Modified cars and tuning

Tuning the VW 1.8 Turbo engine

"The 1.8T is one of my favorite engines!"

VAG 1.8T engine Volkswagen/SEAT/Audi: 150bhp-240 bhp from the factory.

The 1781 cubic centimeters in this 20 Valve turbo charged engine represents what must be one of the most tunable mass produced engines around today.

The 20 valves are arranged as 3 intakes and 2 exhaust valves per cylinder. (The exhaust valves are larger and the intake design makes the engine an efficient one).

We have an updated version of this engine tuning article in our Audi section, so please see the updated article for  1.8T Tuning.

voyage 1.8 turbo

The compression ratio is set to 9.5:1, but,  in the 170bhp engine compression ratio is 9.3:1 and a slightly lower 9:1:1 in the 240 bhp versions, which although high for a turbo gives plenty of low down torque.

Technical information of this engine: Bore size of 81mm (3.19in) a Stroke of 86.4mm (3.40in) and a Rod Length of 144mm

The peak power band is between 2000 and 5000 rpm, and delivers good fuel economy as well around 34-38mpg.

The turbo delivers a boost pressure of 8.7 psi or .6 bar on most variants of this engine although the 180bhp engines run 11.6 psi from 2002.

The standard cast iron engine block can handle power up to 240 in factory tune and many owners have reported much higher power gains than that.

voyage 1.8 turbo

The most common turbos fitted are the KO3 (150-180 bhp) and KO4 (210-240).

A tune/remap on a standard engine will typically yield around 40-50bhp increase, and, with the addition of a higher capacity turbo, a freer flowing intercooler and efficient induction and exhaust design, power gains to around 300bhp-350bhp are possible.

Expect to have to upgrade the clutch when increasing the power of the engine or the clutch life will be dramatically reduced.

The pistons are forged aluminium Mahle, with fracture split forged steel connecting rods mated to a forged crankshaft which is capable of handling far more that the mild 150bhp tune.

The engine code is found at the top part of the engine near the valve cover on the side etched into the head. The engine codes are

  • Small Port size head Engine Codes: ADR, AMB, AMU, APT, APU, ARG, ATC, ATW, AWM, AWP, BEA
  • Large Port size Head Engine Codes: Typically 97-99: AEB, AGU, AFY

See our video which covers all the principles of tuning the 1.8T engine .

Best Engine Mods for your car

  • Engine Tunes - engine tuning/remapping provides the most advantage in terms of cost savings,  aftermarket ECUs, and piggyback ECUs are all alternatives.
  • Fast road cams are one of the most significant mechanical changes, but they must be installed by someone who knows what they're doing and they are not always easy to source but you might find a local firm to regrind a stock camshaft.
  • Intake and Exhaust - Note that on their own these mods will NOT ADD POWER in most cases, but they can help enhance power after other mods by removing the restriction.
  • Upgrades to turbochargers and superchargers - forced induction is the most efficient approach to increase air supply, allowing you to burn more fuel and make more power. It is one of the most costly upgrades but provides the best gains.
  • Head work - The goals of porting and flowing the head are to get air flowing into the engine while removing flow restrictions and turbulence.

Typical stage 1 mods often include:  Remap, Panel air filter, Sports exhaust, Lighter flywheel,

Typical stage 2 mods often include:  Power/Sport clutch, Ported and polished head, fuel pump upgrades, Fast road cam, high flow fuel injector, Fast road camshaft.

Typical stage 3 mods often include: Upgrading forced induction (hybrid turbo or KO4 upgrade), Internal engine upgrades for stronger parts (pistons/head/valves), Competition cam, Engine balancing.

Porting and flowing the head is really effective, and we recommend a 5 angle valve job to maximise flow into the engine and this makes the engine give better low end torque and increases it's efficiency.

A fast road camshaft is one of the most effective mods you can do on the 1.8T engine, apart from a remap, or turbo upgrade.

The competition cams are not great at low RPM so driving in traffic can be tricky but a fast road cam works really well.

An obvious upgrade path for KO3 turbo owners is to swap in a KO4 turbo.

The software take a lot of getting right for the maximum power gains but interestingly most people report that the KO4 turbo runs fine on the standard manufacturers ECU Map.

You will need to ensure that the engine is not starved of fuel so will need to uprate the fuelling.

