By on March 19, 2014

VW EA288 TDI Diesel Engine

Fans of Volkswagen diesels will be thrilled to know that later this year, the automaker’s latest 2-liter turbo-four will be available for the 2015 Golf, Jetta, Passat, Beetle and Beetle Convertible.

Autoblog reports the new EA288 TDI will produce 150 horsepower and 236 lb-ft of torque, with an additional 10-horsepower boost for road train-passing emergencies. Other features include EGR, an intake manifold with integrated intercooler, and low-friction camshaft bearings.

Though the turbodiesel will arrive in five VW models for the 2015 model year, all Audis and Volkswagens will eventually receive the EA288 as the automaker phases out the current 2-liter TDI; 12 such models are in showrooms at present, with 105,899 units sold in 2013.

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29 Comments on “VW Confirms New Turbodiesel Due Later This Year...”


  • avatar
    Onus

    Bring on the SCR.

    Been waiting for this. SCR makes the engines more efficient. The Passat currently gets better mpg than the Jetta due to having SCR.

  • avatar
    Bowler300

    IDK what SCR is. CYH?

    • 0 avatar
      EquipmentJunkie

      SCR is Selective Catalyst Reduction. I’ve also seen it called Selective Catalytic Reduction. In short, a urea solution is injected into the exhaust stream, post-turbo, to clean emissions. Generally, it is more efficient and trouble-free than EGR (exhaust gas recirculation) in diesels. SCR has been used successfully by most European diesel manufacturers for years. Being late to the SCR table has hurt Caterpillar, Navistar, and Deere with their EGR emissions offerings.

      Bottom line: Tier 4 emissions are very, very costly to everyone. Thanks, EPA.

      • 0 avatar
        30-mile fetch

        Some of us like to breathe. Sorry if that makes oil-burners more of an engineering challenge. Part of life when millions upon millions of us want to exercise the freedom of personal transportation. It’s a job creator for skilled engineers, if you want a positive spin.

        • 0 avatar
          EquipmentJunkie

          As do I…but your statement tends to point to minimal knowledge of Tier 4 and its realities. Diesel emissions have been dramatically reduced with minimal changes to performance and economy. Diesel engine manufacturers have successfully met new standards as the new levels were introduced…until Tier 4. Generally speaking, Tier 4′s “clean” meant burning significantly more fuel. How does that make sense?

          How clean is clean? At what price point is this level of clean justified?

          • 0 avatar
            Onus

            Tier 4 Is the new upcoming off road diesel standards. yeah its a huge change for offroad diesels since now they require a dpf, electronic control, etc.

            EPA 2010 =/ Tier 4. EPA 2010 is nothing new an neither is DPF. It looks like the emissions regs for diesels we have now will be around for awhile after the quick ramp up to them.

            I enjoy our clean air as well. Having been to countries without clean air its something you take for granted.

          • 0 avatar
            30-mile fetch

            Guilty as charge, EquipmentJunkie, I don’t know enough about Tier 4 to open my mouth and was reacting viscerally to the local letters to the editor excusing our poor local air quality. I usually catch myself before doing that. I appreciate the measured response.

        • 0 avatar
          MBella

          It depends on what you think of as clean. I can run an old diesel car for hours in the shop, and it’s just like a kerosene heater running. I run a new one with urea injection, and the air becomes very uncomfortable to breath very quickly. Of course the emissions the government checks are way lower, but I would like to know what else is coming out of that tail pipe that they are not measuring.

      • 0 avatar
        jpolicke

        I didn’t see SCR mentioned in the article. It did mention EGR, which in previous generations of TDI filled the intake manifold with soot. I wouldn’t cheer for the arrival of SCR either. You get software that threatens to strand you if you should run out of DEF, along with sensors for both DEF and NOX that have proven to be unreliable in my daughter’s TDI Touareg. Naturally, they’re ridiculously expensive.

        • 0 avatar
          davefromcalgary

          Also, even though the Urea tanks are heated, there have been incidents of people driving their Urea equipped cars on long highway slogs through the polar vortex and having them go into limp mode cause the cold has overwhelmed the tank’s heating system.

          I’m not against urea injection as an idea but thats a problem for me driving home for Christmas.

        • 0 avatar
          DC Bruce

          I rather doubt that the use of SCR will eliminate EGR, which seems to be pretty problematic in most clean diesels. For instance, Navistar and Cummins both made diesels for medium trucks that initially did not use SCR, but last year, for example, the 6.7 liter Cummins diesel in the RAM pickups added SCR, but not in place of EGR, but in addition to it. SCR will, probably, improve fuel economy a bit because injections of fuel into the exhaust stream to burn off the accumulated stuff in the DPF will happen less frequently.

          The days of the bone-simple diesel engine are over.

          I still question the value proposition (in the U.S.) of using these engines in relatively small cars, like the Golf. Maintenance expenses are likely to be higher and diesel fuel is often more expensive than premium gasoline and typically is 10-15% more expensive than regular.

          Even in pickup trucks, the choice is no longer so obvious. Chevy’s new 6.2 liter DI gasoline engine is EPA rated 22 mpg highway in the 1/2 ton 1500 series pickup and develops 420 hp. I doubt seriously that any of the slightly less powerful diesels offered by the Detroit 3 in 3/4 ton trucks will do that well under any circumstances. The smaller diesel in the 1/2 ton RAM does better, but is significantly less powerful.

