Is it good to be 5 years late? Sagitar's new 1.5T engine is volkswagen's complete body

As early as a year ago, we had a technical analysis of Volkswagen's 1.5T EVO engine. This engine, which was several years late, satisfies our appetite. Previously, according to the calculation of the overseas version, the 1.5T EVO engine had two tuned versions of high and low power. As the launch time of faw-Volkswagen's new Sagittarius is approaching, the face of the domestic 1.5T EVO engine has gradually begun to become clear. What is even more surprising is that the domestic version seems to be different from the high and low power versions that have been applied overseas.

1.5T EVO2 = high/low power in 2 in 1

According to the three tail tags of the new Sagitar (200TSI, 280TSI, 300TSI), it can be calculated that the new car will provide three powertrains: 1.2T, 1.4T and 1.5T. This also proves that the domestically produced 1.5T EVO engine currently offers only one tuning, the so-called EA211 1.5T EVO2 engine. Statistically, the engine has a maximum power of 118 kW (160Ps) and a maximum torque of 250 N·m. From here, it can be seen that its maximum power is 10Ps more than the 150Ps maximum horsepower of the previous overseas high-power version, and the maximum torque is no different.

As we have already introduced, the Volkswagen 1.5T EVO engine not only provides two tunings, but also has a large difference in the technical path of the high and low power versions. The low-power version is compatible with Miller cycles and exclusively uses the VTG variable-section turbine, achieving a high compression ratio of 12.5 on the basis of turbocharging. The high-power version adheres to the Alto cycle while enjoying the exclusive APS plasma coating with a compression ratio of 10.5.

The new Sagitar will be equipped with the EA211 1.5T EVO2 engine, and it is expected that the VTG variable-section turbine and the APS plasma coating will be used. At the same time, the engine will also be compatible with the Miller cycle, and the compression ratio will be compromised to 11.5. But in any case, for turbocharged engines, this compression ratio is already quite high. Whatever the considerations, this new engine will need to be refueled with No. 95 fuel in the country.

The Miller cycle is to achieve a high expansion ratio of a small amount of air by adjusting the opening and closing timing of the intake valve, and the engine will be more fuel-efficient under low operating conditions. The disadvantage is that under high operating conditions, the output power of the engine is limited. To compensate for the shortfall in power output, miller cycles are used in conjunction with VTG variable-section turbines. This technology achieves high-speed response at low speeds by adjusting the angle of the turbocharger blades, taking into account the explosive force at high speeds. Through the data, we can also find that the low-power version of the Volkswagen 1.5T EVO engine can explode the maximum torque of 200N·m at 1400rpm.

Of course, the 250N·m maximum torque of the high-power version of the Volkswagen 1.5T EVO engine only needs 1500 rpm, but this is also at the expense of fuel economy. In order to make up for this, the high-power version uses APS plasma coating technology that has been used in Brands such as Audi and Porsche. In this way, lower operating losses and economic efficiency are achieved during piston operation.

Returning to the 1.5T EVO2 engine expected to be installed by Sagitar, after the above three technical paths are integrated, the use of technologies including a 350bar high-pressure direct injection system, an improved new intercooler design and intake system, and a sodium-filled exhaust valve that also helps dissipate heat is added. The engine is expected to achieve a better balance in fuel consumption and power performance.

Under the National VI standard, the engine is gradually "Japanese"?

In addition to the unification of the previous large technical path, there are also a few points I want to talk to you about the detailed data disclosed for this new engine. First of all, in terms of bore and stroke, the Volkswagen 1.5T EVO series engine is quite different from the previous 1.4T. In the case of increased displacement, the bore of the new engine is reduced, and the corresponding piston stroke is greatly longer. It seems that with the blessing of the variable-section turbine, Volkswagen does not need a short stroke to maintain the effect of low torque and strength of its own small displacement turbine. The entire bore and stroke are closer to Honda's famous 1.5T engine, but it's not so extreme.

In addition, the recommended oil viscosity for this new engine is only 20, which is extremely rare on European engines in the past. And unlike the EA888, the EA211 series has always had few structurally burned oil reviews. Is the new 1.5T reducing the oil viscosity to the level of naturally aspirated power in The Japanese system, is it confidence in coating technology? But there's at least one reason that can't be escaped, and that's GPF.

GPF, or particle trap. Even this domestic version of the 1.5T EVO2, judging from the current news, cannot escape the fate of carrying GPF, and the use of 20 low viscosity oil is also one of the evidences. Low ash, low viscosity oil has been the use trend of major manufacturers under the National VI emission standards. In addition to better fuel economy and good power performance under the new emission standards, it can also effectively protect GPF and make it less prone to congestion.

(Pictured is the 1.4T engine)

Finally, the 1.5T EVO2 engine is equipped with a VTG variable-section turbine, which is expected to withstand heat temperatures of 880°C. With the blessing of a series of cooling technologies, the turbine also needs such a high level of heat resistance, on the one hand, it shows the performance tuning characteristics of the engine. At the same time, we can also expect the catalytic effect of high temperature on GPF reduction, which is similar to the situation of the fourth generation EA888 introduced not long ago.

In short, GPF will surely become more common in the future, and there is no need to demonize it. After all, from the Volkswagen 1.5T EVO2 engine, we can find that major manufacturers have the ability to avoid the durability of GPF and the impact on power output through technology and design means. Perhaps before long, we will see that GPF will be as normal as if we were looking at three-way catalysts.