TDI engines - what are they? features, characteristics

The fact that diesel engines are more profitable than gasoline engines is no secret, but deciding on the type of fuel does not mean deciding on the type of diesel engine itself.
A fairly common problem for many beginners is confusion between numerous abbreviations (HDI, TDI, SDI, CDI), on which a lot depends in the future. It depends on the “character” of the car, its “susceptibility” to breakdowns, as well as the cost of repairing these breakdowns, as well as fuel consumption and much more. In this article, I will try to explain as clearly as possible what the differences are between different modifications of diesel engines, so that you can get your bearings and choose the most suitable option for yourself.

Looking ahead, I will say that the last two letters “.DI” of all the above abbreviations mean Direct Injection - direct injection. Direct injection technology, or as it is also called, is one of the most advanced today and provides for the presence of a common channel through which fuel is supplied.

Advantages and disadvantages of a modern turbo engine

Before we begin to analyze the pros and cons of a turbo engine, I would like to once again draw your attention to one nuance. According to marketers, the share of new turbocharged cars sold today has increased significantly

Moreover, numerous sources emphasize that turbo engines are increasingly being replaced by “aspirated” ones; car enthusiasts often choose “turbo” because they consider naturally aspirated engines to be a hopelessly outdated type of internal combustion engine, etc. Let's figure out whether a turbo engine is really that good.

Pros of a turbo engine

Let's start with the obvious advantages. Indeed, a turbo engine is lighter in weight, smaller in displacement, but still produces high maximum power. Also, turbine engines provide high torque, which is available at low speeds and is stable over a wide range. In other words, turbo engines have a flat torque level, available from the very bottom to relatively high speeds.
In a naturally aspirated engine there is no such level shelf, since thrust directly depends on engine speed. At low speeds, an atmospheric engine usually produces less torque, that is, it needs to be spun up to obtain acceptable dynamics. At high speeds, the engine reaches maximum power, but torque decreases as a result of natural losses that occur.
Now a few words about the efficiency of turbo engines. Such engines actually consume less fuel compared to atmospheric units under certain conditions. The fact is that the process of filling the cylinders with air and fuel is completely controlled electronically.
It turns out that the ECU ensures that the ratio of the mixture components is optimal in any operating modes of the turbocharged internal combustion engine, due to which complete combustion of the charge is achieved and maximum useful energy is released. In the case of naturally aspirated engines, filling depends both on the crankshaft speed and on the outside air temperature, atmospheric pressure and a number of other factors.
Read also: Wiring diagram for grant ignition coil 8 valves
If we take into account the light weight of the unit itself with the turbine, the available thrust at low speeds and the lack of dependence on external factors, the turbo engine naturally consumes less fuel in normal operating modes. It should be remembered that this advantage completely disappears if you constantly drive in the “gas to the floor” mode. Then the fuel consumption of a turbo engine may be even greater than that of atmospheric analogues.

Disadvantages of a turbocharged internal combustion engine

So, we’ve sorted out the main advantages. As for the disadvantages, they are also present. It is quite obvious that a turbo engine is more complex both in terms of electronics and actuators, and in terms of the implementation of the turbocharging circuit itself. Increased requirements for the quality of fuel and engine oil have also not gone away.

The fact is that the unit, small in size and volume, operates under conditions of high mechanical and thermal loads. Boost pressure and cylinder temperatures are much higher compared to naturally aspirated engines, which means accelerated wear on the turbo engine.

Manufacturers take into account various nuances, putting a greater margin of safety into the unit, but during repair of a turbo engine, the cost of reinforced parts is significantly higher. Also, an engine with a turbine has a large number of sensors and lines, as well as additional systems, which complicates diagnostics in case of malfunctions.