If you find you suffer from flat spots and surges after your modified parts you should check the fuelling and try a higher octane fuel as well. Larger injectors will enable you to supply sufficient fuel to the engine.

A fuel pump will only deliver a finite amount of fuel, so you may need to uprate this if your injectors are demanding more fuel.

If you balance and blueprint the engine you'll be able to raise the redline, and this should give quite a bit more power, if your turbo can supply enough air.

It is usually easier to tune/remap the standard KO3 engine and set the boost to 1 bar.

Fitting the KO4 turbo changes the characteristics of the engine and gives a more rewarding drive, pulling hard, and even when the KO3 runs out of steam around 5000rpm the KO4 still delivers good power.

You may think the KO4 is more prone to lag but this is not the case and both are very similar as far as low down low boost power goes.

We've found some hybrid turbos around, which use the KO3 case, but reworked internals and these are great turbos.

There are also twin scroll turbos around now which are a great innovation.

Weak spots - the engine oil must be fully synthetic and changed at the correct service intervals.

Use of the wrong type of oil will cause the oil pump to seize  causing a catastrophic loss of oil pressure and engine failure.

The engine takes 4.35 l of fully synthetic 5w-40 oil  either Castrol 5w40 synthetic or motul 5w40 synthetic depending on engine code. (Interestingly the Audi variants of this engine require 5w30 fully synthetic oil.)

Some users have reported problems with early coil packs but most of these will have been replaced now and newer coil packs do not seem to have any problems.

The ecu will not appreciate a blow off valve venting to the atmosphere and this will cause an error code to appear on a diagnostic.

Partially venting BOV's are available but we have not had any feedback on their effectiveness on the VAG 1.8T engines.

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This article is flagged for an update, so please pass on specific tips below that I can include. All articles, and content was written by me, Waynne Smith TorqueCars founder. Some outlines are just too general so I appreciate your feedback and suggestions. This entry was filed under Volkswagen . You can leave a response below or join our forum to discuss this article and car modification in detail with our members.

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3 Responses to “Tuning the VAG 1.8T KO3 & KO4.”

Hi, I wish to know about the Audi TT petrole engine 1.8 Turbo 5 (year 2000) are used in what other Cars models by VW & Audi,Thanks.

thanks for the useful information, though i would like to ask: if replacing a KO3 turbo with a KO4 only would be useful to an AGU unit and how much hp could be gained from that?….. many thanks in advance!

Depends on several factors: Garret GT3071R with 3076 shaft Turbo pressure (assuming 1,2kG) Fuel (assuming Ethanol E85) Exhaust and downpipe (assuming 3″) You easily will get 360HP on the wheels at dyno

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Other search options, 16 cars that use the vag 1.8 20v turbo engine, you are here.

16 cars that use the VAG 1.8 20v turbo engine

Why is this Volkswagen engine the best? 

For a company that has made a name for itself with progression through gentle evolution, Volkswagen 's use of a five-valve-per-cylinder turbocharged petrol engine as the bread-and-butter powertrain in its volume models was radical for the mid-1990s.

The engine was actually designed by VAG's premium Audi brand, and the 20V tag was a highly evocative reference to the mighty Ur-Quattro – although achieved by an entirely different cylinder count and valve setup.

A four-cylinder engine with three inlet and two exhaust valves driven off two camshafts, the VAG 1.8 20V turbo first appeared in 150PS form in the Audi A6 then VW Passat B5 and Audi A4, with the ultimate factory version being the 240PS unit that powered the Mk1 Audi TT quattro Sport – but it appeared under the bonnet of no fewer than 16 Volkswagen Group cars, including some that you may have forgotten all about.

Note: There was a 170PS version of this engine produced for the US and some other markets, but this article will focus on the 'European' engine range.

VAG 1.8 20v turbo factfile

  • Produced: 1995-2003
  • Capacity: 1781cc
  • ​ Power (PS): 150, 156, 163, 170, 180, 190, 210, 225, 240

What to watch for:

  • Must use fully synthetic oil
  • Dipstick can disintegrate
  • Ignition coil failure
  • Check that the timing belt has been changed every 60k miles

Now have a browse through our list – and tap on the car names to be taken to a Haynes online/printed manual or an AutoFix for that model...

