VW Confirms 10-Speed DSG and New 2.0TDI Motors (now with TWO turbos...)

[Deckhook]

Are you advocating CVT? Gross...

Not CVT but Torotrak's IVT, point is according to a chap I know who has experienced the system in a test car said that Torotrak's IVT can mimic gear ratios if preferred, the number of shift is obviously irrelevant as it's a software thing.

 

[Deckhook]

Hehe yeah the M5 is meant to be driven this way and it has "only" 7 gears
My main problem with 8HP is that I'm TOO used to 6 gears.
Maybe others are OK with it.

Six is a nice number using them on the road meant you seldom ventured beyond 5th so less shifting but with 7, 8, 9 and now 10 remember which gear will be a headache as instead of shifting 1 or 2 gear for a corner you might be shifting as many as 4.

 

[C4L]

Not CVT but Torotrak's IVT, point is according to a chap I know who has experienced the system in a test car said that Torotrak's IVT can mimic gear ratios if preferred, the number of shift is obviously irrelevant as it's a software thing.

That is how CVT works too...

 

[JHF]

Volkswagen unveils 272 HP 2.0-liter diesel engine with electric turbocharger

Volkswagen 268 bhp 2.0-liter diesel engine with electric turbocharger


10-speed DSG previewed
Volkswagen has introduced a high-powered four-cylinder 2.0-liter turbodiesel engine during a technical presentation held at home in Wolfsburg, Germany.

A few months ago, Volkswagen came out with the all-new Passat which among many engines is offered with a four-cylinder, 2.0-liter TDI bi-turbo rated at up to 240 HP (176 kW). The same engine has now received a two-stage electrically operated turbocharger which has managed to bump output to 272 HP (200 kW). There's no word yet about the torque figure yet but chances are it's a bit higher than the 500 Nm (369 lb-ft) available in the Passat.

The additional power was obtained not only by implementing an electric turbocharger but also by installing a new variable valve timing system and a Piezo common rail injection system working at pressures of up to 2,500 bar.

Volkswagen has also provided some preliminary details about its forthcoming 10-speed DSG transmission which will be able to cope with up to 550 Nm (405 lb-ft) of torque. Codenamed DQ551, the ‘box is actually an evolution of the six-speed unit and will feature a coasting function to save fuel along with a new brake energy recuperation system which promises to be more efficient than before.

More details about all the innovations can be accessed from the press release below.

Source: Volkswagen

http://www.worldcarfans.com/114111184117/volkswagen-unveils-272-hp-20-liter-diesel-engine-with

 

[Giannis]

Nice!

Still, Volvo's new D2 engine runs a Denso fuel injection at 3000bar, if I am not mistaken, so 2500bar is not something impressive anymore.

Also, any chance that the maximum boost pressure of this engine is known? The engine block is iron cast or aluminum?

 

[Rolf]

Wow amazing advancement in 4-cylinder diesel engine performance with this engine, 100kw/ltr is sensational for an oil-burner, that is as good as a really good 2.0 petrol engine but with added benefit of a massive 500nm or more torque. I would question the reliability of these electric turbos as they must be spinning at huge revs to provide the massive boost they deliver. I wonder if they use special bearings to handle the high revs and heat build up. The coils must produce such alot of heat, maybe they need a special type of cooling system

 

[Giannis]

Wow amazing advancement in 4-cylinder diesel engine performance with this engine, 100kw/ltr is sensational for an oil-burner, that is as good as a really good 2.0 petrol engine but with added benefit of a massive 500nm or more torque. I would question the reliability of these electric turbos as they must be spinning at huge revs to provide the massive boost they deliver. I wonder if they use special bearings to handle the high revs and heat build up. The coils must produce such alot of heat, maybe they need a special type of cooling system

They are usually cooled and lubricated by the engine oil. Most turbochargers have a line coming from the engine block, that drives oil to the turbo bearings.

 

[tristatez28lt1]

They are usually cooled and lubricated by the engine oil. Most turbochargers have a line coming from the engine block, that drives oil to the turbo bearings.

That's also why most turbo engines use a little bit more oil than non turbo engines.

 

[Giannis]

That's also why most turbo engines use a little bit more oil than non turbo engines.

Exactly. It's one of the reasons, though, not the only one.

 

[Rainer271]

Volkswagen unveils their new 6.0-liter W12 TSI engine

Volkswagen / Bentley 6.0-liter W12 TSI engine

Could debut in the Bentley Bentayga
The Vienna Motor Symposium continues as Volkswagen has taken the wraps off their new twin-turbo 6.0-liter W12 TSI engine.

