In recent years, automakers are taking literally everything in order to minimize the fuel consumption of their models and thus to sign up to the year of the Ekonomas. Rising fuel prices have contributed to research in this area at least. We even like this situation: the external high-speed feature of the last high-tech supercharged DWs, because the torque is in excess in the widest range of revolutions, from the bottom, and the turbopit is becoming an atavism at all. But sometimes the company is too zealous about the environment. Take, for example, the latest engine of Audi V8 4. 0 TFSI, which next year will pick up S6, S6 Avant, S7 Sportback, S8 and Bentley Continental GT (the Speed Ingolstutz fixer stubbornly ignores)-compromise solutions in the design. The operating capacity of the engine whose coil-casting method is low pressure from aluminium-silicon alloy pressure is 3993 cm3. The diameter of the cylinder is 84.5 mm, the piston stroke is 89 mm. The length of the aggregate-total 497 mm fuel consumption in mixed, "theoretical" cycle of 9.7-10.2 l/100 km is more than good for large four-and five-doors that can give a head start to another lightweight sports sports car. But what is the cost of such efficiency? "Cylinder on demand", you're switching off half the cylinders-that's what the Germans focus on. If the driver does not press the accelerator, the corner speed of the wheel varies between 960 and 3500 rpm, and the checkpoint (seven-step "robot" S tronic or 8-band "ZF") will use the first, fourth, sixth and seventh "pots"-the rest "rest". So, the intake and discharge valves are closing in, the petrol doesn't arrive, there's no spark. But before the deactivation of the combustion chamber is filled with air, so that there is no vacuum when the piston is moved to the lower dead point, and thus the thickness of the crankshaft is not taken (we do not forget that all pistons continue to make steady-forward movements without exception). An energy recovery, a start/stop machine, a jammating engine during a car downtime, a direct injection, a couple of turbochargers with double wings -- all this is in cash. Engineers and protection against chafing have been taken care of mainly by applying different types of spraying to rolling components, reducing the average cost by 5% and CO2 emissions by 10-12 g/km. But in reality, as representatives of the company say, at speeds of 80 and 130 km/h, saving is 12% and 7%, respectively. Sound good? Of course. Now we're going to go to the flaws of that decision. It is known that V8 motors with an angle of 90 °-and this is the one we are discussing. Of course, not so perfect as ordinary and oppositic "gears" (this is why the BMW and Porsche are holding them so), but quite acceptable. However, in a cost-effective mode, this V8 becomes ... in V4 (the ignition sequence changes from 1-5-4-8-6-3-7-2 to 1-4-6-7, with 2 flashes per revolution). History does not know many V-shaped "four": an unusual pattern was used in ZAZ and Ford in the 1960s. Compact and economical, but as a "reward" is the free inertia of the second order, moments from the centrifugal forces and the inertia forces of the first and second order. A whole "bouquet", as they say! However, it was not the task of the designers to reduce the level of vibrations. "Bitumen" has 400 Newton-meters already at 1000 rpm. The version of 420 generates 550 Nm in the range of 1400-5250 rpm and 520 strong-650 Nm at 1750-5000 rpm. The first bays on 5500 rpm, the second one-6000 rpm, but this does not apply to Audi motorists (Bentley engineers were also helpful). In the fight with the "dancing" machine went his electric-guided pillars. Also, with the sounds of discomfort to the passengers, the active Noise Cancellation (ANC) system, the principle of which we have described, is struggling with the "smart" valve control. It's complicated, but, according to the developers, it's quite efficient. Well, we'll take the word for it. Turbochargers and air-water intercullers for space savings are located in the V-block of V4 to V8 takes an average of 0.3 s. By the way, the least able version of the G8 and its top version differ in some respects. The last other intake, injectors, knee, degree of compression, gas distribution phases and an additional oil radiator, among the peculiarities of the engine design, which will be collected at the company of the company in Hungarian Győr, is the location of the valves activated by four ramps: the intake is closer to the center of the aggregate, while the prom is located on the "outskirts". This supposedly improves thermodynamics and shorts the distance that exhaust gases travel. Well, here he is, a new vector of the policy of the dating back. It is fun to see the devout desire of the Germans to moderate the appetite of not budgetary 'loaded' cars, sacrifice comfort (as much as we still have to check). In any case, now we know for sure the main contender for the victory in the "Engine of the Year 2012" contest in the categories "temperamental engine" and "DU working volume of 4 liters". Hey, Ferrari V8, move!