Volkswagen has developed two completely new generations of engines for the seventh generation Golf. All versions – without exception charged direct-injection engines – are equipped with a Stop/Start system (about 4 per cent improvement in fuel economy) and a battery regeneration mode (CO2 reduction of around 3 per cent). The bundle of all measures reduced CO2 emissions by up to 23 per cent. Two of the highlights: a 1.4 TSI with 103 kW / 140 PS and a 1.6 TDI with 81 kW / 110 PS. The 140-PS TSI is the first Golf engine to feature the optional automatic cylinder deactivation (ACT active cylinder management), and thanks to this new technology and the reduced overall weight of the new Volkswagen - while maintaining its top agility - it consumes just 4.7 l/100 km (equivalent to 109 g/km CO2). At the same time, the 110-PS TDI in the new Golf BlueMotion sets standards with a combined fuel consumption of just 3.2 l/100 (85 g/km CO2) under standard NEDC conditions. The new Golf has either a 5-speed or 6-speed gearbox, depending on the engine. Most of the TSI and TDI engines may also be combined with an automatic dual-clutch gearbox (DSG).
Petrol engines. The new petrol engines (TSI of the EA211 engine series) produce 63 kW / 85 PS, 77 kW / 105 PS, 90 kW / 122 PS and 103 kW / 140 PS. The 140-PS version can be delivered with the innovative automatic cylinder deactivation, or ACT, as an option that reduces fuel consumption by up to 0.5 l/100 km.
Diesels. The new diesel engines (TDIs of the EA288 engine series) propel the Golf extremely efficiently. The power range of the high-tech diesels: 77 kW / 105 PS, 81 kW / 110 PS and 110 kW / 150 PS.
Driving profile selector. For the first time, a driving profile selector is being offered in the Golf; this is an instrument with which anticipatory drivers can realise an especially efficient style of driving. A total of four programmes are available, and in conjunction with DCC (dynamic chassis control) five driving programmes: Eco, Sport, Normal, Individual and in combination with DCC the additional Comfort. In the Eco driving profile, the engine controller, air conditioning and other auxiliary units are controlled for optimal fuel economy. In addition, vehicles with DSG have an additional coasting function in Eco mode; when the driver releases the accelerator pedal – e.g. when slowing down to a traffic light or in route segments with descents – the DSG disengages and the engine idles. This enables optimal utilisation of the kinetic energy of the Golf.
Overview of petrol engines of the EA211 engine series
1.2 TSI with 63 kW / 85 PS. The base engine of the Golf is no longer a naturally aspirated engine as in the previous model (1.4 MPI with 59 kW / 80 PS), rather it is a turbocharged, direct injection TSI engine producing 63 kW / 85 PS (4,300 to 5,300 rpm). The DIN fuel consumption of the new 1.2 TSI: 4.9 l/100 km (equivalent to 113 g/km CO2). Turbocharging has boosted the torque at this power level compared to the old entry-level engine (1.4 MPI) from 132 to 160 Nm (over the range 1,400 to 3,500 rpm). And that is clearly experienced as a gain in agile performance. Nonetheless, the car's combined fuel economy with this base engine was reduced by 1.5 l/100 km! That represents a fuel savings of 23 percent, which around 17 percent of all Golf drivers will enjoy (forecast of share of buyers choosing the base engine).
An 85-PS TSI engine was also available as an option in the previous model; compared to this version, and with an identical power output, fuel consumption was reduced by 0.6 l/100 km. The new Golf 1.2 TSI has a top speed of 179 km/h and accelerates to 100 km/h in 11.9 seconds.
1.2 TSI with 77 kW / 105 PS. At 105 PS, the new Golf attains a DIN fuel consumption value of 4.9 l/100 km (equivalent to 114 g/km CO2). This represents a savings of 0.3 l/100 km compared to the previous model. The maximum power of this engine is available over engine speeds from 4,500 to 5,500 rpm; the TSI outputs its maximum torque of 175 Nm between 1,400 and 4,000 rpm. At this power level, the Golf 1.2 TSI has a top speed of 192 km/h, and it accelerates to 100 km/h in 10.2 seconds. As an alternative to the standard 6-speed manual gearbox, this engine can be ordered with a 7-speed DSG; in this case, fuel consumption is reduced to 4.8 l/100 km (112 g/km CO2).
1.4 TSI with 90 kW / 122 PS. At the next power level, the 1.4-Liter TSI with 122 PS (5,000 to 6,000 rpm) makes its appearance in sporty fashion. It enables a top speed of 203 km/h and a sprint from zero to 100 km/h in 9.3 seconds. Its maximum torque is an impressive 200 Nm (from 1,400 rpm). The Golf 1.4 TSI with 122 PS consumes just 5.2 l/100 km (equivalent to 120 g/km CO2), which is 1.0 l/100 km less than in the previous model. A 7-speed DSG is available as an option here; it reduces fuel consumption by an additional 0.2 litre to 5.0 l/100 km (116 g/km CO2).
