The appearance of German cars with a new range of TSI engines, or, a little earlier, TFSI, is often a subject of controversy, the main issue of which is precisely the engine.
What it is - a TSI engine and what innovations have been applied in its design and we will tell you below, not forgetting to mention the problems associated with the operation of TSI engines.
The main components of the TSI engine
The difference between TFSI and TSI engines comes down to the introduction of a second turbine, however, Audi calls the engines TFSI, although they have a second turbine.
Difference from the rest gasoline engines lies in the decoding of the abbreviation TSI in the name of the engine.
The predecessors of TSI were designated as TFSI - Turbocharget Fuel Stratifled Injection - turbocharging with stratified (or stratified) fuel injection. These motors appeared as a result of equipping with an injection turbine for air injection.
Later, Volkswagen introduced another designation for its engines - TSI (Twincharget Stratifled Injection) - changing the decoding due to the improvement of the turbocharging system by installing another turbine, driven slightly differently than on other similar units. Now the abbreviation TSI means the engine has twin turbocharging and stratified injection.
As you can see, the difference between TFSI and TSI engines comes down to the introduction of a second turbine - Volkswagen patented a new name, although similar engines installed on Audi are still called TFSI, although they have a second turbine.
Features of the device and their effect on engine performance
Second turbine
Disassembled TSI engine
Compared to a conventional (naturally aspirated) engine, the turbocharged engine has improved power characteristics and is more economical.
In general, turbocharging allows you to "squeeze" more air into the combustion chambers and thereby improve their filling with the fuel mixture. A conventional turbine is driven by exhaust gases - its driving blades are located in the exhaust manifold. The driving blades are connected by a shaft with the driven ones installed in the intake manifold and carry out air injection.
Compared to a conventional (naturally aspirated) engine, the turbocharged engine has improved power characteristics and is more economical. But such an engine has such a drawback as a failure during sharp acceleration - the so-called turbo lag effect. It is explained by the inertness of the turbine wheels.
The installation of the second turbine, driven by the crankshaft pulley, makes it possible to remove the turbo lag effect. At the same time, the second supercharger works constantly only at low and medium speeds - at high speeds it turns on only when the load increases - when overtaking, moving uphill, etc., that is, it works "on the catch".
Conclusion: the second turbine improves the dynamics of acceleration, this is especially noticeable when a set of revolutions "from the bottom". In addition, when combined with other innovations, TSI engines deliver high power at low displacement - all without sacrificing fuel economy.
Liquid air cooling
Air cooling circuit for TSI engine
The use of two turbines makes it possible to achieve not only an increase in the discharged air, but also to form vortex flows in an optimal way.
On diesel engines the air entering the combustion chambers is cooled by an intercooler - a heat exchanger installed in the intake tract. This is also done in order to "squeeze" as much air as possible into the combustion chambers - any cooled gas has a high density.
Usually the intercooler is a radiator, but instead of liquid, air passes through it. On TSI engines, the intercooler is also liquid-cooled - pipes from the main cooling system are supplied to it. Thus, heat transfer is improved and the air intended for the formation of the fuel mixture is better cooled. However, this can be called an innovation only in relation to gasoline engines - on diesel units liquid intercoolers are not new.
In general, TSI engines currently combine all the previously proven improvements to the power systems of gasoline engines, including direct fuel injection into the combustion chambers. The use of two turbines makes it possible to achieve not only an increase in the forced air, but also to form vortex flows in such a way that the fuel atomization is more "thin" and "explosive".
TSI engines - pros and cons
The undoubted advantages of these motors include high power at small working volumes. In addition, driving a car with a TSI engine is a pleasure - the car is "easy to lift", confidently accelerates even from low revs. In conditions of heavy city traffic, this is important - sometimes, in order to avoid an accident, you need to quickly leave the "line of fire" - and here good dynamics save you. And all this is not at the expense of efficiency - TSI engines have a moderate "appetite".
But, like most new products, TSI engines have very serious drawbacks:
Serious disadvantages of TSI engines are increased oil consumption and high demands on fuel quality.
- increased oil consumption;
- exactingness to the quality of fuel;
- the weak link is the timing drive. Chain motors often experience chain overshoot due to stretched or broken tensioner. In addition, the elongated chain contributes to the incorrect operation of the phase regulators, which negatively affects the power characteristics of the engine;
- the combination of the above disadvantages logically gives rise to the following - expensive service and repair of TSI engines.