Set to become the "most economical twelve-cylinder engine in the luxury car segment," the new W12 features a start/stop system and cylinder deactivation technology. The engine also combines Audi's FSI direct injection and Bentley's TMPI multi-point injection together with other new and optimized systems and components to form the "successful TSI process."

The engine also features its own adaptive suspension which uses electromagnetic actuators to counteract vibrations. The company also confirmed the engine has an "oil circuit suitable for off-road use" which seems to suggest it will be used in the Bentley Bentayga.

In terms of performance, the engine produces 608 PS (600 bhp / 447 kW) and 900 Nm (663 lb-ft) of torque. It will enable an undisclosed model to accelerate from 0-100 km/h in less than four second before hitting a top speed in excess of 300 km/h (186 mph).

Source: Volkswagen

 

[JHF]

Volkswagen introduces high-performance 3-cylinder 1.0 engine with 272 PS

Has 270 Nm of torque
Following the new twin-turbo 6.0-liter W12 TSI engine, Volkswagen has also revealed a new 1.0-liter TSI unit at the Vienna Motor Symposium.

It is based on the 1.0-liter motor that is mounted in the current VW Polo and has a maximum power of 272 PS (200 kW) and 270 Nm (199 lb-ft) of torque. Using the “genes of the Polo WRC's rally engine”, the powerplant features a monoscroll turbocharger and an e-booster system.


Dr. Heinz-Jakob Neußer, member of the board of management for the Volkswagen brand with responsibility for development and Volkswagen Group head of powertrain development, commented that the high-performance engine is “a nice example of just how much potential combustion engines still have in them”.

Source: Volkswagen via autofilou.at

http://www.worldcarfans.com/115051093572/volkswagen-introduces-high-performance-3-cylinder-10

 

[martinbo]

Will you look at that - 200 kW from just 1.0 litre! I assume the e-booster is now the official term for VAG's electric supercharger? Looks like this e-booster tech is going to be extensively deployed in VAG's cars in the near future.

Here is the VW Media Site Press Release:

Volkswagen at the 36th International Vienna Motor Symposium

Dr. Heinz-Jakob Neußer: "The car of the future will continue to fascinate people"

• CO2 reduction, electromobility and digitalisation are the greatest challenges facing the automotive industry
• The future of the internal combustion engine will be characterised by high rpm diesel and high-performance three-cylinder TSI engines
• Laser roughening – innovative coating process in large-scale production
• New 6.0 W12 TSI with 447 kW (608 PS) – performance and refinement
• New generation of EU6 TDI engines for light-duty vehicles

All-new 6.0 W12 TSI

Dr. Heinz-Jakob Neußer, Member of the Board of Management for the Volkswagen brand with responsibility for Development and Volkswagen Group Head of Powertrain Development, concluded this year's International Vienna Motor Symposium by providing an outlook of the future of mobility and innovative technologies. The biggest challenges facing the industry are reducing CO2 emissions, electromobility and digitalisation.
At the symposium, Friedrich Eichler, Head of Powertrain Development for the Volkswagen brand, also presented the new 6.0 W12 TSI. The new EU6 TDI engine family for light-duty vehicles was presented by Jörn Kahrstedt, Head of Diesel Engine Development for the Volkswagen brand.



In his concluding presentation, Dr. Neußer stated that the industry had changed more rapidly and more extensively in the last few years than in the preceding decades. However, environmentally friendly mobility remains the key topic for the automotive industry. "Climate protection is an integral part of our responsibility towards people and society. Moreover, customers demand models with reduced consumption and lower emissions and politics also makes high demands on the automotive industry", Dr. Neußer continued.

The wide range of powertrains within the Volkswagen Group – ranging from petrol and diesel engines to natural gas vehicles, plug-in hybrids, purely electric cars and potentially even fuel cell cars – shows the Group's enormous innovative strength. The Management Board Member in charge of development emphasised that: "The optimisation of the internal combustion engine is still an important field of innovation. High-efficiency TDI and TSI/TFSI engines – ideally in combination with DSG – will remain indispensable for the foreseeable future. The reduction of CO2emissions from internal combustion engines is pure high-tech nowadays. Examples of this are our high rpm diesel as well as the high-performance three-cylinder TSI engine."

Dr. Neußer highlighted the fact that the high rpm diesel points the way to the future of the internal combustion engine in many respects. With high-efficiency combustion methods, innovative thermal management, maximal charging thanks to e-boosters as well as new materials and coatings, these state-of-the-art TDI engines are already capable of achieving a power output of well over 100 kW per litre of displacement.