1.4 TSI with 103 kW / 140 PS. The agile 140-PS TSI of the Golf already meets the limits of the EU-6 emissions standard. The four-cylinder engine develops its maximum power between 4,500 and 6,000 rpm. It has a combined fuel consumption of 5.2 l/100 km (119 g/km CO2); with the 7-speed dual clutch gearbox fuel consumption is reduced to 5.0 l/100 km (116 g/km CO2). This engine will also be offered in a second version with a new technical feature – automatic cylinder deactivation (ACT). Thanks to this innovative technology, the Golf, which has a top speed of 212 km/h, attains a combined fuel consumption of just 4.7 l/100 km (equivalent to 109 g/km CO2). The Golf 1.4 TSI also attains this value with the optional 7-speed DSG. The TSI offers a maximum torque of 250 Nm in the lower engine speed range from 1,500 rpm to 3,500 rpm and accelerates the Golf to 100 km/h in just 8.4 seconds.
Petrol engines of the EA211 engine series in technical detail
Genealogy of a new engine lineup: Underlying the development code EA211 is a new family of petrol engines. It is made up of both three-cylinder and four-cylinder engines. The engines of the EA211 series made their premiere at Volkswagen with the production launch of the up! as a three-cylinder MPI. Now the TSI (TSI: direct injection with turbocharging) sixteen-valve, four-cylinder engines of the EA211 series – at the power levels 63 kW / 85 PS and 77 kW / 105 PS (each 1.2 litre) as well as 90 kW / 122 PS and 103 kW / 140 PS (each 1.4 litre) – are also setting new standards in the framework of the Modular Transverse Matrix and therefore in the new Golf in terms of their energy efficiency, lightweight design and high torque performance. Fuel consumption values and CO2 emissions of the EA211 engines were reduced by 8 to 10 per cent, in part due to reduced internal friction, lower weight and optimised thermal management; in conjunction with the innovative new cylinder deactivation system (ACT), the savings potential can be as much as 23 per cent.
New angle of inclination. The engines of the EA211 series are also characterised by a new mounting position. In the familiar petrol engines of the previous EA111 series, the (‘hot') exhaust side was at the front, and the engines were mounted with a forward tilt. By rotating the cylinder head, generation of EA211 engines is now tilted towards the firewall (bulkhead between engine compartment and passenger compartment), just like the diesel engines. From now on, the petrol engines also share this with the diesel engines of the EA288 series: they are now also inclined towards the rear at an identical inclination angle of 12 degrees. A positive result is that Volkswagen can now standardise the exhaust line, driveshafts and gearbox mounting position.
Only the cylinder spacing was preserved. The EA211 is a complete redesign; only the cylinder spacing of 82 mm was adopted from Volkswagen's successful EA111 engine series. That the engine is also built in an especially compact way is reflected in its mounting length, which has been shortened by 50 mm. This is an advantage that passengers in the new Golf will experience directly in the form of an even more spacious interior, because it was possible to shift the front axle forward.
Aluminium block reduces weight by up to 16 kg. Thanks to an ultra-rigid crankcase made of die-cast aluminium, the new petrol engines are especially lightweight at 97 kg (1.2 TSI) and 104 kg (1.4 TSI) – on the 1.4 TSI, the weight advantage compared to the grey cast iron counterpart from the EA111 series is as much as 22 kg. This approach to lightweight design that is meticulously observed at Volkswagen extends down to the smallest of details: engine developers reduced the main bearing diameter of the crankshaft on the 1.4 TSI from 54 to 48 mm; the crankshaft itself was lightened by 20 per cent, while the weight of the connecting rods was reduced by an impressive 30 per cent. The rod bearing pins are bored hollow, and the aluminium pistons (now with flat piston crowns) have now also been weight optimised.
Exhaust manifold integrated in cylinder head. By fully integrating the exhaust manifold in the cylinder head, the engine heats up quickly from a cold start, while simultaneously supplying ample heat to the car's climate control system to warm up the interior. At high loads, on the other hand, the exhaust gas is more effectively cooled by the coolant, which reduces fuel consumption by up to 20 per cent. Another key topic is what is known as thermal management. Volkswagen engineers designed the EA211 with a dual-loop cooling system. The base engine is cooled by a high-temperature loop with a mechanically driven coolant pump, while a low-temperature loop, powered by an electric pump, circulates coolant to the intercooler and turbocharger housing as needed. Passenger compartment heating comes from the cylinder head circulation loop, so that it warms up quickly, like the engine.
