AUTO ENGINES

TDI ENGINE

The TDI engine uses direct injection,[1][2] where a fuel injector sprays atomised fuel directly into the main
combustion chamber of each cylinder,[1][2] rather than the pre-combustion chamber prevalent in older diesels which
used indirect injection. The engine also uses forced induction by way of a turbocharger[1][2] to increase the amount of
air which is able to enter the engine cylinders,[2] and most TDI engines also feature an intercooler to lower the
temperature (and therefore increase the density) of the 'charged', or compressed air from the turbo, thereby
increasing the amount of fuel that can be injected and combusted.[1] These, in combination, allow for greater engine
efficiency, and therefore greater power outputs[2] (from a more complete combustion process compared to indirect
injection), while also decreasing emissions and providing more torque[2] than its non-turbo and non-direct injection
petrol engined counterpart.

Similar technology has been used by other automotive companies, but "TDI" specifically refers to these Volkswagen
Group engines. Naturally-aspirated direct injection diesel engines (those without a turbocharger) made by
Volkswagen Group use the Suction Diesel Injection (SDI) label.

The reduced material volume of the direct injection diesel engine reduces heat losses, and thereby increases engine
efficiency, at the expense of slightly increased combustion noise. A direct injection engine is also easier to start
when cold, due to more efficient placing and usage of glowplugs.

Direct injection turbodiesel engines are frequent winners of various prizes in the International Engine of the Year
Awards. In 1999 in particular, six out of twelve categories were won by direct injection engines: three were
Volkswagen, two were BMW, and one Audi. Notably that year, the Volkswagen Group 1.2 TDI 3L beat the Toyota
Prius to win "Best Fuel Economy" in its class.

[edit] History

The first Volkswagen Group TDI engine was the Audi-developed 2.5 litre R5 TDI – an inline five-cylinder engine
(R5), introduced in the Audi 100 in 1989 – and this exact variant is still in use today, in Volkswagen Marine
applications. The TDI arrangement has been enhanced through various stages of evolution – by improving the
efficiency of the turbocharger, increasing the pressure at which fuel can be injected, and more precisely timing when
the injection of fuel takes place. There have been a few major 'generations', starting with what are known as "VE",
and "VP" (German: VerteilerPumpe) engines, which use a distributor-type injection pump. In 2000, the Pumpe Düse
(PD, variously translated "pump nozzle", "unit injector", "pump injector") TDI engine [1] began to appear in Europe,
eventually coming to North America a few years later.

The Pumpe Düse design was a reaction to the development of high-pressure common rail fuel injection systems by
competitors - an attempt by Volkswagen Group to create an in-house technology of comparable performance that
would not require any royalties to be paid.[citation needed] While Pumpe Düse engines had a significantly higher injection
pressure than older engines, they are slightly less refined when compared to the very latest common rail, [citation needed]
and with the original solenoid-operated unit injectors, weren't able to control injection timing as precisely (a major
factor in improving emissions).[citation needed] Some current PD TDI engines now utilise piezoelectric unit injectors,
allowing far greater control of injection timing and fuel delivery. Furthermore, appearing in 2009 model year, Audi
and Volkswagen TDI engines are starting to use the common rail (CR) technique, again with piezoelectric injectors,
and CR TDI engines are starting to appear in models from other marques of the Group. [1]

TDI engines operate on diesel fuel (also known as petrodiesel), or B5, B20, or B99 biodiesel subject to
manufacturers' prior approval.

In fuel efficiency, and clean emissions when run on biodiesel, or when converted vegetable oil (which should NOT
be used on the later PD engines without prior conversion, since irreparable damage will result) [citation needed], TDI
engines are among the best on the market.[citation needed] A 2007 Volkswagen Jetta Mk5 with a 1.9 TDI engine and a
five-speed manual transmission, for example, achieves 5.2 litres per 100 kilometres (54 mpg-imp; 45 mpg-US) on the
European combined-cycle test, while a six-speed Direct-Shift Gearbox (DSG) automatic version reaches 5.9 litres
per 100 kilometres (48 mpg-imp; 40 mpg-US).[8]

Newer TDI engines, with higher injection pressures, are less forgiving about poor-quality fuel than their 1980s
ancestors. Volkswagen Group's warranty does not cover damage due to bad fuel (diesel or bio), and has in the past
recommended that only mixtures up to 5% biodiesel (B5) be used. Volkswagen Group has recently permitted mixes
up to B20, and has recommended B5 be used in place of 100% petroleum-based diesel because of biodiesel's
improved lubricating properties.[9]

In North America, No. 2 diesel fuel is recommended, since it has a higher cetane number than No. 1 fuel, and has
lower viscosity (better ability to flow) than heavier fuel oils. Some owners in North America, where cetane levels
are generally poor (as low as 40), use additives, or premium diesel, to get cetane numbers closer to the standard
levels found in the European market (at least 51) where the engine is designed. Improved cetane reduces emissions
while improving performance, and may increase fuel economy.

