NEW OEM Complete Audi Q7 CCGA V12 6.0L TDI Diesel Engine Long Block 500HP 08-04

Nearly $20k. Ever consider a twin turbo Mercedes V12? Those go for comparative peanuts on eBay. $1200 ECU upgrade takes them into 700+HP & torque numbers.

[edit] figured I'd post the ad copy here for posterity:

ONLY ONE IN STOCK (and probably the only one that's brand new available worldwide)!

Complete New OEM TDI 500 hp V12 Engine 08-14 AUDI Q7, 6.0 L, Code: CCGA

This is a new OEM Audi Q7 V12 , 6.0 L complete engine., 368 KW, 500 HP. This engine is for vehicles with an Automatic transmission.

** Shipped Freight, please contact us for our best shipping rate to you. **
** Payments accepted: BANK TRANSFER ONLY **

** International Buyers, Please contact us before bidding. We will only ship to your USA forwarders. **


You won't believe this, but there is one available. In stock and ready to ship! We think it's so stinkin' cool we're willing to let it go for very close to cost. VW retails this at 57,395 EUROS, which is about $65,000.

This is sold as a complete engine, which means it has accessories, engine wiring harness, turbos, etc...Does not have ECU, customer will be responsible to find one.

Price does not include shipping. Please contact us for rates.

Weights and Dims for engine with packaging pallet:
L 62" x W 45" x H 37" - 1050 lbs.

As listed in Wikipedia:

A world first. Wholly developed by quattro GmbH, AUDI AG's private high-performance specialist subsidiary, and built at Audi Hungaria Motor Kft. in Győr, Hungary, this Turbocharged Direct Injection (TDI) V12 engine is a road-going development of the unit in the 24 Hours of Le Mans winning Audi R15 TDI. It features common rail direct injection, and includes the same cylinder bore and piston stroke as the latest 3.0 V6 TDI CR. This engine has created the most powerful sport utility vehicle (SUV) in its class - the Audi Q7 V12 TDI quattro.

identification
parts code prefix: 05A
engine configuration & engine displacement
60° V12 engine, Turbocharged Direct Injection (TDI) turbodiesel; 5,934 cubic centimetres (362.1 cu in); bore x stroke: 83.0 by 91.4 millimetres (3.27 × 3.60 in), stroke ratio: 0.91:1 - undersquare/long-stroke, 494.5 cc per cylinder; 90 millimetres (3.54 in) cylinder spacing; 17 millimetres (0.67 in) cylinder bank offset; compression ratio: 16.0:1; two oil coolers (one: water/oil, the other: air/oil); four coolant radiators; water-cooled alternator

cylinder block & crankcase
GJV-450 compacted vermicular graphite cast iron (GJV/CGI); nodular graphite reinforced cast iron bedplate frame with seven main bearings and four bolts per bearing, die-forged chrome and molybdenum steel alloy crossplane crankshaft, diagonally fracture-cracked forged connecting rods, aluminium forged Mahle pistons, two-part cast aluminium alloy baffled oil sump

cylinder heads & valvetrain
composite lower section made from low-pressure die cast aluminium alloy with integrated intake and exhaust ports, middle section for guiding engine oil flow, and the top section is a pressure-cast ladder frame for the overhead camshafts; four valves per cylinder, 48 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, double overhead camshaft - the exhaust camshafts driven from the flywheel side via a two-stage chain drive utilising three 3/8" simplex roller chains, and the inlet camshafts driven from the exhaust camshafts by gears at the front of the engine; two unequal-length swirl-inducing switchable inlet ports, siamesed unequal-length exhaust ports

aspiration
two air filters, two hot-film air mass meters; 'biturbo': two water-cooled turbochargers with electrically controlled Variable Turbine Geometry (VTG) (one turbo per cylinder bank) and an electronically regulated boost pressure of up to 2.6 bars (38 psi), two all-alloy side-mounted intercoolers; cast alloy intake manifold with dual adjustable turbulance flaps

fuel system & engine management
Bosch 2,000 bars (29,010 psi) common rail (CR) (one rail per cylinder bank) direct injection: with two chain-driven high-pressure fuel pumps, fuel cooler for return line, twelve combustion chamber-sited eight-hole (0.12 millimetres (0.0047 in)) piezo injectors with multi-pulse injection (up to five injection operations per piston cycle, including pre- and post- ignition injection); two Bosch EDC electronic engine control units (ECUs) working on the 'master and slave' concept; water-cooled vacuum-actuated exhaust gas recirculation (EGR) with up to 50% recirculation rate at partial engine load; European Euro5 emissions standard compliant

exhaust system
double flow exhaust pipes with two catalysts and two diesel particulate filters (DPF); two lambda sensors, two exhaust gas temperature sensors

dimensions
length: 684 millimetres (26.9 in) (just 166 mm (6.5 in) longer than the V8 TDI), DIN-rated motive power & torque output, ID code

368 kilowatts (500 PS; 493 bhp) @ 4,000 rpm - 62.0 kW (84.3 PS; 83.1 bhp) per litre; 1,000 newton metres (738 lbf·ft) @ 1,750-3,000 rpm — CCGA

 

thanks flint,, i already talked to the guy, about 3 months ago!

he is pretty firm on price, but it is a NEW never run(except dyno tuning), engine!

what most guys here have no idea of the potential of that engine!

i have already exploited the after market tuning!

factory stock it comes is 495hp at 4000revs.

but check the torque at close to 750ft. lbs, at 1750to 3000revs.

an after market company in Germany, said they can raise HP to 650, and crazy torque to over 900 ft lbs.

with just a custom ECU and a better exhaust system , along with some other small mods. like raising RPM limits, and fueling adjustments!

best thing is you do not have to take the engine APART!!

it is heavy at around 850 lb weight, but not to forget a complete Jag V12 goes 750lbs.

some BBC (big block chevys) weight that much!

i.m just hoping someone in USA buys it, he said he has had some interests overseas!

