What do 'TSI' and 'FSI' stand for and how do you know which one you have?
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  1. #1
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    What do 'TSI' and 'FSI' stand for and how do you know which one you have?

    exactly what the title says...

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  3. #2
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    TSI is Turbo Stratified Injection, and FSI is Fuel Stratified Injection. The main principle of the FSI engine design is to shoot fuel directly into each cylinder's combustion chamber at much higher pressures: the higher the pressure, the cleaner and more efficient the combustion. This allows for a leaner fuel-air mixture, using less fuel, and the excess air forms an insulating layer in the cylinder to guard against heat energy losses. TSI marries direct injection with both a supercharger and a turbocharger (in the case of the smaller engines) or just a turbocharger (in the case of the larger engines) to further increase the performance of these engines. This means that you enjoy economical fuel consumption without compromising on engine performance. Volkswagen has a range of 1.4 TSI engines (which use one or both types of charging) and a range of 2.0 TSI engines that are turbocharged.

  4. #3
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    I'm afraid you have the TSi part incorrect. TSI is simply a newer revision of the FSI motor that improves some of the fatal flaws of the FSI motor (reasons why I got rid of my MKV GLI w/ 2.0FSI)

    I believe you are confusing the TSI moniker with that used on the Twincharger motor simply because it uses the TSI moniker as well. The 1.2 TSI, 1.4 TSI, 1.7 TSI (not released yet) and the 2.0 TSI are different motors.

    2.0 R4 16v TFSI 125-210kW
    This turbocharged EA113 engine is based on the naturally aspirated 110kW 2.0 FSI.
    identification
    parts code prefix/variant: 06F.C, 06F.D
    engine displacement & engine configuration
    1,984 cubic centimetres (121.1 cu in) inline-four engine (R4/I4); bore x stroke: 82.5 by 92.8 millimetres (3.25 in × 3.65 in), stroke ratio: 0.89:1 - undersquare/long-stroke, 496.1 cc per cylinder, compression ratio: 10.5:1
    cylinder block & crankcase
    CG25 grey cast iron with liquid-blasted cylinder bore honing; 88 mm (3.46 in) cylinder spacing, five main bearings, die-forged steel crankshaft, two simplex-roller chain driven balance shafts
    cylinder head & valvetrain
    cast aluminium alloy; modified inlet duct geometry for high tumble values providing superior knock resistance, four valves per cylinder (exhaust valves sodium filled for increased cooling), 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, belt and roller-chain driven double overhead camshaft (DOHC), continuous intake camshaft adjustment (42° variance from crankshaft)
    aspiration
    hot-film air mass meter incorporated into air filter housing, cast alloy throttle body with electronically controlled 'drive by wire' throttle butterfly valve, plastic variable length controlled intake manifold with charge movement flaps adjusted by a continuous-action pilot motor, 0.9 bars (13.1 psi) boost water cooled BorgWarner K03 turbocharger (K04 on 169 kW upwards) incorporated in exhaust manifold, sandwiched central front-mounted intercooler (FMIC)
    fuel system
    fully demand-controlled and returnless; - fuel tank mounted low pressure fuel pump, Fuel Stratified Injection (FSI): inlet camshaft double-cam driven Hitachi single-piston high-pressure injection pump maintaining a pressure between 30 to 110 bars (440 to 1,600 psi) in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled fuel injectors, air-guided combustion process, multi-pulse injection with homogeneous mixing, stratified lean-burn operation with excess air at part load
    ignition system & engine management
    centrally positioned Bosch longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED 9.1 electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
    exhaust system
    secondary air injection pump for direct injection into exhaust ports to assist cold start operation, cast iron exhaust manifold (with integrated turbocharger), one primary and one main ceramic catalytic converters, four heated oxygen sensors monitoring pre- and post catalyst exhaust gasses
    dimensions
    length: 652 millimetres (25.7 in), width: 648 millimetres (25.5 in), height: 666 millimetres (26.2 in), mass: 152 kilograms (335 lb)
    ID codes, DIN-rated motive power & torque outputs, applications
    BPJ
    125 kilowatts (170 PS; 168 bhp) @ 4,300 rpm; 280 newton metres (207 ft·lbf) @ 1,800-4,200 rpm — Audi A6 (C6), VW Tiguan
    BWA
    136 kilowatts (185 PS; 182 bhp) @ 6,000 rpm; 270 newton metres (199 ft·lbf) @ 1,800-5,000 rpm — 2005 SEAT León
    AXX, BWA, BWE, BPY (North America)
    147 kilowatts (200 PS; 197 bhp) @ 5,100-6,000 rpm; 280 newton metres (207 ft·lbf) @ 1,800-5,000 rpm — Audi A4 (B7), Audi A3 (8P), 2006 Audi TT, VW Passat (B6), VW Golf Mk5 GTI, VW Jetta Mk5 GLI, SEAT León FR Mk2, SEAT Altea, SEAT Toledo Mk3, SEAT Exeo, Škoda Octavia (1Z) vRS
    BUL
    162 kilowatts (220 PS; 217 bhp) @ 5,900 rpm; 300 newton metres (221 ft·lbf) @ 2,200-4,800 rpm — 2005 Audi A4 (B7) DTM Edition
    BYD
    169 kilowatts (230 PS; 227 bhp) @ ?,??? rpm; 300 newton metres (221 ft·lbf) @ 2,250-5,200 rpm — VW Golf Mk5 GTI Edition30 & Pirelli Edition
    BWJ
    177 kilowatts (241 PS; 237 bhp) @ 6,000 rpm; 300 newton metres (221 ft·lbf) @ 2,200-5,500 rpm — SEAT León Cupra, SEAT León Cupra Mk2 facelift
    BZC, CDL
    188 kilowatts (256 PS; 252 bhp) — Audi S3 (8P)
    BHZ
    195 kilowatts (265 PS; 261 bhp) @ 6,000 rpm; 350 newton metres (258 ft·lbf) @ 2,500-5,000 rpm — Audi S3 (8P)
    CDL
    195 kilowatts (265 PS; 261 bhp) @ 6,000 rpm; 350 newton metres (258 ft·lbf) @ 2,300-5,200 rpm — Audi S3 (8P), Audi TTS, SEAT León Cupra R Mk2 facelift
    CDL
    200 kilowatts (272 PS; 268 bhp) @ 6,000 rpm; 350 newton metres (258 ft·lbf) @ 2,500-5,000 rpm — Audi TTS
    ???
    210 kilowatts (286 PS; 282 bhp) — SEAT Leon Copa Edition / World Champion Edition (this version is a limited market availability variant, and does not appear in any official VWAG parts catalogues)
    notes
    the 195 kW and higher versions have stronger pistons and gudgeon pins, new rings, reinforced connecting rods, new bearings, reinforced cylinder block at the main bearing pedestals and cap, new lightweight aluminium-silicon alloy cylinder head for high temperature resistance and strength, adjusted exhaust camshaft timing, increased cross-section high-pressure injectors, 1.2 bars (17.4 psi) boost pressure K04 turbocharger with larger turbine and compression rotor - which some components are NOT shared with the lower output variants.