New ultra low-sulfur petroleum-only diesel recipes cause seals to shrink[10] and can cause fuel pump failures in TDI
engines; biodiesel blends are reported to prevent that failure

Twincharger refers to a compound forced induction system used on some piston-type internal combustion engines.
It is a combination of an exhaust-driven turbocharger and an engine-driven supercharger, each mitigating the
weaknesses of the other. A belt-driven supercharger offers exceptional response and low-RPM performance as it has
no lag time between the application of throttle and pressurization of the manifold. Combined with a large turbo
which would offer unacceptable lag and poor response in the low-RPM range, the proper combination of the two can
offer a zero-lag powerband with high torque at lower engine speeds and increased power at the higher end.
Twincharging is therefore desirable for small-displacement motors (such as VW's 1.4TSI), especially those with a
large operating RPM, since they can take advantage of an artificially broad torque band over a large speed range.

Twincharging does not refer to a twin-turbo arrangement, but rather when two different kinds of compressors are
used.

A twincharging system combines a supercharger and turbocharger in a complementary arrangement, with the intent
of one component's advantage compensating for the other component's disadvantage. There are two common types
of twincharger systems: series and parallel.

[edit] Series

Series arrangement, the more common of the two, is plumbed such that one compressor's output feeds the inlet of
another. A sequentially-organized Roots type supercharger is connected to a medium- to large-sized turbocharger.
The supercharger provides near-instant manifold pressure (eliminating turbo lag, which would otherwise result when
the turbocharger is not up to its operating speed). Once the turbocharger has reached operating speed, the
supercharger can either continue contributing pressurized air to the turbocharger inlet (yielding elevated intake
pressures), or it can be bypassed and mechanically decoupled from the drivetrain via an electromagnetic clutch and
bypass valve or one-way valve (increasing efficiency of the induction system).

Other series configurations exist where no bypass system is employed and both compressors are in continuous duty.
As a result, compounded boost is always produced as the pressure ratios of the two compressors are multiplied, not
added. In other words, if a supercharger which produced 10 psi (0.7 bar) (pressure ratio = 1.7) alone blew into a
turbocharger which also produced 10psi alone, the resultant manifold pressure would be 27 psi (1.9 bar) (PR=2.8)
rather than 20 psi (1.4 bar) (PR=2.3) This form of series twincharging allows for the production of boost pressures
that would otherwise be unachievable with other compressor arrangements.
However, the efficiencies of the turbo and supercharger are also multiplied, and since the efficiency of the
supercharger is often much lower than that of large turbochargers, this can lead to extremely high manifold
temperatures unless very powerful charge cooling is employed. For example, if a Roots blower with an efficiency of
60% blew into a turbocharger with an efficiency of 70%, the overall compression efficiency would be only 42% -- at
2.8 pressure ratio as shown above and 20 °C (68 °F) ambient temperature, this would mean air exiting the
turbocharger would be 263 °C (505 °F), which is enough to melt most rubber couplers and nearly enough to melt
expensive silicone couplers. A large turbocharger producing 27 psi (1.9 bar) by itself, with an adiabatic efficiency
around 70%, would only produce 166 °C (331 °F). Additionally, the energy cost to drive a supercharger is usually
several horsepower, thus if it can either be disconnected electrically (using an electromagnetic clutch such as those
used on the VW 1.4TSI or Toyota's 4A-GZE) or allowed to freewheel and vent to the atmosphere, several
horsepower can be gained independent of the efficiency gain by switching to one compressor.

Thus, switching the supercharger off at a certain boost or RPM threshold is most desirable, since a large,
inexpensive journal bearing turbocharger can be used which will provide more than enough pressure and flow at any
RPM for most twincharged motors. However, a smooth switchover can be very difficult to accomplish for non-OEM
twincharging applications.

[edit] Parallel

Parallel arrangements typically always require the use of a bypass or diverter valve to allow one or both compressors
to feed the engine. If no valve were employed and both compressors were merely routed directly to the intake
manifold, the supercharger would blow backwards through the turbocharger compressor rather than pressurize the
intake manifold, as that would be the path of least resistance. Thus a diverter valve must be employed to vent
turbocharger air until it has reached the pressure in the intake manifold. Complex or expensive electronic controls
are usually necessary to ensure smooth power delivery.

