This new engine was announced at the 2005
Frankfurt Motor Show, to be first used in the
Mk5 Golf GT, the 125 kW 1.4
litre TSI engine is a "
Twincharger", and uses both a
turbocharger and a
supercharger. Its displacement
downsizing leads to improved fuel economy, with 14% more power than the 2.0 FSI, but consuming 5% less fuel. The mechanical supercharger compressor, driven at 1.5 times the speed of the
crankshaft, mainly operates at low engine speeds from tick-over up to 2,400
revolutions per minute (rpm) to increase low-end
torque. At engine speeds just above idle, the belt-driven supercharger provides a boost pressure of 1.2
bars (17.4
psi). The turbocharger assumes full effectiveness at middle revs, and the engine map disengages the clutch-controlled supercharger at a maximum upper limit of 3,500 rpm; the supercharger will then be bypassed once the turbocharger spools up and reaches sufficient speed to provide adequate boost in the upper rev-ranges. This engine is made at Volkswagen-Motorenfertigung,
Chemnitz.
In 2007, Volkswagen announced the 90 kW model which will replace the
1.6 FSI 85 kW (116 PS; 114 bhp) engine. This engine differs from the 103 kW and 125 kW models in several ways. It uses only one method of forced induction - a turbocharger (and not a supercharger), and has water-cooled intercooler. The engine has reduced frictional losses, optimised
camshafts, new intake ports, and new high-pressure injector valves. It is also 14 kilograms (31 lb) lighter than the 125 kW model, in order to improve fuel economy and reduce emissions
Identification
parts code prefix: 03C, ID codes: BLG, BMY,
CAXC
engine displacement &
engine configuration
1,390
cubic centimetres (84.8
cu in)
inline-four engine (R4/I4);
bore x
stroke: 76.5 by 75.6
millimetres (3.01
in × 2.98 in),
stroke ratio: 1.01:1 - '
square engine', 347.5 cc per
cylinder, 120
bars (1,740
psi) peak pressures,
compression ratio: 10.0:1
cylinder block &
crankcase
grey cast iron; 82 mm (3.23 in) cylinder spacing, five
main bearings,
die-
forged steel
crankshaft,
roller chain-driven
oil pump
cylinder head &
valvetrain
cast aluminium alloy;
four valves per cylinder, 16
valves total, low-friction roller finger
cam followers with automatic
hydraulic valve clearance compensation,
roller chain driven
double overhead camshaft (DOHC), continuous adjusting
variable intake valve timing
Aspiration
hot-film
air mass meter, cast alloy
throttle body with
electronically controlled Bosch "E-Gas" '
drive by wire'
throttle butterfly valve
90 to 96 kW variants — two-part plastic
intake manifold,
turbocharger incorporated in
exhaust manifold with maximum boost pressure 1.8
bars (26.1
psi), water-cooled
intercooler integrated into intake manifold
103 to 125 kW variants — multi-ribbed belt-driven fifth-generation
Eaton Roots-type positive displacement
supercharger operated by a magnetic clutch integrated in a module inside the water pump, internal step-down ratio on the input end of the synchronisation gear pair, and KKK turbocharger with integrated wastegate connected in series, administrated by a control flap, 2.5 bars (36.3 psi) pressure at 1,500 rpm, front-mounted intercooler (FMIC)
Fuel System
fully demand-controlled and returnless; - fuel tank mounted low pressure
fuel pump;
Fuel Stratified Injection (FSI):
camshaft-driven single-piston high-pressure injection pump supplying up to 150 bars (2,180 psi) fuel pressure in
common rail fuel rail integrated into the inlet manifold, four
combustion chamber sited
direct injection sequential solenoid-controlled six-hole fuel injectors, mounted on the intake side between the intake port and cylinder head seal level, homogeneous mixing, stratified lean-burn operation with excess air at part load,
90 to 103 kW variants — 95
RON ultra-low sulphur unleaded petrol (ULSP)
110 to 125 kW variants — 98 RON 'Super Unleaded' ultra-low sulphur unleaded petrol (ULSP) - 95 RON may be used, but will result in lower power output
I
gnition System & Engine Management
centrally positioned
NGK longlife
spark plugs, mapped direct ignition with four individual direct-acting
single spark coils;
Bosch Motronic ME electronic
engine control unit (ECU),
knock control via a single knock sensor, permanent
lambda control
E
xhaust System
cast iron
exhaust manifold (with integrated turbocharger), one
catalytic converter, two heated
oxygen sensors monitoring pre- and post catalyst exhaust gasses
DIN-rated
motive power &
torque outputs, ID codes
90
kilowatts (122
PS; 121
bhp); 210
newton metres (155
ft·lbf) @ 1,500-4,000 rpm — Passat (2009 on)
90
kilowatts (122
PS; 121
bhp); 200
newton metres (148
ft·lbf) @ 1,500-3,500 rpm — CAXA; Golf Mk5 (2007 on), Tiguan (08/10->), Škoda Octavia Mk2
92
kilowatts (125
PS; 123
bhp); 200
newton metres (148
ft·lbf) @ 1,500-4,000 rpm — CAXC; Audi A3, SEAT Leon
96 kilowatts (131 PS; 129 bhp); 220 newton metres (162 ft·lbf) @ 1,750-3,500 rpm — Golf Mk6, VW Jetta V, Passat B6
103
kilowatts (140
PS; 138
bhp); 220
newton metres (162
ft·lbf) — Touran from early 2006, Golf Mk5
110
kilowatts (150
PS; 148
bhp) @ 5,800 rpm; 240
newton metres (177
ft·lbf) @ 1,750-4,000 rpm — BMY; VW Golf Mk5, VW Tiguan
118
kilowatts (160
PS; 158
bhp); 240
newton metres (177
ft·lbf) @ 1,750-4,500 rpm — CAV; Golf Mk6, Scirocco Mk3, VW Jetta TSI Sport,
125
kilowatts (170
PS; 168
bhp) @ 6,000 rpm; 240
newton metres (177
ft·lbf) (MEP 21.7 bar) @ 1,750-4,500 rpm (200
N·m (148
ft·lbf) @ 1,250-6,000 rpm), rev limit: 7,000 rpm — BLG; Golf Mk5 GT, Jetta, Golf Plus, Touran
133
kilowatts (181
PS; 178
bhp) ???? — SEAT Ibiza Cupra