TSI

TSI Petrol Direct Injection And

Twincharger.
Volkswagen unveiled its first petrol direct injection
engine with turbocharger in the guise of the 2.0 FSI
turbo in the Golf GTI. Volkswagen is now heralding
in the second stage of its offensive, with TSI
technology: the outcome is a high-tech engine
delivering plenty of power and torque, yet with low
fuel consumption. The new 1.4 TSI consequently
exhibits parallels with TDI technology that go beyond
its mere name.

The unique feature of TSI technology, which Volkswagen is the first and only
manufacturer in the world to offer, is the combination of petrol direct injection and a twin
supercharger. The twincharger, a mechanical supercharger in conjunction with a secondary
exhaust turbocharger, boasts one of the best output per litre figures of any production four-
cylinder engine in the passenger car sector, at 90 kilowatts or 121 hp per litre of swept
volume.
 The peak torque of 240 Nm is available
from as low an engine speed as 1,750 rpm
and is maintained at this high level right up
to 4,500 rpm. This figure is equivalent to the
potential of a naturally aspirated engine with
a displacement of around 2.3 litres. By
comparison, the fuel consumption of the 1.4
TSI is nevertheless around 20 percent lower.
TSI technology is available in the new
Golf GT, which achieves a notably low fuel
consumption of 7.2 litres per 100 kilometres
(combined cycle, according to MVEG; CO2
emissions, combined cycle: 173 g/km). A
second performance version of the TSI
engine developing 103 kW (140 hp) and a
peak torque of 220 Newton-metres is now
also available for the Touran. Volkswagen
furthermore has plans to make TSI
technology available in other models, too.
It is Volkswagen’s declared aim to
cut CO2 emissions and fuel consumption
substantially. This should not, however, be
accomplished at the expense of driving
safety and driving pleasure. New solutions
and innovative engine technology are
needed to achieve this objective.
One of the most effective engine-
based measures for cutting fuel
consumption is “downsizing” the engine. A
reduction in the displacement to 1,390 cc
cuts friction losses and thus achieves a
higher level of engine efficiency. This does,
however, conflict with modern-day
expectations of an ample torque pattern,
because the latter provides greater active
driving safety and driving pleasure. The
solution is supercharging
A solo turbocharger does not
operate efficiently enough in the lower speed range to achieve the desired performance
values. Although a mechanical supercharger is very effective at low engine speeds, fuel
consumption suffers at higher engine speeds due to the elevated power consumption. The
solution is to combine both supercharging systems productively, resulting in the twincharger of
the 1.4 TSI. As a result of complex interplay, the compressor and exhaust turbocharger increase
the boost pressure to as much as 2.5 bar (at 1,500 rpm) even from very low engine speeds.
 The Volkswagen FSI® petrol direct injection technique provides an ideal basis for
economical fuel consumption and high efficiency. The result is the world's first direct-injection
petrol engine with twin supercharging: the 1.4 TSI from Volkswagen

On the twincharger, Volkswagen combines an exhaust turbocharger with a Roots-type

mechanical compressor. This involves two pistons rotating in opposite directions inside a
housing, without making contact. The pump effect is generated by the opposing rotation of the
two Roots pistons.
 The operating principles of the compressor and exhaust turbocharger complement each
other perfectly. The compressor has map control up to an operating speed of about 3,500 rpm.
Its boost pressure is increased further by the in-series exhaust turbocharger. From 3,500 rpm on,
only the turbocharger boosts the pressure in the cylinder.

The high-speed compressor compensates for any turbo lag towards the lower end of
the engine speed range and bridges this effect. It is driven by the crankshaft via a
maintenance-free belt drive with a ratio of about 1 to 5. Depending on the engine speed and
accelerator position, the mechanical supercharger is engaged or disengaged by map control by
means of a solenoid coupling.
 By virtue of the compressor being driven directly from the crankshaft, the required boost
pressure is available even at very low engine speeds. The twincharger thus guarantees a
spontaneous flow of torque in every situation, including sudden transitions from coasting to full
throttle, and provides a surprising amount of pulling power.

To suit the new technology, Volkswagen’s engineers also revised the petrol direct injection: the
maximum injection pressure at the 6-hole injector, a design being used for the first time, is as
much as 150 bar. The piston geometry with the specially shaped recess has been modified on
the TSI. This measure ensures that the mixture preparation process passes off smoothly all the
way from idling to full-load operation at more than 7,000 rpm. Efficient combustion and
therefore more power and torque, together with lower emissions, are the result.
 From idle speed
up to an engine speed
of approx. 2,400 rpm,
the compressor operates
continuously provided
the driver requires a
certain amount of
power. Within the speed
range of about 2,400 to
3,500 rpm, the
compressor is engaged
on demand via the
solenoid coupling, for
instance for overtaking.

A control flap
adjusts the route of the
fresh air drawn in: via the compressor, or directly to the exhaust turbocharger. When in the
turbocharger-only mode, from about 3,500 rpm, the control flap is opened and the compressor
shut down. The air then passes along the conventional route for turbo engines, via the front
charge-air cooler and the throttle, into the intake manifold.
 At these engine speeds, the exhaust turbocharger with wastegate control – which is
designed for optimum efficiency at the upper end of the engine speed range – is the sole
source of supercharging. Each stage of the twincharger is thus always operated in its optimum
range. This guarantees spontaneous throttle response, outstanding torque and low fuel
consumption values.

With its ample torque curve, which achieves outstanding engine power and spontaneous
response, the 1.4 TSI feels like a high-displacement naturally aspirated engine to the driver. The
low fuel consumption could not be in starker contrast to this impression. As already with the TDI
engines, Volkswagen has achieved an impressive combination of driving pleasure and economy
with its new TSI technology.
The advantages in specific:
ƒ The twincharger lends the TSI engine an ample torque curve across a broad speed
range, as well as outstanding maximum power in conjunction with distinctly low fuel
consumption.
ƒ The impressively high torque across a broad range of engine speeds permits a relaxing
driving style with minimal gear-changing work.
ƒ TSI means high-tech from Volkswagen: petrol direct injection and the twincharger
concept assure more driving enjoyment and economy.
ƒ The TSI is doubly beneficial when it comes to the cost of ownership, too: low-
maintenance, durable engine technology and low road tax thanks to the low displacement.
Golf GT 1.4 TSI
Displacement 1.390 cc
Bore / stroke 76,5 / 75,6 mm
Valves per cylinder 4
Compression 10.0 : 1
Forced induction Compressor, turbocharger
Maximum boost pressure 2,5 bar
Maximum power output 125 kW / 170 hp
at 6.000 rpm
Maximum torque: 240 Nm
at 1.750-4.500 min-1
Acceleration 0-100 km/h 7,9 s
Flexibility
(80-120 km/h 5th gear) 8,0 s
Top speed 220 km/h

Fuel consumption: Super Plus unleaded, 98 RON (acc. to MVEG)

urban 9,6 l/100 km (acc. to MVEG)
extra urban 5,9 l/100 km (acc. toMVEG)
combined 7,2 l (98 RON) (acc. to MVEG)
CO2 emissions, combined 173 g/km