V8 FSI engines, and retains the same fundamental design principals of the V8 FSI, including the crankcase, cylinder heads, valvetrain, fuel system and intake manifold. However, an all new crankshaft, balance shaft, double-chambered intake manifold with dual throttle valves, exhaust manifold, and ECU—are all unique to the V10. As part of the new V10 engine development, specific emphasis was placed on 'refinement', 'comfort' and 'sportiness' – as required for installation in Audi high-performance luxury cars. As well as gaining two additional cylinders compared to the V8, it has been bored by an extra two millimetres, and also shares the 90 degree (°) cylinder bank angle of the recent Audi V engines. Audi continue to use the Fuel Stratified Injection (FSI) technology, originally developed in the Audi R8 LMP endurance race cars. This engine is often, but incorrectly, referred to as a derivative of the Gallardo's original 5.0-litre Lamborghini V10, which was also developed under the Volkswagen Group ownership. However, the subsequent 5.2 V10 FSI installed in the Gallardo LP560 and Audi R8 V10 is fundamentally identical to this Audi unit, save for a stronger crankshaft with solid main pin design, forged pistons, dry sump oiling system, different intake and exhaust valves, and engine management systems. identification parts code prefix: 07L engine displacement & engine configuration 90° V10 engine; bore x stroke: , stroke ratio: 0.91:1 – undersquare/long-stroke, 520.4 cc per cylinder, compression ratio: 12.5:1 cylinder block & crankcase homogeneous monoblock low-pressure chill die cast hypereutectic 'Alusil' aluminium-silicon alloy (AlSi17Cu4Mg); reinforced by a cast alloy bedplate (AlSi12Cu1) with six integral GGG50 grey cast iron main bearing caps each affixed by four bolts, long, wide, approx. in weight, inner-vee sited chain-driven contra-rotating spheroidal cast iron balance shaft eliminating first degree inertial forces, cylinder bore spacing, cylinder bank offset crankshaft, connecting rods and pistons die-forged steel crankshaft, with 18 degree crankpin offset to achieve a 72° crank angle even firing interval; high strength cracked trapezoidal connecting rods (36MnVS4); Kolbenschmidt cast aluminium pistons with shaped piston crowns designed to impart charged volume tumbling effect for fully homogenous air/fuel charge, skirt with iron liner cylinder heads & valvetrain cast aluminium alloy; partition-plate horizontally divided intake ports, four valves per cylinder, intake valves and sodium-filled exhaust valves, 40 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, hollow tube composite double overhead camshafts driven from the flywheel side via a two-stage chain