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VWwA Super Moderator
Well, I guess one of the reasons for making the EA888 engine was to cut costs, so whilst there were a number of good improvements, it's not surprising to find that there is some major reason that it hasn't been used for the top end performance models yet.
I know that there was reports of one or two of the GTI's being used at the recent driver training having oil issues, but I dont' know full details of it.
I'd love to understand more about this type of thing, and whta exactly a PCV system is and what "oil catch cans" do and whether they're any benefit to this type of issue - but it's going above my mechanical understanding
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There is a lot to the PCV systems & good / bad points about them, they are totally different on both motors, so each needs a different solution & to stay legal, they have to vent back into the intake (which can add to carbon build up over time).
Catch cans can help (only legal is plumbed as above) but with the TSI engine & the 100ml per lap thing, it has to have a one way dump back to the sump. Otherwise it would fill up in a very short period.
Super Moderator
VWwA Super Moderator
Interesting that you mention the EA113 is stronger - information posted by WhiteJames in this post today seems to contradict that. Or perhaps the answer is that the 113 is stronger in some respects, and the 888 stronger in others?Originally Posted by Guy_H
At any rate - in your experience would you say that this oil consumption issue would only be a problem under sustained high-g conditions as seen on a track?
Although I'm not going to track my car, I am interested to understand the options available for improving the engine's oil delivery (and cooling) mechanisms.
2008 MkV Volkswagen Golf R32 DSG
2005 MkV Volkswagen Golf 2.0 FSI Auto
Sold: 2015 8V Audi S3 Sedan Manual
Sold: 2010 MkVI Volkswagen Golf GTI DSG
Volkswagen Fanatic
Not having a go at WJ but it might be the difference of theory vs practical experience. The new engines sound great on paper but are a new quantity in comparison.
Volkswagenist
Is the TSI engine mentioned above the one used in the 118 Golf? If so, would upgrading to Stage 1 (APR) and going for a long spirited drive potentially cause problems?
Super Moderator
VWwA Super Moderator
No, the discussion here is based on the EA888 TSI engine, which is the engine found in the MK6 GTI and some Audi's, vs the older EA113 "TFSI" engine which was found in the MK5 GTI/Pirelli, MK6 R, Scirocco R and Audi S3/TT-S
Volkswagen Fan
The oil consumption problem at Wakefield only occured in [one] very high G-force left hand corner,at the bottom of the hill[the Fish hook]
If you don't track your car I seriously doubt you'll ever know the difference-and if you do track it,just check the oil level regularly on the day and all will be OK.
It was on cars with semi slicks generating high G-forces,and only occured mildly on road tyres when being driven by Luffy....
I don't think too many of us will be going 'round corners as fast as he does on the track...
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Len is right, not a concern for a road car, but a car that see's track time - the owners need to be aware & keep on top of it. Nothing worse than going through turn 1 at QLD raceway at ~ 140kmph & having the oil light suddenly come on
On the engine strength's, take it from me, VW Motorsport in Germany & a certain US based team that runs MK5 & MK6 GTI's on the differences / strengths & weaknesses.
Volkswagen Enthusiast
When it comes to the PCV valve ... Wikipedia is your friend with an easy explanation. See link:
PCV valve - Wikipedia, the free encyclopedia
Anything that vents the noxious gases directly into the atmosphere is a no no - bad for the environment.
The two tiered oil pan with honeycomb insert to prevent oil churning during agressive driving also adds strength to motor crankcase - see excerpt from Audi Self-Study EA888 TSI program.
CheersService Training
Self-Study Program
The Volkswagen 2.0 Litre
Chain-Driven TSI Engine
Oil Pan
The oil pan consists of two sections.
The upper section is made of an aluminum alloy
(AlSi12Cu) and reinforces the crankcase through a
bedplate effect. It also houses the oil pump.
The upper section is bolted to the crankcase and
sealed with a liquid sealant.
The bottom section is made of sheet steel (deep
drawn, punched, and catalytically coated). It houses
Oil Level Sensor G12 and the drain plug.
The bottom section is bolted to the upper section
and sealed with a liquid sealant.
The oil pan has an integral honeycomb insert made
of polyamide to prevent oil churning when the
vehicle is driven aggressively.
WJ
Volkswagen Enthusiast
Similar thing with the top of the motor re: strength. Cost cutting does not mean cutting on quality materials, but making the motor build process simplified.
CheersService Training
Self-Study Program
The Volkswagen 2.0 Litre
Chain-Driven TSI Engine
The 4-valve cylinder head is cast from aluminum
alloy. Intake and exhaust valves are actuated by roller
cam followers supported by hydraulic valve lifters.
The intake and exhaust camshafts are chain-driven.
The variable timing of the intake camshaft is
accomplished through the INA camshaft adjustment
system (page 11).
The cylinder head cover adds support by acting as a
ladder frame and does not have to be disassembled
to remove the cylinder head.
The diagonal opening and sealing face simplifies
drive chain installation.
WJ
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