In the field of petrol engines, Dr. Neußer offered a glance at the high-performance three-cylinder TSI based on the EA211 engine. With the genes of the Polo WRC's rally engine, this power unit is capable of generating 272 PS and 270 Nm of torque from just one litre of displacement thanks to a monoscroll turbocharger and e-booster. "A nice example of just how much potential combustion engines still have in them", according to Dr. Neußer.

Dr. Neußer also gave a peek at "laser roughening". This coating technique, which the Volkswagen Group will use in large-scale production in future, contributes significantly to reducing friction in the engine and to boosting performance. Dr. Neußer pointed out that this is an important innovation in manufacturing technology, since laser roughening not only reduces tool wear to zero, but also achieves consistent results and can be used for all materials.

Dr. Neußer sees digitalisation as the greatest challenge, because infotainment, assistance systems and networking have come to be at least as important to many customers as the engine performance. "The Golf R Touch concept car has everything on board that characterises the cockpit of the future: full connectivity thanks to the integration of apps, smartphones, tablets and smart watches, as well as large touchscreens and, last but not least, gesture control, which opens the sunroof at a wave of the hand. Over and above this, we are also pushing the envelope when it comes to automatic or piloted driving and are working on new business models and a range of digital services relating to our cars. So I am sure that the car of the future will continue to fascinate people just as much as it ever has."

A few hours earlier, Volkswagen had already presented its latest generations of engines at the International Vienna Motor Symposium, which is held annually by the Austrian Society of Automotive Engineers (ÖVK), chaired by professor H.P. Lenz from the Vienna University of Technology: the new W12 TSI, as one of the most demanding premium engines in the world as well as the new 2.0 litre TDI EU6 diesel engine for light-duty vehicles. The talk about the new twelve-cylinder engine was given by Friedrich Eichler, Head of Powertrain Development for the Volkswagen brand, while the new family of diesel engines was presented by Jörn Kahrstedt, Head of Diesel Engine Development for the Volkswagen brand.

The new 6.0 litre W12TSI for the Volkswagen Group's premium models

Based on the W12 concept, the Volkswagen Group has deployed top-of-the-range engines that have demonstrated their perfection in terms of performance and comfort in the premium models made by the Volkswagen, Audi and Bentley brands in an impressive manner for some 13 years now. The next generation W12 TSI presented at this year's Motor Symposium makes the Volkswagen Group's cutting edge engine one of the most fascinating power units with the highest technology density in the world.

For example, as part of the improvements and new developments, two combustion methods that have to date been used in parallel – Audi's FSI direct injection and Bentley's TMPI multi-point injection – were combined, together with other new or optimised systems and components, to form the successful TSI process. The scope of development also included cylinder bores with APS coating, an oil circuit suitable for off-road use with a switchable oil pump, a cooling system with integrated temperature management, dual fuel injection with high pressure direct and low pressure manifold injection, twin-scroll biturbo charging, individual cylinder bank deactivation (on the left in the direction of travel), engine management with two controllers as well as a start/stop system that reduces fuel consumption and emissions. Adaptive engine suspension with hydraulic basic damping, which uses electromagnetic actuators to counteract vibrations induced by the engine with phase-shifted counter-vibrations, contributes to the premium-quality driving comfort.

The technological elements used make the new W12 TSI the most economical twelve-cylinder engine in the luxury car segment. CO2 emissions of less than 250 g/km in the New European Driving Cycle (NEDC) – at a power of 447 kW/608 PS (6,000 rpm) and a maximum torque of 900 Nm (1,500 - 4,500 rpm) – demonstrate impressively how efficiency and performance of the highest standard are combined in this engine. Depending on the vehicle model, the 6.0 l twelve-cylinder engine delivers acceleration values of 0 to 100 km/h in less than four seconds and top speeds of over 300 km/h.

The new 2.0 litre TDI diesel engine for light-duty vehicles

The newly developed 2.0 TDI 4V engine, based on the modular diesel component system (MDB), makes its debut with the market launch of the new Multivan and Transporter models from Volkswagen Commercial Vehicles. The new family of engines is tailored to the requirements of commercial vehicles, while also extending the power range.

During their development the focus was on a significant reduction in fuel consumption (by 14 percent, on average) while simultaneously meeting the EU6 emission limits, as well as a traction capacity oriented torque curve with a noticeable increase in driving performance for the customer. Moreover, the top-of-the-range engine features a newly developed dual-stage turbocharger layout.