[edit] Disadvantages

The main disadvantage of twincharging is the complexity and expense of components. Usually to provide acceptable
response, smoothness of power delivery, and adequate power gain over a single-compressor system, expensive
electronic and/or mechanical controls must be used. A low compression ratio must also be used if the supercharger
produces high boost levels, negating some of the efficiency benefit of low displacement.

[edit] Commercial availability

The concept of twincharging was successfully used by Lancia in the 1980s on the Lancia Delta S4 rally car. The
idea was also successfully adapted to production road cars by Nissan, in their March Super Turbo [1]. Additionally,
multiple companies have produced aftermarket twincharger kits for cars like the Subaru Impreza WRX, Mini
Cooper S, Ford Mustang, Nissan Skyline GT-R, Toyota MR2, as well as the GM 3800 Engine, as in the Pontiac
Bonneville SSEI, Pontiac Grand Prix GTP, and The Chevy Cobalt among others.

The Volkswagen 1.4TSI is a 1400 cc engine that utilizes both turbocharger and supercharger. It produces 170 bhp
(127 kW; 172 PS) at 6000 rpm and 240 N·m (177 lb·ft) from 1500 to 4750 rpm.

[edit] Alternative systems

[edit] Anti-lag system

Twincharging's biggest benefit over anti-lag systems now in race car applications is its reliability. Anti-lag systems
work in one of two ways; by running very rich AFR and pumping air into the exhaust to ignite the extra fuel in the
exhaust manifold; or by severely retarding ignition timing to cause the combustion event to continue well after the
exhaust valve has opened. Both methods involve combustion in the exhaust manifold to keep the turbine spinning,
and the heat from this will shorten the life of the turbine greatly.
[edit] Variable geometry turbocharger
Main article: Variable geometry turbocharger

A variable-geometry turbocharger provides an improved response at widely-varied engine speeds. With variable-
incidence under electronic control, it is possible to have the turbine reach a good operating speed quickly or at lower
engine speed without severely diminishing its utility at higher engine speed.

[edit] Nitrous oxide

Nitrous oxide (N2O) is mixed with incoming air, providing more oxygen to burn more fuel for high power when a
turbocharger is not spinning quickly. This also causes the turbocharger to quickly accelerate, providing more oxygen
for combustion, and the N2O flow is reduced accordingly. The expense of both the system itself and the consumable
N2O can be significant.

The Chevrolet Cruze is a General Motors (GM) automobile produced since 2001, spanning two
generations and two unrelated vehicles. The first generation, a subcompact crossover SUV, was
manufactured by Suzuki in Japan under joint venture with GM.

For the second generation 2008 onwards model, the "Cruze" moniker has been applied to a
globally-developed compact sedan, designed, manufactured and retailed entirely within GM.
Compared to the original, the second series is related only in name, and does not serve as its
successor. Instead, the new car replaces two unrelated cars—the Chevrolet Cobalt and Daewoo
Lacetti. Badged as the Daewoo Lacetti Premiere, the South Korean-market Cruze entered
production in 2008, partially replacing the Daewoo Lacetti sold since 2002. This previous Lacetti
was sold internationally as either a Buick, Chevrolet, Daewoo, Holden or Suzuki, but for the
Cruze, GM has retained the "Chevrolet Cruze" name for most markets. Besides the South Korean
Daewoo branding, Australasian-specification cars are badged Holden Cruze, with Holden set to
commence local production from 2011. The North American Chevrolet Cobalt will also be
phased out in 2010, replaced by the Chevrolet Cruze. Production of the Cobalt's twin, the Pontiac
G5 will also cease, coinciding with the Pontiac brand's discontinuation after 2010.

Revealed as the Chevrolet YGM1 concept car at the Tokyo Motor Show in 1999, the original
Cruze was derived from the subcompact Suzuki Ignis (known the Suzuki Swift in Japan).[1][2] The
development of the Cruze departed from the original five-door hatchback Suzuki as a sport
utility vehicle (SUV), using either the front- or four-wheel drive layout.[3][4] Despite the Chevrolet
branding, the YGM1, like the production car, was the work of GM's Australian arm, Holden.[5][6]
Along with the styling, Holden also executed most of the engineering work and were responsible
for devising the "Cruze" nameplate.[1]

GM revealed the production Chevrolet Cruze in October 2001, with Japanese sales commencing
the following month.[4] Manufactured by Suzuki in Japan,[7] the Cruze was also sold in
Australasia from 2002 through to 2006 as the Holden Cruze.[8] From 2003, Suzuki of Europe
began manufacturing the Cruze as the Suzuki Ignis—representing a facelift of the original Ignis.
In the same year, Subaru adopted the car as the Subaru G3X Justy, also exclusive to Europe.[9]

