The 37th Vienna Motor Symposium thanks for the timely information and Mr. Atkinson and Mr. Miller for the technical highlight that may be available in the next TSI (EA 211) end of 2016. One could also say: 'We have understood.' Toyota's example (video below).

VW interprets it, however, in a separate, very interesting way. Along with plenty of boost pressure geometric 12.5: 1 are quite a challenge, of course, in certain operating conditions only to control, if the valve timing is able to block filling with fresh gas (air) by particularly rapid hydraulic camshaft adjusters.

Taken over by the group subsidiary Porsche is the VTG turbo for gasoline engines, here 'only' stressed by a maximum of 880°C. To switch from the rather sluggish frugal to a motivated motor behavior, the charger is particularly flexible by direct electric drive and low mass inertia.

Have a look at this torque curve maximum. While not as high, but earlier than that of the diesel engine. And then this high engine speed impossible for diesel engines. There might be full pressure at slow speeds, too. By switching off two cylinders at partial load the effectiveness of the remaining still increases.

The cold engine is more wear resistant in hybrid mode, especially for typical, suddenly very high power demand. Its cylinders get little lubrication pockets by a special plasma coating combined with appropriate honing. The oil itself reduces friction by 0W-20 specification. The injection pressure is 350 bar instead of until now customary maximum 200 bar.

Thermal management and effective oil circuit,are already reported. Significant savings are promised for normal driving. The spontaneity of acceleration response from low engine revs on has to be tested, because not to be read out of the torque curve. 04/16