Hi I drive this car today. I buy it at 06/08/2006. Today, 6/4/2021 the car is 105'000 miles and only 1 time chain replacement. At this mileage, i have the original friction, brake pads and xeno light. No oil leak, 3 batteries and a lot of satisfaction. I'm italian, sorry for my bad english. Bye
After a lot of work mine is working well. With a replacement timing chain, pullys, conversion to Audi R8 coilpacks, a coldfeed intake system and a custom remap this pulls mighty well and still very economical and a safe 190hp. If you turn the heating on to full in the car a good deal of the heat is diverted away from the engine as it is chargecooled not intercooled and works as a second powerful radiator not too comfortable though! but it goes quicker.
I just wish they fixed the timing chain and the supercharger clutch issues+weak pistons. This engine would have been so much more popular if it didnt have all the issues. Still really cool
Yes they changed piston supplier and the chain tensioner was updated. Kolbenschmidt is the preferred brand for anyone in need of a piston rebuild for the twincharged 1.4
That's cool how it can open and close the intake system to bypass the supercharger and also disengage the supercharger so it's not putting a load on the engine when the turbo is doing its job. My buddy did a twin charged system on his mini cooper s and with that engine his supercharger would always be running, and the turbo would kick in at around 3000 rpm to help add power. It worked, but it would have made more power up top if he could disengage the supercharger pulley and bypass the charger so the intake went straight into the throttle body. Well done, VW
I guess Im asking randomly but does someone know a tool to log back into an Instagram account? I somehow lost the login password. I love any assistance you can offer me.
You must learn how to preserve such engines. It's high compression ratio means it's hot. Checking the spark plugs and ignition coils at 50k km is advisable. Higher maintenance, but a very rewarding to drive.
Just sold my jetta with 218k (hard) km on the clock ... Water pump issue, coil pack issue , other little niggles here and there. However i'd buy one again in a heartbeat the twincharger could have very well been the holygrail of if vw had committed to improving on some of the engineering. Needed a better cooling system and stronger pistons ....but I have to say nothing goes like this little engine and boy does it love to rev. Definitely gonna get one later on and do a full build .
Commenting a year later I know ..just got Ibiza Cupra 2015 with that engine ..love it like nothing else ..but horror movies about that engine is all over the net !! Car work perfectly.. have I done wrong?!
I'm currently doing a build on mine. 76.5mm wossner pistons. Forged h beam rods Hybrid turbo, golf r intercooler, downpipe, plugs and coil packs. We're looking at 300+hp potential
@@pocketpunch9920how is it going after 4 years? I’m also building a 300hb hybrid turbo one. Several days left before 1st start. Cant wait! Still interested what issues could I have? What advice could You give? What to mention what small upgrades do I need that I could have forgotten about?
@@Dennissk0 I sold the car 3 years ago unfortunately. The engine was built, but no performance mods were done before I had to sell it. It ran great, even in stock form after the build. I would probably skip the R8 coilpacks cause they don't really make a difference. Just get good quality OEM ones and that's plenty - just for comparison, a popular upgrade for RB26 engines is using Toyota Yaris cool packs... So the oem ones are more than adequate. I would look into WMI to help with power in your 1.4
I always wondered why they didn't use a more efficient screw supercharger. Though a roots supercharger is most efficient at low rpm and low boost. The supercharger on the TSI is only used at low rpm and boost. Brilliant.
@Niel360 1.8bar is a lot of air at low RPMS. The supercharger most likely can provide the amount of air required to power the car above 3500rpms but it is not as efficient as a turbo. Esp if the supercharger is designed to only the power the car at the lower RPMS. The VW engineers picked a supercharger and turbo to maximum the design of the system. A tiny supercharge for the low end and a larger turbo for the top end.
@Niel360 At maximum engine speed, the engine will require more air volume then at lower engine speed. Ex.: 2000 rpm vs 6000 rpm at 2000 rpm the engine will require 3x less air in function of time then at 6000 rpm therefore, a small supercharger will be able to provide the required high pressure. I'll give you a real life example. In my old audi S4, at 7000rpm, boost dropped because the stock turbo could not sustain the 1.1 bar that it could provide at 3000 - 5500 rpm.
These do require fastidious maintenance but if you service them regularly they can last a long time. Plugs, coils and regular coolant flushing are probably the most critical as these engines run super hot! Quality high octane fuel is a must as is vw approved 504 oil
@Niel360 Yes but it can't be sustained at high revs. At idle, 1.8 bar of boots is not a very high amount of air comparatively to at maximum engine speed.