[edit] Second generation (J300; 2008–present)

 Second generation (J300)

Manufacturer General Motors

Daewoo Lacetti Premiere (South Korea)

Also called
Holden Cruze (JG)

Production 2008–present

Australia: Elizabeth, South Australia

China: Shenyang, Liaoning
India: Halol, Gujarat
Assembly Russia: Saint Petersburg
South Korea: Bupyeong-gu, Incheon
Thailand: Rayong, Rayong Province
United States: Lordstown, Ohio

Chevrolet Cobalt
Predecessor
Daewoo Lacetti

Class Compact car

Body style(s) 4-door sedan

Layout Front-engine, front-wheel drive

Platform GM Delta II platform

 Wheelbase 2,685 mm (105.7 in)

Length 4,597 mm (181.0 in)

Width 1,788 mm (70.4 in)

Height 1,477 mm (58.1 in)

Related Opel Astra (J)

GM in 2008 introduced the second generation Cruze, carrying the J300 internal designation.[10]
This second iteration serves as a replacement for the Chevrolet Cobalt and Daewoo Lacetti—
both unrelated cars. The first renderings of the Cruze were revealed by GM at a press conference
on July 15, 2008,[11] with the first official images released on August 21, 2008.[12]

To manufacture the Cruze, GM has extensively upgraded existing plant facilities. At the U.S.
facility in Lordstown, Ohio, GM is investing more than US$350 million.[13] Other production
sites include Bupyeong-gu, Incheon, South Korea; Saint Petersburg, Russia;[14] Shenyang, China;
[15]
and Halol, India.[16] Holden's localized hatchback version of the Cruze to be built at the
Elizabeth, South Australia factory from 2011 (see below) will be accompanied by Australian
manufacture of the Cruze sedan. From this point, Cruze imports from South Korea to Australia
will be suspended.[17][18][19]

At the ceremony of the start of production of Cruze at Ohio, Mark Reuss, the president of GM’s
North American operations, called "This is everything for us". It is described as GM’s most
significant new vehicle introduction into North America since the Chapter 11 reorganization in
2009, and is GM's latest attempt to build a small size car that North American consumers would
"buy because they like it — not simply because it is cheap".[20]

[edit] History of development

Underpinned by the front-wheel drive GM Delta II platform, GM said the Cruze was "developed
by a global design and engineering team".[21] Most of the design work was conducted by GM
Daewoo, with Opel responsible for most of the engineering.[21][22] This development program
spanned over 27 months at a cost of US$4 billion. A total of 221 prototypes were tested in
Australia, Canada, China, South Korea, Sweden, the United Kingdom and the United States.[23]

According to GM, the Cruze's body structure is 65 percent high-strength steel.[24] MacPherson
struts are utilized in the front suspension with a solid torsion beam axle for the rear, avoiding the
costly multi-link independent rear suspension used by some more expensive rivals.[23]

Hydraulically-assisted rack and pinion steering gives for a 10.9-meter (36 ft) turning circle.
Braking-wise, ventilated front, and solid rear disc brakes are employed, both using piston steel
calipers.[23] To counteract noise, vibration, and harshness, engineers have designed the Cruze
with an isolated four-point engine mount and implemented sound damping material in areas
including the front-of-dashboard panel, luggage compartment, decklid internals, doors, carpet
and headlining. Further noise suppression through the use of a triple-layer sealing system in the
doors has also been employed.[23]

The five-door hatchback Cruze will be unveiled at the 2010 Paris Motor Show, before going on
sale across Europe from mid-2011.[25]

[edit] Safety

The Australasian New Car Assessment Program (ANCAP) announced in May 2009 that it has
awarded the Cruze a full five stars in their independent crash safety test, with 35.04 out of a
possible 37 points.[26] The following July, the China New Car Assessment Program (C-NCAP)
awarded the Cruze a maximum five stars in their independent crash safety test. The Cruze SE
1.6 liter tested scored a maximum of 16 points in side-impact collision, 14.44 in front-end
collision, and 15.73 in the 40 percent frontal offset collision.[27] Euro NCAP released its rating in
November, with the Chevrolet Cruze again receiving the full five-star grading. While the Cruze
scored 96 percent for adult protection, and 84 percent for child occupant protection, Euro
NCAP's figure for pedestrian protection is quoted at significantly lower 34 percent.[28] In
December 2009, the South Korean-specification Cruze—the Daewoo Lacetti Premiere—
received the top rating of five stars from the Korean New Car Assessment Program (KNCAP).
According to KNCAP, the Lacetti Premiere received the five-star rating in the frontal, offset
frontal, side, and whiplash tests.[29]