Ron

 

and nothing wrong with a Merceds V12, but just dont light my fire!

it somehow seems ORDINARY! LOL.

and Mercedes MPG would be terrible compared to Diesel, like 15/20 gas, to over 30 diesel.

and what a conversation piece!

 

But which gearbox would be adaptable and capable to swallow that huge torque?

 

paydase, a built GM 4L85E trans would handle it! at a reasonable cost.

if you can go the money ,some of the USA transmission rebuilders can convert it to a 6 speed heavy duty auto box TCI.

if of interest those engines were manufactured in Hungary for VW/Audi.

to be gentle on the box just use tires that slip traction slightly, they just spin fun,.

had a Camaro with 502 cu. 8L BBC it saved the trans many times, looks spectacular doing it(smoke).

altho the Jag Dana 44 would become suspect!

if you can I you can guarentee no body else would have one.

 

Thx for the answer Ronbros.
My question was for curiosity, I would not embark in such an enterprise myself.
But as you say, certainly a nice project for the one who would have the cash and dare doing it!

 

The Bentley turbo 6.7 had more torque and HP. Undoubtedly worse fuel consumption though. Who would have thought a Bentley would be the cheap option if you buy a used engine/trans?

The ECU would be a big deal for the Audi, and if it's like most modern ECU's it integrates a lot more than just engine management. I doubt it would run on it's own. On my X Type when I unplugged the radio the car wouldn't start!

 

Yeah, I've seen the W12 engines pretty cheap too...

 

to each his own.

i'm in Austin Tx, no problem making an ECU to run the engine and transmission!

few yrs back, when the Nissan GTRs came out , Nissan said nobody will crack there code units!

well a local kid 18yrs old , had it totally opened and was adjusting most of its parameters!.. in less than a week!

sometimes hacking can be useful.

the diesel would last a lifetime, and be good on fuel, diesels are the best when working hard ,like around 75% continuous output. 24hr race.

gas engine cant carry enough fuel to get out of sight,espiceally when working hard!

 

If the V12 wasn't a commonrail diesel, I'd say it would live long. The old 'Pumpe-Düse' TDIs were the better and more reliable engine. The commonrail VW TDIs don't live long without major work...

 

we have some common rail diesels with over 400K miles , still running strong!

bet you didnt know that Bosch paid big money for the patent rights to the pump,duse , paid to Penske corp. USA.

may as well toss this in bosch also paid small money for patent license for the electronic petrol fuel injectors.

the 1st electronic injectors were by Bendix USA , mid WW2,.

1st real car was 1957 AMC Rebel USA , i had the pleasure to drive one.

 

I knew about the Bosch facts. 400k miles on a commonrail would only work in the USA. The standard 2.0l TDI (not 1.9l Pumpe Düse) doesn't get much life in Germany on the Autobahns. Around 250k km (so 150k miles) and then they have some catastephoic failure. The 3.0l V6 commonrail TDI are a bit better but again don't live for ever. Other brands like Volvo (D3, D4, D5) or even CDI from Mercedes live a lot longer. VW just slept too long and used their Pumpe Düse setup too long untill they couldn't get the emissions right. Then they rushed the commonrail system implementation.

I personally would look towards the V10 TDI as it is a Pumpe Düse engine (2 x 2.5l Audi 5 cylinder). They like hell and have oads of torque. The Touareg V10 TDI was the most powerful 'SUV' for a long time... Untill the engine didn't get any better emissions classes and were dropped. You can pick em up cheap with a car around them. Reason: €600 roadtax/year and no access to the ecozones in towns... Too dirty.

 

€600 roadtax/year would still be a good deal for a Belgian.
Here it's 1800/y for a 4.0 and 3000/y for the 6 Liter's!
Unless they become oldtimers after 30y...
Anyway, attempting to homologate a car with a non OEM engine would be a nightmare here.

 

Although actually the €600 is wrong... That is based upon a Euro 5 diesel. The V10 is a 5.0l Euro 3... So that is something around the 1300/year. My XJS would be at €1200/year - with Euro 0.

Oh, and fitting a different engine is possible but costs megabucks...

 

First step in this dreamworld must be to put a measuring tape on this german truck engine.
Q7 is a huge car (in Europe...), and my guess is that the engine is 6-8" too high to fit in our sleek machines.

There is probably a better chance to fit in the Merc SL 600 engine as it's also a quite small car. The question is just why...

 

the engine is not that big ,a picture is in the 1st page , for sale!

plus when i 1st seen the Audi R10 race car, i knew it would fit into an XJS!

if i wanted a GAS/petrol V12 , id use a late model Jag 6.0L V12 , and twin turbo it!

that would be easy, lots of parts and knowledge to do it!

 

Haven't thought of opening the link...

The engine does actually look quite compact. I would have expected inlet/outlet to protrude a lot more from the engine itself.

Still you will have to find a new location for the A/C compressor

 

in this day of electric things like ,elec. PS, elec,AC units!

would make sense to utilize them, in the build process.