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Audi Expands Application of the 1.8 TFSI Engine to the A4 and A5 Lines
24 January 2008
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| The 1.8 TFSI in the A3. Click to enlarge. |
Audi is introducing its turbocharged, gasoline direct injection 1.8 TFSI engine as the new entry-level engine for the A4 and A5 model lines. Audi first introduced the engine—the first of a new family of engines—in the A3 line in 2006.
In the A4, the 88 kW (120 hp) four-cylinder 1.8 TFSI is offered with a manual six-speed transmission and front-wheel drive. Maximum torque of 230 Nm (170 lb-ft) is reached at 1,500 to 3,650 rpm. Average fuel consumption is 7.1 l/100 km (33.1 mpg US), with CO2 emissions of 169 g/km.
In the A5, the 125 kW (170 hp) 1.8 TFSI variant is combined with a continuously variable multitronic transmission or manual transmission. The maximum torque of 250 Nm (184 lb-ft) is available between 1,500 and 4,800 rpm. Average fuel consumption is 7.4 liters per 100 km (31.8 mpg US).
The Audi A4 1.8 TFSI accelerates to 100 km/h in 10.5 seconds and has a top speed of 208 km/h (129.25 mph). The Audi A5 1.8 TFSI accelerates to 100 km/h in 8.6 seconds and can achieve speeds of up to 218 km/h (135.46 mph).
The 1.8 TFSI is one of a new engine series (EA 888) designed to deliver greater power density—i.e. developing the same or even more output from a smaller displacement. The new engine family was developed by Audi for worldwide use in all brands of the VW Group.
With its compact displacement and turbocharger, the 1.8-liter engine develops as much output and torque as a V6 naturally aspirated engine did a few years ago.
The EA 888 series engines have been newly developed from the ground up. Just about all that remains of the crankcase from the predecessor engine from the 827 series is the 88 millimeter cylinder spacing. The EA 888 series engines are made of grey cast iron, which provides good noise insulation but weights only 33 kilograms—the whole engine weighs only 135 kg (298 lbs). Inside the crankcase, two counter-rotating balancing shafts compensate for second-degree free inertial forces. The rigid basic structure of the new engine also helps to eliminate humming noises and vibrations.
The toothed chain that drives the balancing shafts has also been designed for this quiet running. Another one drives the oil pump. With its volumetric flow control and two pressure stages, the engine reduces consumption by 0.2 liters of fuel over 100 km. A third toothed chain drives the two camshafts. A newly developed variable camshaft system adjusts the intake camshaft through 60 degrees on the crankshaft.
On the 1.8 TFSI, Audi increased the injection pressure in the common rail system to 150 bar. The exhaust camshaft drives the newly developed high-pressure pump via a four-section cam. The six-hole injectors, which are also new, distribute the fuel precisely in the combustion chamber to achieve more efficient combustion. A two-stage injection is executed after a cold start, the first during the intake stroke, the second during the compression stroke to rapidly bring the ceramic catalytic converters, which are located close to the engine, to their operating temperature.
A water-cooled type K03 turbocharger manufactured by Borg Warner charges the cylinders. Its turbine housing is integrated together with the elbow in a single module made of high-alloy grey cast iron. An optimized turbine wheel improves the response characteristics at lower engine speeds. At an engine speed of 2000 rpm, the 1.8 TFSI needs just 1.2 seconds to build up its peak torque of 250 Nm. The predecessor engine, a 1.8-liter unit with manifold injection, needed 1.7 seconds to develop its 225 Nm.
Within the intake system on the 1.8 TFSI, a newly designed charge movement flap provides the necessary turbulence for a high-quality, homogeneous mixture. The charge air cooler is also a new development characterized by its high efficiency, low weight and compact dimensions.
January 24, 2008 in Engines, Fuel Efficiency | Permalink | Comments (14) | TrackBack (0)
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Comments
Am I missing something? Didn't the B5 series of A4/Passat's already have an 1.8 L 4 cylinder with a K03 turbo rated at 150 HP? With the 5-speed manual, I already get 34 MPG on the freeway. This is all circa 1998 as well. How is this an improvement? It's only an improvement if you conveniently forget that VAG replaced the original 1.8 with the 2.0 as the base engine not so long ago. It's been 10 years and this is the best VAG can come up with???
Posted by: bluegreen | Jan 24, 2008 7:41:38 AM
Yep, your missing something.
First, you're comparing your anecdotal highway MPG to the combined MPG of the current version. That's apples/oranges. (I'm sure the current higway MPG is higer).
Also, I don't know about the details of the A4 line, but in general, all cars get bigger/heavier/faster/safer/cleaner over time. All of those things tend to decrease your fuel economy. Maybe the new A4 isn't faster, but all the other things apply.
An 1998 A4 is rated at 20/29 MPG (new EPA test). The new A4 will probably be around 30. So considering that it's probably heavier/bigger/safer/cleaner than the 1989 version, that's an improvement.
