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 boost. Gasoline internal combustion engines are TSI marked, installed on well-known German brands such as Volkswagen, Audi, Seat, Skoda, etc.

History of TSI engines

There is some confusion between two almost identical power units, which are labeled differently on some cars. This is due to the stage of transition from atmospheric engines to turbocharged ones.

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 "tubocharging, layered fuel injection." The Volkswagen concern 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 simple injection system that has two superchargers (a turbine and a mechanical compressor). The abbreviation began to be deciphered a little differently: “Twincharged Stratified Injection” (double boost, layered injection).

Since then, Volkswagen has developed and improved the TSI series of engines, which differ in the volume and number of compressors used for supercharging. On Audi cars, such units are still referred to as TFSI.

The principle of operation of TSI engines and their main differences

TSI engines differ significantly from their predecessors (atmospheric and turbocharged units) in the following indicators:

• the presence of two compressors;
• advanced cooling system;
• changed fuel injection;
• lightened engine block;
• increased power.

At low revs, the turbocharger and 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 turbocharger alone. The combined use of 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 Volkswagen TSI engine:

Unlike conventional "turbo" variants, the concept of "liquid cooling" appeared in TSI engines. The pipes of the cooling system pass through the intercooler, due to which the main air is forced into the cylinders. The pressure indicator becomes higher, resulting in 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 with air in layers. The combustion takes place with high efficiency. Such an injection system made it possible to increase power and.

The new engine is lightened by almost 14 kg. This was achieved using a new block and head placement design. Camshafts and some other parts also weigh less than their predecessors.

An order of magnitude higher and the performance of motors in this series. For example, the power of a 1.2-liter unit is 102 hp, while for 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;
• the absence of "turbos" in any rev range and during acceleration;
• environmental friendliness. The CO 2 index of TSI engines is several times less than that of atmospheric ones;
• lower cost of customs clearance;
• ample opportunities for tuning. Boosting the engines is quite simple.

The disadvantage of TSI is their high sensitivity and increased maintenance requirements. Motors need reverent care, frequent replacement of consumables (oils, filters, etc.), the use of high quality fuel. The repair of such power units is also expensive.

Problems with TSI engines

The main headache of the motors of this series is the timing drive. Premature stretching and wear of the chain can cause it to slip over the sprocket teeth, causing damage to valves and pistons. The tension regulator does not inspire confidence, the failure of which leads to the same problems.

The new 1.2L and 1.4L EA211 series engines are free of timing problems. The chains of these motors are replaced by toothed belts.

Another TSI problem is high oil consumption. The manufacturer for different versions set the flow rate from 0.5 to 1 l per 1000 km. Often the result of such consumption of lubricants is clogging of 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 covered hundreds of thousands of kilometers on our roads, and in the meantime, their owners have developed 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 warm-up cycle, which is only possible 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 if there are extraneous noises and crackles in the engine, they recommend contacting the service without delay.

If the malfunction is not detected and eliminated in time, then if it worsens, further repairs may turn out to be unprofitable. The sad outcome of such cases is a complete replacement of the engine, which is quite expensive.

From Germany, you should carefully study its service history. If the oil change was carried out at a large interval (40 - 50 thousand km), it is better not to purchase such a machine.

For most people, the answer to the question of what is a TSI engine is purely speculative. Nevertheless, people buy a car in order to drive it, preferably with comfort, and not for the purpose of thoughtfully examining car insides and reflecting on the principles of operation. However, on the other hand, it is worth asking such a question at least in order to know what you are paying money for when buying, what troubles you can expect from it, and what bonuses are attached to it.

Moreover, this type of engine is one of the most successful technical solutions proposed by Volkswagen. And the Germans, it must be admitted, did not offer bad things in the automotive industry to the general public (unsuccessful ideas they probably had, but they remained a purely family affair, not put on public display).

