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5.2L 40v - V10 FSI
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5.2L 40v - V10 FSI
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Set of 12 tri-metal crankshaft main bearing half shells for the six main bearings of the Audi and Lamborghini 5.2 FSI V10.
The 5.2 FSI is a 5,204 cc, 40-valve direct-injection V10. It powers the Audi R8 (525 to 620 hp depending on the version), the 435 hp Audi S6, and the Lamborghini Gallardo and Huracán (551 to 640 hp).
The crankshaft of these engines runs on six main bearings. Each journal turns between two half shells, one seated in the block and the other in the main bearing cap: they carry the crankshaft. The King Racing tri-metal sets shown here replace them on built engines.
A tri-metal bearing stacks three layers: a steel back, a copper-lead intermediate layer with high load capacity and an anti-friction running surface that protects the journal. The complete set covers the six main bearings of the crankshaft; it is six King MB1322XPC boxes of one pair each, i.e. 12 half shells.
An aluminium bi-metal takes around 8,000 psi, a performance tri-metal up to 12,000 psi, 50% more. Hence better resistance and better durability on turbocharged, supercharged and high-revving engines.
| King bearings Crankshaft journal Ø 66.960 / 66.970 mm Housing bore Ø 72.000 mm Width 18.4 mm |
| Reference | Brand and treatment | Size | Wall thickness (mm) |
|---|---|---|---|
| MB1322XPC | King Racing - pMaxKote | Standard | 2.512 |
| MB1322XPC STDX | King Racing - pMaxKote | Std, increased clearance (STDX) | 2.499 |
| MB1322XPC.026 | King Racing - pMaxKote | +0.026 | 2.525 |
| MB1322XPC0.25 | King Racing - pMaxKote | +0.25 | 2.639 |
| MB1322XPC0.5 | King Racing - pMaxKote | +0.50 | 2.766 |
The running clearance is the gap between the bearing and the journal where the oil film flows.
In operation, the crankshaft journal does not rub against the bearing: it rides on this oil film, which carries the load. Clearance sets the thickness of this film: too tight, oil flows poorly, temperature rises and the risk of seizure increases; too loose, oil escapes, the film loses load-carrying capacity and oil pressure drops. The right clearance is the balance between adequate lubrication and a well-maintained oil film.
| Size / grade | When to choose it | King XPC |
|---|---|---|
| Standard (STD) | Standard journal, not reground | 0.067 mm - 0.080 mm |
| Increased clearance (STDX) | Wider clearance: high oil flow, high rpm | 0.092 mm - 0.105 mm |
| +0.026 mm | Polished journal | 0.067 mm - 0.080 mm |
| +0.25 mm | Journal reground to 0.25 mm | 0.067 mm - 0.080 mm |
| +0.50 mm | Journal reground to 0.50 mm | 0.067 mm - 0.080 mm |
Checking on assembly: lay a calibrated strip (Plastigauge) on the journal, torque the main cap to spec (see the torque table below), then compare the crushed strip against the gauge to read the clearance.
| Bolts | By torque | By stretch (gauge) |
| Original bolts (OEM), 5.2 FSI CTPA / CTYA | Bolts 1 to 12: 30 Nm, 50 Nm then +180°; bolts 13 to 24: 20 Nm, 40 Nm then +135°; peripheral bolts 9 Nm; bolts to be replaced |
The King main bearings shown here are trimetal bearings, designed for engine building and racing. Compared with an original bearing, they handle far higher loads: they cope with increased power, high rpm or the addition of a turbo or supercharger, where a standard bearing quickly reaches its limit.
 | King Engine Bearings, an Israeli manufacturer of high-performance engine bearings since the 1960s, offers with its pMax Black tri-metal alloy bearings designed for heavy loads. |
| Criterion | King Racing |
| Cross-section |  |
| Type | High-performance trimetal bearing |
| Country of manufacture | Israel |
| Construction | Trimetal: steel back, copper layer, soft surface |
| Alloy | pMax Black (hardened copper-lead) |
| Protective coating | pMaxKote (XPC version): polymer coating on the surface that limits wear when lubrication drops (start-ups, thin oil film). |
| Available sizes | Standard to +0.50 mm (+ increased clearance STDX) |
This main bearing set fits the 5.2 FSI V10 of the following vehicles:
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| Audi | R8 (422, 423) | BUJ, CMPA, CTPA, CTPB, CTYA | 525–570 hp | 2009–2015 |
| Audi | R8 Spyder (427, 429) | BUJ, CMPA, CTPA, CTPB, CTYA | 525–570 hp | 2010–2015 |
| Audi | R8 (4S3, 4SP) | CSPA, CSPB, DKAA, DKAB, DKAC, DMWA, DMWC | 540–620 hp | 2015– |
| Audi | R8 Spyder (4S9, 4SR) | CSPA, CSPB, DKAA, DKAB, DKAC, DMWA | 540–620 hp | 2016– |
| Audi | A6 C6 (4F2) S6 quattro | BXA | 435 hp | 2006–2011 |
| Audi | A6 C6 Avant (4F5) S6 quattro | BXA | 435 hp | 2006–2011 |
| Lamborghini | Gallardo | CEH, CMPA | 551–578 hp | 2008– |
| Lamborghini | Gallardo Spyder | CEH, CMPA | 551–578 hp | 2008– |
| Lamborghini | Huracán | CSJB, DGFA, DGFB, DKB, DKBA | 580–640 hp | 2014– |
| Lamborghini | Huracán Spyder | BUJ, CSJB, DGFA, DGFB, DKB | 579–639 hp | 2015– |