Here's an article you should read
http://money.cnn.com/2007/12/17/autos/honda_civic_hf/?postversion=2007121916
Posted by: Karkus | Jan 24, 2008 9:55:39 AM
Obviously if you only take into account engine performance then yes, the new engine is noticeably more efficient. Do you drive around with only your engine? I'm using the Passat as a stand in for the A4 because the info was more readily available to me. From a systems perspective, why did the weight increase from 3420 lbs in 1998 to 4445 lbs in 2007? Did the performance, safety, utility, aesthetic or entertainment value increase 30% to correspond with the weight increase? Hell no. Stick the new engine in a 1998 sized chassis and show me a 40 MPG 4-door sedan. That would be more impressive since the 1998 Passat was already fairly roomy and space efficient.
Posted by: bluegreen | Jan 24, 2008 11:36:35 AM
Unfortunately consumers have been brainwashed to expect each successive car model revision to bigger/better/faster/etc. and so the continued engine efficiency improvements keep getting negated by those factors. The only thing that I would argue to be a real improvement in newer cars is safety features.
If you want to see the efficiency improvement in cars, you have to keep buying the next lower down model over the years -so you can't keep buying the A4 since it keeps getting bigger -so maybe now you get the A3. Or former Camry owners should now buy a Corolla. etc. Buy unfortunately people automatically see that as a downgrade in size/comfort/lifestyle, etc. even if it isn't.
Posted by: Karkus | Jan 24, 2008 12:17:18 PM
It is indisputsble that safety and emissions equipment adds weight to a vehicle. For the past thirty years, car and truck makers have had to build in this equipment by force of Law.
In the USA, the most advanced safety and emissions standards and customer demands for resasonable performance, have driven the weights up, but this is not a perpetual ever-increasing requirement. You can expect this weight gain to cease.
There are not very many new, heavier, safety or emissions or even customer performance requirements, so the ICE drive train improvements of 5.1 % per year compounded over the last thirty year, sas documented by the government, can begin to be applied to fuel economy.
The EU is still backward in forcing emissions equiipments so there is still weight that must be added to EU models meant for sale there. But even there they sooner or later will catch up and cease getting heavier vehicles too.
Posted by: | Jan 24, 2008 12:40:46 PM
Since the old 1.8T is capable of 225 bhp or 250bhp chipped, I think these new engines are conservatively tuned (the cooking models) and better will come later. Also the marketing aspect comes in. They can't produce a 1.8 that beats their 2.0 engines. These 1.8's are not ultimate power machines.
Posted by: Trevor Webster | Jan 24, 2008 12:48:14 PM
put it in the A3, put it in the A3, put it in the A3, put it in the A3......
Posted by: Patrick | Jan 24, 2008 3:07:26 PM
I think the point some were trying to make is that if the 1.8L is truly making 120hp in the A4, then someone forgot to connect the turbocharger.
2.0L Non-turbo port injected gas engines today routinely make 150-200hp. If they're only going to make 120hp with it, why not downsize further to around 1.2L and reduce the pumping & friction losses and reduce the weight?
Something about the figures for the A4's engine in the article just don't add up...
Posted by: rob | Jan 24, 2008 5:23:39 PM
"Unfortunately consumers have been brainwashed to expect each successive car model revision to bigger/better/faster/etc. and so the continued engine efficiency improvements keep getting negated by those factors."
reminds me of how Intel keep making better and better CPUs, but the improvements get swallowed up by Microsft software bloat.
Posted by: | Jan 25, 2008 2:09:51 AM
@patrick
"put it in the A3, put it in the A3, put it in the A3, put it in the A3......"
There is a 1.8 TFSI (160hp) in Europe. And a 1.4 TFSI with 125hp and astonishing fuel economy.
Posted by: Mirko | Jan 25, 2008 5:13:48 AM
@rob
"I think the point some were trying to make is that if the 1.8L is truly making 120hp in the A4, then someone forgot to connect the turbocharger."
At the A4's introduction, there already was a 160hp version of the 1.8T available. The 120hp version is the de-tuned entry-level version, to replace the old NA 2.0 and 1.6 engines.
Volkswagen is slowly phasing out NA engines.
Posted by: Mirko | Jan 25, 2008 5:16:41 AM
At 120hp I would have thought the 1.8 was a FSI engine without the "T".
Rob, US spec engines don't commonly reach 150hp to 200hp in naturally aspirated form with the sole exception of the Honda 2.0L engines. It is much more typical to find 135hp to 165hp engines that displace 2.0L and are naturally aspirated.
Mirko, I don't live in Europe...I'd probably be driving a BMW 1 series with one of those 1.6L valvetronic engines if I were, but in the US even the small cars only come with big 200+ hp engines.
Posted by: Patrick | Jan 25, 2008 8:35:22 AM
@Patrick
forget the 1.6l valvetronic in the 1-series - it takes the fun out of the car, while not getting close to it's mileage ration... because you have to rev it hard to get to the usable part of the power band.
The same can be said for the 118i and 120i.
While I prefer the 1-series to the A3, the 4-cylinder gassers from Audi are vastly better.
The 118 and 120 diesels are pure joy though... and getting 50 MPG is easy without being slow.
Posted by: Mirko | Jan 27, 2008 4:03:34 AM
The engine in the base A4 may produce only 120 hp, but the torque, 170ft lb at 1500 RPM is impressive. I think this is the point of this engine, low end strength and efficiency.
Posted by: Bill W | Feb 15, 2008 8:54:27 AM