What is a TSI engine can be understood simply from the decoding of this abbreviation. Turbo Stratified Injection, if interpreted literally, means direct stratified gasoline injection, accompanied by turbocharging. Incidentally, the abbreviation is a registered brand. And if it is found on cars of another brand, it only says that the idea itself was used to create the engine.

How it works?

The design genius behind the TSI motor is shown in the fact that it is equipped with a double supercharger. The engine has both a turbocharger and a mechanical supercharger. Which of them comes into play depends on the speed at which the engine is running. The process can be divided into 4 steps.

Idle - up to 1000 rpm. There is no boost at all. The supercharger-mechanics is disabled, the damper regulating and controlling the process is open. Due to the fact that the gas exhaust is small (and its energy, respectively, too), the turbocharger does not come into play.

Turnovers exceed 1000, but they have not yet grown to 2400. The damper closes, a mechanical supercharger starts to work, creating a boost pressure of 0.17 MPa. Turbo is involved only to create a slight additional air compression.

Between 2400 and 3500 rpm The turbocharger is predominantly in operation. The pressure rises to 0.25 MPa. The mechanical supercharger basically sleeps, joining the turbo only when more power is needed. For example, during hard acceleration.

After the engine accelerates above 3500 rpm, the mechanics are completely switched off, and the supercharger does not participate in the operation of the engine. The damper-regulator remains in the open position. At the same time, the boost pressure drops somewhat so that, and in this mode of operation is 0.18 MPa at a speed of 5500 rpm.

We also note a reinforced cooling system in 2 circuits: one is responsible for the temperature in the cylinder block, the other maintains it within the normal range on the head. To prevent overheating of the latter, an additional electric water pump is equipped, driving water through a separate circuit for another 15 minutes after the engine is turned off.

Thanks to all these tricks, there is a noticeable fuel economy, reduced emissions and a significant increase in engine life.

The Germans also took care of sound insulation: the motor is packed in an additional case made of sound-absorbing foam, and all gas flows, both incoming and outgoing, are passed through silencers.

What can you complain about?

The advantages of the TSI engine are somewhat overshadowed by some disadvantages. Firstly, it requires exceptionally high-quality consumables, and primarily gasoline, which, as you know, is not cheap. It is recommended not to neglect the prescribed regular maintenance. services.

Secondly, winter problems: at idle, the engine is not able to warm up. You have to get the operating temperature on the go, on the move. People who use the car mainly along the “home - work” route will have to get used to some coolness in the cabin with good minuses overboard: the stove will simply drive cold air from the engine. At the same time, there will be no problems with the car plant, the movement can be started almost immediately after the ignition is turned on.

However, no other troubles and difficulties, perhaps, the unit will not deliver. We can say that power and reliability - that's what the TSI engine from Volkswagen is.

Today we will tell you what these three letters TSI mean, which are a patented trademark of the Volkswagen Group.
The TSI engine stands for Turbo Stratified Injection - turbocharging and layered injection.

TSI are gasoline engines with twin turbocharging which consists of a mechanical compressor and turbocharger, as well as a direct fuel injection system. The mechanical compressor and turbocharger are located on opposite sides of the engine.
The combined use of these devices makes it possible to realize the rated torque in a wide range of engine speeds.

Dual turbo layout.

1 - pressure sensor in the intake manifold with an air temperature sensor
2 - compressor drive
3 - mechanical supercharger
4 - control damper
5 - air filter
6 - intake manifold pressure sensor with air temperature sensor
7 - intake manifold
8 - throttle valve
9 - magnetic clutch
10 - boost pressure sensor with air temperature sensor
11 - intercooler
12 - boost pressure control valve
13 - vacuum drive
14 - exhaust manifold
15 - catalytic converter
16 - turbocharger
17 - bypass valve
18 - turbocharger recirculation valve
A - air
B - exhaust gases

The whole difference between a TSI engine is that the mechanical compressor runs at low speeds, while the turbocharger runs at high speeds. Thanks to this, less fuel is consumed, and with a small engine size, high returns can be achieved.
A simple volkswagen turbo engine, with a volume of 1.2 liters, has a return of 90 hp, and a TSI can produce about 102 hp with the same volume. And most importantly, the TSI has no power dips at any rpm the engine pulls the car with high potential.

