Electric turbocharging and high pressure common rail injection boost power and efficiency of Wolfsburg’s four-pot oilburner
10 November 2014

Volkswagen has showcased an advanced 268bhp version of its turbocharged 2.0-litre four-cylinder diesel engine in a technical presentation at its Wolfsburg headquarters in Germany.

The power plant is expected to play an integral role in Volkswagen's efforts to meet tough CO2 emission targets that form part of new EU regulations set to come into force in 2020.

The new engine, described as a development of the existing EA288 unit used across the Volkswagen line-up, is claimed to deliver a 14 per cent improvement in power and economy over the most powerful variant of the Volkswagen diesel currently in production, the 237bhp engine recently unveiled in the Volkswagen Passat.

Among the developments brought to the new diesel is a two-stage electrically operated turbocharger, a piezo valve common rail injection system that operates at pressures of up to 2500bar and a newly engineered variable valve timing system.

With 268bhp, Volkswagen’s new 2.0-litre four-cylinder diesel engine kicks out 10bhp more than its recently updated 3.0 V6 diesel, as found in the facelifted VW Touareg.

Volkswagen is yet to reveal a definitive torque figure for the new diesel, which is earmarked to power upper range models, including an upcoming production version of the Cross Blue SUV concept in a transverse mounting. However, Wolfsburg officials suggest it is on a level comparable to the 237bhp variant, which boasts 369lb ft.

In addition to the new diesel, Volkswagen has also provided limited details to its new 10-speed dual shift gearbox (DSG), as revealed at the Vienna motor symposium earlier this year and planned to go into production in 2016.

A development of the existing six-speed wet clutch unit, the new 10-speed twin clutch gearbox is also being looked upon to contribute to a further improvement in fuel economy and reduction in emissions throughout the Volkswagen line-up.

Codenamed DQ511, the new gearbox has been engineered to handle torque loadings of up to 405lb ft, suggesting it could be coupled with a wide range of Volkswagen engines, including the latest variant of its four-cylinder diesel.

Among the features offered by the 10-speed DSG is a coasting function that switches off the engine during periods of trailing throttle and then starts it automatically for added fuel savings, as well as a newly engineered brake energy recuperation system described as being more efficient that the system presently in use at Volkswagen.

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Our Verdict

Volkswagen Passat 2011-2014
15 million VW Passats have been sold in 100 countries since its launch in 1973

The VW Passat is a competent family car - but does it show any flair?

11 November 2014

Impressive figures. Like to know more; comparable weight, emissions, gearing etc. Gearing is often an issue for these 'peakier' diesels - dropping you into flatspots, but the possibility of the 10-speed DSG combo with this engine could be the answer.

11 November 2014

CVT might be even better - assuming a smaller lower power version that's not going overstress belts?

11 November 2014

Bristling with all that tech, its got to be majorly expensive. And with VW's track record for durability, you'll be replacing those injectors after 50k.

11 November 2014

Soldi, I don't know why VW didn't consult with you before developing their new engine. Clearly you are better versed in the costs and longevity of the modern engine.

11 November 2014

Impressive numbers for a 4 pot oil burner. I do question the long term reliability of this engine. Also i bet the real world economy is no better than the V6, if not worse...

11 November 2014
Paul Bearer wrote:

Impressive numbers for a 4 pot oil burner. I do question the long term reliability of this engine.

Agreed! it will be interesting to see how such a highly strung diesel will cope long term. I suppose VAG could offset this by turning the wick down to reduce the strain on the unit. I'm curious to know the exact emissions benefits too!

"Will accept donation of a Carrera GT, EB110 SS or McLaren F1...oh yeah or a Spyker C8 Aileron Spyder"

11 November 2014

Paul Bearer, I think your and Soldi need to offer out you considerable engine talents to VAG and to every other engine manufacturer out there.

11 November 2014

Considering the lack of refinement as being a major negative for the 237 bhp version, then there will have to be some work done to justify the higher price for this big bang version. Buyers at this higher price point will not put up with a vehicle sounding like a tracto,r no matter how high tech.

GeToD

 

11 November 2014

@Rob3038, I used to own a mk5 golf 2.0 tdi 170ps. After 50k miles the gearbox broke which was covered under warranty. After 60k the turbo blew which was also covered under warranty but at that point i decided to part exchange it for a mk6 golf 2.0 tdi 140ps which has been flawless. The same engine producing 268bhp must be under much more pressure?

11 November 2014

Paul,
As an Aussie, don't hold that against me, I am constantly amazed at the ongoing negativity of the UK market directed at VAG. It seems that you either love VW's or hate them. There appears to be no in between.
I currently have a Mk6 manual GTI that has clocked up just over 195,000 km. Yep 195,000 km from new, over 4 years and it has been unbelievably reliable. Having said that, I just had the fuel pump replaced, today, as a matter of fact. Other than that it has been nothing short of brilliant.
Would I buy another Golf? If they altered the shape a little from model to model - definitely. If they continue to make only minor changes, maybe not.
BTW, my brother just sold his R36 Passat and replaced it with a Golf R. An awesome machine but probably a little over my budget.
Reasoned debate is fine but reserve comments until after they are out in the market place. At least VAG is a company trying to raise the bar, unlike companies such as Toyota that strive for the bare minimum.

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