However, manufacturers declare a large resource of TSI engines - about 300,000 km without overhaul... But this high figure is significantly "spoiled" by the turbine resource, which is 60,000 km. Considering the decent cost of this unit (approximately 20,000 - 30,000 rubles), this is a very significant drawback.
On TSI engines, an obligatory oil change after 10,000 and regular check of the oil level in the engine.
The reliability of TSI engines largely depends on how the car owner complies with the maintenance rules established by the manufacturer. Oil change for TSI engines is provided no more than after 10,000 km of run, and it is necessary to constantly monitor its level - for 1000 km of run, the engine "eats" about a liter of oil.
Direct fuel injection puts forward increased requirements for the quality of the latter - engines with such an injection system operate on lean mixtures, and any unwanted impurities instantly affect the dynamics of the car in the most unfavorable way. And carbon deposits form on the injectors installed directly in the cylinder head, which reduces the quality of fuel atomization.
In addition, due to the ingress of oil into the intake manifold through the gaps between the turbine shafts and the plain bearings, the spark plugs are often exposed to engine oil, which leads to the formation of carbon deposits on their electrodes and premature failure.
Topping up oil in the TSI engine
Experienced drivers allow the TSI engine to run for a few minutes after the ride to avoid a sudden cooling of the turbine.
As means that can "prolong life" fuel system, for TSI engines, it is possible to recommend the use of additives in gasoline, which help to clean the injectors and combustion chambers. When buying such additives, you should carefully study the instructions for use - not all similar additives can be used for engines with direct fuel injection.
Car owners familiar with weak points turbocharged engines, often wondering - is it possible to turn off the TSI engine immediately after a trip? Official dealers VW claims that due to the liquid cooling of the turbine, warpage of its blades will not occur when the engine is suddenly cooled. But experienced drivers still let the engine run after the trip for a few minutes - for insurance. One can only advise to do the same - taking into account the cost of the turbine.
In conclusion, we can say that the use of turbocharging in gasoline engines is an undoubted step forward. And the Germans will be able to cope with oil consumption over time - for example, by installing an autonomous pressure lubrication system for the turbine, as they did 20 years ago on Heinrich Rau metal-working machines.
The variety of power units in modern cars today is such that you do not always understand what kind of motor we are talking about. One of the very popular engines for a long time is the TSI engine developed by the specialists of the Volkswagen concern. TSI (Twincharged Stratified Injection) engines have been installed and are installed on various models of VW, Skoda, Sead cars. And such motors themselves have received many prizes for economy, environmental friendliness, efficiency and reliability. In this article we will try to understand what a TSI engine is, what are its features, strengths and weaknesses.
Perhaps the brightest and most important feature of the described engines, and these are gasoline engines and only they, is the presence of a dual turbocharging system. There is also a conventional turbine, which rotates with the help of a stream of exhaust gases, as well as a mechanical compressor, driven by a mechanical drive. Thanks to this tandem, air enters the combustion chamber evenly and sufficiently, regardless of engine speed.
Conventional turbo engines are characterized by such an effect as a turbo pit. It occurs at low engine speeds when the flow exhaust gases cannot rotate the turbine quickly enough and, accordingly, the turbocharger does not pump the required amount of air into the cylinders. This is fought with variable blade geometry turbines, or as in Twincharged Stratified Injection engines with a mechanical compressor. And such a compressor shows itself very well.
Another highlight of TSI engines is the stratified fuel injection system. It allows you to better prepare the fuel mixture and achieve a more complete combustion. Well, this, as you know, increases the efficiency of the engine, its economy and environmental performance. So for example, if the power of a conventional 1.2-liter turbo engine is 90 Horse power, then the same TSI engine will produce more than a hundred horses.
Cooling system and weight
An important innovation in the described motors was a decrease in their weight, in some cases, up to 15 kilograms, as well as an improved cooling system.
To reduce weight, in particular, the manufacture of the engine cover from special polymers is used. And the cooling is divided into block cooling and head cooling. This engineering move allows you to optimize temperature regime motor at any load.
Today there are TSI engines produced by VW in the following sizes:
- 1.2 liters;
- 1.4 liters;
- 1.8 liters;
- 2 liters;
- 3 liters;
Such a variety of volumes and, as a consequence of capacities, is capable of providing reliable and powerful motors for cars of almost any class, except, of course, for trucks and special vehicles.
