Anche per me lo è, però non c'è nulla di male a fare le supposizioni che abbiamo fatto... Resto in attesa di maggiori info ufficiali e di un pò di riscontri dopo le prime prove



Si ma dai... il neopatentato di solito non và a comprarsi la Golf Turbo da 170cv e oltre 20.000? dai...

da fastidio che sia Vag ... ma l'iea è interessante ma non credo vincente a medio periodo

ossia il buon vecchio vr5 2300 150cv il bestseller in usa con la jetta

Beh, secondo me mica è poi così scontato che un 2.3 5 cilindri a "V" abbia costi di manutenzione più bassi rispetto ad un 1.4 turbo. 


E' solo che ultimamente quì sul forum si tende a commentare le cose solo da un lato negativo della cosa (non tu, in generale); un pò più di ottimismo e positività non guasterebbero. 



Magari non il neo patentato (faccio notare che da me molti neo patrentati cirano su nuovi 1.9 TD o su Saxo 1.6), ma il 21/23 enne che si compra la Gold TDI o la 147 JTD potrebbero trovare in questa un'alternativa mooolto interessante.
Inoltre potrebbe essere un'auto da "padre di famiglia" che subisce appunto la spinta del figlio per l'acquisto della vettura (ricordo che, al giorno d'oggi, i figli hanno sempre più voce in capitolo sugli acquisti famigliari, soprattutto se si parla di automobili). 


Da che pulpito ... 

ora la Jetta non ha più il VR5 ma un 5 in linea che è pubblicizzato come "la metà del motore della Gallardo"...son quasi tutte 2.5 infatti quelle che si vedono...oggi ho beccato pure una Passat 3.6!

Giorgio, vuoi farmi credere che sei in vacanza a NY e continui a scrivere sul pistone?  Pensa a rilassarti 

no sono in florida, ieri è passato l'uragano Katrina...stamattina partiamo per ny e poi stasera per l'europa...

...giusto per dovere di cronaca in Audi la monodopera costa 60?/h 

Voglio proprio vedere come le piazzeranno commercialmente; la 2.0FSI costa circa 4.000 Euro meno della GTI e questa nuova 1.4GT sarà, come allestimento, una via di mezzo tra GTI e Sportline. Un prezzo inferiore di 2.000 Euro alla GTI la renderebbe inutile.

Son sorpreso dalla 2.0TDI 170cv, pensavo che prendesse la sigla GTI o tutt'alpiù GTD ma con egual allestimento della GTI TFSI, invece no. Vedremo anche questa come la collocheranno.

Va a finire come per la scorsa edizione della Polo GTI e della Lupo GTI.....alla fine la Lupo costava persino di più della polo, roba da pazzi

Peccato, avrei visto bene il ritorno della mitica sigla GTD. Comunque la denominazione GT mi sembra un mezzo pacco e getta troppa confusione, non potevano chiamarla, la 1.4, semplicemente TFSI o quel che è?

Interessantissima motorizzazione il 1.4 TSI...

Certo che questa strumentazione è proprio una furbata eh... porca trottola!



Comunque, ecco qualche foto, a me non dispiace affatto







Ed ecco un pò di dettagli circa il motore

The choice for the basic power unit was the FSI from the EA 111 engine series as used in the Golf in power levels of 66 kW / 90 PS (1.4-litre) or 85 kW / 115 PS (1.6-litre). The 1.4-litre engine is a four-valve four-cylinder engine with a swept volume of 1390 c.c., a cylinder gap of 82 millimetres and a bore/stroke ratio of 76.5 to 75.6 millimetres. The focus in developing the ?Twincharger? engine was placed on designing a new, highly resilient grey cast iron cylinder crankcase in order to withstand the high pressure of up to 21.7 bar over long periods, a water pump with integrated magnetic clutch and supercharging technology.

However, the injection technology was also modified. A multiple-hole high-pressure injection valve with six fuel outlet elements is used for the first time in the 1.4 l TSI engine. The injector, like that in the naturally aspirated FSI engines, is arranged on the intake side between the intake port and cylinder head seal level. The quantity of fuel to be injected between idling speed and the 90 kW/litre output power requires a wide variability in the fuel flow through the injectors ? given a sufficient mixture preparation time after completion of injection under full-load conditions on the one hand and idling speed with reproducibly low injection volumes on the other hand. The maximum injection pressure was increased to 150 bar in order to achieve this wide range of throughflow. Furthermore, only FSI technology made it possible to achieve a compression ratio of 10:1 which is high for supercharged engines.