    2.0 R4 16v TSI/TFSI 132-155kW (EA888)
    Manufacturing commenced March 2008.
    identification
    parts code prefix: 06H, 06J; ID codes: CAEA, CAEB, CAWB, CCZA, CDNB, CDNC
    engine displacement & engine configuration
    1,984 cubic centimetres (121.1 cu in) EA888 inline-four engine (R4/I4); bore x stroke: 82.5 by 92.8 millimetres (3.25 in × 3.65 in), stroke ratio: 0.89:1 - undersquare/long-stroke, 496.1 cc per cylinder; compression ratio: 9.6:1 (10.3:1 A3 Cabrio 2009), 88 mm (3.46 in) cylinder spacing
    cylinder block & crankcase
    GJL 250 grey cast iron; 33 kg (73 lb), die-forged steel crankshaft with five 58 mm (2.28 in) diameter main bearings, two toothed chain-driven counter-rotating balance shafts suppressing second degree free inertial forces and oil pump, horizontal-baffled oil sump
    cylinder head & valvetrain
    cast aluminium alloy; four valves per cylinder, 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, toothed chain-driven double overhead camshaft (DOHC), continuous vane-adjustable variable intake valve timing, Audi variants have two-stage "valvelift" inlet valve lift variable control
    aspiration
    hot-film air mass meter, cast alloy throttle body with electronically controlled Bosch E-Gas 'drive by wire' throttle butterfly valve, plastic variable length controlled intake manifold with charge movement flaps controlling combustion chamber air movement, BorgWarner K03 water-cooled turbocharger incorporated in exhaust manifold, sandwiched central front-mounted intercooler (FMIC)
    fuel system
    fully demand-controlled and returnless; - fuel tank mounted low pressure fuel pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump driven by a four-lobe cam on the exhaust camshaft supplying up to 150 bars (2,180 psi) fuel pressure in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, air-guided combustion process, multi-pulse dual-stage injection during the induction and compression stroke with homogeneous mixing, stratified lean-burn operation with excess air at part load, 95 RON ultra-low sulphur unleaded petrol
    ignition system & engine management
    centrally positioned longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED 17 electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
    exhaust system
    cast iron exhaust manifold (with integrated turbocharger), close-coupled and main catalytic converters - both ceramic
    DIN-rated motive power & torque outputs and applications - VW non-valvelift variants
    147 kilowatts (200 PS; 197 bhp) @ 5,100-6,000 rpm; 280 newton metres (207 ft·lbf) @ 1,700-5,000 rpm — CAWB: 2009 VW Golf Mk5 GTI (North American markets only), VW Scirocco
    155 kilowatts (211 PS; 208 bhp) @ 5,300-6,200 rpm; 280 newton metres (207 ft·lbf) @ 1,700-5,200 rpm — VW Golf Mk6 GTI
    DIN-rated motive power & torque outputs and applications - Audi valvelift variants
    132 kilowatts (179 PS; 177 bhp) @ 4,200-6,000 rpm; 320 newton metres (236 ft·lbf) @ 1,500-4,000 rpm — CAEA/CDNB/CDNC: Audi B8 A4
    147 kilowatts (200 PS; 197 bhp) @ 5,100-6,000 rpm; 320 newton metres (236 ft·lbf) @ 1,700-5,000 rpm — CAWB: Audi A3 Cabriolet, CCZA: Audi TT
    155 kilowatts (211 PS; 208 bhp) @ 4,300-6,000 rpm; 350 newton metres (258 ft·lbf) @ 1,500-4,200 rpm — CAEA/CAEB/CDNC: Audi B8 A4, Audi A5, Audi Q5
    reference
    "Audi adds 2.0 TFSI with Valvelift to A5 Coupé". VWAG. PaulTan.org. 25 June 2008. Retrieved 4 September 2009.
    [edit]awards
    was winner of the "1.8-litre 2.0-litre" category in the 2009 annual competition for International Engine of the Year.

