Powerful, spontaneous and ultra-efficient: this is the new top-of-the-line version in Audi's V6 engine range. The 3.0 TFSI develops 290 hp and 309.78 lb-ft of torque. The T in Audi TFSI engine designations consequently no longer exclusively denotes turbo versions. It combines gasoline direct injection and supercharging. The hi-tech V6 will go into production later in the year. Information has not yet been released which models the new V6 engine will be in, but expect all previous V6 engines to be replaced with this one.
Extensive comparative tests by Audi revealed the mechanical supercharger to be superior to a biturbo concept for this engine. In conjunction with direct injection, its packaging, starting performance and dynamic response were far superior.
The compressor is so compact that it easily fits inside the 90-degree V of the cylinder banks, in place of the intake manifold. Because it is driven by the engine via poly-V belt, its full thrust is available from idle speed upwards, producing huge pulling power when driving off. The motor delivers its maximum 309.78 lb-ft at only 2,500 rpm and maintains this constantly until 4,850 rpm.
The gas paths after the compressor are very short; this means that the torque is built up extremely quickly, even more dynamically than on a naturally aspirated engine of the same displacement.
The 3.0 TFSI earns top marks for fuel efficiency as well. And its pulling power enables it to extend the transmission ratio, further adding to its already superior efficiency. The new 3.0 TFSI will achieve an average fuel consumption of 23.52 mpg in virtually all longitudinally engined Audi models, the concept for which it is envisaged. It is designed to run on either premium or regular gasoline and already complies with the future emission standard Euro 5.The Audi technology of gasoline direct injection according to the FSI principle was what made this trailblazing efficiency possible in the first place. Unlike conventional concepts, it allows the compressor to be located behind the throttle valve. In view of the low density of the intake air at loads below supercharging level and when coasting, its rotors are free-running and the amount of power required to drive them is low.
The engine's high compression ratio of 10.5:1 also plays a big part in its efficiency. The direct injection principle is once again the key, because the intensively swirled fuel cools the combustion chamber, reducing the tendency to knock.
The compressor of the new 3.0 TFSI is what is known as a Roots blower. Inside it, two four-vane rotary pistons counter-rotate at a speed of up to 23,000 rpm, with an air gap between them measuring just a few thousandths of a millimeter. The rotors can deliver 2204.62 lb of air per hour and force it into the combustion chambers at a boost pressure of up to 0.8 bar.
Two water-to-air intercoolers made from aluminum and connected to a separate coolant circuit are integrated into the housing. Here, the compressed and therefore heated intake air is cooled down again in order to boost its oxygen content for the combustion process. An extensive package of measures reduces the level of noise generated by the compressor to a minimum. The entire engine, including the compressor, weighs 416.67 lb.
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