Turbocharged Gas I4 20l Vw Passat 2007 Engine Review
The Ward'due south 10 Best Engines competition has recognized outstanding powertrain development for 17 years. In this installment of the 2011 Behind the ten Best Engines serial, Ward's looks at VW'southward two.0L turbodiesel.
It's no secret Ward'southward editors are fans of Volkswagen's quick, tranquility, fun-to-bulldoze and super-fuel-efficient 2.0L turbodiesel I-4.
Testing the engine in the all-new '11 Jetta TDI sedan, coupled to VW'south excellent 6-speed dual-clutch automated transmission, they achieved average fuel economy of 35.3 mpg (six.7 L/100 km).
That was ameliorate than some of the hybrid-electric vehicles tested, even though editors flogged the engine hard on their daily commutes rather than loping along freeways with the cruise control engaged.
So information technology's no surprise this small but delightfully torquey turbocharged directly injection oil-burner has earned its 3rd direct Ward's 10 All-time Engines award "for being and then efficient, serenity, and powerful and an utter joy to drive," as one editor put information technology.
On their score sheets, editors called the engine "the car's all-time attribute" and "the best diesel out there" for the money.
VW'due south 2.0L TDI generates 140 willing horses and a burly 236 lb.-ft. (320 Nm) of torque, along with impressive 30/42 mpg (7.8-5.half dozen Fifty/100 km) city/highway with the 6-speed automated.
The I-4 features a twin-cam, 16-valve aluminum head and an iron block fed by a high-force per unit area mutual-runway direct-injection system and a variable-geometry turbocharger.
The engine meets U.Southward. 50-state emissions standards with oxidation catalysts and regenerating particulate filters.
Different other U.S. passenger-auto diesels, it does not employ a selective catalytic reduction urea-injection organisation to comply with tough Tier 2 Bin 5 emissions.
| Deportation (cc) | 1,968 | |
| Block/Head Textile | Cast Fe/Aluminum | |
| Bore 10 Stroke (mm) | 81 x 95.5 | |
| Horsepower (SAE net) | [e-mail protected],000 | |
| Torque | 236 lb.-ft. (320 Nm)@ane,700-ii,500 rpm | |
| Specific Output | 70 hp/L | |
| Compression Ratio | 16.5:1 | |
| Assembly Site | Salzgitter, Germany | |
| Awarding Tested | '11 VW Jetta TDI | |
| EPA City/Highway (MPG) | 30/42 | |
How does information technology manage that? Partly because it's a smaller engine powering a car that is lighter than most other U.Southward. vehicles equipped with diesels, only more often than not due to leading-edge technology.
Emissions cleansing starts with an oxides-of-nitrogen storage catalyst, which is purged periodically by letting the engine run momentarily ultra-rich to create boosted heat.
Merely the 2.0L TDI as well boasts two combustion-enhancing technologies that help reduce emissions while at the same time improving its smoothness, drivability and fuel economy.
The first is low-pressure exhaust gas recirculation, which combines with a conventional loftier-pressure system to provide EGR nether about all conditions.
The high-force per unit area system routes exhaust gas from the manifold dorsum into the intake accuse, while the low-pressure system takes much cooler gas from downstream of the particulate filter and dumps it into the turbocharger intake air.
The second applied science is cylinder-pressure balance control. This organisation ensures a very controlled combustion procedure for like combustion in all four cylinders, which improves noise, vibration and harshness characteristics and emissions.
The surreptitious is a sensor in each glow plug that continuously measures cylinder pressures and communicates them to the engine control unit, which adjusts air intake, fuel injection, EGR and other variables to keep them as equal every bit possible.
"With these signals, I can work on the injection side, on the air-intake side, on the turbocharger side and on the EGR side to exercise the same in every cylinder," says Jens Hadler, powertrain engineering manager for Volkswagen.
The system ensures each cylinder gets exactly the same mass of fuel, for example, and it compensates for differing diesel fuel qualities in different areas of the country.
Piezo injectors also contribute to reducing both emissions and dissonance. "The high-pressure level direct injection, the cylinder-head force per unit area control and the piezo injectors, together, reduce the racket significantly, Hadler says.
"We also have multiple injections, instead of a single injection, over a period of milliseconds, which reduces dissonance during the combustion process," Hadler says.
He says excellent NVH is necessary for Northward American customers to appreciate the engine. "If you lot want to sell a diesel in the U.S. today, you lot must achieve even improve NVH than in Europe. That has been a problem with diesel fuel engines."
Another major diesel fuel challenge is to ensure it volition office as well in all regions of the world – in common cold and hot climates, low and high humidity and loftier altitudes – and accommodate different fuel qualities.
Beyond specific summer and wintertime fuels regionally distributed by oil companies, this is mostly a calibration issue, and VW's pre-glowing organization provides very high temperatures inside the combustion chambers to ensure immediate light-off in very common cold weather.
According to VW Group spokesman Christian Buhlmann, VW's TDI engines date back to a 2.5L 5-cyl. engine introduced in 1989, followed by a transverse-mounted ane.9L I-4 kickoff available in the '93 Golf.
A second-generation 4-cyl. TDI with unit of measurement injectors debuted in 1998, and the larger 16-valve 2.0L arrived in 2003. The current 3rd-generation TDI with mutual-rail direct injection was introduced in Europe in 2007 and the California Air Resource Lath Bin 5-compliant version came to Due north America in 2008 in the '09 Jetta.
VW Group is the world market leader in diesel passenger cars, Buhlmann says. "Today, nosotros offer 3-, 4-, 6- and viii-cyl. TDI engines in Volkswagen cars, plus a Five-12 TDI in the Audi Q7 and R8," he says.
"Our latest prototype XL1 Hybrid is equipped with a two-cyl. TDI of but 0.8L displacement. No other car maker offers such a large variety of diesel fuel engines, paired with transmission, DSG or torque-converter automatic transmissions. They are fun to drive, offer extraordinary fuel economy and outperform many hybrids in fuel efficiency," Buhlmann says.
Available today in the U.South. market place are the Golf game TDI, Jetta TDI, Jetta Sportwagen TDI and all-new Passat TDI, which debuted at the 2011 Northward American International Motorcar Show and will arrive at VW dealerships this summertime.
All will be equipped with the 140-hp two.0L TDI. In addition, VW offers milder and higher-operation versions, ranging from 110 hp to 180 hp, in a diverseness of models in other global markets.
For future comeback, as both customer and government demands for ever-higher fuel economic system accelerate, "the main development targets are to lower fuel consumption past lowering internal friction and reducing emissions such equally particulates and nitrogen oxides," Buhlmann says.
"Today, the maximum torque of 236 lb.-ft. (320 Nm) is reached at i,750 rpm and kept until 2,500 rpm. By using longer gear ratios in the transmissions (preferably DSG), the engine can stay within the lower rev range at higher vehicle speeds, as well as in uphill driving, and attain 40-plus mpg (5.ix L/100 km) highway fuel economy. Our target is to improve these numbers even further."
Current hybrid-electric vehicles offer outstanding city fuel economy but far less efficiency advantage at highway speeds. For those whose travels include substantial highway miles, a somewhat less-expensive xl-plus-mpg diesel tin can offer existent savings over many HEVs on the marketplace, even when diesel fuel costs more than regular gasoline.
Source: https://www.wardsauto.com/news-analysis/vw-s-20l-turbodiesel-remarkably-likeable-and-fuel-efficient
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