Volkswagen Polo Mk4 (9N3)

Volkswagen Polo Mk4 (9N3) (2006 - 2009)  (AutoFix only)

The Mk4 version of the Polo supermini marked the reintroduction of a GTI model, and this time VW was serious and enthusiasts got excited about a car that could be the spiritual successor to the Mk1 Golf GTI.

The Mk4 Polo GTI (2006 - 2009) wasn't – soggy handling saw to that – but it had the looks, and it had turbo power in the shape of the 150PS version of the 1.8 20V engine.

To battle more powerful rivals, VW introduced a GTI Cup Edition, which had the 180PS version of the same engine and several sporty add-ons… but no better handling.

Power (PS): 150, 180

Top model: Polo GTI Cup Edition

Volkswagen Golf Mk4

Volkswagen Golf Mk4

The Mk4 Golf was a mainstay of British roads and its heartbeat in the pre-TFSI days was the 1.8 20V. The 150PS turbo version was slotted in to create what enthusiasts reckon was the most disappointing Golf GTI in history, but the tuneability of that engine meant modified versions could be the best sleepers in GTI history.

VW even had a go themselves, slotting the Audi TT's 180PS 1.8T into the body-kitted 25th Anniversary edition, finally creating the GTI that we deserved.

Top model: Golf GTI 25th Anniversary

Volkswagen Bora

Volkswagen Bora

With a name taken from a Maserati, you'd expect the Bora to have an exotic engine, layout and shape. But instead it was a Golf-based saloon with the boggo 125PS 1.8 20V as its bread-and-butter powertrain.

One of the more curious VW decisions with the Bora was to give it the characterful but inefficient V5 engine toting 170PS, but simultaneously offer it with the relatively economical 180PS turbo 1.8 20V turbo AT A LOWER PRICE. Huh? However that car is now a bona fide performance saloon bargain.

Top model: Bora ST 1.8T

Volkswagen Passat B5/B5.5

Volkswagen Passat B5/B5.5

Volkswagen's drive towards becoming renowned for efficiency as well as reliability was initiated by the downsized 1.8 20V's debut appearance in the big Bauhaus-n-Beetle-inspired Passat B5.

Although it didn't power a performance version of the family saloon, the engine's easy power and efficiency was integral to this model of Passat crashing the Ford Mondeo and Vauxhall Vectra's mainstream company car party with a premium twist.

Power: 150, 163, 180

Top model: Passat 1.8T Sport (B5.5) 

New Volkswagen Beetle

Love it or loathe it, the new Volkswagen Beetle was certainly a talking point with its cartoonish looks, dash-mounted vase and reliable Golf underpinnings, and it came loaded with some hilariously powerful engines – but only the 150 and 180PS versions of the 1.8 20V turbo.

The more powerful version found its way under the bonnet of the US-only VW Beetle Turbo S, which is a load of fun in a silly kind of way.

Power: 150, 170

Top model: Volkswagen Beetle Turbo S

Seat Ibiza

Seat Ibiza  (AutoFix only)

One of the most exciting proponents of the 20V turbo VAG engine was the Seat Ibiza. When VW Group decided upon a rally programme for the 6K2 version of the Spanish supermini, sporty road models were required - step in the 1.8T, whose 156 and 180PS versions were enough to turn the Polo-based hatch into a seriously fast hot hatch in Cupra and Cupra R forms.

The replacement 6L Ibiza used slightly updated 1.8Ts (but with no more power - less, in the case of the 150PS version) for its FR and Cupra editions, but were softer to drive. The 6K2 is more fun - and you have as much fun in the lower-powered Cupra as its R brother for less layout.

Power (PS): 150, 156, 180

Top model: Ibiza Cupra (6K2)

Seat Cordoba

Seat Cordoba

The Seat Cordoba was an Ibiza with a boot designed for markets where superminis must be three-box designs, and it gained a reputation for slow sales and elderly drivers in European markets.

However, Seat still made a Cupra version and it had the Seat-only 156PS version of the 1.8 turbo, and its tuneability gives the unloved Cordoba tremendous sleeper ability – if you can find one.

Power (PS): 156

Top Model: Cordoba Cupra

Seat Leon Mk1

Seat Leon  (AutoFix only)

Seat's Walter da Silva-designed Golf-botherer was designed to be sportier than its reserved and refined German cousin, and became Volkswagen Group's budget hot hatch in 20VT form, which was a hugely fun 180PS propelled car.