A very important point is the resource of the turbine itself. The turbocharger is universally installed on modern internal combustion engines, finally displacing the mechanical compressor. At the same time, a turbine on a gasoline engine usually runs only about 150 thousand km; on a diesel engine, this figure averages up to 250 thousand km. The turbocharger then needs expensive repairs or complete replacement.
As for the well-known problem in the form of “turbo lag” or “turbo lag”, on modern engines this drawback is practically eliminated by installing variable geometry turbines, by using “bi-turbo” technologies, etc. Why practically, and not completely? The fact is that there is still no ideal sharpness of response during dosing of thrust during the throttling process, which is characteristic of naturally aspirated engines. In parallel, more complex turbocharging systems require increased costs and create certain difficulties associated with maintenance and repair.

New Generation

Volkswagen Lupo

In 2000, Volkswagen engineers seriously modernized the 1.9 TDI by installing pump injectors instead of high-pressure fuel pumps and thus increasing the injection pressure to 2000 bar. Maximum engine power increased to 130 hp. At the same time, the new generation engines consumed even less fuel than their predecessors and were not much inferior in reliability.

Meanwhile, small-displacement engines of 1.4 and 1.2 liters appeared in the lineup. Moreover, the latter contributed to the fact that the Volkswagen Lupo has become one of the most economical cars in the world. In the combined cycle, its consumption did not exceed 3 liters per 100 km!

CDI engine

The motor with the CDI nameplate is a Mercedes development, which is based on the same Common Rail technology as the above power units. Engines of the CDI line are more demanding in terms of fuel quality (often the fuel pump, injectors, etc. “compost the brains”), while they are very economical and dynamic on the road.

Well, that's all. I hope I clearly explained the difference between HDI, TDI, SDI, and CDI, now you can easily navigate and choose the engine that is suitable for your type and class

Thank you for your attention and see you again at Question Auto

Technological differences TDI

TDI is economical in fuel consumption and shows respectable efficiency. It is worth noting the high efficiency of the installation due to the increased injection pressure, reaching 2050 bar, and this despite the fact that analogue models show only 1350 bar. As is known, the injection pump is responsible for maintaining the total pressure in the line, and piezoelectric injectors, based on a signal from the electronic control unit, carry out strictly dosed injection, spending less than 0.2 ms.

A significant step towards increasing the efficiency of diesel engines was the introduction of the Common rail system (battery supply system), thanks to which the dependence of the injection mechanism on the crankshaft angle and engine operating mode is removed. This creates the conditions for fuel injection into the cylinder under high pressure when operating under light loads. Although the Common rail system is superior in maintainability to the conventional fuel supply system, its presence forces special requirements on fuel quality, in which it is somewhat inferior to the traditional system.

Among the atypical features of TDI engines are three points:

By combining the injector with the pump, it was possible to provide comprehensive control of the fuel injection mechanism, which increased torque and functional elasticity when changing operating conditions.
Fuel combustion is not accompanied by high shock loads, so the engine noise is low.
The concentration of nitrogen oxide in the exhaust is low, which explains the acceptable toxicity level, which remains a problem for other types of engines. This power unit is rightfully recognized as the most environmentally friendly among its peers.

Variable geometry turbine functions

Along with the direct injection system, the main indisputable advantage of the engine is variable geometry turbocharging, which makes such engines competitive not only among diesel, but also gasoline engines.

In this turbocharger, the distribution and performance of the exhaust gas flow are subject to regulation. Due to this, it is possible to achieve the desired turbine rotation speed, which has a positive effect on productivity. A simple turbine does not have this capability.

If we consider the VNT turbine, its design includes guide vanes, a control system and a vacuum drive. When moving around their axis, the blades are in the position of the desired angle, and due to this, the cross-section of the channel changes. Based on this, it becomes possible to adjust the speed and vector of the exhaust.

The control mechanism always keeps the rotation of the blades under control. It is equipped with a ring and a lever that receives the influence of a vacuum drive controlled by an independent draft.

The valve is a drive control; it is part of the engine ECU and is responsible for changing the boost pressure using signals that come from the temperature sensor and the boost pressure sensor.