I think VW might have chosen this design due to space constraints. Remember that they have to squeeze this into a car with a small engine bay (if looking at the new Polo GTI... not sure whether you get it in your country). This design also probably gave the best mix of performance, economy and engine life. Would there be a benefit of pushing precompressed air through the supercharger, though? Doesn't it just push out air at a steady rate determined by the engine revs?
Actually it's quite good when compared to the K10 Micra. If you scale the engine up, you end up with 120 kW for the Nissan, compared to 125 kW for the VW. Also keep in mind the the TSI's torque curve is extremely flat and comes in much lower in the rev range than the Nissan's. I'm sure they can squeeze more out (like the Polo GTI with 130 kW developed by the exact same engine). One thing is certain, though... Nissan knew what they were doing with that engine.
if you look at the diagram, the turbocharger is engaged through all revs, what I am saying is have the turbo feed the blower until the blower is bypassed. this is how 90% of street dualcharged builds I have seen are set up, and it just makes sense to me, with the water/air or oil/air intercooler in the intake mani, it bypasses a lot of the cooling this system has. I dunno, I'm sure VW has thought it through, the germans are very good at what they do.
Why though? You're pre-spooling the turbo this way. In my twincharger with the I take I've got, when my blower activates you can hear the turbo reach a set pressure level. This way the turbo doesn't become an obstacle and doesn't starve the blower, gets fed and allows the turbo to start circulating way sooner than waiting on exhaust gas alone. Its a smoother transition.
Do you own a 1.4l Twincharged TSI? Probably not because its known to be one of the most unreliable 4 cylinders in history. Avoid it like AIDS, get a 1.8l or 2.0l turbo engine from Volkswagen and you get quality engineering.
@@Infinityhorus01 Polo gti dsg, Ibiza Cupra dsg, Golf mk5+mk6 GT use this engine with 180hp. History showed that they can reach 220hp without extra parts and 240-250hp with aftermarket peripherals without problems easily, unlike other small (up to 1.8lt) engines from other brands...
@jl4redbull I not referring to just the supercharger,I'm referring to any electronic component in the car.Having worked in the motor industry for some considerable time I too have been plagued with such faults on customers cars and been to endless breakdowns,the intermediate electrical fault has been the bain of technicians since electronics appeared in cars! Electronics does not mix with water/oil/dirt etc and as said before it takes only one faulty connection or circuit board,simple=reliable.
Idk what’s more mind boggling the fact that it revs to 7k rpm without any noticeable loss in power or the fact that it’s twincharged and 1.4 liters and yet makes 180ps
Superchargers are most efficient at lower revs, whilst turbochargers are more efficient at medium to high revs. These are the exact characteristics VW used to their benefit in the Twincharger. If you've paid attention to the video, you'll note that the supercharger is mechanically disengaged when the engine's revs climb above 3500. What you're suggesting is running the supercharger at speeds its not efficient at, needlessly increasing drag on the engine.
I have a 2010 golf with 1.4 118kw engine . 86k on the clock runs beautifully has never missed a beat and doesn't use oil . I'm a little bewildered reading about all these engine replacements . ???
You need to change the oil more regularly than specified and only run it on quality high octane fuel. Plugs should be replaced every 4 years minimum and the coolant flushed every 4 years as well
I've only ever head "twincharging" before, although you're right that it suggests two if the same induction systems ("twin-turbo"). I suppose "twincharger" just sounds better. As long as people know what it refers to, it doesn't really matter. Twincharged = super + turbocharger, Twin-turbo = two turbos (or "bi-turbo" if you like to be contrary). Twin-superchargers are rare (excepting WWII fighters), although I think I've heard of systems that use a low-RPM Roots and high RPM centrifugal.
General twincharger question, if you don't mind.. is it possible to place a recirculation valve in the intake pipe going to the supercharger, as pressure builds up when the supercharge is disengaged, the recirculation valve redircts the air to the turbo? what is the name of the bypass valve that suches the air intake from a supercharger to the turbocharger in a twincharger?
Nissan did this back in the 80's with the K10 March ST.(Micra) The bhp isn't that good when Nissan managed excess of 100 bhp from there engine which was less than 1000cc.
