We were expecting this: after having driven the amazing Ford EcoBoost and the 3 cylinder petrol engines from the Opel and PSA (Citroën) stable, it was in our opinion only a matter of time that VW would set new benchmarks in the 1 litre, 3 cylinder petrol engine segment. Well here it is, the 1 litre TSI from Volkswagen. Ii is making its debut in the Golf, as the Golf TSI BlueMotion.
We give you’re here some of the highlights, and will come back soon on this with further detailed information…
Hans Knol ten Bensel
The 1.0 TSI under the bonnet of the Golf TSI BlueMotion is the first large-scale production petrol engine to attain a specific torque of 200 Nm per litre displacement. The maximum power of the three-cylinder engine – 85 kW / 115 PS – lies just above the level of the first generation Golf GTI (110 PS). This maximum power is achieved between 5000 and 5500 rpm, with the 200 Nm of torque being available from a low 2,000 rpm; this figure remains constant up to 3,000 rpm. Already at 1500 rpm, torque is an impressive 175 Nm.
The engine can be driven with spirit, but is also feeling at home in the very low rev ranges. The Golf TSI BlueMotion sprints from 0 to 100 with this engine in merely 9,7 seconds.
State of the art technology…
The Volkswagen EA211 engine series served as the innovative foundation for designing the new 1.0 TSI. This development code refers to a family of state-of-the-art petrol engines and incorporates both three-cylinder and four-cylinder engines.
The EA211 engines made their debut in the small Volkswagen up! and progressively conquered car segments up to that of the Passat. Engine versions with 1.0, 1.2 or 1.4 litres of displacement – with or without turbocharging – are used, depending on the model series.
The high-tech engine now being used in the new Golf TSI BlueMotion is the latest three-cylinder engine with turbocharging, and today it represents the highest evolutionary stage of downsizing.
The weight of this engine was reduced by 10 kg (to 89 kg now), and its CO2 emissions were reduced by 10 per cent. This is thanks to an ultra-rigid crankcase made of lightweight die-cast aluminium (weight: 15 kg), and its compact construction with three cylinders instead of four.
The crankshaft group – crankshaft, pistons and connecting rods – is distinguished by low moving masses and low friction. The aluminium pistons and forged connecting rods were weight-optimised such that the 1.0 TSI can do without a balancer shaft. (!)
The total weight of the crankshaft was also reduced by six per cent by reducing the weight of the crankpins. Four counterweights reduce internal forces in the crankshaft, which in turn reduces loads on the crankshaft main bearings. Very small-sized yet extremely robust crankshaft main bearings and connecting rod bearings make a significant contribution towards reducing friction in the new engine.
Exhaust manifold integrated in cylinder head.
Another very high priority item during the development phase was thermal management. The exhaust manifold of the 1.0 TSI has been fully integrated into the cylinder head – that features four valves per cylinder – and fitted with a separate cooling jacket to make the best possible use of exhaust gas energy during the warm-up phase – and to cool the exhaust gases even more effectively at high loads.
On top of that, Volkswagen engineers designed a dual-loop cooling system. By using an additional thermostat, the coolant temperature in the cylinder crankcase is regulated to a higher level than in the cylinder head. This offers benefits in terms of internal engine friction, which in turn have a positive effect on fuel economy.
The gain in dynamics and good responsiveness are best tested on the road. Figures that most
reflect driving dynamics are the boost in torque from 175 Nm to 200 Nm and the better flexibility figure of 11.0 seconds (1.2 TSI: 13.0 seconds, manual gearbox, 80-120 km/h in 5th gear).
Another important goal was to attain the lowest possible level of engine noise. Based on the interplay of various internal engine modifications – that is, without additional insulating materials, the team of engineers implemented acoustics that are on the level of good four-cylinder engines here.
In terms of responsiveness and top speed, the Golf TSI BlueMotion can reach 204 km/h and is therefore faster than its iconic predecessor. (182 km/h). Needless to say, the vastly improved aerodynamics have something to do with this…
When it comes to fuel consumption, it even beats the first diesel-powered Golf TDI BlueMotion (4.5 l/100 km). The combined fuel consumption of the most fuel-efficient petrol powered Golf ever: 4.3 l/100 km.
This fuel consumption equates to incredibly low CO2 emissions of 99 g/km – and the Golf TSI BlueMotion achieves these figures with both the standard 6-speed manual gearbox and the optional 7-speed dual-clutch gearbox (DSG).
At the same time, the Golf Estate and Golf Sportsvan will launch as TSI BlueMotion models. With a manual gearbox, the Golf Estate also consumes 4.3 l/100 km; with DSG the figure is 4.5 l/100 km.
For the Golf Sportsvan, the figures are 4.5 (manual) and 4.6 l/100 km (DSG).
Volkswagen boasts that the engine is as refined as a good four cylinder. Needless to say that we are very anxious to sample driving impressions of this new engine soon…
Hans Knol ten Bensel