The exhaust flow energy dispenser is a kind of turbine on a TDI engine. The dispenser provides the necessary air pressure under any engine operating conditions.

Let's sum it up

Thanks to the developments and engineering solutions of Audi, the diesel engine managed to rise to a new stage in its evolution. The efficiency of TDI engines is a kind of record. The Audi 100 TDI covered 4,814.4 kilometers on just one full tank of fuel. The average speed was about 60 km/h, while the average fuel consumption was just over 1.7 liters per 100 km. Also, TDI engines closely compete with gasoline units not only on the streets, but also on race tracks. An excellent example is the diesel Audi R10 TDI, which regularly wins victories on the most difficult tracks.

Finally, we would like to add that the main guarantee of a long life for both a TDI engine and any other is the correct selection and timely replacement of engine oil, proper operation and driving on high-quality fuel, as well as professional service.
Compliance with these conditions will allow the engine and other related systems to remain operational for hundreds of thousands of kilometers. Continue

Flaws

In fact, the technology on which the CRDI diesel power unit and its analogues are based is significantly superior to standard diesel engines. But the system also turned out to be noticeably more complicated, which gives rise to a list of certain shortcomings.

Reliability of diesel TDIs

The installation of turbocharging allowed the diesel engine to develop more power, and the diesel efficiency also increased. As for TDI engines, these engines are quite reliable if used correctly. The health of these internal combustion engines is most strongly influenced by the quality of the fuel and timely maintenance. With proper care, the engine itself can even turn out to be a “millionaire”.

The weak point of TDI is the injectors and turbocharger. The service life of the injectors directly depends on the quality of the diesel fuel and the general condition of the TDI diesel power system. The service life of the turbine can vary, the average resource is 120-160 thousand km.

TDI engine malfunctions

The reliability indicator of TDI engines is quite high, according to data from specialized resources. With proper, well-organized maintenance, it can be used for millions of kilometers.

The degree of reliability of modern compressors has also increased and sometimes reaches no less than the service life of the engine itself. 150-200 thousand kilometers is the average resource of most turbines.

This resource is achieved due to the high temperature of the exhaust gases, which can reach 1000 degrees, as well as the high rotation speed, which approaches two hundred thousand revolutions per minute.

The service life of the injectors directly depends on the serviceability of the power supply system and the quality of the fuel, which is a disadvantage.

The most significant measures that will extend the life of TDI's weak links are:

– timely oil change;

– periodic change of the air filter;

– systematic diagnosis of boost pressure.

Turbocharged Direct Injection engines are quite difficult to maintain independently, so it is always recommended to contact specialized car services.

Overall assessment of the benefits of TDI

Among the identified advantages of the Turbocharged Direct Injection power plant, one cannot help but pay attention to the following:

power;
efficiency;
compactness;
environmental friendliness.

This set was not determined immediately and not even after the appearance on the market in 1980 of the Audi 80 with a TDI under the hood, but only after numerous modifications and improvements, which led to the launch in 1989 of a new powerful turbodiesel, which in many ways is not inferior to gasoline units.

Experts recognize that TDI is one of the best modern diesel engines, the efficiency of which is determined based on the ratio of initial power and torque per unit of cylinder volume and fuel consumed.

Makeup for blue-eyed brunettes

Brunettes should give preference to more saturated shades

All shades of turquoise are ideal. However, brown eyeshadow should be used with caution as it can make you look tired. In this case, it is better to use shades of coffee or brown clay. If the brunette has dark skin, then in makeup you can use eye shadow with a golden tint

TDI – only for idiots?

Most often we encountered malfunctions of the oil pump drive. Interestingly, depending on the modification of the 2.0 TDI, two completely different solutions were used, and both could suddenly “pass away”.

Versions with a balance shaft used an oil pump drive using a thin hexagonal shaft, nicknamed “pencil” by mechanics. Unfortunately, it quickly wore out, and there was an acute shortage of lubrication. At best, the turbocharger ran out, at worst, the engine itself.

