Modular Transverse Platform
|Modular EA 211 TSI (MOB)|
|1||Exhaust gas module with turbo-charger and catalytic converter|
|2||Control- and ancillary units drive module|
|3||Cylinder head cover wth integrated valve drive module|
|5||Intake module with integrated intercooler|
|6||Oil pan module with integrated oil filtering and secondary units mounting|
Here you can have a look at the advantages of the modular transverse platform (MQB), which VW has, quite unspectacularly, called 'Modularer Querbaukasten'. This article deals exclusively with the transverse-mounted
engines, to which this refers.
| Please read this for more on this subject. |
Looking at this from the view-point of the pedals, it means that all VWs and their derivatives will look alike under the coachwork, perhaps with exception of the Up! (VW), Mii (Seat) and the Citigo (Skoda). One may well ask
oneself, what will happen to the VR-engines. In any event, they are all slanted 12° to the rear.
We're talking about the models from Polo to CC and the respective Audis, Skodas and Seats. This doesn't apply to the Audis from A4 onwards and the Q5. They belong to the Audi Modular Longitudinal
Platform (MLP). All the engines, both Diesel and petrol, are undergoing a standardisation. Thus, they all have the intake in the front-end (cold side) and exhaust to the rear (warm side).
It is also especially important, that possibly all the transmissions fit all the engines. Indeed, the engine-blocks are not the same, the petrol engine has grey-cast-iron sleeves in an aluminium block, the Diesel is made of
grey-cast-iron. However, the width and diameter of the bearings, also in the con-rod, it's shaft and the crank webs, have become smaller.
If the same engines are now built into a large number of company cars, then saving of weight or friction reduction is certainly worthwhile. Astonishingly, to the latter belongs also the exclusive use of timing belts, already
today in the Diesel, they have an operational life of up to 300.000 km. In addition, it also drives all the ancillary units.
The injection pressure will be a uniform 200 bar, in the long term, the Diesel will even have 2500 bar. The four-cylinder models will feature a shut-down for cylinders no. 2- and 3 in certain RPM- and torque ranges, bringing
a consumption reduction of approx. 0,4 liters/100km, this by the way, will take place inside of half a cam-shaft rotation.
As it is with new constructions, all the engines will be lighter, also made possible by having even shorter distances between the intercooler and the engine intake, as well as between the exhaust and any exhaust gas
processing, also in the Diesel (see picture 4). The new generation of engines will all have two cooling circuits and will therefore, reach their running temperature quicker.
The Diesel cylinder heads will be especially interesting. The already rotated four valves per cylinder will be partly so radically changed, that each cam-shaft will operate one intake- and one exhaust valve. This will be an
advantage for the swirl of the intake air. Apart from that, the compression may also be able to be influenced. 02/12