    Wikipedia tells all: http://en.wikipedia.org/wiki/List_of...petrol_engines

  5. #4
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    My description is directly from the VAG website. Not sure how it is wrong, but OK.

  6. #5
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    TSI/FSI-turbo, it's just badging.

    for the newer 2.0T's, with the balance shafts, timing chain, roller followers, the VW's uses the TSI badge & the Audi A3 still uses FSI badge. The A4 adds VTEC and still uses a FSI badge.

    TSI was also referred to as "Twin" Stratified Injection, with the Turbo/Supercharger engines.

    It's just semantics but it is easier to go by engine codes, and for the purpose of the B6 Passat, where the air filter is located.

  7. #6
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    Quote Originally Posted by badmonkey View Post
    My description is directly from the VAG website. Not sure how it is wrong, but OK.
    could you show as the link? Becuase for example new Golf R has 2.0TSI

    I would say it in very simple and laic way - FSI - old, TSI- new


    And 1.7TSI? hmm never heard about that engine and I do not see the point of new engine, when you can have from 1.4TSI 180hp ...there is no gap which could be filled with 1.7TSI :/

  8. #7
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    Quote Originally Posted by Allbacore View Post
    I would say it in very simple and laic way - FSI - old, TSI- new
    So, what about Audi?

    Like I said, they still use the "FSI" badging, even with the CCTA engine for the Audi A3 and the VTEC version for the Audi A4





  9. #8
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    Quote Originally Posted by badmonkey View Post
    My description is directly from the VAG website. Not sure how it is wrong, but OK.
    Here's a link:

    http://www.volkswagen.co.uk/technology/tsi

    When you drive one of our TSI cars you don't have to choose between performance and economy. TSI engines offer an enjoyable and involving drive, while cutting fuel consumption and CO2 emissions. Because TSI engines are cleaner, you'll also save on car tax. So they have a smaller impact on the environment, are kinder to your pocket - and, best of all, they're great fun to drive.

    What is TSI?
    TSI is our pioneering technology for petrol engines. TSI engines are compact, high-powered and use less fuel. TSI technology blends the best of our TDI diesel and FSI (Direct Injection) engines.

    How do you benefit?
    You enjoy excellent driveability and outstanding fuel economy. Acceleration is instant, whichever gear you're in. So overtaking is safer and you can power smoothly up hills with no delay. TSI technology is available on an increasing number of our cars, from Golf to Passat.


    The TSI storyAs responsible car makers we wanted to make our petrol engines even cleaner and more efficient, while still being fun to drive. Our aim was to create engines that used less fuel and produced lower CO2 emissions without sacrificing power.

    The solution our engineers came up with was both elegant and ingenious: an engine that combines petrol direct injection with twincharging – a turbocharger and a supercharger working together. The TSI engine was born.

    Volkswagen is the only car manufacturer in the world to offer an engine with this feature. The effect is to combine the benefits of both petrol and diesel power units: smooth and quiet on the road, TSI delivers high torque - pulling power - throughout the acceleration range with no turbo lag.

    The successful TSI formula combines a number of different elements:

    Smaller engines. At the heart of TSI is a smaller engine. It's more efficient, as there is less power loss resulting from friction. It's also lighter, so the engine has less weight to shift in the car.