Small turbocharger, big effects. By means of innovative engineering of the exhaust manifold, Volkswagen was able to use just a very narrow single-scroll compressor in turbocharger selection. The results: this reduced the weight of the cylinder head turbocharger component group. On the EA211, the intercooler is integrated in the induction pipe which is made of injection-moulded plastic. The advantage: significantly accelerated pressure build-up, which leads to very dynamic performance in downsized engines that have smaller displacements.
Renaissance of the toothed belt in valve actuation. Volkswagen has once again significantly reduced internal friction in its new generation of engines in the Golf. Take the example of overhead camshafts (DOHC): the camshafts are not driven by chain here, rather by a single-stage, low-friction toothed belt design with a 20 mm wide belt and load-reducing profiled belt wheels. Thanks to its high-end material specification, this toothed belt's service life reliably spans the entire life of the vehicle. Actuation of the valve drive via roller cam followers and an anti-friction bearing for the highly loaded first camshaft bearing also lead to reduced friction resistances. To ensure that the engine takes up as little mounting space as possible, ancillary components such as the water pump, air conditioning compressor and alternator are screwed directly to the engine and the oil sump without additional brackets, and they are driven by a single-track toothed belt with a permanent tension roller.
Variable camshaft for more torque. To reduce emissions and fuel consumption further, and to improve torque in the lower rev range, the intake camshaft on all EA211 engines can be varied over a range of 50 degrees crankshaft angle – on the 1.4 TSI with 103 kW / 140 PS, the exhaust camshaft is variable as well. It sets the desired spread of control times and thereby allows even more spontaneous response from low revs; at the same time, torque is improved at high engine speeds.
Five-hole injection nozzles spray at up to 200 bar. The maximum injection pressure of the new TSI versions (direct injection engines) was increased to 200 bar; state-of-the-art five-hole injection nozzles deliver up to three individual injections to each of the cylinders via a stainless steel distributor bar – extremely precisely. In designing the combustion chamber, Volkswagen also paid particular attention to achieving minimal wetting of the combustion chamber walls with fuel and to optimised flame propagation.
Active cylinder management (ACT) in the 1.4 TS.
Two of the four cylinders take a rest. Volkswagen is the world's first carmaker to implement active cylinder management (ACT) for the TSI four-cylinder – a fuel saving technology that was previously the preserve of large eight or 12 cylinder engines. Active cylinder management is now making its debut in the 1.4 TSI with 103 kW / 140 PS of power. Temporarily deactivating the second and third cylinders can save over 0.5 litres of fuel per 100 km, depending on driving style.
Active up to 4,000 rpm and 85 Nm. ACT is active over an engine speed range between 1,400 and 4,000 rpm and torques of up to 85 Nm. This is a broad characteristic map, which covers 70 per cent of all driving states in the EU driving cycle! If the driver presses the accelerator pedal hard, cylinders 2 and 3 begin to work again, without a noticeable transition. The high efficiency of the system does not have any negative effects on smooth running: even with two cylinders the excellently balanced 1.4 TSI runs just as quietly and with low vibration as with four active combustion chambers. All mechanical switchover processes take place within one camshaft rotation; depending on engine speed this takes just 13 to 36 milliseconds. Accompanying interventions in ignition and throttle valve processes smooth the transitions.
ACT components weigh just 3 kg. Altogether, the components of active cylinder management weigh just 3 kg. Their actuators, the camshafts and their bearing frames are integrated in the cylinder head; two low-friction bearings reduce shaft friction. Important to know: only with the TSI concept – petrol direct injection plus turbocharging – is cylinder deactivation even conceivable in the form being implemented today. In naturally aspirated direct-injection systems there would be complications in the charge changing process, combustion and emissions control.
Overview of the new EA288 series diesel engines
1.6 TDI with 77 kW / 105 PS. The engine offering entry to the world of the Golf TDI consumes 3.8 l/100 km (equivalent to 99 g/km CO2) under standard NEDC conditions. Its maximum power is reached between 3,000 and 4,000 rpm, and its maximum torque of 250 Nm is available between 1,500 and 2,750 rpm. This TDI accelerates the Golf to 100 km/h in 10.7 seconds and reaches a top speed of 192 km/h. As an option, the Golf 1.6 TDI at this power level can be paired with a 7-speed dual-clutch gearbox. In this case, combined fuel consumption is 3.9 l/100 km (equivalent to 102 g/km CO2).
