 TT, RS4 high speed in RS4 and R8) and 5.2 engines (turbo and high speed).
It was interesting to see the OPs description of the crankcase breathing system. I did all the analysis on the size of the windows and calculating the options for scavenge pump sizes so we could pump the perfect amount of gas/oil out of each bay of the sump. The 5.2 bays are sealed apart, the 5.0 is open. This means that all the volume of air/vapour pushed around below the piston (almost as mush as the air above) has to push around through the circular windows in the bores and under the ladder and it wastes a lot of power, while the 5.2 engine gas stays where it is and just acts like a spring thus giving back all the energy it absorbed.
I did lots of optimisation on earlier wet sump V6s to get the window sizes right (too big the block cracks, too small you waste shed loads of pumping power) but we saw then that zero windows gave almost zero pumping power... but it doesn't allow scavenging unless you run dry sump with one pump per bay...
So thats one of the reasons the 5.2 can make a lot more power than the 5.0 did...
I better get to work.... happy that I did a good thing and someone spotted it!
I love reading a thread like this about an owner using his high performance car as a daily driver and not being afraid to put mileage on it. My daily driver for the past 10 years has been my 600hp 2010 Jaguar XKR. Yesterday, I surpassed 199,000 miles on the big cat, and what a pleasure every one of those miles has been. It's been so good that I don't replace it because I know I'd be disappointed with whatever I would get instead. Congratulations on getting to enjoy yours every day. After all, isn't that why you bought it? Great story.
tberg said:
I love reading a thread like this about an owner using his high performance car as a daily driver and not being afraid to put mileage on it. My daily driver for the past 10 years has been my 600hp 2010 Jaguar XKR. Yesterday, I surpassed 199,000 miles on the big cat, and what a pleasure every one of those miles has been. It's been so good that I don't replace it because I know I'd be disappointed with whatever I would get instead. Congratulations on getting to enjoy yours every day. After all, isn't that why you bought it? Great story.
Thank you for your kind words Ted. Whenever you post about your Pantera, I’m always left drooling 
Its threads like this that remind me why I bothered to start coming here in the first place. There was a thread by a guy with a Boxster that he wrote off, brought back and kept going on the cheap that hooked me in! Both are in the top 2!
I was watching a tuning channel, they said the 5 cylinder 2.5l engine in the Audi RS3 had a lot of commonality with the Lambo 5l, so much so that he said its almost half a Lambo engine. Not sure if he knew what he was talking about but it might account for some of the more reasonable prices mentioned earlier.
I was watching a tuning channel, they said the 5 cylinder 2.5l engine in the Audi RS3 had a lot of commonality with the Lambo 5l, so much so that he said its almost half a Lambo engine. Not sure if he knew what he was talking about but it might account for some of the more reasonable prices mentioned earlier.
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