9621 Agnes Crossing, Lake Suzanneview, New Mexico Island 84604-9295.
We hear from many drivers that naturally aspirated engines are much more preferred as they are more reliable and “smoother”. They don’t have the mysterious “turbo lag” and
It is not a problem to meet turbocharged 4-cylinder engines in the secondary market. The most common, of course, are the “downsizing” of the German concern VAG, installed on Audi, Skoda, SEAT and VW. In addition, the 1.4-liter TSI engines are the most popular, developing 122 horsepower. Of. or 150 litres. with., depends on forcing. These turbo units were not only available for B and C class models, such as the Audi A3, VW Golf 7, Polo, Jetta, Skoda Octavia and Rapid, but even for heavier cars, namely the VW Tiguan and Skoda Kodiaq cross- overs.
VAG’s main competitors are the Korean brands Hyundai-Kia, owned by the Hyundai Motor Group. The Koreans have concentrated on the production of atmospheric engines, that is, engines whose inlet pressure is equal to atmospheric, eliminating the need for lessers to install expensive and complex boost systems.
The most massive in Russia were the units of the Theta II family, produced since 2008. They went to Hyundai Tucson, Sonata, Elantra, Kia Sportage, Optima, etc., and the upgraded Nu series was used on Creta, Soul and other cars. In general, the absence of a turbine leads motorists to the idea that “there is nothing to break”, which is not the case at all.
I don’t want to upset the “aspirated” connoisseurs, but they break down no less than turbocharged engines. The lack of a turbine forced the Koreans to devise alternative ways to reduce harmful emissions in order to meet strict environmental standards. Their engines have complex injection and erratic gas distribution systems. For the sake of greater efficiency, piston skirts are reduced, connecting rods are reduced, axles are lightened, which does not benefit the resource.
Cylinder blocks are no longer prone to dulling, and only re-sleeving helps repair wear. And tough Korean units can gain mass, especially when drivers try to keep up with turbocharged cars and drive dynamically. Due to the small gap between the piston and the cylinder walls in winter, without proper heating, the piston under load scratches the surface of the liner.
At first glance, the 2-liter engine is more powerful. But to develop this power, you need to turn it almost to the red zone. Driving like this all the time will not work because of the extreme cost, because the engine consumes fuel at maximum speed, like the ZIL-130. Drivers almost always keep the speed at 2500-3000, and in this zone the unit cannot reach maximum traction, as a result of which it loses in dynamics to turbocharged competitors.
When evaluating performance, many look at power, although torque should be evaluated. It is he who provides traction and is responsible for throttle response. The German unit develops the same torque as the Korean “aspirated” – about 200 Nm. At the same time, it reaches its maximum thrust already at 1750-2000 rpm, unlike the atmospheric unit, which has to rotate to about 3000-4000 rpm for a good shot.
In general, a turbocharged car drives more cheerfully, especially on bottoms. It is thanks to the supercharger that it is possible to give the car that impetuosity that drivers love so much. For example, turbocharged engines, even with the specified lower power, are much more interesting in everyday use.
As for the reliability of the turbine, it really breaks down. If you drive fast, the rings burn through and the oil creates layers of soot. If it goes slower, the drive rod becomes sour. The turbine is removed and sent for troubleshooting and repair, expressed in soaking and cleaning. And in turbocharged engines, complex injection often clogs carbon deposits on the valves and nozzles, but there are no huge problems with chafing.
In short, both engines have enough shortcomings. If earlier “spheres” were more reliable and could travel more than a million kilometers with three bores, now everything is not so. Massive 2-litre engines are the same disposable consumer goods as turbocharged competitors. So you can buy whatever you want. After all, both one and the other engine will not travel more than 300,000 km.
It is not a problem to meet turbocharged 4-cylinder engines in the secondary market. The most common, of course, are the “downsizing” of the German concern VAG, installed on Audi, Skoda, SEAT and VW. In addition, the 1.4-liter TSI engines are the most popular, developing 122 horsepower. Of. or 150 litres. with., depends on forcing. These turbo units were not only available for B and C class models, such as the Audi A3, VW Golf 7, Polo, Jetta, Skoda Octavia and Rapid, but even for heavier cars, namely the VW Tiguan and Skoda Kodiaq cross- overs.
VAG’s main competitors are the Korean brands Hyundai-Kia, owned by the Hyundai Motor Group. The Koreans have concentrated on the production of atmospheric engines, that is, those whose intake pressure is equal to atmospheric, which eliminates the need for lessers to install expensive and complex boost systems.
The most massive in Russia were the units of the Theta II family, produced since 2008. They went to Hyundai Tucson, Sonata, Elantra, Kia Sportage, Optima, etc., and the upgraded Nu series was used on Creta, Soul and other cars. In general, the absence of a turbine leads motorists to the idea that “there is nothing to break”, which is not the case at all.
I don’t want to upset the “aspirated” connoisseurs, but they break down no less than turbocharged engines. The lack of a turbine forced the Koreans to devise alternative ways to reduce harmful emissions in order to meet strict environmental standards. Their engines have complex injection and erratic gas distribution systems. For the sake of greater efficiency, piston skirts are reduced, connecting rods are reduced, axles are lightened, which does not benefit the resource.
Cylinder blocks are no longer prone to dulling, and only re-sleeving helps repair wear. And tough Korean units can gain mass, especially when drivers try to keep up with turbocharged cars and drive dynamically. Due to the small gap between the piston and the cylinder walls in winter, without proper heating, the piston under load scratches the surface of the liner.
At first glance, the 2-liter engine is more powerful. But to develop this power, you need to turn it almost to the red zone. Driving like this all the time will not work because of the extreme cost, because the engine consumes fuel at maximum speed, like the ZIL-130. Drivers almost always keep the speed at 2500-3000, and in this zone the unit cannot reach maximum traction, as a result of which it loses in dynamics to turbocharged competitors.
When evaluating performance, many look at power, although it is necessary to evaluate torque. It is he who provides traction and is responsible for throttle response. The German unit develops the same torque as the Korean “aspirated” – about 200 Nm. At the same time, it reaches its maximum thrust already at 1750-2000 rpm, unlike the atmospheric unit, which has to rotate to about 3000-4000 rpm for a good shot.
In general, a turbocharged car drives more cheerfully, especially on bottoms. It is thanks to the supercharger that it is possible to give the car that impetuosity that drivers love so much. For example, turbocharged engines, even with the specified lower power, are much more interesting in everyday use.
As for the reliability of the turbine, it really breaks down. If you drive fast, the rings burn through and the oil creates layers of soot. If it goes slower, the drive rod becomes sour. The turbine is removed and sent for troubleshooting and repair, expressed in soaking and cleaning. And in turbocharged engines, complex injection often clogs carbon deposits on the valves and nozzles, but there are no huge problems with chafing.
In short, both engines have enough shortcomings. If earlier “spheres” were more reliable and could travel more than a million kilometers with three bores, now everything is not so. Massive 2-litre engines are the same disposable consumer goods as turbocharged competitors. So you can buy whatever you want. After all, both one and the other engine will not travel more than 300,000 km.
Source: Avto Vzglyad
Donald Salinas is an experienced automobile journalist and writer for Div Bracket. He brings his readers the latest news and developments from the world of automobiles, offering a unique and knowledgeable perspective on the latest trends and innovations in the automotive industry.