This wend on to spawn the 210PS Cupra and 225PS Cupra R models, the latter featuring the top-whack Audi TT quattro engine, but struggled to put that power through the front wheels.

Power (PS): 180, 210, 225

Top Model: Leon 20VT

Seat Toledo

Seat Toledo  (AutoFix only)

Hard to believe, but Seat's utterly bland booted version of the Leon, the Toledo, also utilised not the 150PS 1.8 turbo but the 180PS one. It didn't help it gain a personality though, but if you can find one on the second hand market

Power (PS): 180

Top model: Really?

Seat Exeo

Seat Exeo  (AutoFix only)

By the time the 1.8 20V turbo was 13 years old, it was slotted into Seat's unashamedly rebadged B7-era Audi A4 – and it was past its best.

The 150PS-toting version of the engine has been cleaned up to just about scrape through the latest EC emissions regulations, but it had been comprehensively usurped in Volkswagen Group's engine line-up by the new era of TFSi powertrains and only had a couple of years in it before it was retired.

Power (PS): 150

Top model: Exeo Sport

Skoda Octavia Mk1

Skoda Octavia

The hugely likeable first-generation Skoda Octavia became a serious proposition among enthusiasts for two reasons: first, the inclusion of the 1.8 20V turbo in its line-up, but mostly because of the brilliant VRS performance model powered by the 180PS engine.

Added sporting pedigree came via a WRC campaign, but the secret gem in the line-up is actually the lower-spec Octavia 4x4 which is a highly tuneable Audi quattro wolf in sheep's clothing and probably our favourite car here.

Top model: Octavia 20V Turbo 4x4 Estate

Skoda Superb Mk1

Skoda Superb  (AutoFix only)

The first generation of the Skoda 's Passat B5-based executive express was an underrated car but an absolutely giant one in the family saloon class, and the 150PS 20V turbo (and even its 163PS replacement) had its work cut out shifting that bulk and a decent lick. Still, outright pace is not what this big smoothie was about.

Power (PS): 150, 163

Top model: Superb 1.8T Elegance

Audi A3 (Mk1/8L)

Audi A3 (Mk1/8L)

Audi's premium remix of the Golf has been a huge sales success, and the whole A3 line-up featured 1.8 20V turbos in varying states of tune.

The unsung hero is the 1.8T quattro, which looked much like a base model on the outside but packed the 180PS engine and 4x4 hardware – but the one you really want is the S3, which contained the Audi TT's unit, first in 210PS and then 225PS form, and is already well on the way to icon status.

Power (PS): 150, 180, 210, 225

Top model: S3 (225)

Audi TT (8N)

Audi TT (8N)

For some, the Audi TT is the true home of the 1.8 20V turbo. Every state of tune of the venerable 20V turbo was available in the TT, but it was the only car in Volkswagen Group to get the most powerful version of the engine.

The 240PS (yes, that's 133PS per litre!) TT quattro Sport (also known as the TT Club Sport) was a limited edition monster that could hit 0-62 in under six seconds and was the final hurrah for a car that helped propel Audi to the stratosphere.

Power (PS): 150, 180, 190, 225, 240

Top model: TT quattro Sport

Audi A4 (B5/B6)

Audi A4 (B5/B6)

Audi's volume saloon utilised the 1.8 20V turbo's flexibility to ensure the Ingolstadt company carved a chunk out of the BMW 3 series' domination of this sector.

While the S4 was wooing the enthusiasts with its biturbo V6, the smart cookies knew that the A4 quattro Sport was the one to have, with great performance from its 190PS engine plus the security of four-wheel-drive – and loads of space if you opted for the Avant estate.

Power (PS): 150, 163, 180, 190

Top model: A4 quattro Sport Avant (B5)

Audi A6

The first Audi to wear the A6 badge, the C4 model, only used the non-turbo version of the 1.8 20V, but the C4's fabulous C5 successor added the turbo versions.

This was a brave move from Audi – most executive saloons required six-cylinder power to be taken seriously, but the 20V turbo's combination of power and economy won over buyers, and the A6's Bauhaus-influenced style did the rest.

Top model: A6 1.8T quattro

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Volkswagen Voyage Turbo V1.3 ETS2 (1.43.x)

by TruckSimulator · November 13, 2021

voyage 1.8 turbo

Euro Truck Simulator 2 Volkswagen Voyage Turbo V1.3 mod download.