And so, at first glance, we have a reliable, economical, powerful and high-tech car engine able to walk long enough without creating problems for the owner. But, there are also enough critical reviews for these motors in the vastness of our country. So what's the deal?
TSI engine problems
First of all, it should be noted that TSI engines are very sensitive to the quality of the oil and fuel you use. And with us good gasoline and with really quality oil there are difficulties. So it turns out that the engine, which works like a clock in Europe, gets to us and begins to show character. Not immediately, of course, but after some time, such a situation is quite possible. Therefore, if you have already become the proud owner of a car equipped with a TSI engine, provide it with a decent quality of gasoline, as well as a timely oil change and the quality of this oil, of course. Correct and timely care of the power unit, as well as of the car as a whole, will significantly extend the service life of your vehicle.
If you buy a used car imported from European countries, pay attention to how often the oil was changed. It happens that the oil is changed about once every 60 thousand kilometers. And after the warranty period, the car is sold trite. It is this period that the engine nurtures even with such barbaric treatment. But then problems begin, which you will have to disentangle if you purchase such a car.
Also, problems during the operation of TSI engines may arise from people who are generally not familiar with the specifics of handling turbocharged engines. But here the motor is definitely not to blame for anything. And the rules here are simple and unpretentious. After completing the ride, let the motor run for a bit. idle... Do the same before starting your trip. Monitor the oil level and quality, as well as the condition of the engine as a whole. And everything will be fine.
Sometimes I have heard that the polymer cover of the motor and, in general, its lightweight design is definitely a weak link. Nevertheless, there are no facts, let alone facts confirmed by statistics on this matter. But if there really were problems with the body or the engine cover, it would be written and talked about, a lot and with taste.
An innovative breakthrough in the automotive industry was the development of a new line of engines, the hallmark of which is high power with low fuel consumption.
This was achieved using a combination of direct fuel injection and dual-charging. Gasoline engines internal combustion have the TSI marking, are installed on well-known German brands such as Volkswagen, Audi, Seat, Skoda, etc.
History of TSI motors
There is some confusion between two almost identical power units, which are marked differently on some cars. This is due to the stage of transition from atmospheric engines to turbocharged.
In 2004, a 2.0-liter naturally aspirated engine with a direct injection system, formerly referred to as FSI, and, accordingly, added the letter T to its name - TFSI (Turbocharged Fuel Stratified Injection). The abbreviation was deciphered as "turbocharging, stratified fuel injection". The Volkswagen concern has shortened the full name to "Turbocharged Stratified Injection" and patented a new abbreviation - TSI.
In 2006, a 1.4-liter engine was developed with a more reliable and simpler injection system with two superchargers (turbine and mechanical compressor). They began to decipher the abbreviation a little differently: "Twincharged Stratified Injection" (double supercharging, stratified injection).
Since then, Volkswagen has developed and improved the TSI series of engines, differing in the volume and number of compressors used for boosting. On Audi cars, such units are still referred to as TFSI.
The principle of operation of TSI engines and their main differences
TSI motors differ significantly from their predecessors (atmospheric and turbocharged units) in the following indicators:
- the presence of two compressors;
- advanced cooling system;
- fuel injection changed;
- lightweight engine block;
- increased power.
At low revs, the turbocharger and the mechanical supercharger work together. When the speed rises above 1700 rpm, the mechanical supercharger is connected only at moments of sharp acceleration, and further development occurs with the help of a single turbocharger. The combined use of the two devices provides excellent pickup and rated torque in a wide speed range, smooth and stable operation of the unit.
Video - the principle of operation of the TSI engine from Volkswagen:
Unlike conventional "turbo" variants, the TSI engine introduces the concept of "liquid cooling". The cooling system pipes pass through the intercooler, which is why the main air is injected in the cylinders. The pressure indicator becomes higher, as a result of which there is a uniform filling of the combustion chamber with a combustible mixture and an increase in dynamics.
Fuel is supplied to the cylinders of TSI engines "directly" (bypassing the fuel rail), where it is mixed layer-by-layer with air. In this case, combustion occurs with high efficiency. Such an injection system made it possible to increase the power and.
