Basic use of the term “2.0 TFSI” might just be a little bit overly simplified… and maybe a little misleading. Saying the new Audi S3 is powered by Audi’s 2.0 TFSI, and even one with an as-of-yet seen stock power level fails to tell the story. With the new S3, Audi is ushering in the next-generation of 2.0 TFSI engine and it boasts some pretty serious changes.
An all-new design as compared to the last S3, the only thing this EA888-based uprated 2.0 TFSI engine is said to have with its forebear is its displacement of 1,984 cc (bore x stroke 82.5 x 92.8 mm). Its design is compact and lightweight, tipping the scales at just 148 kg – 5 kg less than the previous engine.
Power is also bumped to a level we’ve not yet seen before from a factory 4-banger including earlier variations of the latest EA888 family. Peak output of 221 kW (300 hp) comes on line by 5,500 rpm, well before the 6,800 rpm red line. Torque is also ample, 380 Nm between 1,800 and 5,500 rpm.
For Audi, raising the power, refinement and efficiency wasn’t just a matter of upping boost or changing an engine map. Many component and design changes were also implemented. Modified aluminum pistons and higher strength conrods with new bearings help more effectively transfer power to the crankshaft. The new cast iron crankcase boasts stiffening at the main bearing seats and cover. A new cylinder head design is made from a new, high-strength aluminum-silicon alloy with improved thermal stability and decreased weight. Exhaust valves have a hollow design and are filled with cooling sodium.
Not surprisingly, there’s also been a turbocharger upgrade with increased capacity and capable of handling exhaust temperatures of up to 1,000 degrees Celsius. Maximum pressure for the new turbo is 1.2 bar with a theoretical throughput of 1,000 kg or 850,000 liters of air per hour. This is paired with a high-performance air-to-air intercooler that helps reduce the turbos operating temperatures significantly. The new electronically controlled wastegate can operate much more quickly and reduces the pumping necessary because of decreased charge pressure and exhaust backpressure.
Another improvement includes the addition of indirect injection to supplement the FSI direction injection system when operating under partial load. By utilizing this feature, this lowers consumption and particulate emissions, balancing the direct injection system that is utilized more efficiently at startup and under higher loads.
The intake camshaft is also adjustable through 60 degrees of crank angle and the exhaust camshaft adjustable through 30 degrees. Also, the Audi Valvelift system varies valve lift in two stages on the exhaust side. Drumble flaps help direct the in-flowing air into a very specific pattern. Finally, the engine operates at a compression of 9.3:1 – quite high for a turbocharged engine.
As with other modern turbocharged engines from Audi like the 4.0 TFSI, the exhaust manifold is integrated into the cylinder head and is cooled via the coolant system and thus reducing exhaust gas temperature and accelerating warm-up and cold-start conditions.
As Audi moves towards cleaner engines, cooling and optimized operating temperatures have become a big part of modern engine design at Audi. For example, this new 2.0 TFSI also boasts two rotary disc valves in a single module that are used to regulate coolant flow. These allow engine oil to reach operating temperatures quickly and keep coolant temps in a very specific optimized temperature range.
Finally, there’s a new coating on the piston bodies and antifriction bearings on the aforementioned balancer shafts that help keep friction low. Contrarily, the oil pump has been engineered to work on-demand. Refinement is another point of improvement for the new 2.0 TFSI. Two balancer shafts contra-rotate at twice the speed of the crankshaft, which smooths the engine out markedly.
Like the larger S-cars in the Audi range, the new S3 also benefits from the addition of Audi Drive Select (ADS). In addition to adjustability of elements like suspension settings or shift points, ADS also allows a driver to choose varying degrees of dynamism for throttle response. For S tronic models, short fuel burnoffs or burps accompany gearshifts. Even better, the deep exhaust tone of the engine gets even better when both sound flaps on the exhaust open under high loads and higher revs.
Displacement: 1,984 cc
Power: 221 kW (300 hp) at 5,500 rpm
Torque: 380 Nm from 1,800-5,500 rpm
0-100 km (0-62 mph): 5.1 seconds *
Top Speed: 250 km/h **
Consumption: 6.9 liters per 100 km
CO2 emissions: 159 grams per km
* with S tronic, ** electronically limited