2.0 TDI 170cv Common Rail. Para quando?
- Iniciador de tópicos Arturval
- Data de início
DarthVader1933
New member
A audi/vw anda muito atrasada em relação a bmw...
JRodrigues
Well-known member
Não sei se haverá versão intermédia entre o de 143cv e o de 204.
DarthVader1933
New member
esse ainda é injector Bomba
Alpiger
Suspenso
Pois, ja vi.
O novo 2.0 CommonRail é o motor que irá equipar tambem o Audi TT TDI
Arturval
New member
Sim. Fala-se em 170cv, com a subida de potencia do 2.7TDI para os 190/200cv.
Este common rail de 170cv também deve equipar os A4 e A5.
Seria bem interessante um A5 2.0TDI 170cv com preço +-45000euros.
Também vi um pequeno video sobre o novo A4 que passará a ser, na minha opinião, o mais bonito do segmento. Quem estava a fazer o teste referiu também que o carro é significativamente melhor que o antecessor, aproximando-se mais que nunca do Classe C e Série 3.
http://youtube.com/watch?v=NvZr-Q3ycec
apr
bizopt
New member
Sim. Fala-se em 170cv, com a subida de potencia do 2.7TDI para os 190/200cv.
Este common rail de 170cv também deve equipar os A4 e A5.
Seria bem interessante um A5 2.0TDI 170cv com preço +-45000euros.
Também vi um pequeno video sobre o novo A4 que passará a ser, na minha opinião, o mais bonito do segmento. Quem estava a fazer o teste referiu também que o carro é significativamente melhor que o antecessor, aproximando-se mais que nunca do Classe C e Série 3.
http://youtube.com/watch?v=NvZr-Q3ycec
apr
Aproximar? [
] Partindo do príncipio q está atrás?[] []Edit: - Já vi q são palavras do vídeo.
Gmigas
Well-known member
Pois! O que vem agora no A4 é o 2.0 TDi 143cv... o 204 não sei!
Mas tinha visto algures que o TDi 170cv que está a sair era Common Rail...
Arturval
New member
Pois! O que vem agora no A4 é o 2.0 TDi 143cv... o 204 não sei!
Mas tinha visto algures que o TDi 170cv que está a sair era Common Rail...
Sim, daí a pergunta.
Última edição:
alfasilvas
New member
Tenham calma a vw primeiro tem de estudar bem o commom rail pa saber bem como funciona aquilo[] (ok fui mauzinho)
Mas agora a serio tambem pensava que o de 170 cv ja era commom rail
] (ok fui mauzinho)Mas agora a serio tambem pensava que o de 170 cv ja era commom rail
Arturval
New member
Aproximar? [
Edit: - Já vi q são palavras do vídeo.
Já querias molho.[
]
Arturval
New member
Tenham calma a vw primeiro tem de estudar bem o commom rail pa saber bem como funciona aquilo[
Mas agora a serio tambem pensava que o de 170 cv ja era commom rail
A ideia que tenho é que a VAG vai estrear os common-rail de 4 cilindros no novo A4.
O progenitor é um 2.0TDI de 143cv, que, segundo li é um bom motor. Mas o mercado exige mais.
Última edição:
MoonshieldDay
New member
Tenham calma a vw primeiro tem de estudar bem o commom rail pa saber bem como funciona aquilo[
Já há muito tempo que o grupo vw tem motores diesel common rail [
], de v6 para cima é tudo common rail.
JRodrigues
Well-known member
Já há muito tempo que o grupo vw tem motores diesel common rail [
Quase tudo. O V10 TDI ainda não é.
bizopt
New member
Further improvements all round: the 2.0 TDI
The 1968 cc four-cylinder TDI ushers in a new generation of efficient, dynamic diesel engines from Audi; it is a new interpretation of the TDI concept’s outstanding qualities. This two-litre unit builds on the characteristic strengths of its predecessor, which was the highest-volume production diesel in the world, and offers customers even more driving fun, economy and refinement.
For use in the new A4 the 2.0 TDI has been given common-rail fuel injection, the piezo injectors of which operate at a maximum pressure of 1800 bar, and a whole series of additional innovations as well. This two-litre engine also complies with future EU 5 emission limits.
The 2.0 TDI is both refined and powerful: it develops 105 kW (143 bhp) and delivers its maximum torque of 320 Nm at all engine speeds between 1750 and 2500 rpm – enough to hustle the Audi A4 in 9.4 seconds from a standing start to 100 km/h and for it to reach a top speed of 215 km/h.
With a six-speed manual gearbox, the 2.0 TDI is content with an average fuel consumption of 5.5 l/100 km – 0.5 l less than the previous model. From 2008 on, this four-cylinder diesel will be available with multitronic continuously variable transmission. Both this and the manual-gearbox version drive the front wheels.
In the new Audi A4 the 2.0 TDI engine is installed at an angle of 20 degrees to the right, which has necessitated certain changes to the oil sump and crankshaft. The most interesting development, however, concerns the cylinder head, in which the two overhead camshafts operate 16 valves, and common-rail injection controlled by one of the most modern engine-management systems on the market supersedes the previous pump-injector units.
Like the 3.0 TDI, the 2.0 TDI features modern piezo injectors and eight-hole injector nozzles. The degree of precision to which up to five injection strokes per operating cycle can be modulated has the effect of audibly reducing the noise level. The single-piston high-pressure pump builds up a full system pressure of 1800 bar, which results in very fine atomisation of the fuel and accurate, efficient combustion.