          Admittedly, when towing 10,000 lbs. the diesels in the 3/4 tons will probably have a 10-20% fuel economy advantage over the gasoline engine in the Chevy 1/2 ton. Apparently it’s not uncommon for owners of the newer diesel-powered trucks to remove the EGR system, which supposed improves power and fuel economy . . . at the expense of the rest of us, of course, who have to breathe.

          • 0 avatar
            Onus

            The non EGR cummins were not EPA 2010 complaint. They were sold using credits from them meeting 2008 emissions requirements a few years earlier.

            They ran out of credits.

      • 0 avatar
        RogerB34

        Summary of the Class 8 truck EPA mess:
        http://www.demanddetroit.com/performance/emissions.aspx
        The unstated and major problem this system is reliability because of the various and complex components.
        Reliability means major user cost.

  • avatar
    Jerome10

    I will have to check if this engine is already in the new A3 in Europe. Drove a TDI A3 this last weekend in Germany and overall I was quite impressed. Driven these 2.0L VW diesels a couple times before, but this one seemed a bit better than I remember. Little stronger and smoother. But it had been over a year so maybe it’s the same old engine.

    Peppy, doesn’t HATE to rev so much. Snappy performance in the lower gears. I averaged about 44mpg when staying off the Autobahn.

    Unfortunately in the USA I would never buy this engine. Cost for the engine plus the cost of fuel (and the fact that as much as I like diesel… I really miss the sound, smoothness, and feel of gas) just don’t add up.

    If you like diesel engines, and aren’t looking for cost savings go for it.

    New A3 was a solid car as well, but still doesn’t feel as substantial and well behaved as a BMW (though I haven’t drive the new, softer, BMWs yet)

  • avatar
    Tom Szechy

    Gotta love the beautiful sound of a diesel in a convertible.

    What about maintenance needs (as in by experience, not by manufacturer’s recommendation)? As all Euro-V & VI engines (diesel & petrol) are struggling with longetivity issues and/or struck with serious maintenance costs over 100k, I think cars with previous generation engines will see their second-hand values elevated in a couple of years.

  • avatar
    adamiata

    Does this mean the DPF will be going away, to be replaced by a urea system?

    Or is this just another complex emissions system that’ll grenade shortly after the warranty expires?

    • 0 avatar
      jpolicke

      They serve different purposes. The DPF is required for particulates (soot) in the exhaust; the urea SCR is for oxides of nitrogen.

      As to your second question, yes.

      • 0 avatar
        colin42

        The current generation Jetta uses a Lean NOx Trap (LNT) This needs to run rich (Lambda <1) to regenerate & remove the NOx. An SCR doesn't fill with NOx and doesn't need to be cleaned (of NOx).

        Some systems have been proposed where a LNT would be used upstream of an SCR to capture the NOx generated when the exhaust is too cold for DEF injection. Once the exhaust temp increase the LNT would release the stored NOx and the SCR would treat it.

  • avatar
    30-mile fetch

    Is it still going to be something like a $4500 upgrade over the base gas trims of the Golf & Sportwagen because of bundling with expensive option packages? Because if it is, you can keep it.

    There’s something about spending $27K on a compact wagon so you get 45 mpg on expensive fuel that just doesn’t work for me.

  • avatar
    DeadWeight

    I’m one in the ‘fringe element’ who has very little faith in VW reliability, but even I would be’sorely tempted by a VW meeting the following criteria:

    1) Rear wheel drive (or light AWD system, sending no more than 18% of power to front wheels)

    2) Diesel (turbocharging a diesel, unlike a petrol motor, is not only fine, but the only way to fly)

    3) Manual transmission with hydraulic foot operated clutch & 5 or 6 speed gear lever

    4) Durable yet supple whale peni foreskin leather interior trim

    5) Mocha and/or dark’caramel brown exterior paint option

    6) 0-60 time of less than 7.5 seconds/top speed of 150 mph @ 48mpg

    7) Starting MSRP of $12,998 with fully equipped model maxing out @ $16,339, including destination

    8) Factory standard bumper-to-bumper warranty that is 12 years/120,000 miles

    9) Only station wagon or true hatchback configuration

    10) Actual center console mounted, non-electronic hand brake

  • avatar
    30-mile fetch

    DeadWeight,
    I see nothing unreasonable on your list. Except the seating surfaces. Would vinyl grained to imitate whale foreskins be sufficient? Named something catchy like V-fore or Peni-Tex? No? Picky, picky, picky.

  • avatar
    doublechili

    Would it be possible to duct-tape the 10hp turbo boost button permanently in the “on” position?

    Just kidding. I think.

  • avatar
    brettc

    This engine also uses a different High pressure fuel pump design, like what has been found in the Passat TDI (yes, the 2.0 litre CKRA Passat TDI engine is different than the current 2.0 TDI CJAA engine found in the Jetta, Golf and Beetle). HPFP failures in the Passat TDI are pretty rare compared to the Jetta, Golf and Beetle. So hopefully once this new engine shows up people won’t have their fuel systems implode without much/any warning. But all of the new cars will require urea replenishment going forward, so it’s a catch 23 situation.

    http://www.myturbodiesel.com/1000q/b7/2013-vw-passat-tdi-review-faq.htm

  • avatar
    NeinNeinNein

    Hopefully the new Urea injection solves the problems of the failing (and pricey diesel particulate filter.) One winder if they solved the issues surrounding the grenading high pressure fuel pump, which up to now has been covered, and necessitated about a $3K fuel system replacement / clean out.


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