[edit] Powertrains

Powertrains fitted to the Cruze are the 1.6 liter Family 1 four-cylinder, a 1.8 liter version of the
same and a 2.0 liter VM Motori RA 420 SOHC turbocharged common rail diesel.[30] All three
engines are coupled to a five-speed manual or optional six-speed automatic transmission
featuring Active Select.[31][32] From 2010, a new turbocharged 1.4 liter Family 0 engine with
gasoline direct-injection will be introduced.[33][34][35]

Engine Power Torque Transmission

1.4 L Ecotec I4 (t/c gasoline) 103 kW (138 hp) 201 N·m (148 lb·ft)

1,598 cc (1.6 L) Ecotec I4

83 kW (111 hp) 153 N·m (113 lb·ft)
(gasoline)  6-speed manual
 6-speed GM 6T40
104 kW (139 hp) 176 N·m (130 lb·ft) automatic
1,796 cc (1.8 L) Ecotec I4 (AU/EU) (AU/EU)
(gasoline) 101 kW (135 hp) 167 N·m (123 lb·ft)
(NA) (NA)

1,991 cc (2.0 L) RA 420 SOHC I4 110 kW (150 hp) 320 N·m (240 lb·ft)  5-speed manual
  6-speed GM 6T45
(t/c diesel) automatic

Daewoo Lacetti Premiere (J300; South Korea)

Africa: The Chevrolet Cruze was launched in the Egyptian market during mid-2009.[36] South
African sales of the Cruze commenced in September 2009.[37]

Asia: The Chevrolet Cruze was launched in the Chinese market on April 18, 2009.[38]
Manufactured at GM India's Halol factory,[16] the Chevrolet Cruze was released in India on 12
October 2009.[39] It is offered only two versions: LT and LTZ in diesel form only (VCDi).[40]
During the course of 2009, there were reports that the Cruze was to become available in
Malaysia with the 1.6 and a 1.8 liter engines.[41] The Naza automotive group in Malaysia has
announced that it's expecting to launch the Cruze in the Malaysian market for the first time in the
second quarter of 2010 and they are expecting to sell 1,200 to 1,500 units in 2010.[42]

Europe: 1.6 and 1.8 liter petrol and 2.0 liter diesel engines are currently offered in the European-
specification Cruzes. Exports from the South Korean factory began on February 24, 2009.[43]

North America: Mexico became the first North American country to receive the car, going on
sale as a 2010 model in late 2009. Imported from South Korea, the Cruze in Mexico replaces
both the Astra (last sold in 2008) and Optra as the compact offering there.[44][45]

The U.S. version of the Chevrolet Cruze entered production in July 2010 as a 2011 model,
replacing the Chevrolet Cobalt.[46] For the American and Canadian market, the Cruze utilizes a
more advanced Watts Z-link rear suspension from the Opel Astra (J).[47] Offered in LS, LT, LTZ,
and Eco trim lines,[48] both the 1.8 liter and the turbocharged 1.4 liter engines are offered,
coupled with either a six-speed manual or automatic transmission.[48] With a starting price of
US$16,995, higher than most compact competitors, the base model Cruze LS is equipped with
the 1.8 liter gasoline engine and comes with air-conditioning and power locks, the higher-level
LT and LTZ models is fitted with the 1.4 liter turbocharged gasoline engine.[49][20] For the Eco
model, aerodynamic improvements have been made such as an electronically controlled air
shutter that adjusts air flow to the engine depending on the temperature, wind speed and tow
weight.[50]

Standard safety equipment includes electronic stability control and ten airbags, including side
rear-seat and front knee airbags
not fitted on models produced in  Wikimedia Commons has media  related to (category):
the original South Korea facility.    
[51] Chevrolet Cruze or Daewoo Lacetti Premiere or
The Cobalt's badge engineered
twin, the Pontiac G5, has not been Holden Cruze
replaced by a Cruze-based
equivalent, due the Pontiac brand
being phased out during 2010.[52] The Cruze is built on the production lines that were used to
build the Cobalt and Pontiac G5 in Lordstown, Ohio.[53] Cobalt production ended in June 2010
and the Cruze started production in July 2010. GM has allocated three shifts to produce the
Cruze and will arrive at dealers in September 2010, giving all dealers time to deplete their
inventories of Cobalts.[54] The Chevrolet Cruze has received favorable reviews from the
automotive media with Autoblog claiming that "Cruze sails into new era of small cardom".[55]