The acoustics of the toothed belt drive have also received attention, with additional noise-reducing structures on the belt cover. As on the previous engine, two balancer shafts reduce the vibration generated by the crankshaft and reciprocating parts.
The 2.0 TDI, which has a 16.5 : 1 compression ratio, has a number of other special features that also improve its performance potential. Its turbocharger is from a new design generation. So that torque builds up more rapidly, it has adjustable guide vanes on the turbine side, and a pulsation damper to reduce vibration. Electric motors control the position of the swirl flaps in the intake pipe: these modify the incoming airflow continuously to match engine load and speed.
Free-revving: the limit is not reached until 5000 rpm
Optimised intake-air management and modified piston geometry have put the maximum engine speed up to 5000 rpm, and have in particular improved the thermodynamic situation in the combustion chambers. As a result of these measures, the two-litre TDI can be operated with a high rate of exhaust gas recirculation (up to 60 percent); combustion takes place at a lower temperature and oxygen level, so that untreated emissions of oxides of nitrogen are lower. To achieve this, Audi has given the four-cylinder engine a switchable EGR (exhaust gas recirculation) system that has a high cooling rate. The oxidating catalytic converter has been improved and combined into a single unit with the maintenance-free diesel particulate filter. Both of them are located close to the engine and therefore reach their operating temperature quickly.
The 2.0 TDI already complies with the EU 5 emission limits that will probably come into force in 2010, and which will call for a further reduction in the level of oxides of nitrogen. This makes it necessary to reduce the combustion temperature, although this in turn has a negative effect on efficiency. By concentrated attention to design details, however, Audi’s engineers succeeded in averting the risk of poorer fuel consumption and in fact achieved a slight improvement in this respect.
The 1968 cc four-cylinder TDI ushers in a new generation of efficient, dynamic diesel engines from Audi; it is a new interpretation of the TDI concept’s outstanding qualities. This two-litre unit builds on the characteristic strengths of its predecessor, which was the highest-volume production diesel in the world, and offers customers even more driving fun, economy and refinement.
For use in the new A4 the 2.0 TDI has been given common-rail fuel injection, the piezo injectors of which operate at a maximum pressure of 1800 bar, and a whole series of additional innovations as well. This two-litre engine also complies with future EU 5 emission limits.
The 2.0 TDI is both refined and powerful: it develops 105 kW (143 bhp) and delivers its maximum torque of 320 Nm at all engine speeds between 1750 and 2500 rpm – enough to hustle the Audi A4 in 9.4 seconds from a standing start to 100 km/h and for it to reach a top speed of 215 km/h.
With a six-speed manual gearbox, the 2.0 TDI is content with an average fuel consumption of 5.5 l/100 km – 0.5 l less than the previous model. From 2008 on, this four-cylinder diesel will be available with multitronic continuously variable transmission. Both this and the manual-gearbox version drive the front wheels.
In the new Audi A4 the 2.0 TDI engine is installed at an angle of 20 degrees to the right, which has necessitated certain changes to the oil sump and crankshaft. The most interesting development, however, concerns the cylinder head, in which the two overhead camshafts operate 16 valves, and common-rail injection controlled by one of the most modern engine-management systems on the market supersedes the previous pump-injector units.
Like the 3.0 TDI, the 2.0 TDI features modern piezo injectors and eight-hole injector nozzles. The degree of precision to which up to five injection strokes per operating cycle can be modulated has the effect of audibly reducing the noise level. The single-piston high-pressure pump builds up a full system pressure of 1800 bar, which results in very fine atomisation of the fuel and accurate, efficient combustion.
The acoustics of the toothed belt drive have also received attention, with additional noise-reducing structures on the belt cover. As on the previous engine, two balancer shafts reduce the vibration generated by the crankshaft and reciprocating parts.
The 2.0 TDI, which has a 16.5 : 1 compression ratio, has a number of other special features that also improve its performance potential. Its turbocharger is from a new design generation. So that torque builds up more rapidly, it has adjustable guide vanes on the turbine side, and a pulsation damper to reduce vibration. Electric motors control the position of the swirl flaps in the intake pipe: these modify the incoming airflow continuously to match engine load and speed.
Free-revving: the limit is not reached until 5000 rpm
Optimised intake-air management and modified piston geometry have put the maximum engine speed up to 5000 rpm, and have in particular improved the thermodynamic situation in the combustion chambers. As a result of these measures, the two-litre TDI can be operated with a high rate of exhaust gas recirculation (up to 60 percent); combustion takes place at a lower temperature and oxygen level, so that untreated emissions of oxides of nitrogen are lower. To achieve this, Audi has given the four-cylinder engine a switchable EGR (exhaust gas recirculation) system that has a high cooling rate. The oxidating catalytic converter has been improved and combined into a single unit with the maintenance-free diesel particulate filter. Both of them are located close to the engine and therefore reach their operating temperature quickly.
The 2.0 TDI already complies with the EU 5 emission limits that will probably come into force in 2010, and which will call for a further reduction in the level of oxides of nitrogen. This makes it necessary to reduce the combustion temperature, although this in turn has a negative effect on efficiency. By concentrated attention to design details, however, Audi’s engineers succeeded in averting the risk of poorer fuel consumption and in fact achieved a slight improvement in this respect.