VW Engine Technology 2006

Press Release

TSI Engines in Golf GT and Touran

Maximum strength, minimum consumption

• 103 kW: Touran the first van worldwide with double charged gasoline engine

• 125 kW: Golf GT reaches 220 km/h and consumes an average of 7,2 liters

In 2006, Volkswagen rings in a new era with its double-charged TSI engines. Characteristics: maximum strength with minimum consumption. And this with a system: TSI, FSI and Turbo FSI have long become synonyms for torque strong and economical VW engines. Whether its diesel or gasoline, they are all connected through a central technology: the direct injection. This type of fuel supply, carried out in different forms depending on the engines type, started its career at Volkswagen in a turbo diesel. It is not a coincidence that TDI sounds like GTI – these sporty VW diesel were born 1993 and with them the diesel engine advanced in Europe to a fast as well as economical automobile view of life. After that, Volkswagen expanded their spectrum of direct injection systems to the gasoline engines by way of the fuel stratified injection. The first FSI engine debuted in 2000. Following in 2004, the Golf GTI had the first turbocharged, gasoline direct injection engine, the turbo FSI. Now two years later and starting on a grand scale the double-charged gasoline direct injection: the TSI with turbo charger plus compressor.

TSI IN GOLF AND TOURAN

• The worldwide first TSI engine achieves 125 kW / 170 PS in a Golf

• In a Touran, the first TSI engine develops 103 kW / 140 PS

Golf GT TSI, the first twincharger: the Golf GT is the first automobile worldwide with a twincharged stratified injection on board. This “little brother” of the Golf GTI brings 125 kW / 170 PS power and 240 newton meters torque while the comsumption average is only 7,2 liters. Starting at 0 the sporty Golf f lies past the 100 km/h mark in only 7,9 seconds. And the maximum speed is reached at 220 km/h. The Golf GT comes standard with a six-gear transmission. On request this Volkswagen also comes with the technically unique double-gear shift transmission DSG. To bring out its full strength, the Golf GT is fueled with Super Plus (98 ROZ) but the TSI version can also be driven with Super unleaded (95 ROZ).

The technical base frame for this TSI is a 1,390 cm3 large four-cylinder, whose dynamic, thanks to twincharger technology, equals a 2,5 liters normally aspirated engine. As early as 1,750 rpm the TSI develops its maximum torque which consistently lies at 4,500 rpm. The gently starting and over many rotations consistent thrust – ignited by the compressor and then powered via turbo – is currently not offered in this form by any other automobile manufacturer.

Touran TSI, the comfortable twincharger: on its next TSI level, Volkswagen now introduces the Touran. The fundamental layout of its new TSI is based on the Golf GT engine; in the most successful German van it turns out 103 kW / 140 PS (at 5,600 rpm). This engine also packs a punch. Because TSI stands for a new way of downsizing, for less cubic capacity, less fuel consumption, less emissions – but more power, more torque and more driving fun.

Starting at 1,500 rpm, the new TSI develops 225 newton meters and holds this rate consitently up to 4,000 rpm. It accelerates the Touran TSI in 9,8 seconds to 100 km/h. The maximum speed is at 200 km/h. But with 7,4 liters average fuel consumption the engine in the van – its front surface noticeably larger than a Golf – is very cost effective. In the Touran, the TSI is generally satisfied with 95 ROZ, Super unleaded.

Ergo, with the second “twincharger”, Volkswagen consistently continued to further develop the gasoline direct injection in the directions of driving fun and effectiveness. Compared to the fast Golf GT, however, the main focus here was more towards a comfortable rather than sporty design. In this case this also means that the vehement engine power at low rotations allows for a “shift-lazy” driving style. Fact is that, looking at the technical data, the twincharger of the Touran exceeds the performance and torque characteristic of a 2.0 liters normally aspirated engine with clearly better values. And that, as mentioned, with significantly lower consumption.


TSI TECHNOLOGY

The baseline is the FSI, the conceptional role model is the TDI

103-kW and 125-kW-TSI are technical twins: the most effective way of consumption reduction is the so called “downsizing”. Due to the reduction of the cubic capacity and thus less friction loss a lower specific consumption is reached and therefore a better effectiveness. The way of the future is in the combination of compressor and turbo charger. The compressor compensates the acceleration weakness in lower speed ranges. Typical for turbo gasoline engines the turbo charger on the other hand fires up in higher rotation numbers. The combination of both chargers in full production series engines is unique in the world. The only option for the injection technique was the FSI technology which Volkswagen has already used in numerous model series. Through the experience with the injection technique the engine developers have gathered in the past years it became clear that FSI augments the two charging techniques ideally and enables an unexpected efficiency improvement.

The base power train is called EA 111: the decision for the base power train fell on the FSI from the engine series EA 111. The 1,4 liters engine is a four-valve four-cylinder with 1,390 cm3 cubic capacity, a cylinder distance of 82 millimeters and a bore/stroke ratio of 76,5 to 75,6 millimeters. main focus in the development of the TSI was on the construction of a new, highly resilient cylinder crankcase made of gray cast iron to permanently manage the top pressures of up to 130 bar. Above that, the order of the charge aggregates as well as the compressor power train were at the constructive center of the development.

Modified injection technique: with the TSI motors a multi-hole high-pressure injection valve with six fuel exit openings are being used for the first time. Just like the FSI normally aspirated engine, the injector is located on the entry side between entry canal and cylinder head gasket level. The amount of the fuel to be injected – over the spectrum from idle speed to high rotation numbers, while giving off the maximum performance – requires a high spread in the f low through amount of the injectors. To display this large area in the flow through amount, the maximum injection pressure was increased to 150 bar. Furthermore, it was only possible through FSI technology to achieve a compression ration of 10:1, which is high for charged motors.

The compressor applies pressure from the bottom: to increase the torque at low rotation numbers, the engine developers chose a compressor powered mechanically via a belt. It is a compressor based on the Roots principle. A specialty of the compressor used is an internal translation level which is pre switched to the synchronizations gear wheel couple and which allows high compressor performance also at low engine speed.

The turbo charger switches on via the top: at heightened engine speed an additional emission turbo charger (with wastegate regulation) comes on. Thereby compressor and emission turbo charger are switched in sequence. The compressor is activated via a magnetic clutch, which is integrated in a module in the water pump. A regulation flap ensures that the, fresh air necessary for the operations point necessary, fresh air reaches the emission turbo charger or the compressor. In pure emission turbo charger operation the regulation flap is open. After that the air then takes the way familiar from the conventional turbo enginess via the front intercooler and the choke f lap in the controlled intake manifold.

In the frame of development a particular challenge was the best possible layout of the interplay of both of the chargers lined up in a row. Because, only if the compressor and the emission turbo charger augment each other optimally the power train will achieve the desired smooth torque course. And this over a very wide range of speed and in combination with a never before realized efficiency improvement.

It’s the combination of compressor and Turbo: the maximum boost pressure of the twincharger is ca. 2,5 bar at 1,500 rpm. To keep the required boost pressure, the compressor is only needed up to 2,400 rpm. The emission turbo charger is laid out for an optimal efficiency in the upper performance level and also provides sufficient super charge pressure at medium revs. In dynamic drive operation at lower revs, this is not sufficient for the required elasticity goals. The TSI solves this problem as the worldwide only engine by switching on the compressor. Result: a spontaneous boost pressure. Through the reciprocal augmentation of both systems, the turbo hole is considered suspended. No later than at a number of revolutions of 3,500 rpm, the compressor is no longer needed and the emission turbo charger always provides the desired boost pressure, even dynamically when transitioning from thrust to fully loaded operation.