Now about the principles of supercharging.

It all depends on the number of revolutions of the engine.

Up to 1000 rpm - naturally aspirated
from 1000 to 2400 rpm - the mechanical supercharger turns on
from 2400 to 3500 rpm - both mechanical compressor and turbocharging work simultaneously
and over 3500 rpm - only the turbocharger works

This is what a mechanical supercharger looks like, like Roots.

It provides the car's traction at low revs, which is often lacking in turbo engines.

1 - vacuum drive
2 - solenoid valve for boost pressure control
3 - exhaust manifold
4 - charge air cooler
5 - intake manifold
6 - intake manifold pressure sensor with air temperature sensor
7 - throttle module
8 - boost pressure sensor with air temperature sensor
9 - turbocharger recirculation valve
10 - air filter
11 - turbocharger
12 - bypass valve
A - air
B - exhaust gases

The design of the turbocharger ensures that the rated torque is reached even at low engine speeds and maintained in a wide range (from 1500 to 4000 rpm). The outstanding characteristics of the turbocharger are obtained by minimizing the inertia of the rotating parts: the outer diameter of the turbine and compressor impeller is reduced.

Ranges of operation of superchargers.

The blue area is the area of ​​responsibility of the mechanical supercharger, the green area is the turbocharger, and the blue area is the area of ​​\u200b\u200btheir joint work.

It was also mentioned that the engine has a direct injection system.
Injection goes through 6-jet nozzles, and the maximum injection pressure is up to 150 bar. And despite this, TSI engines are distinguished by high fuel efficiency.

With the help of such developments, it was possible to achieve a reduction in fuel consumption and a reduction in emissions of harmful gases.
Engines with this technology won "Engine of the Year" in 2006, 2007 and 2008 in the most prestigious technical competition "Engine of the year".

Well, as always, we try to tell everything so clearly for you that all users of the site are technically savvy, so we present a detailed video about the TSI engine.

Surely many paid attention to cars with the "mysterious" inscription TSI.

Moreover, this abbreviation is typical for cars not only of the Volkswagen brand, but also of other brands that are part of the VAG (Volkswagen Audi Group) - Audi, Skoda, Seat ...

What does this inscription mean for the driver of such a car?

From this article you will learn:

TSI decoding

The abbreviation TSI stands for Twincharger Stratified Injection, which means a twin-charged engine with stratified or direct injection.

TSI engine has a more complex design than a conventional one. Despite the relatively small and good power reserve, the TSI engine is more economical and reliable.

The main distinguishing feature of such an engine is the presence of a two-stage boost - the first "stage" is a supercharger with a mechanical drive, and the second "stage" is a turbocharger.

The mechanical compressor operates up to 2.4 thousand revolutions. The intake damper for airflow opens fully when the rotational speed exceeds 3.5 thousand revolutions per minute. It is then that a strong air flow enters the turbocharger and maximum torque is reached.

There are TSI engines in which a button is installed to select winter driving. This mode eliminates wheel slip due to softer operation of the motor.

What advantages does

Particularly noteworthy is the efficiency of the TSI engine, combined with its solid power output. The power unit always provides the car with good dynamics, thanks to two superchargers at once, because in a wide speed range you can achieve the maximum torque value.

The use of a combination of a mechanical compressor and a turbine allows you to maintain traction as much as possible over a long period of revolutions. In this case, the mechanical compressor works independently at low speeds, and when working together - at medium speeds.

The next no less important advantage is the low level of CO2 emissions. It should be mentioned that "TSI" was nominated as the best "green" engine of the year.

Among other numerous advantages of the "TSI" line, it is worth highlighting their sufficient reliability and relatively high resource.