Other modifications had an oil pump drive via a reliable chain. But this is in theory. But in practice, although the chain turned out to be reliable, the gears quickly wore out. At the same time, a rumble appeared from below. However, due to the noisy operation of the engine, it was not easy to recognize the disease. Further events developed according to a banal scenario - lack of lubrication, the low oil pressure light came on, and engine failure. In any case, if the oil can is displayed, then the process for a turbodiesel is no longer reversible.

Disadvantages of turbocharging:

Failure in acceleration dynamics or “turbo lag”

The essence of this phenomenon is that when accelerating from low speeds, instead of intense acceleration, we get sluggish dynamics, often inferior to atmospheric counterparts. The fact is that the operation of turbocharging is directly related to the engine crankshaft rotation speed (there is no mechanical connection between these elements), and if this value is small, then there will be no efficiency from supercharging.

In addition, the greater inertia of the inflation system also has a certain influence on this process, since it takes a certain time to create the necessary pressure at the inlet. To solve this problem, a huge amount of work is being done, the results of which have already made it possible to minimize the duration of such a dip in dynamics. In addition, switching to an automatic transmission or using a CVT allows the car to automatically switch to a lower gear when accelerating, which reduces the negative phenomenon to zero.

A constructive solution to the above-described problem of boost inertia comes down to the introduction of one of the following mechanisms:

- biturbocharging (double charging); - turbine with adaptive geometry; - combined charging.

Twin turbocharging (biturbocharging) involves the use of two parallel charging systems and is based on the principle that two small turbines have less inertia than one full-size one. The number of cylinders for which each of these turbines creates the necessary pressure is divided equally between them. A variation of this system is the use of several compressors activated at different engine speeds (each in its own operating range).

A turbine with adaptive geometry improves system efficiency by optimizing the flow of exhaust gases by changing the area of the intake duct.

Combined supercharging is a system consisting of a mechanical supercharger, which provides the necessary pressure at low speeds, and a turbocharger, which comes into operation when a certain crankshaft speed is reached.

Fever

As mentioned above, air compression is inextricably linked with its heating, which negatively affects engine performance. In view of this, it is necessary to introduce an additional cooling system, which is also a consumer of the generated energy.

Thus, turbocharging is an excellent way to improve the efficiency of an internal combustion engine by optimizing the combustion process. Despite all the shortcomings, this is an effective way to achieve high levels of power and efficiency. In addition, work to improve this system clearly demonstrates that despite its long history, the potential of turbocharging has not yet been exhausted.

Sulfur question

In Russia, the use of diesel fuel with a sulfur content of 0.05% is now allowed, but according to European standards, it should be an order of magnitude less in the fuel - no more than 0.005%! Why is sulfur so dangerous? First of all, because after combustion, sulfur oxides combine with water and form sulfuric and sulfurous acid. The environmental damage is obvious. In addition, sulfur reduces the efficiency of the catalytic converter.

However, more and more oil refining companies are switching to the production of diesel fuel that meets Euro 4 standards. Since 2008, the Russian company has become a partner of Audi Russia. Today, diesel fuel produced by Lukoil is the most modern in Russia, meeting the European standard EN-590 version 2004 (Euro-4). This means that the sulfur in such fuel is no more than 0.005%, and the cetane number is not lower than 51 units.

The cetane number is the inverse analogue of the octane number for gasoline. The higher it is, the greater the tendency of the fuel to self-ignite or detonate, which, unlike a gasoline engine, is not only not harmful, but is simply necessary for the normal operation of a diesel engine.

Another problem is the increased viscosity of diesel fuel at low temperatures. Everyone has seen how a KamAZ truck stands on the side of the road in the cold, with a driver crawling under it with a blowtorch. I refueled with summer diesel fuel... The fact is that in winter it is risky to use summer fuel - the temperature can drop below the “critical mark” at any moment. And then starting attempts can lead to failure of the fuel equipment, which cannot run “dry” for a long time. Lukoil diesel fuel contains components that improve the low-temperature properties of the fuel. And the change of fuel at the network of gas stations in accordance with the season is strictly controlled.