The Volkswagen engine developers selected a compressor with a mechanical belt drive in order to increase the torque at low engine speeds. This is a supercharger unit based on the Roots principle. One special feature of the compressor used is its internal step-down ratio on the input end of the synchronisation gear pair.

The exhaust turbocharger also kicks in at higher engine speeds (with wastegate control). The compressor and exhaust turbocharger are connected in series in this case. The compressor is operated by a magnetic clutch integrated in a module inside the water pump. A control flap ensures that the fresh air required for the operating point can get through to the exhaust turbocharger or the compressor. The control flap is open when the exhaust turbocharger is operating alone. In this case, the air follows the normal path as in conventional turbo engines, via the front charge-air cooler and the throttle valve into the induction manifold.

One of the major challenges facing the development was to achieve the best possible interplay between the two superchargers arranged in series. Only when both units ? the compressor and the exhaust turbocharger ? complement one another optimally can the small power unit achieve its required, level torque characteristic over a broad engine speed range in conjunction with a previously unheard of increase in efficiency.

The ambitious objective of squeezing an output per litre in excess of 90 kW per litre swept volume out of a 1400 c.c. engine could not be achieved with single-stage supercharging alone. However, an upstream compressor enables the boost pressure buildup of the exhaust turbocharger to be significantly increased.

The maximum boost pressure of the ?Twincharger? is approx. 2.5 bar at 1500 rpm, with the exhaust turbocharger and the mechanical supercharger being operated with about the same pressure ratio (approx. 1.53). A straight exhaust turbocharged engine without compressor assistance would only achieve a pressure ratio of about 1.3 bar here. The more rapid response of the exhaust turbocharger enables the compressor to be depressurised earlier by continuous opening of the bypass valve. This means compressor operation is restricted to a narrow map area with predominantly low pressure ratios and, therefore, low power consumption. Consequently, the disadvantage of the mechanical supercharger system in terms of consumption can be limited.

In practice, this means the compressor is only required for generating the required boost pressure in the engine speed range up to 2400 rpm. The exhaust turbocharger is designed for optimum efficiency in the upper power range and provides adequate boost pressure even in the medium speed range. In dynamic driving, this is inadequate for the specified in-gear acceleration values in the low engine speed range. In these driving situations, the compressor is engaged to permit a spontaneous boost pressure buildup. The way in which these two systems complement each other means there is absolutely no turbo lag. The compressor is no longer needed above an engine speed of 3500 rpm at most, as the exhaust turbocharger can definitely provide the necessary boost pressure even dynamically during the transition from coasting to full-load operation.

Su strada

The compressor, with its high ratio of 1:5 in relation to the crankshaft, delivers a boost pressure of 1.8 bar even just above idling speed. This provides the power needed when moving off. An electromagnetic clutch integrated in the module of the coolant pump is responsible for switching the compressor on and off. It is driven by an additional belt. A torque of 200 newton metres is available at a speed of only 1250 rpm ? and all the way through to 6000 rpm. In dynamic compressor mode, the automatic boost pressure control decides whether the compressor will be switched on in accordance with the tractive power required, or if the turbocharger alone can generate the necessary boost pressure. The compressor is switched on again if the speed drops to the lower range and then power is demanded again. The turbocharger alone delivers adequate boost pressure above 3500 rpm.

In practice, the ?1400 Twincharger? drives like a big naturally aspirated engine with 2.3-litre cubic capacity. This is because the maximum torque of 240 newton meters is available from 1750 rpm to 4500 rpm. The boost pressure gauge installed as standard in the cockpit of the Golf GT 1.4 TSI is the only signal of the furious activity being undertaken by the superchargers and the complex procedure of harmonizing both systems taking place under the engine hood. The driver likes it, because when the needle is fully deflected then the acceleration really presses the occupants back into their sports seats (fitted as standard).

Affidabilità

The selection of materials that are resistant to high-temperatures does more than make it possible to keep consumption down to the best possible level at high speed. In spite of the high output per litre, the high pressure level in the engine and possible engine speeds of up to 7000 rpm, the ?Twincharger? is designed for a long service life ? with the same criteria that apply to all power units from Volkswagen. More than 250 prototype and pilot series engines have been put through their paces in all necessary test cycles. Every single component of this new power plant has been designed for the engine service life and has come through its baptism of fire. Endurance runs corresponding to a mileage of 300,000 km (186,420 miles) have been successfully completed. The cylinder crankcase is made from grey cast iron and guarantees complete operating reliability even at the high peak pressures of up to 120 bar. The highly qualified personnel at the Chemnitz Engine Works use optimised production processes and the latest measuring technology to ensure that these high-tech power plants are assembled without defects.