I'm thinking of adding to the entry inthe Wikipedia for the straight 5 (search for 'straight-5') as it is missing not only information about the Fiat Coupe 20v/20VT /Lancia Kappa/Lancia Thesis but also missing information about Audi's famous straight 5 from their Audi Quattro rally car.
Does anyone have any particular facts they think I should include?

Cheers
John

It sounds ace I dunno you could say that the 5 cylinder engine is still in use in Volvo's and also the Focus ST.

There was a write up of the audi quattro in PPC magazine a few months ago. I'll dig out what it said about the engine.

Suppose you have to mention the Pikes Peaks Quattro - 598bhp of monster power....

Here's the article about the quattro engines

Quote:

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Five turbocharged cylinders can be found powering a quattro of any year, the three generations of powerplant divide the era. Its first incarnation, dubbed the WR was already under development for the 200 5T and further uprated from 170bhp to 200bhp. In this form it was fast but the press criticised its turbo lag – Motor magazine famously discovered that from 20-60mph in top it was sloeer than a 900cc Polo, but from 60-100 it could waste a 911. The WR engine lasted to 87 and is the most problematic of the three, though if looked after can exceed 120k miles.

Starting from the top, cracking of the cylinder head is such common problem that most suffer from it, most owners don’t know about it, and as no new heads are available, its something that people have to live with. Make sure there’s no misfiring caused by the problem becoming really bad. Valve guides wear quickly, often after as little as 60/70l, on hard-worked engines.

Look for blue smoke on overrun and idle – it could be hardening of the stem seals but bear in mind a head rebuild by specialists The Quattro Workshop will costs £528. If you’re looking at a WR quattro its essential to establish the condition of the engines bottom end. The cranks are as tough as old boots and only really get damaged if the engines run dry of oil. However the canted block causes the bores to wear oval.

If your intended purchase has anything like 150k on the clock with no evidence of a specialist rebuild and signs of blue smoke on acceleration, run a mile because no pistons are available. The best hope is to have the block lined and pray the piston rings lands have not worn excessively and can be reused. If they can’t you’ll be joining the queue for a useable second-hand set. Audi on the other hand will sell you a full engine for £5400 or a short block for £2700.

Having satisfied yourself the basic engine is strong, move on to the ancillaries. Start the engine from dead cold and listen for a ticking/chuffing noise from the exhaust manifold – these crack (usually between 3 and 4) after around 75k and can’t be repaired. Audi want £592 (+VAT) for the part and there’s 25 hours labour involved even for the most experienced, making it a £2k fix.

Aftermarket manifolds are available and cheaper but they’re not as good. Attached to the manifold, quite obviously is the turbo. These air cooled blowers can last anywhere between 60-120k so look for smoke on the overrun. No new ones are available so a good re-con for about £400 is the best bet. Wastegates rarely malfunction though the diaphragm can split and a new one is £30.

1987 saw the introduction of the revised MB engine – the capacity was stretched to 2226cc from 2144cc and the compression ratio raised in a strengthened bottom-end, while a smaller turbo boosted less but benefited from water-cooling. Of the three engines this is perhaps the best compromise between reliability and repair costs, running to well over 200k if cared for.

Even the turbo doesn’t suffer from bearing wear and can last the life of the engine (if not they are a little cheaper at £350), but those manifold problems can strike in exactly the same way. Unlike the WR, the MBs pistons are readily available thanks to being shared with US spec Audi 5000. Listen for hydraulic lifter rattles though as these can need replacing at around 80k.

By 89 the DOHC 20 valve RR engine was introduced, boosting power to 220bhp and 228lb/ft of torque. The bottom-end us as per MB but with different pistons, and like the MB its very reliable and long lasting with added bonus of the new crossflow cylinder head not suffering from heat induced cracking. That said, The Quattro Workshop charge £6/700 for a head rebuild and point out that new they’re £2500.

Finally there are some points to consider whichever variant you’re considering. Check the oil cooler pipes hidden under the undertray on the front offside corner. These rot through and their failure could destroy the engine in seconds.

Cambelts need to be replaced every 45k or 5 years with the idler roller and water pump. This is reasonably expensive at £350 (+VAT) because the whole from end of the car needs to be taken off.

A full service history is of course ideal if a little unrealistic what is now an old car, so look for plenty of recent bills from quattro specialists and good evidence that there have been regular changes of 15/40 synthetic oil. Don’t whatever you do ignore the condition of the exhaust, from Audi the centre and rear box for a 10v to about £700 (£395 from The Quattro Workshop while a full stainless for a 20v costs a staggering £4k!.

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Do not forget that Volvo have made an I-5 engine that's not all bad either.

Wow..... there manifolds crask aswell!!!

Ross

Or the D5 units as well now used today in the newer fiats that come from the petrol variants