What are the disadvantages

Like any thing, the TSI engine has some disadvantages. It should not be forgotten that most modern turbocharged VW engines are very demanding on the quality of fuel and oil. The TSI engine was no exception; for normal operation, it needs only high-quality fuel and.

In addition, the TSI engine requires the owner to strictly comply with the rules for operating turbo engines prescribed in the vehicle documentation.

In addition, a TSI engine can cause some discomfort in winter. The reason is that the TSI engine of the family has a low heat transfer and practically does not warm up when idling in the cold season. In general, the optimal temperature regime of this engine is achieved only while driving after a certain period of time.

But there is another side of the coin, already positive - such an engine is not prone to overheating even in extreme heat in a long traffic jam. However, this feature can cause discomfort during the operation of a car with a TSI engine for short distances: an unheated engine means an unheated interior, since the traditional “stove”, which uses engine antifreeze in its work, will be ineffective.

But VW engineers foresaw all these nuances by creating a dual-circuit cooling system with two thermostats: one circuit cools the hotter cylinder head, the second - the rest of the powertrain block.

To increase the life of the TSI engine, the turbine is cooled by its own system, which includes an electrically driven water pump, which continues to drive the coolant for another 15 minutes after the engine has stopped.

Cars with the TSI label have a special heart under the hood. This is a motor in which the designers of Volkswagen have applied the most modern technologies and research, implementing them on serial machines to change the characteristics of this type of motor.

What does the definition of a TSI engine mean?

Recently, a new TSI marking has appeared on many cars. This abbreviation refers to a new type of automotive engine with an improved design. The abbreviation TSI, which can be deciphered as Turbo Stratified Injection, when translated into Russian, it can be expressed approximately as "Turbo Layered Fuel Injection". Using this principle of fuel supply in TSI engines, the manufacturer managed to achieve high quality of work during the operation of engines.

The main feature of TSI engines is the duplication of pressurization systems with a mechanical compressor and a turbine supercharger. This design allows for all modes of motor robots to achieve high performance and significant fuel savings due to the possibility of varying fuel injection modes, due to this, it is possible to achieve high efficiency.

In such engines there are such basic modes of operation:

Compressor boost range as required.

At engine speeds up to 3500, if necessary, a compressor is connected. All this is necessary when the motor is constantly running in this mode, and then follows a strong acceleration. The inertia of the turbocharger leads to a delay in the creation of the necessary pressure (the so-called "turbo pit"). Therefore, a compressor is connected here, which in the shortest possible time creates the necessary inlet pressure.

Compressor constant boost range.

Starting from idle and up to 2400 engine revolutions, the mechanical compressor is constantly on. With this difference in speed, the boost pressure in the compressor is regulated by the control unit for the damper installed in the intake manifold.

Turbo boost range only.

When the engine speed is over 3500, then the turbine supercharger alone can create the necessary pressure. In this case, the air boost pressure is controlled by the boost pressure limiting solenoid valve.

In addition to the dual boost system, a feature of the TSI engine is the specificity of the engine cooling system. It has two cooling circuits: a cylinder head with a turbine and a cylinder block with an intercooler.

The main components of the engine, the improvement has occurred

The task of increasing engine power without a significant increase in its volume and weight, maintaining fuel efficiency, the design department of the Volkswagen concern was able to implement by making non-standard solutions.

Structurally, the TSI engine has features in comparison with other engines, namely double injection - a mechanical compressor and a turbocharger. The TSI engine was based on a four-cylinder power unit, which was equipped with a sequential fuel injection system, a mechanical supercharger of the Roots type, and a turbocharger was installed.

The division of the cooling system into two (one cools the engine head and exhaust manifold, and the other - the cylinder block and liquid intercooler) allows for efficient cooling of the forced air.

When one of the most important priorities for the car was determined - with smaller volumes, the highest power density - design thought came to the idea of ​​supercharging. Why does a motor need two boost systems?

