Was using the Alfa Romeo and the engine sound probably should be used for the S1 Quattro. It's the closest sound in the game. Could the sounds be mixed up?
The Alfa Romeo TZ3? That car has a V10 engine while the Quattro has an I5 engine. As V10 engines are basically two I5 engines combined together, the sound is quite similar.
It certainly does have something from the quattro in that noise! It just need to be louder and be higher pitched and then it's pretty good for PD's standards...
The Alfa Romeo TZ3? That car has a V10 engine while the Quattro has an I5 engine. As V10 engines are basically two I5 engines combined together, the sound is quite similar.
I can't fully agree with you on that. Quattro had a sound that's unique to itself. Even the post Audi Coupe/Quattro cars with 5 cylinders don't sound the same. Volvo's 5cyl turbo that was in the T5/R models didn't sound anything like the Quattro.
Michele Mouton summed it up best: "If I have some emotion, of course it's the noise of the Quattro. I mean, nobody can forget the noise. Even today, I think we miss this kind of noise."
I heard one at a car show about 16 years ago. A Quattro. A proper works S1 Quattro that Audi brought. NEVER. EVER. Will I forget that sound. Pure evil.
The Alfa Romeo TZ3? That car has a V10 engine while the Quattro has an I5 engine. As V10 engines are basically two I5 engines combined together, the sound is quite similar.
The only thing wrong with using a Viper or VAG V10 sound is the firing order within each bank of 1-5-2-3-4 is different from the usual inline 5 order of 1-2-4-5-3.* That actually makes a large difference, depending on the intake and exhaust configuration (with a bit of work, you could make the one sound like the other, too).
The inline is lumpier and warblier, whilst the V version is growlier and more hard-edged, even more so if it's uneven firing between banks like the Viper and R8 (and 5.2 Gallardos) are. What's also different are the cam profiles, since the setup of both engines are very different (4 valve, under-square, high boost, high rpm on the I5 vs. 2 valve, pushrods, over-square, NA, low rpm on the V10).
*The key motivations for the chosen orders are to do with engine balance, possibly also crank torsion (which is felt as a vibration, but can also cause cranks to break, esp. at high rpm). The inline's firing order minimises the primary rocking couple (primary means it oscillates at crank-speed, the couple is a rotating force along the engine's length, like a rocking horse) and the higher orders are much smaller, so are tolerated / engineered into the engine mounts. The V10 usually minimises the secondary rocking couple (twice crank speed), since choosing a 90° bank angle allows for the primary couple to be balanced on the crankshaft like a cross-plane V8.
I believe the crank torsion is less of a problem on the V-type, too, and a balance shaft isn't much hassle since it nestles in the V so a 90° engine can still be made even firing (see also the LFA, which uses the inline firing order and a 72° bank angle to save on rotational mass by not using a balance shaft, helping engine response - the vibrations must be absorbed in some way, but vibrations are a Yamaha speciality).
It just need to be louder and be higher pitched and then it's pretty good for PD's standards...