However, winter starting of a diesel car can be made easier by installing a pre-heater. It is offered as an option on almost all Audi models. Audi, which was one of the first to officially supply diesel passenger cars to the Russian market, is making them more and more attractive to buyers.

So, last year the service interval for Audi TDI diesel cars was increased. Now it is, as for gasoline versions, 15,000 km. And the output characteristics of diesel Audis are sometimes even better than gasoline ones. Thus, the diesel Audi Q7 4.2 TDI accelerates to 100 km/h one second faster than the petrol Audi Q7 4.2 FSI (6.4 s versus 7.4 s). At the same time, the average fuel consumption of the diesel version is almost two and a half liters less. And in 2008, under the hood of the Audi Q7, the latest six-liter V12 TDI turbodiesel appeared - the world's first twelve-cylinder turbodiesel under the hood of a passenger car. Power - 500 hp, torque - 1000 Nm!

Table 1, 2, decoding of the vehicle identification number of the Volkswagen Touareg 2003-2006

VIN is a code assigned to all cars at the manufacturer since approximately 1980. This is a unique identification number by which you can find out the features of the model, technical specifications and equipment.

The VIN code is indicated in the technical passport of the car.

Typically the 17-digit VIN code for Volkswagen cars looks like this:

Volkswagen Touareg – engine number 3.0 TDI, 3.6 FSI, 4.1 TDI, 4.2 FSI

If the Touareg allows you to get to the VIN number without unnecessary problems, then the engine number, no matter what unit you choose, will definitely blow your mind, even despite the fact that in all of these cases the designation is on the front of the cylinder block.

Let's start with, perhaps, the most common V6 engines. The 3.6-liter FSI petrol power plant (CMTA - 249 hp, CGRA - 280 hp) hid the engine number at the very bottom, flush with the crankshaft pulley, or rather to the right of it (to the right in the direction of travel, of course) . The platform is located vertically:

Close-up on an example of a CMTA unit

The engine number of the V6 3.0 TDI diesel engines with a power of 204 hp (CASD, CJMA) and 245 hp (CRCA, CJGD) was hidden on an inclined platform behind the roller mount, and it was precisely hidden, since without a certain skill it is impossible to get to it. Despite the fact that the marking, as already mentioned, is located on the front, you can inspect it from above by first removing the plastic decorative cover:

It is almost impossible to completely inspect the 3.0 TDI engine number, but most of the symbols can be checked

After modifications in 2011, instead of CASA, only CJMA and CRCA motors were installed. It’s easier to see the number from the front of the engine. You need to take a look at the video:

V8 units are much less common and their engine number is no easier to find. The 4.1 TDI engine (CKDA, 340 hp) is located approximately in the same place as the 3-liter TDI - in front on an inclined platform near the oil filler neck:

The gasoline giant 4.2 FSI (CGNA, 360 hp) does not particularly hide the markings. For full access, you just need to remove the front decorative cover - the number is located on a horizontal platform right in the middle of the front of the central engine block:

Author: Denis Putkov

Volkswagen Touareg 2 – Weaknesses and choice of used car

Vehicle operation and maintenance

1.8. Tables

1.8.3 Table 1.2. Decoding the vehicle identification number

characters 1-3

They mean the worldwide vehicle identification code – WMI, World Manufacturer Identifier. Indicate the type of car (car, truck, van), country and manufacturer.

As can be seen from our example - WVW, a car from Germany, manufacturer Volkswagen, a passenger car.