Each of the systems separately has its drawbacks. So, the turbo does not work at low speeds. For its normal operation, the engine must be spun up to 3000 rpm, that is, keep high speeds all the time in order to avoid failures (the so-called turbo pits). At high speeds, the efficiency of the mechanical compressor drops, but at low speeds it allows the motor to work at full efficiency. In transient conditions, both systems duplicate each other, which gives a positive result, making it possible to remove the maximum torque from the engine. The first were mechanical (forced) superchargers, which are driven by the engine crankshaft.

But the supercharger, driven by a turbine, which is affected by exhaust gases, has received more use in the automotive industry. When the load and the number of revolutions change, the engine ECU calculates how much air is needed to create the desired torque, and enters the cylinders. In this case, it determines whether the turbine blower itself is operating or whether a mechanical compressor should be added to the operation.

TSI engines have several operating ranges:

Naturally aspirated at minimum load.

In naturally aspirated mode, the control flap is fully open. The air that enters the engine enters through the turbocharger flap, which is controlled by the regulating control unit. At this time, the turbine supercharger is already working under the influence of exhaust gases. Their energy is so insignificant that a minimum boost pressure is created. In this case, the throttle valve opens at the request of the driver (by pressing the gas pedal), and a vacuum is created at the inlet to the cylinders.

Mechanical compressor and turbine blower for high loads and speeds up to 2400 rpm.

When operating in this range, the air quantity damper is closed or slightly ajar to regulate intake manifold pressure. In this case, the compressor is put into operation through a magnetic coupling and is driven by a V-ribbed belt drive (it sucks in air and compresses it). Compressed air is forced by the compressor to the turbine supercharger. This further compresses the air. The boost pressure of the compressor is measured in the intake manifold by a pressure sensor and is changed by the control flap control unit. The total boost pressure is measured by the boost pressure sensor with the throttle valve fully open. At the inlet to the cylinders, a pressure of up to 2.5 bar is created.

The operation of the turbine supercharger and mechanical compressor at high loads and speeds from 2400 to 3500 rpm.

When the engine is running in this mode (for example, at a constant speed), the boost pressure is created only by the turbine supercharger. When accelerating, the turbine would work with a delay and would not be able to create the necessary air pressure in time (turbo pit may occur). But to exclude this, the engine control unit connects the compressor through the electromagnetic clutch. This changes the position of the regulating flap, creating the corresponding boost pressure. So the mechanical compressor helps the turbocharger in creating the necessary air pressure to run the engine.

Work with a turbine supercharger.

When the engine speed is over 3500 rpm, the turbine itself can create the necessary air pressure at any point in the load. In this situation, the damper that regulates the air supply is fully open and fresh air flows directly to the turbocharger. Under these conditions, the pressure of the exhaust gases will be enough for the turbine supercharger to create the pressure necessary for boosting. It is, however, completely open. The inlet is pressurized up to 2.0 bar. The pressure generated by the turbocharger is measured by the boost pressure sensor and is controlled by the boost pressure control valve.

Dual supercharging is the simultaneous use of a mechanical compressor + turbine supercharger. The compressor is a mechanical type supercharger, which is connected through an electromagnetic clutch.

Advantages of a mechanical compressor:

- fast injection of the required pressure into the intake manifold;

Creation of a greater torque at low engine speeds;

Its connection occurs on demand;

It does not require additional lubrication and cooling.

Disadvantages of a mechanical compressor:

- power take-off from the motor,

The boost pressure is created depending on the speed of the crankshaft and then adjusted, while again losing part of the work done.

The turbocharger is constantly driven by the exhaust gases.

The advantages of this unit: high efficiency due to the use of energy from exhaust gases. Disadvantages of a turbine supercharger:with a small engine displacement, the generated amount of exhaust gases is not enough to create boost pressure at low engine speeds and create a high turbine torque, high temperature load.

Using a combined supercharging system, that is, combining classic turbocharging and mechanical, the creators of the TSI engine achieved maximum power performance in all engine operating modes.

