New installation position
› In the previous EA111 engine series, the exhaust was installed in front and the engines were built with their cylinder axis inclined forwards.
› In the new EA211 engine series, the exhaust manifold, analogous to diesel engines, is mounted at the rear of the engine installation (towards the partition separating the engine compartment from the passenger compartment). As with diesel engines, EA211 engines are also inclined backwards at an angle of 12°.
› This has the positive result of unifying the installation of gearboxes, drive shafts and the exhausts.
Modular concept features:
› aluminium engine block
› monolithic cylinder head cover with integrated
camshafts
› turbocharger and catalytic converter assembly
module
› timing gear and engine accessories belt
› intake manifold module with integrated charge-air cooler
› engine mount console and timing gear covers
› water pump/thermostat housing module
› air fi lter module
› cylinder head with integrated exhaust manifold
Key changes include:
› use of a maintenance-free timing belt,
› optimized combustion process,
› lightweight crankshaft, connecting rods and
pistons,
› 16-valve technology now also in the 1.2 TSI (all EA211 engines are four valves per cylinder)
› integration of the turbocharger and the catalytic converter into a single assembly module,
› variable valve timing,
› the exhaust manifold is integrated into the cylinder head,
› aluminium engine block now also for the 1.4 TSI.
Timing belt
In EA211 series engines, the timing gear uses a toothed belt. As a result of the use of new technologies, such as glass fi bre reinforcement,
its service life is the same as the planned life of the vehicle. The technology of these timing belts was originally developed for the heavy-duty timing belts of diesel engines.
Turbocharger
The catalytic converter and turbocharger together form a single assembly module, creating an interface of water, oil, air and exhaust gases. The turbocharger – waste gate – is controlled by an electric motor facilitating fast and precise control. As a result, the engine has better throttle response and any states of transition are shorter.
Valvetrain and control there of EA211 series engines are equipped with a module comprising a cylinder head cover with integratedcamshafts.
Engine cooling
A dual-circuit system with two thermostats (one for the block and one for the cylinder head) is used. At the same time, the volume of coolant was reduced; together with the independent temperature control of the two cooling circuits, this heats the engine to operating temperature more quickly. This is also supported by the integration of the exhaust manifold into the cylinder head. The result is lower fuel consumption and reduced harmful emissions. An engine oil cooler is also integrated into the cooling circuit.
Main advantages of the new engines:
› lower weight
› better installation specifi cations
› higher combustion effi ciency in a wider range of driving modes
› lower fuel consumption and lower emissions, not only of CO2 (CO2 by up to 10%)
The 1.8 TSI/132 kW has also been innovated to deliver third-generation TSI technology. In view of
the ambi tious goal to prepare an engine complying with the sixth level of the EU emission standard,
attention was paid to every detail of the design. Changes focused mainly on the thermal management
of the engine and on the optimization of weight, friction and emission parameters. The optimized
thermodynamics, reduced friction values and lower weight have resulted in a new benchmark in
the class in terms of performance and fuel economy.
New design features compared to the preceding generation
› Cooling of exhaust gases by means of a fluid circuit in the cylinder head
› Combined direct (FSI) and indirect (MPI) injection – reduced particulate production
› Two injectors per cylinder
› Variable timing of the intake and exhaust valves with chain drive
› Variable exhaust valve stroke
› Intelligent cooling circuit – temperature control depending on the load and engine speed
› Oxygen sensor also in front of the turbocharger
› Increase in injection pressure from 150 to 200 bar
› Reduction in weight despite additional CO2 measures
› Turbocharger – wastegate – controlled by an electric motor
› Integration of the exhaust manifold into the cylinder head – 40% reduction in turbocharger weight Visualization of the cooling of exhaust gases in the ex haust manifold integrated into the cylinder head
New EA288 series diesel engines
A new development affecting not only the rate of emissions and fuel consumption, but also, for example, the speed of heating, is the exhaust manifold integrated into the cylinder head. The exhaust gases are now cooled by a liquid cooling circuit and, due to their reduced temperature, a catalytic converter and diesel particulate fi lter (DPF) can be instal led directly behind the engine. The heat collected can be used to heat up the passenger compartment. Another positive effect is the faster heating of the engine to the ideal operating temperature. The exhaust pipe follows on from the oxidation catalytic converter and particulate fi lter.
The belt to drive the two camshafts is designed with a servicing interval of 210,000 km.
The charge-air cooler is integrated into the intake manifold and is designed as an indirect exchanger for compressed air – coolant (liquid). This solution has greater thermodynamic effi ciency and is not as dependent on the ambient temperature as an air – air solution. Another advantage is the short exhaust gas path, with a favourable impact on emissions and engine response.
(12-09-2013 22:00)Quatro : (12-09-2013 21:45)Alexey_nn : бмв 2.0 180 л.с. разници неособо. Договорились когда я немного обкатаю свою автивку попробуем стартануть аж интересно?
Катните конечно, главное потом не огорчайтесь особо, у него все таки 2 литра и чудес не бывает.
И у меня 2 литра и 150 л.с. и что. Чудеса бывают. 1.4 TSI едет лучше а расход на 1 литр меньше. Момент вращающий больше. Динамика разгона лучше.
Турбированный 1.4 примерно равен 2-х литровому атмосфернику.
Вполне может быть чт 1.4 будет на равных с 2.0 бехой.
При старте за счет 2.0 беха чуть уйдет вперед а как врубиться турбинка октаха начнет догонять.
![[-]](https://www.skoda-club.org.ua/forum/images/collapse.gif "[-]")