New engine lightened by almost 14 kg. This has been achieved using a new block and head placement design. They also weigh less than their predecessors camshafts and some other details.
The performance of motors of this series is also much higher. For example, the capacity of a 1.2-liter unit is 102 hp, while in a conventional turbocharged engine of the same volume, this figure is only 90 hp.
Advantages and disadvantages
The main advantages of German motors are:
- high performance;
- profitability;
- lack of "turbo" in any speed range and during acceleration;
- environmental friendliness. The CO 2 indicator of TSI motors is several times less than that of atmospheric ones;
- lower cost of customs clearance;
- ample opportunities for tuning. Boosting the engines is easy enough.
The disadvantages of TSIs are considered to be their high sensitivity and increased maintenance requirements. Motors need careful care, frequent replacement Supplies(oils, filters, etc.), the use of fuel High Quality... The repair of such power units is also expensive.
TSI engine problems
The main headache of this series of motors is the timing drive. Premature chain stretching and wear can cause the chain to slip through the sprocket teeth, resulting in valve and piston damage. The tension regulator also does not inspire confidence, the failure of which leads to the same problems.
The new engines in the 1.2L and 1.4L EA211 series have lost the timing problems. The chains of these motors are replaced by toothed belts.
Another TSI problem is high oil consumption. By the manufacturer for different versions the flow rate is set from 0.5 to 1 liter per 1000 km. Often the result of such consumption lubricants becomes clogged candles.
Video - among the problems, car owners often note the unusual sound of a running TSI engine and increased oil consumption:
Reviews of motorists
During its existence, cars with TSI engines have wound hundreds of thousands of kilometers on our roads, and meanwhile their owners have formed certain opinions regarding reliability and ease of use.
On the contrary, trips over short distances (especially in cold weather) turned out to be not very favorable, since the units require a long and complete heating cycle, which is possible only when driving. Most motorists do not recommend purchasing a German novelty for operation in the northern regions.
Almost unanimous agreement was reached by car owners on the need to use only high-quality consumables and fuel. Moreover, many advise as often as possible - every 5-7 thousand km, and in the presence of extraneous noise and crackling in the engine, they recommend contacting the service immediately.
If the malfunction is not detected and eliminated in time, then with its aggravation, further repairs may turn out to be unprofitable. The sad outcome of such cases - complete replacement engine, which is quite expensive.
From Germany, you should carefully study its service history. If the oil change was carried out at a long interval (40-50 thousand km), it is better not to purchase such a car.
In the early 90s, when injection engines were just beginning to appear in car markets, the public crossed themselves and ran away to hell, preferring the good old carburetors, with which not everyone also made friends. The same picture is observed in relation to the ten-year development of the Volkswagen AG concern, engines with a trivial abbreviation TSI... If diagnosticians and mechanics slowly began to deal with standard injection engines, then such a thing as TSI causes a storm of rejection, although, in truth, it did not deserve it. What is the TSI engine and what the Volkswagen abbreviations mean in general, how much one should be afraid of them and why they are so scary, we will figure it out after a linguistic study.
TSI engines: what are they?
In the photo - the TSI engine, which was developed by Volkswagen
In order not to confuse motors and somehow distinguish them from each other at the user level without factory 17-digit indices, many companies assign certain indices to especially distinguished or most typical motors. Moreover, some of them are secured at the level of patents, as is the case with the TSI motor. This engine of a certain design type, developed by Volkswagen, is installed on almost all cars of the alliance - Volkswagen, Audi, Skoda, Seat.
Twincharged Stratified Injection is the original meaning of the acronym, which means "twin-aspirated stratified injection engine". It sounds really scary. But that's not all. Later, this index was simply understood as a turbocharged engine with stratified direct injection, Turbo Stratified Injection, without specifying the number of superchargers. Prior to this, the company used engines with the Fuel Stratified Injection index, FSI, which were without a turbine, but with direct injection. Everyone was confused by the Audi company when they wrote in TFSI engine... Later, these engines began to be installed on powerful versions of the Skoda Octavia, Seat Leon. These were engines of 1.8 and 2.0 liters in volume, but a year later, when a 160-horsepower engine with one compressor came out, Audi left the abbreviation TFSI, and Skoda and Seat, for some unknown reason, continued to label engines as TSI.