Cooling system

The classic cooling system is single-circuit. To increase the efficiency of the TSI engine robots, the designers divided the engine cooling system into two circuits to improve the quality of the engine and its systems.

The cooling system was divided into two modules: one circuit serves the exhaust manifold and engine head (hot), the other (cold) cools the cylinder block and the charge air in the intercooler. These motors have a water intercooler, which replaced the air one. Due to this, the air that is injected into the cylinders has a higher pressure indicator. The result of this modernization is the uniform filling of the combustion chambers with a fuel-air mixture and an increase in vehicle dynamics. So, already at a speed of 1000 - 1500 we get a torque of about the declared figure of 210 Nm.

A dual-circuit cooling system is a scheme in which the contours of the cylinder block and the block head are separated. In the cylinder head, coolant moves from the exhaust manifold to the intake manifold. Thus, a uniform temperature regime is maintained. This design scheme is called transverse cooling. The following changes have also been made to the cooling system:

- the thermostat is made with two steps;

To cool the turbine when the engine is stopped, a recirculation pump for coolant is installed;

The turbine supercharger has forced cooling.

Approximately one third of the engine coolant goes to the cylinder block, and the remaining 2/3 goes to the cylinder head to the combustion chambers. Advantages of a dual circuit cooling system:

- the cylinder block warms up more quickly, the temperature rises to 95 ° due to what remains in the block;

Reduced friction in the crank mechanism due to increased temperature in the cylinder block;

Improving the cooling of the combustion chambers due to a temperature decrease of about 80 ° in the head of the block; thus, improved filling is achieved while reducing the possibility of detonation.

A feature of the cooling system is the coolant distributor housing with a thermostat, which has two stages. With such a volume of coolant at high engine speeds, increased pressure occurs in the cooling system. Even under these conditions, the two-stage thermostat opens at the set time according to the desired temperature.

When a thermostat with one stage is installed, it would be necessary to overcome the high pressure and move the large thermostat plate. And therefore, due to counter forces, the thermostat could open only at a high temperature.

In a two-stage thermostat, when the opening temperature is reached, the small plate will open first. Due to the small area, the forces that act on the plate are smaller, and the thermostat opens strictly in accordance with the temperature. After passing a certain course, the small plate begins to pull the large one, completely opening the large coolant passage.

When the TSI engine warms up, this system makes it possible to maintain the operating temperature in the engine in accordance with the specified parameters and reduce fuel consumption and harmful emissions. To improve warm-up and reduce the possibility of overheating, it is necessary to intensively cool the hot cylinder head. At the same time, the amount of coolant in the block head is twice the amount of liquid in the cylinder block, and the thermostats open, respectively, at a temperature of 95 ° and 80 °.

The turbine is protected from overheating by an additional electrically driven auxiliary water pump, which makes the liquid circulate in a separate circuit after the engine is stopped for up to 1/4 hour. With this principle of operation, the service life of the turbine supercharger of the TSI engine is significantly increased.

Fuel is supplied through a variable fuel injection system. The advantage of this system is that the electric fuel pump, like the high pressure fuel pump, delivers as much gasoline as the engine needs. Thus, the electrical and mechanical power of the fuel pumps is reduced and fuel is saved.

For direct fuel injection, the injectors are installed directly into the cylinder head. Under high pressure, fuel is injected through them into the cylinders. The main task for injectors:they are obliged to spray and purposefully supply gasoline to the cylinders in a minimum period of time.

When starting a cold engine, the TSI engine uses dual injection. This is done in order to warm up the catalyst when starting the engine. The first time during the suction stroke, and the second - when the engine crankshaft during rotation did not reach about 50 ° to the top dead center. When the engine is running under normal conditions, fuel is delivered during the intake stroke, distributing it evenly in the combustion chamber. The injectors installed on the TSI have 6 channels for fuel injection.