The country of origin is indicated by symbol 1

W - Germany 1 - USA 3 - Mexico 9 - Brazil X - Russia (Kaluga)

Let's see what some common WMIs for Volkswagen vehicles look like:

WVW - Volkswagen, Germany, cars 1VW - VAG (USA), USA, cars 3VW - Volkswagen de Mexico, cars 9BW - VAG (BRA), Brazil, cars WV2 - Volkswagen, Germany, minibuses and light trucks XW8 - Volkswagen Group (RU), Russia, assembly from SKD kits (Kaluga)

characters 4-6

Free ZZZ symbols mean that the car is produced for the European market. But in cars intended for the American market, the values will be as follows: symbol 4 indicates the engine type, symbol 5 indicates the engine type, symbol 6 indicates the security system.

In our example – ZZZ, that is, the car is intended for the European market.

characters 7-8

These symbols indicate the model range of the car. In our example - 1J, which means Golf IV.

Look at the transcripts:

11 — VW 1200 (Typ 111) / Tipo 1 (Typ 111, 113) / Volkswagen Kaffer/ 12 — up! (Typ 6A1, 6A5) 13 — Scirocco (Typ 137) 13 — Scirocco (Typ 138) 14 — Caddy I (Typ 147, 148, 1AE) 15 — Bora (Typ 152) 15 — Jetta I (Typ 161, 162, 163 , 164) 15 — Golf II (Typ 171,172, 173, 174) 15 — Scirocco (Typ 533, 534) 16 — Golf I Cabrio / Rabbit Convertible (Typ 154, 155) 16 — Golf II (Typ 171, 172, 173, 174) 16 — Golf II (Typ 191, 192, 193, 194) 16 — Golf Syncro (Typ 191, 192, 193, 194) 16 — Golf (Syncro) (Typ 1G1) 16 — Rallye Golf Syncro (Typ 1G4) 16 — Jetta II (Typ 161, 162, 163, 164) 16 — Jetta II (Typ 165, 166, 167, 168) 16 — Jetta / Vento (Typ 162) 16 — Jetta (Typ 163) 16 — Jetta Syncro / Golf GT Syncro (Typ 167, 168) 16 — Jetta (Syncro) (Typ 1G2) 16 — Jetta (Typ AV2) / Jetta (Typ AY2, AY3) / Jetta (Typ AV3) 16 — Scirocco (Typ 533, 534) 16 — New Beetle (Typ 5C1) / New Beetle Cabriolet (5C7) 17 - Golf I Cabrio / Rabbit Convertible (Typ 154, 155) 17 - Golf II / Rabbit (Typ 177, 178, 179) 17 - Golf II (Typ 171, 172, 173, 174) 17 — Golf II (Typ 176) 17 — Golf (Typ 174, 176) 17 — Jetta II (Typ 161, 162, 163, 164) 17 — Jetta II (Typ 167) 17 — Rabbit (Typ 175) 17 — Caddy (Typ 170) 17 — Scirocco (Typ 533, 534) 18 — Iltis (Typ 183) 18 — Lavida (Typ 181, 182, 183) 19 — Jetta II (Typ 165, 166, 167, 168) 19 — Golf II (Typ 191, 192, 193, 194) 19 — Golf II (1983…1992), Jetta II (1984…1991) 19 — Golf (Syncro) (Typ 1G1) 16 — Rallye Golf Syncro (Typ 1G4) 19 — Jetta (Syncro) (Typ 1G2) 1B - Tipo 1 (Typ 111, 113) /Volkswagen Kaffer/ 1C - New Beetle (Typ 1C1, 1C9, 9C1, 9G1) 1E - Golf III Cabrio (1993...1998) 1F - EOS ( Typ 1F7, 1F8) 1G - Golf II, Jetta II 1H - Golf III (1991...1997), Vento, Golf III Variant (1993...1999) 1J - Golf IV (1997...2003), Bora, Golf IV Variant (1999... 2007), Golf IV Cabrio (1998...) 1K - Golf V (2003...2009), Golf Plus (2004...), Golf V Variant (2007...2010) 1L - XL-1 (2015) 1T - Touran (2003...2016 ) 1V — Golf Cabrio 1W — Golf, Jetta, Vento 1Y — New Beetle Convertible (2003…2010) 21 — LT 24 — Transporter (flatbed) 25 — Transporter / Multivan / California T3 (bus, van, combi) (1980…1992 ) 28 - LT 2A - Transporter Syncro 2C - Caddy III (2010...2015) 2D - LT (1996...2006) 2E - Crafter 2F - Crafter (2006...) 