EA211 TSI®evo – The New 3-Cylinder Petrol Engine from Volkswagen

Autoren

Dipl.-Ing. Norbert Becker, Dipl.-Ing. Kurt Blumenröder, Dipl.-Ing. Carsten Helbing, Dipl.-Ing. Lars Hentschel, Dr.-Ing. Jürgen Strobel, Dipl.-Ing. Matthias Ganzer, Dipl.-Ing. Alfons Laumann, Dipl.-Ing. Dirk Bordiehn, Dr. Dirk Hagelstein, Dr. Henrik Hoffmeyer, Dipl.-Ing. Sebastian Bujak, Dipl.-Ing. Matthias Kreft, Dipl.-Ing. Michél Tuchen, Dipl.-Ing. Steffen Dohse, Volkswagen AG, Wolfsburg

Zusammenfassung

Since their market launch in 2005, Volkswagen’s TSI engines have been at the forefront of petrol engines with direct injection and turbocharging all over the world. The EA211 range replaced the successful and well-known predecessor EA111 range in 2011. The introduction of the EA211 TSI evo generation in 2017 marked yet another major development that ensures the compact petrol engine family of the Volkswagen Group is fit for the future. The evo engines debuted as four-cylinders with a 1.5 l displacement and output levels of 96 kW and 110 kW.

Volkswagen is now expanding the TSI evo family with a second displacement class which features the TSI evo combustion process paired with VTG turbocharging across the board for the first time. Going forward, the three-cylinder 1.0 l TSI evo will cover the output spectrum up to 81 kW, bringing the strengths of the four-cylinder – low consumption and pollutant emissions – into the smaller engine class. Its first use will be with the market launch of the new Golf 8. The 1.0 l TSI evo thus replaces the highly successful 1.0-litre three-cylinder EA211 engine, which, since its launch in 2015, has achieved very good installation rates throughout the Group on the back of customer acceptance.

The 1.0 l TSI evo is the systematic development of the 1.5 TSI evo with 96 kW. While the four-cylinder engine achieves first-and-foremost a high degree of efficiency due to the TSI evo combustion process with VTG turbocharging, the optimised combustion
process in the new I3 TSI evo provides the driver with a high specific output and good off-the-line characteristics at low revs, already known from the four-cylinder engine, in addition to a further improvement in efficiency.

The bore/stroke ratio of the 1.0 l TSI evo is – in contrast to the long-stroke four-cylinder engine – almost square, which called for a new thermodynamics concept. Paired with a high charge pressure, the compression ratio of 11.5:1 requires a substantial amount of heat dissipation, which is provided by map-controlled thermal management, coated cylinder barrels, internal cooling of the cylinder walls and map-controlled piston cooling.

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