Yes- the whole point is that the turbo takes over when exhaust pressure reaches high enough pressure. The benefit is that the supercharger "fills in" for the turbo while it spools. Turbochargers are more efficient but take time to spool. The whole point of this setup is to eliminate the lag. Otherwise, if efficiency is not a concern, just have a big supercharger and there is no need for the turbo at all.
when they say extremely economical but when I drive my 1.4 tsi twin-charged two-door mk5 hatchback, I've to visit the petrol station every three days xD , BTW the price of petrol in Ireland is robbery :(
Hi today I replaced my pump and later I saw that it was not issue of pump but there is no power to the pump which fuse is mostly linked to this clutch help
Marius Dragomir Following your mindset I should believe that the earth is flat because I never seen with my own eyes from the space. Luckily we have astronauts and internet to assure me that the earth is rounded. This engine is well known by car mechanics here in Germany that the pistons are not strong enough. However it is fun to drive.
Marius Dragomir For example Volkswagen Australia have recognised the problem & issued a “service campaign” for all owners of affected vehicles. It’s essentially just a software upgrade and adjustment to the parameters of the engine knock sensors. If you own a vehicle that you think might be affected by this issue, I would advise you contact Volkswagen and check if the software upgrade is applicable to your model and inquire if it has been done. However you are going to loose some power but better than having some costly repair on a “motroschäden” car.
Would it not be a simpler solution to have just the turbo but aid it with an electrical motor? As in spooling it up when needed. Just like formula one cars nowadays..
They are still developing the tech behind the said motor. From what I've read, it needs large amounts of voltage, even if it only needs to spool the turbo in a short while, before the exhaust carries the grunt of the work. But BMW and Audi is going by this way. Some are even trying to develop a really powerful electric motor to do all of the work of compressing air.
That is, in essence, creating a single charger that is both a turbo and a supercharger. Interesting concept. One problem I see it that under such a design, as the exhaust pressure increases, it would "fight" the electric motor/supercharger component as the pressures would be different. Hence the design of this dual charger engine.
1987 Lancia Delta S4 was the first car with this system!!Poor germans your tsi motor is just a junk. You need to make an agreement with an oil dealer due to high oil.consumption!
Yet more needless bollocks.You can just imagine the headaches this lot will create,one bad electrical connection or sensor with an intermediate fault will have you running round in circles and the local service centre scratching their heads when the test gear tells them all is fine.That is until the intermediate fault happens again and it dies on you,usually in the middle of nowhere.When will they learn that simple is best and people want reliability,not novelty.
Europeans have a different octane rating method, so all numbers over there are slightly higher. When he says "98 octane", it's the same thing as 95 over here (although I don't recall seeing more than a 93 rating in New England. They like to make things confusing, I guess). I'm assuming that you're American?
1.4 TSI TWINCHARGER ENGINE A/T : 9.4L/100km in city,7L/100km on highway 1.4 TSI TURBOCHARGER A/T : 2,500L/100km in city,4,000L/100km on highway 1.2 TSI TURBOCHARGER A/T : 2,000L/100km in city,3,000L/100km on highway 1.8 TSI TURBOCHARGER A/T : 5,000L/100km in city,7,200L/100km on highway 2.0 TSI TURBOCHARGER A/T : 7,800L/100km in city,9,100L/100km on highway
I have the MK6 Golf 118TSI with this engine. It really is a complex engine with so many vacuum hoses under the bonnet. I wanted to perform an intake valve cleaning using CRC GDI valve cleaner, but I couldn't locate the MAF sensor since the can should be sprayed after the MAF sensor. It looks like that the MAF is integrated into the throttle body which is connected with few big plastic hoses to the supercharger and the turbocharger. At least I found the brake booster line so I might be spraying it trough that hose...
Unfortunately VW didn't advise customers to change the oil and plugs more regularly than their other tsi engines. It's a great setup when working but takes a heavy toll on the various components due to the heat it generates. Twinchargers won't tolerate substandard fuel and lazy maintenance
This engine is named wrong... TSI: Twincharger Stratified Injection refers to 2 equal charging components, since the Supercharger is totally diferent to the Turbo the engine should be Called DSI: DualCharger Stratified Injection. Like if you agree ( i know you do)
JTS Twin Phaser means it has variable valve timing - cam-phasing on both inlet and exhaust cams.. it doesnt mean it has turbo + supercharger lol.... JTS is supercharged only and doesnt have any turbo..
over 50% of these engines produced have now needed replacing due to oil consumption issues. This is by far the worst VW engone ever made. i know of 1.4 twincharge owners on their 4th engines!!! VW sweep it under the carpet all hush hush, no wonder they stopped making them in 2014