1.6 TDI with 81 kW / 110 PS. The Golf BlueMotion achieves a combind fuel consumption of 3.2 l/100 km (equivalent to 85 g/km CO2); this makes it the most fuel-efficient Golf ever. Its maximum torque of 250 Nm is available from 1,500 to 2,750 rpm. The new Golf BlueMotion has a top speed of 202 km/h and if necessary can accelerate to 100 km/h in 10.5 seconds. The Golf BlueMotion is exclusively offered with a 5-speed manual gearbox.
2.0 TDI with 110 kW / 150 PS. A combined fuel consumption of just 4.1 l/100 km (106 g/km CO2) is an excellent value for an engine with 150 PS of power. The 2.0-litre TDI also has two balancer shafts and so it runs very smoothly. It develops its maximum power between 3,500 and 4,000 rpm; from a low 1,750 rpm the TDI makes its maximum torque of 320 Nm available (up to 3,000 rpm). The Golf 2.0 TDI has a top speed of 216 km/h and accelerates to 100 km/h in 8.6 seconds. This Golf may also be ordered with an optional dual-clutch gearbox (6-speed DSG). In this case, the car's combined fuel consumption is 4.4 l/100 km (equivalent to 117 g/km CO2).
Technical details of the new EA288 series diesel engines
New level of sustainability. In the EA288 engine series, Volkswagen is taking its TDI technology - which has been continually perfected over the years - to a new level of sustainability. Consider the Golf 2.0 TDI with 110 kW / 150 PS: Compared to the previous engine (EU-5 engine of the EA189 series with 103 kW / 140 PS), which was already extremely fuel efficient, fuel consumption was further reduced by 0.2 litre, and CO2 emissions were reduced by 8 g/km.
Internal engine modifications to reduce emissions. Just like the new petrol engines (EA211), the only dimension of the Golf's new four-cylinder diesels that is the same as that of the previous model is the cylinder spacing. Many components were designed to be modular thanks to the new modular diesel component system (MDB). They include emissions-relevant components such as the fuel injection system, turbocharger and intercooler within the induction manifold module. In addition, a complex exhaust gas recirculation system is used (with a cooled low-pressure AGR). Also new on all Golf TDI engines is the layout of emissions control components to locate them nearer to the engine. To fulfil various emissions standards worldwide, the emissions control components oxidation catalytic converter, diesel particulate filter and NOx storage catalytic converter are implemented in the Golf. Various other design modifications optimise fuel economy and comfort significantly as well.
Low-friction bearings and oil pump with volumentric flow control reduce friction. Along with reducing hazardous emissions, Volkswagen has tuned all sub-assemblies of the new TDI for minimal internal friction. These actions include piston rings with less pretension and the use of low-friction bearings for the camshaft (drive-side) and - in the top version - for the two balancer shafts. In the oil circulation loop, energy usage was optimised by an oil pump with volumetric flow control.
Quickly up to temperature. During the warm-up phase, an innovative thermal management system utilises separate cooling circulation loops for the cylinder head and the cylinder crankcase as well as a deactivatable water pump. This heats the TDI engines of the new Golf to their operating temperatures considerably faster. A pleasant side effect: the interior also gets warmer quicker in the winter. Another independently controlled cooling loop enables on-demand control of charge air temperature with additional emissions control benefits.
Balancer shafts for the 2.0 TDI. The new diesels are not only very low in emissions, fuel-efficient and torque strong, they are also very smooth-running and comfortable. Consider the 2.0 TDI with 150 PS: two low-friction bearings are used in its balancer shafts. They eliminate free inertial forces that occur in any piston engine system.
Dual-clutch gearboxes (DSG)
6- and 7-speed DSG. Most engines of the new Golf may be paired with a dual-clutch gearbox (DSG). It is either a 6-speed or 7-speed DSG, depending on maximum engine torque. Both DSG versions are characterised by top-level fuel-efficiency and shifting dynamics. Besides the number of forward gears, other technical aspects differentiating the DSG versions include the clutch type. While two dry clutches are used in the seven-speed DSG, the six-speed DSG has a dual clutch that runs in an oil bath. More than any other form of automatic transmission, these dual-clutch gearboxes also have the potential to reduce fuel consumption and therefore emissions.
Notes:
TDI, TSI, DSG and Twincharger are registered trademarks of Volkswagen AG or other companies of the Volkswagen Group in Germany and other countries.
Features and technical data apply to models offered in Germany. They may differ in other countries. All fuel consumption and CO2 emissions data cited in this press kit refer to official vehicle registration values (combined values), which were determined under standard conditions in the NEDC cycle. Fuel consumption and CO2 emissions values for the Golf 1.4 TSI with ACT (103 kW / 140 PS) and the Golf BlueMotion 1.6 TDI (81 kW / 110 PS) are forecast values as of September 2012.