Volkswagen 1.5 litre TSI evo engine-05

Over at the 37th Vienna Motor Symposium, Volkswagen is introducing the EA211 TSI evo engine, with the first model being a 1.5 litre TSI with two outputs – 128 hp and 147 hp – to be launched later this year. The new TSI engine generation is claimed to be more efficient, more powerful and with reduced emissions.

The EA211 TSI evo engine has a new combustion process that allows for maximum torque from 1,300 rpm. Meanwhile, the new technology elements enhance efficiency by up to 10% compared to the existing 1.4 litre TSI unit. Furthermore, consumption is said to be reduced by up to one litre per 100 km.

New to the engine is a Miller combustion cycle with a high compression ratio of 12.5:1. A key feature in the EA211 TSI evo, the result sees improvements in thermodynamic efficiency that’s implemented systematically through four main development targets.

A new exhaust gas turbocharger with electrically actuated variable turbine geometry (VTG) is also present. The new turbo allows for “very high” turbine output and high charge pressure from low engine speeds thanks to the new combustion cycle.

The increased accumulation effect on the VTG turbine, in combination with a reduced moment of inertia in the turbocharger, results in very spontaneous response characteristics. Compared with a 1.4 litre TSI unit, the step change load to the maximum torque takes place about 35% faster.

As for the cylinder head, it has been re-engineered through optimisation of the water jacket for improved heat dissipation and adaptation of the valve angle and combustion chamber for the best possible execution of the Miller combustion process.

For efficient thermal management, there’s a new map-controlled cooling module, which ensures the water in the crankcase and the engine, as a whole, remains stationary during the warm-up phase, among other benefits. The rapid engine warming improves heating in the car’s interior and reduces engine friction during the warm-up process.

Cylinder liners in the aluminium crankcase for the 147 hp unit are coated using atmospheric plasma spray (APS) process. Fine-grain spray powders combined with a specifically optimised grinding process allows for tiny lubrication pockets, which ensures low friction and wear as the piston rings glide.

Apart from that, it provides better heat dissipation, which results in improved anti-knock properties during combustion and improved corrosion resistance when required to run on poor-quality fuels. The APS technology also exhibits good wear resistance in hybrid applications.

The common-rail injection system is also a key feature. Optimisation of the overall system and its components gives an increase in injection pressure up to 350 bar. This leads to benefits such as substantial reduction in particulate emissions.

Elsewhere, the indirect charge-air cooling has been modified. With a new installation position, the size has been increased and as an outcome, the performance of the cooler is better too. With that, it’s now able to reduce the temperature of the charge air to 15 Kelvin above that of the ambient air.

The injector tip’s diameter has been reduced to 6 mm, beneficial for integration into the combustion chamber. It also improves stiffness and reduces temperatures at the injector plate. Other features include an extensive friction package, which comprises of a map-controlled, fully variable oil pump, polymer coating of the first main crankshaft bearing and a switch to low viscosity 0W20 oil.