Video about the principle of operation of the TSI engine
In 2006, another innovation took place. Volkswagen presented exactly the engine that we will talk about - a 1400 cc, 122 hp engine with two superchargers and direct injection. It would seem that the confusion is over. No matter how it is. When the dual-charging technology began to be installed on 1.8-liter engines, two absolutely identical engines appeared with the BYT, BZB, CDAA, CDAB codes, with a capacity of 160 horses and the CDAB engine, which had 152 horsepower with the same design solution and absolutely the same the same gland. It turned out that for some markets the company had developed a lower power motor in order to meet environmental standards and meet the acceptable size of the state duty. (This refers to the RF). In a word, all these indices: FSI, TFSI, TSI, are officially registered under the Volkswagen AG alliance, and what distinguishes TSI motor in technical terms - a different story.
A separate story about two superchargers and direct injection TSI
It is worth starting with what is new and beautiful brought to automotive world TSI engine. Let us emphasize that we are talking about a 1.4-liter 122-horsepower engine. This engine saved the driver from one important drawback of all turbocharged units - the turbo lag. The fact is that with such a small volume, it is almost impossible to keep the torque in a wide rpm range. The turbine starts to work only with an increase in the speed, more than 3000 rpm, until this threshold the engine actually sleeps. Volkswagen engineers did it simply - they installed another supercharger, not a turbo, but a mechanical one, such as Roots. A mechanical compressor blows air directly into the combustion chamber until the turbine is turned on. The wastegate then cuts off the mechanical supercharger, leaving the engine under the supervision of the turbocharger.
The abbreviation TSI in translation reads as "engine with two supercharges and stratified injection"
As soon as the engine speed drops, the control immediately switches the wastegate to the mechanical supercharger mode, which ensures that maximum torque is maintained over a wide rpm range. And that's not the only feature of the TSI engine. Another innovation is the use of 6-hole direct injection nozzles. The six-jet nozzle supplies fuel to the combustion chamber at a pressure of about 150 bar, ensuring perfect filling, thereby reducing fuel consumption. The engine performance is really phenomenal when it comes to the production unit that has taken place, and it is quite easy to track them. on the modifications of this engine, of which there are several:
- The most modest in the family - 1.2 TSI. This is a cast iron cylinder block, a stamped crankshaft and one turbine. Yes, it's TSI, but not in the tween sense, in the turbo sense. The turbine pumps out about 1.6 bar, and the engine can deliver from 86 to 90 forces, depending on the market. It is installed on Audi A1 and A2, all small Volkswagens, Skoda Roomster, Yeti, Fabia and Rapid, on budget Volkswagens and on Seat Ibiza, Altea and Leon.
- The same 1.4 TSI. Optimal balance of power, torque, economy and volume. The company says this is the best turbo engine money can buy. Perhaps, but its price is about $ 1000 when compared to a simple motor MPI on the same Golfs or Jettas. It is worth it, because on the Fabia RS this motor shows no less than 180 horses. The same parameters are for the charged Polo GTI, Ibiza Cupra, and in standard versions the motors give out 105, 122 and 150 forces, depending on whether there is one boost in the car or two.
- Another one. This time, the most common in the US - the 1.8-liter TSI shows the same 180 horses as the little Fabia. He completely replaced the 2.5-liter engine in terms of characteristics. The alliance also produces 2.0 TSI engines for large crossovers and hybrid versions of Tuareg. These motors can develop from 200 to 230 forces, and now V-shaped three-liter sixes with a capacity of 333 forces are being actively introduced.
Why be afraid of TSI?
Because this engine is designed to run only on good fuel and only on excellent oils. Subject to these conditions, the engine will work flawlessly, and the plant guarantees it a resource of 300 thousand km. Reviews also report problems with the injection system when they first met our gasoline. Well, there is nothing you can do about it, but the problems with the chain, which the same reviews say, can be avoided. The chain can slip on the gear, then there is a phase displacement, and if it is strong enough, this can lead to bending of the valves. But, again, the human factor is to blame.
Not worth starting modern cars from the tug. If it does not start, you need to look for the cause or contact specialists and carry out qualified repairs. Also talk about increased consumption oil in these engines, but the factory flow rate is a liter per 1000 km, however, it depends on what kind of oil to pour. The reliability of this engine is beyond doubt, and if you protect it from bad oil and properly filter gasoline, there will be no problems with it throughout its entire service life.
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