To undercut the legal requirements for NOx and particle raw emissions for the EU6 emissions standard, it uses not only a common-rail system with 2,000 bar injection pressure, but also a new low-temperature/high-pressure exhaust gas recirculation system and a water-cooled charge air cooler. In addition, a variable intake manifold guarantees the necessary flow swirl when running at partial load. Exhaust gas aftertreatment is accomplished by an oxidation catalyst with a downstream combination of diesel particulate filter and SCR catalytic converter.

At present, four versions of the engine cover a power range of 62 kW (84 PS) to 150 kW (204 PS) and a torque range of 220 to 450 Nm. With a specific power output of over 76 kW and a specific torque of over 225 Nm per litre of displacement (plus approx. 13 percent), this new Transporter engine is the "benchmark" in its segment. The starting torque has also increased disproportionately, which clearly demonstrates the advantages of the VTG high-pressure stage within the biturbo charging unit.

Best-in-class values in terms of driving enjoyment and driving dynamics – alongside adequate power – are ensured by beefy torque curves and superior move-off characteristics over the entire rpm range, with a turbocharger with variable turbine geometry (VTG) being used for the performance levels up to 110 kW. For the top-of-the-range engine with 150 kW, the existing two-stage charging was completely redesigned and augmented by another variable turbine geometry in the high pressure stage.

 

[Giannis]

What is my main concern, is how easily can this e-booster run out of juice.

I understand that this e-booster is fed power from the batteries, yet the batteries are charged by the otherwise wasted engine output, regenerative braking, etc.

What if you drive so demanding that the draw/ charge power ratio of the batteries stays >1 for enough time to drain the batteries. What happens then?

I guess that constant availability of all this power cannot be guaranteed.

 

[martinbo]

I can't debate your points with any measure of scientific credibility. Check this link out:

http://ae-plus.com/news/audi-wants-electric-superchargers

Look at the e-Charger:

Notice how small the impeller wheel is; barring the mass of air needed to be pumped the inertial forces must be tiny. So the motor itself probably doesn't need to draw a huge amount of power. I'm sure that the clever engineers have thoroughly calculated the operating envelope + contingency and have thusly engineered a solution a solution which won't be compromised in use.

 

[Giannis]

Notice how small the impeller wheel is; barring the mass of air needed to be pumped the inertial forces must be tiny.

It certainly has to be small, or else there's no point for it!

Since you don't have to wait for the exhaust gasses to build up pressure, as you instantly draw power from the electricity, I understand that the main concept for this e-booster is to fill up the lag of the traditional turbocharger, which mush be a massive one, in order to get 200 kW from just 1 litre of displacement. It's certainly a great idea, one that I am really looking forward, despite my general distrust to modern engine tech.

My question or skepticism if I may, applies, more or less, in all modern hybrid drivetrains. Energy goes back and forth between the combustion engine and the batteries, but what if you can't charge the batteries quickly enough?

I believe that in the test drives of the P1, 918 and LaFerrari there was a mention of a "hot lap" function, a function that actually does drain the batteries out!

 

[martinbo]

Ja but we're talking about a little itty-bitty impeller and a motor that generates 7 kW to do the work. Hardly the stuff of 100 kW+ hybrid motors no?

 

[Rainer271]

VW's W12 6.0-liter TSI engine to power Bentayga, next-gen A8, Phaeton, Continental and Flying Spur

Volkswagen / Bentley 6.0-liter W12 TSI engine

Debuts next year in the Bentayga
Volkswagen has announced the recently introduced W12 6.0-liter TSI engine will power several high-end models part of the group.

Unveiled about a month ago at the 2015 Vienna Motor Symposium, Volkswagen Group's newly developed twin-turbo W12 6.0-liter engine will debut in a production model next year in the Bentley Bentayga. Later on, it will find its way underneath the hood of the next generation Audi A8, Bentley Continental and Flying Spur.

Interestingly, Volkswagen also says the W12 engine could also be offered on the US-spec second generation Audi Q7 in 2-3 years. In addition, this new large engine is being described as track-ready so it will likely be implemented in high-end sportscars and in the future it will be upgraded to develop more power than the current 608 PS (600 bhp / 447 kW) and 900 Nm (663 lb-ft) of torque.

According to VW, the W12-equipped next generation A8 and Phaeton will be able to return 22 mpg US (26.4 mpg UK or 11 liters / 100 km) in the combined cycle, thus making the motor almost 30% more economical than the outgoing normally aspirated 6.3-liter W12.

Source: europe.autonews.com