FSI , TSI und TDI | Posts 32+

I once attended a lecture about TSI technology given by the head of development for the gasoline engine department at Volkswagen.

The trend is definitely continuing towards downsizing, but more towards smaller engines. At the bottom of the food chain in this segment is clearly the 2.0 TFSI in the GTI. From a market strategy perspective, a Golf GT shouldn't offer better performance than a GTI. That's why it "only" has 125 kW in the TSI. The TSI engine has already been successfully tested with an output of 225 horsepower.

For the TSI engine, a completely new cast engine block has been used, along with newly developed (free-running) cylinder liners. This minimizes wear and deformation of the cylinder under high temperature and load, and promotes heat dissipation.
Thanks to its high-strength materials, the turbocharger can operate at temperatures exceeding 1000°C. During the 300-hour endurance test, the turbo was operated in a manner that caused it to become partially red-hot.
The compressor operates with a gear ratio of 5:1 and is switched off at approximately 3000 (or 15000) revolutions.

I hope I've put everything together correctly.

rubberduck wrote:

The trend is definitely continuing towards downsizing. But then, more likely for smaller engines.

That's right! Consequently, in terms of fuel consumption, it's getting closer and closer to the diesel range, and that without any particulate matter ! A second performance variant of the TSI engine, with 103 kW / 140 hp and a maximum torque of 220 Newton meters, is already available for the Touran. In the future, Volkswagen plans to expand the use of TSI technology to other models.

In addition to the TSI, a natural gas variant is also planned (the Concept A already features this engine), which offers even more potential due to its higher efficiency. A new TSI engine, based on the EA111 motor, is also in development.

I, however, cannot understand why the new TDI engine from AMS is being criticized so much (especially regarding its running culture). Probably tested by a passionate gasoline-powered car enthusiast .
Regarding performance, the engine was praised.

What I can't understand is the high premium charged for the TSI engine, especially considering that the TSI engine itself isn't "cheap" in terms of its components.

Golfosaurus wrote:

What I can't understand is the high premium charged for the TSI, especially considering that the TSI itself isn't a "cheap" engine in terms of its components.

I think the intention is to make the TSI appealing to the public, while keeping the TDI, which has been plagued by problems, in the lineup.

The engine isn't plagued by problems, although its development did encounter difficulties that delayed its market launch. The 170 hp TDI is essentially a brand new engine, especially when considering its development and comparison to the 140 hp version. However, it will likely also be the last new PD motor .

Golfosaurus wrote:

However, it will likely also be the last new PD motor

.

Be happy that the PD-related noise is finally coming to an end - CR is the future .

Be glad that the PD-related nonsense is finally coming to an end - CR is the future

I randomly stumbled upon a BMW and a DC forum. There were some threads about HD pumps that got clogged and, as a result, the entire fuel system had to be replaced. And it seems that this happens more often (at least more often than a failing PDE or similar). I can only say, 'Welcome to the future' . IMHO, the old VP models are still the most reliable.

You're probably talking about the Bosch single injection pump debacle... or are there other well-known problems as well?

The older common-rail pumps often failed.
That shouldn't be the case with the second generation of pumps.
These are now regulated based on demand, which results in significantly reduced wear in the partial load range. Therefore, not only the rail pressure is regulated, but also the flow rate, where a constant circulation is maintained. Adjusted based on consumption volume.
As an example: At full capacity, the pump circulates approximately 30 liters per minute.
Probably around 5 liters when idling. (Please don't focus too much on that number.)
I'm afraid I can't describe it any better.
So far, we haven't had any 3.0L or 2.7L TDI engines with pump failures.

As a turbo enthusiast, I welcome anyone interested in TSI engines. But please don't offer it with a paltry 1.4L engine. (It might still be okay in the Polo.)

Steffarn wrote:

But please not with a paltry 1.4L engine size. (It might still be sufficient in a Polo.)

Why? Is the insurance coverage too low, or is the consumption too high?

rubberduck wrote:

The trend is definitely continuing towards downsizing.

If you're a fan of downsizing, you might hope that Opel, for example, would offer the Meriva OPC engine in the Astra, to replace the 2.0 Turbo with 170 hp. This would be a 1.6-liter turbocharged engine with 180 hp and 240 Nm of torque, available from 1800 to 5500 rpm. That would also be a quick solution.

My brother-in-law will be picking up his GT 1.4 TSI in the coming weeks. He's already test-driven it. And he says it still has plenty of power at 160 km/h. I have no idea why it shouldn't have more power at 180 km/h, though. "Definitely, I think he would see my taillights then, because mine really start to shine at 180 [km/h]."

Looking at the elasticity figures, I think my Wolf Focus 2.0 TDCi is pretty good: it goes from 60 to 100 km/h in 5.6 seconds. "I can't keep up in 6th gear; it's way too long. At 180 km/h, I'm only reaching just under 3000 rpm. You can't really drive at 80 km/h in that gear (below 1500 rpm), and you definitely can't accelerate. It only works from about 120-130 km/h."

fulda wrote:

Be happy that the PD-related noise is finally coming to an end - CR is the future.

It is still a diesel engine - and its "operating noise" doesn't bother me. Neither with PD nor with CR. I believe older Golf 2 diesel engines still work, but PD engines no longer do.

*dusting*

Manuel Thomas wrote:

I think that TSI or TFSI, and what other technologies will emerge, are the future.

A new, more advanced version of the 2.0 TFSI will be released soon:



240 HP / 300 Nm is quite a lot for a gasoline engine http://www.seatcupra.net/seat_news/seat_worldwide_news/new_leon_cupra_specification_2.0_tfsi__240_hp.html.

I think the TSI engine might still have problems with the boost pressure of 2.5 bar, which is really quite a lot.
Let's see if he can handle it for a long time.

That would be 2.5 bar absolute pressure, so it's possible, although I still doubt it, because that much boost pressure isn't necessary for that level of performance.

'Blow away the dust.'

What I've always wondered since the introduction of TSI technology is: Why isn't this fuel-saving potential also being applied to more sensible, practical cars?

I'm thinking of a small car with a 0.5L engine and 60 horsepower. There would be a significant potential for fuel savings, especially under partial load conditions.
Oh yes, and an engine of this size could also be adapted for use in motorcycles with very few modifications.