2H - Amarok (2011...) 2K - Caddy II (2004...2010 ) 2V - L80 31 - Passat B3 (1988...1993) 32 - Passat B2 (1980...1988) 32 - Passat B1 (...1980) 33 - Passat B1 (...1980) 35 - Passat CC (2008...2013) 36 - Passat B7 (2010...2015) 3A - Passat B4 1994...1996) 3B - Passat B5 (1996...2005) 3C - Passat B6 (2005...2010) 3C - Passat B7 (2010...2015) 3C - Passat B8 (2015...) 3D — Phaeton (2002…2016) 3G — Passat B8 (2015…) 3H — Arteon (2017…) 50 — Corrado 53 — Scirocco 5C — New Beetle II / Cabrio (2012…) 5K — Golf VI (2009…2013) 5M — Golf Plus (2009...2014) 5N - Tiguan (2007...2016) 5T - Touran II (2016...) 5U - Gol (2008...) 5Z - Fox (2004...) 5Z - Suran/Spacebox (2011...2014) 60 - Ameo / Polo (sedan with a short trunk made in India) 61 - Polo Sedan (2011...) 6C - Polo V (2015...) 6E - Lupo 3L TDI 6K - Polo III Classic (1995...2000)/ Variant (1997...2000) 6N - Polo III (1994...2000) 6S - Polo Vivo (Classic) (2015...) 6R - Polo V (2009...2014) 6V - Polo Classic / Variant 6X - Lupo 70 - Transporter / Caravelle / Multivan T4 (1991...1996) 7A - Taro (1989...1997) 7D - Transporter / Caravelle / Multivan T4 (1996...2003) 7E - Transporter / Multivan / Caravelle / California T5 (2010...2015) 7H - Transporter / Multivan / Caravelle / California T5 (2003...2009) 7L - Touareg (2002...2010) 7M - Sharan I (1995...2010) 7N - Sharan II (2010...) 7P - Touareg II (2010...) 80 - Polo (1990-1994) 82 - Polo Coupe 86 - Polo I/ II (...1994) 87 - Polo Classic/Coupe 9C - New Beetle Europa (1999...2002) 9K - Caddy 9M - Jetta 9N - Polo IV (1999...2010) 9U - Caddy A1 - T-Roc A7 - Polo (sedan with short trunk made in India for South America) AA - up! AD - Tiguan II (2016...) AM - Golf Sportsvan (2015...) AU - Golf VII (typ 5g) BR - Gran Santana (2012...) CA - Atlas SA - Caddy IV (2016...) SG - Transporter / Multivan / Caravelle / California T6 (2015…)

TDI: Le Mans tested

Audi R10 cars lead on the most difficult tracks. Technologies of sports victories are now available for “civilian” cars.

It seems that the share of diesel cars in the domestic market will soon grow. Slowly but surely Russia is tightening toxicity standards, which will inevitably lead to legislative improvements in the quality of diesel fuel. Euro 3 standards came into force this year, and Euro 4 awaits us in 2010. And the constant rise in gasoline prices is pushing buyers to choose a diesel car. Europe made this choice - there the share of diesel cars has long exceeded 50%.

TDI engine and commercial success

The 1.9 TDI engine in various variations has been on the assembly line for almost 19 years. And the total number of cars produced with the TDI nameplate by 2010 reached 5 million.

But relatively recently, the clouds have thickened over diesel passenger cars. In 2015, a huge scandal broke out , seriously damaging the reputation of Volkswagen. However, cars with diesel engines have not left the model range and are unlikely to do so in the near future.