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When small-displacement turbo engines first appeared on German vehicles, many thought they were efficiency champions. If an animal has a small mouth, less food can fit in it.
Popular cars are now equipped with two types of engines. These are lightweight units with a small displacement and a turbine, as well as naturally aspirated 1.6-liter “fours”. Both units have their pros and cons. The most common in Russia are “downs” of 1.2 liters and 1.4 liters. They can be found on the Audi, VW, SEAT and Skoda models. In addition, these cars are popular on the secondary market, competing with the “Koreans” from St. Petersburg and the “Germans” from Kaluga with naturally aspirated engines of 1.6 liters. They drive great, but that doesn’t mean they have modest appetites.
For many, it is a revelation that small-displacement turbo units are not designed to save fuel at all. Their main goal is to reduce harmful emissions while maintaining high consumer qualities. In addition, environmentalists twisted the engineers so much that they had to complicate the design, reduce the volume of the combustion chambers and change the settings to remove additional grams of harmful gases from the exhaust in certain operating modes.
For example, the “Start-Stop” system appeared, which switches off the engine to exclude small excesses of nitrogen oxides from the overall emissions picture when idling. The turbine was needed to increase output in the medium modes. The higher the air pressure, the better the gasoline burns, putting more energy on the piston. However, this same turbine turns the car into a hydrocarbon guzzler under certain conditions.
When a driver gets into a turbo vehicle for the first time, he is surprised when he sees completely unexpected figures on the on-board computer. A small 1.2 TSI, which according to the passport should have 5-6 liters, burns 13-15 liters with active drive, while naturally aspirated engines, all other things being equal, stop at 11-12 liters.
The fact is that turbo engines with the same power are much more heavily loaded. Already at 1,550 rpm, the 1.2 TSI develops a torque of 175 Nm, while the 1.6-liter naturally aspirated engine produces only 150 Nm. The 1.4-TSI has a torque of no less than 200 Nm, almost like a 2-liter naturally aspirated engine. And all this with a ridiculous 122 “horses”. An increase in deadlift does not come out of nowhere. Torque at low speeds requires energy, which is extracted from the fuel. In general, the turbine blows so much when pedaling that you just pay.
Of course, putting a turbo unit on a diet is as easy as peeling pears. It is enough not to press the gas pedal, do not turn the needle of the tachometer above 2000 rpm, and the turbine will not reach the optimal speed, and the shrinkage will turn into an ordinary vegetable “aspirating” engine.
This kind of driving is made possible by a dual-clutch robotic gearbox, which is taught to shift to the highest gears instantly. The ‘seventh’ gear is already activated at city speeds of 70 km/h. So you can crawl like a turtle and approach the algorithms of the WLTC cycle, and if you “tidy up”, the passport will really appear 5-6 liters per “hundred”.
But saving on a turbo car is much more boring than saving on a car with a 1.6-liter naturally aspirated engine. After all, 1.2 liters and 1.4 liters pull very weakly without a spin-up turbine. Drivers behind will nervously honk in the back and demand that they not slow down traffic. And in order to stay on an equal footing in the flow, and even try to light it during the shrinkage, you will have to spin the turbine.
And then don’t expect efficiency from small supercharged units. The fast pick-up at the bottom makes your heart beat faster. And you have to pay for fun.
Popular cars are now equipped with two types of engines. These are lightweight units with a small displacement and a turbine, as well as naturally aspirated 1.6-liter “fours”. Both units have their pros and cons. The most common in Russia are “downs” of 1.2 liters and 1.4 liters. They can be found on the Audi, VW, SEAT and Skoda models. In addition, these cars are popular on the secondary market, competing with the “Koreans” from St. Petersburg and the “Germans” from Kaluga with naturally aspirated engines of 1.6 liters. They drive great, but that doesn’t mean they have modest appetites.
For many, it is a revelation that small-displacement turbo units are not designed to save fuel at all. Their main goal is to reduce harmful emissions while maintaining high consumer qualities. In addition, environmentalists twisted the engineers so much that they had to complicate the design, reduce the volume of the combustion chambers and change the settings to remove additional grams of harmful gases from the exhaust in certain operating modes.
For example, the “Start-Stop” system appeared, which switches off the engine to exclude small excesses of nitrogen oxides from the overall emissions picture when idling. The turbine was needed to increase output in the medium modes. The higher the air pressure, the better the gasoline burns, putting more energy on the piston. However, this same turbine turns the car into a hydrocarbon guzzler under certain conditions.
When a driver gets into a turbo vehicle for the first time, he is surprised when he sees completely unexpected figures on the on-board computer. A small 1.2 TSI, which according to the passport should have 5-6 liters, burns 13-15 liters with active drive, while naturally aspirated engines, all other things being equal, stop at 11-12 liters.
The fact is that turbo engines with the same power are much more heavily loaded. Already at 1,550 rpm, the 1.2 TSI develops a torque of 175 Nm, while the 1.6-liter naturally aspirated engine produces only 150 Nm. The 1.4-TSI has a torque of no less than 200 Nm, almost like a 2-liter naturally aspirated engine. And all this with a ridiculous 122 “horses”. An increase in deadlift does not come out of nowhere. Torque at low speeds requires energy, which is extracted from the fuel. In general, the turbine blows so much when pedaling that you just pay.
Of course, putting a turbo unit on a diet is as easy as peeling pears. It is enough not to press the gas pedal, do not turn the needle of the tachometer above 2000 rpm, and the turbine will not reach the optimal speed, and the shrinkage will turn into an ordinary vegetable “aspirating” engine.
This kind of driving is made possible by a dual-clutch robotic gearbox, which is taught to shift to the highest gears instantly. The ‘seventh’ gear is already activated at city speeds of 70 km/h. So you can crawl like a turtle and approach the algorithms of the WLTC cycle, and if you “tidy up”, the passport will really appear 5-6 liters per “hundred”.
But saving on a turbo car is much more boring than saving on a car with a 1.6-liter naturally aspirated engine. After all, 1.2 liters and 1.4 liters pull very weakly without a spin-up turbine. Drivers behind will nervously honk in the back and demand that they not slow down traffic. And in order to stay on an equal footing in the flow, and even try to light it during the shrinkage, you will have to spin the turbine.
And then don’t expect efficiency from small supercharged units. The fast pick-up at the bottom makes your heart beat faster. And you have to pay for fun.
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.