    Direct petrol injection with charging. Direct petrol injection is combined with a turbocharger or with a turbocharger and a supercharger working in tandem. This enhances the engine's combustion efficiency so the TSI engine power output is much higher than that of conventional, naturally aspirated engines.

    Torque when you want it. On the TSI 1.4 160PS the engine-driven supercharger operates at lower revs, with the turbocharger - powered by the exhaust gases - joining in as engine speed rises. The supercharger is powered via a belt drive directly from the crankshaft. This provides maximum pulling power on demand, even at very low engine speeds. TSI engines are designed to deliver maximum torque from engine speeds as low as 1500 or 1750 rpm. And that has the twin benefit of not only increasing your driving pleasure but also cutting fuel consumption.


    Latest developmentsWe never stop refining our TSI technology. Some of our latest ideas for the 1.4 122 PS include:

    More ways to save weight. These range from a lightened cylinder head cover and a weight saving per camshaft to the refined design of the cylinder head itself.

    Optimised fuel mixture. A new injector with six fuel bores for electronic direct injection helps achieve this. The injector jets have been realigned to give more efficient distribution of the fuel mixture in the combustion chamber.

    Charge-air intercooling. The turbocharger has a water-cooled intercooler with a low-temperature circuit independent of the engine cooling system. As a result we've cut the volume of the charge air system by more than half, allowing a high charge pressure to build up much more quickly. This gives improved dynamics because it reduces the time it takes to achieve maximum charge in the combustion chambers.


    Awards for TSI“Driving fun and fuel efficiency can be unified in one package”
    Our pioneering technology has impressed motoring experts from across the world. Our 1.4-litre TSI Twincharger engine has won the 1-litre to 1.4-litre category of the prestigious International Engine of the Year Awards for 5 years running and was voted the International Engine of the Year and Best Green Engine in 2009.

    The jury for this award is made up of 65 motoring journalists from 32 countries. At the 2009 Awards, the jury said: “Volkswagen not only attained an overall victory, but also won the 'Best Green Engine' award. This shows that driving fun and fuel efficiency can certainly be unified in one package.”

    Dr Rüdiger Szengel, Head of Volkswagen Petrol Engine Development, commented on TSI: “Their combination of reduced displacement, direct injection and intelligent engine boosting enables top dynamic performance while keeping emissions and fuel consumption low. Winning awards in three key categories is really a compliment to our development team. TSI engines are genuine trendsetters.”

    WhatCar? chose the Golf 1.4TSI as its Small Family Car of the Year 2009, commending it in unambiguous terms: “They don't come much better than the 1.4 TSI. Don't let its diminutive size put you off; it's got bags of low-rev pull, so brisk acceleration is merely a flex of your ankle away”.
    It's still badging semantics.

    the 3.6L is labeled as a V6, when it is based on the VR6 architecture.

    The MKIII & MKIV people will get offended if you refer the 2.8L 12V/24V & 3.2L engines as a V6, instead of a VR6.

  10. #9
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    Audi Link, not sure if it works

    Audi was the first manufacturer in the world to combine petrol direct injection with turbocharging in large-scale car production. The success story of the 2.0 TFSI was launched in summer 2004 when it debuted in the Audi A3 Sportback.

    Compared with conventional naturally aspirated V6 engines, a turbocharged direct-injection four-cylinder engine delivering the same performance uses 10 to 15 percent less fuel.

    FSI technology and turbocharging make such an excellent combination because the evaporation of fuel directly within the combustion chamber in FSI engines removes heat from the intake air. This allows a higher compression, significantly improving engine efficiency. It also solves an old problem in all turbocharged engines – a high tendency to knock at high boost levels.

    The integrated turbocharger exhaust manifold module ensures optimum turbine efficiency, resulting in excellent utilisation of the exhaust energy. This achieves both a high power output and optimum engine responsiveness, ultimately helping to reduce fuel consumption and exhaust emissions.

    The second generation of 2.0 l TFSI engines, which were introduced in the Audi A4, A5 and Audi Q5 in 2008, featured for the first time valve lift control in the form of the Audi valvelift system on the exhaust side. Significantly improved torque was the result with better low-end torque and a more effective dynamic torque build-up. Alongside performance improvements, these optimisations were also translated into taller gear ratios, bringing about a further reduction in fuel consumption.

    The combination of petrol direct injection and a mechanical supercharging module makes the 3.0 l V6 engine, fitted in selected Audi models, a compact power plant with an early maximum torque of 400 Nm sustained over a wide power band – with moderate fuel consumption. With its very spontaneous response and an extraordinary power flow across the entire rpm range, the six-cylinder unit also permits a particularly dynamic driving style.

    By bringing together supercharging and petrol direct injection, TFSI unlocks a superior potential: greater power output and more dynamic performance with lower fuel consumption.

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