Thus, the direction of individual jets does not allow moistening of the elements of the combustion chamber, providing a better distribution of the fuel-air mixture. In this case, the maximum value of the fuel injection pressure reaches 150 bar. This makes it possible to guarantee high-quality preparation of the fuel mixture and reliable atomization. In this case, there will be enough fuel even at maximum loads.

On TSI engines, fuel enters directly into the cylinders, and not into the intake manifold, the mixture formation occurs “in layers”, and at the same time, high-quality combustion occurs with high efficiency. All these factors make it possible to slightly increase power and reduce fuel consumption.

It should be noted that the efforts of engineers to reduce the weight of the cylinder block have yielded results. The 1.2 liter TSI engine block is cast in aluminium. When compared with the engine block, which is made of gray cast iron (such cylinder blocks are used in the TSI engine with a volume of 1.4 liters), the new cylinder block reduced the weight by 14.5 kg and amounted to 19.5 kg. The design of the new TSI 1.2l open plate engine block is identical to that of the 1.4l TSI engine. The peculiarity of this scheme is that the inner wall of the cylinder block with liners does not have jumpers in the area where the cylinder block contacts the block head.

This design has its advantages:

- it reduces the possibility of air bubbles, in a system with dual-circuit cooling, they can create a problem for removing air from the engine cooling system.

By assembling the cylinder block and cylinder head into a single unit, cylinder deformations are reduced and form a more uniform structure, compared to a closed plate and web design.

All this leads to a reduction in oil consumption, because the piston rings are better able to compensate for deformations. Four sleeves are installed in the cylinder block, cast from gray cast iron with a profiled outer surface. This profile improves the connection between the cylinder block and the cylinder liners, thus reducing the deformation of the cylinder block. This technological solution made it possible to reduce the uneven distribution of heat that appears between the sleeves and the aluminum block.

Advantages of the TSI engine

The advantages of motors with the abbreviation TSI include:

1. Design efficiency (minimum fuel consumption results in maximum torque over a wider rev range).

2. Due to the reduction in engine weight and displacement, friction losses are significantly reduced.

3. The fuel consumed by the engine is saved.

4. With improved fuel combustion characteristics, the amount of harmful emissions into the environment is reduced.

TSI are engines with direct fuel injection systems and twin turbocharging (contains a compressor and a turbine). Such engines are more complicated than conventional turbocharged ones, but they are more reliable, more powerful and more economical. They have virtually no flaws.

A feature of these motors is a two-stage boost, which consists of a turbine supercharger and a mechanically driven compressor. The TSI engine is packed with state-of-the-art technology, but requires proper maintenance to keep it running reliably. Therefore, it is necessary to use high-quality consumables and fluids, and carry out maintenance on time. The components and assemblies included in the TSI engine, and timely maintenance will more than pay off due to gasoline savings.

In order to reduce noise, this engine has an additional housing, which is made of sound-absorbing materials.

Engine use in our country

This engine is designed to run only on good fuel and only on excellent oils, we need to look for good fuel.

TO disadvantages of TSI engines that will be operated in our conditions include:

- high quality requirements for fuels and lubricants - gasoline, oil, etc.;

Maintenance, which must be carried out regularly and only in authorized service centers;

These engines are sensitive to low ambient temperatures, which makes it difficult to operate in winter.

But drivers who have experience in operating TSI engines notice that warming up at idle is not necessary - you can start driving without warming up with a cold engine. TSI engines with direct injection systems and twin turbocharging are engines more complex than conventional ones, but they are more reliable, more powerful and more economical.

One of the biggest disadvantages is that in winter the engine does not warm up well when idling. When driving, the engine reaches the set temperature for a long time. Therefore, for drivers who drive close distances, this will create a problem (you will have to drive with an unheated “stove” and endure cold air blowing from the heater in frosty weather). The TSI engine does not create other problems.

It should also be noted increased mechanical and thermal loads, double boost. All this forces manufacturers to constantly work on changing the design, strengthening some of the engine components and assemblies. This complicates the production and maintenance of such units.