Changelog: Fixed bugs Compatible 1.43

Standalone 2 interior 2 Engine and 1 transmission own sound own wheels Paint Tuning

Supported game versions: ETS2 – 1.43.x

Authors: Quality3D Mods

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Car Reference Guide

Tuning the VW 1.8 Turbo engine

"T,T,T,T,That's all Volks!"

VAG 1.8T engine Volkswagen/SEAT/Audi: 150-240 bhp from the factory.

The 1781 cubic centimeters in this 20 Valve turbo charged engine represents what must be one of the most tunable engines around today. The 20 valves are arranged as 3 intakes and 2 exhaust valves per cylinder. (The exhaust valves are larger and the intake design makes the engine an efficient one). The compression ratio is set to 9.5:1, but,  in the 170bhp engine compression ratio is 9.3:1 and a slightly lower 9:1:1 in the 240 bhp versions, which although high for a turbo gives plenty of low down torque.

Technical information of this engine: Bore size of 81mm (3.19in) a Stroke of 86.4mm (3.40in) and a Rod Length of 144mm The peak power band is between 2000 and 5000 rpm, and delivers good fuel economy as well around 34-38mpg. The turbo delivers a boost pressure of 8.7 psi or .6 bar on most variants of this engine although the 180bhp engines run 11.6 psi from 2002. The standard cast iron engine block can handle power up to 240 in factory tune and many owners have reported much higher power gains than that. The most common turbos fitted are the KO3 (150-180 bhp) and KO4 (210-240). A remap on a standard engine will typically yield around 40-50bhp increase, and, with the addition of a higher capacity turbo, a freer flowing intercooler and efficient induction and exhaust design, power gains to around 300-350bhp are possible. Expect to have to upgrade the clutch when increasing the power of the engine or the clutch life will be dramatically reduced. The pistons are forged aluminium Mahle, with fracture split forged steel connecting rods mated to a forged crankshaft which is capable of handling far more that the mild 150bhp tune. 

The engine code is found at the top part of the engine near the valve cover on the side etched into the head. The engine codes are

Small Port size head Engine Codes: ADR, AMB, AMU, APT, APU, ARG, ATC, ATW, AWM, AWP, BEA Large Port size Head Engine Codes: Typically 97-99: AEB, AGU, AFY 

An obvious upgrade path for KO3 turbo owners is to swap in a KO4 turbo. The software take a lot of getting right for the maximum power gains but interestingly most people report that the KO4 turbo runs fine on the standard manufacturers ECU Map. It is usually easier to remap the standard KO3 engine and set the boost to 1 bar but the KO4 changes the characteristics of the engine and gives a more rewarding drive pulling hard even when the KO3 runs out of steam around 5000rpm the KO4 still delivers good power. You may think the KO4 is more prone to lag but this is not the case and both are very similar as far as low down low boost power goes.

Weak spots - the engine oil must be fully synthetic and changed at the correct service intervals. Use of the wrong type of oil will cause the oil pump to seize causing a catastrophic loss of oil pressure and engine failure. The engine takes 4.35 l of fully synthetic 5w-40 oil  either castrol 5w40 synthetic or motul 5w40 synthtic depending on engine code. (Interestingly the Audi variants of this engine require 5w30 fully sythetic oil.)

Some users have reported problems with early coil packs but most of these will have been replaced now and newer coil packs do not seem to have any problems. The ecu will not appreciate a blow off valve venting to the atmosphere and this will cause an error code to appear on a diagnostic. Partially venting BOV's are available but we have not had any feedback on their effectiveness on the VAG 1.8T engines.

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This article was written by Waynne Smith on TorqueCars, and I appreciate your feedback and suggestions. This entry was filed under Volkswagen . You can leave a response below or join TorqueCars forum to discuss this article and car modification in detail with our members.

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2014 1.8 Turbo, Premium or Regular gas?

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Hi there, I've been searching and reading a lot about the replacement for the current inline 5 2.5L: a 1.8 Turbo engine for all 2014 VW models. This engine looks pretty nice, with more ponies (170 hp -> http://jayscarblog.com/vw-of-canada-spills-the-beans-on-the-new-1-8t-engine/ ) than expected by earlier reports (158 hp and 185 lb-ft -> http://blog.caranddriver.com/new-volkswagen-golf-wont-come-to-the-u-s-until-2014/ ). But one thing I haven't been able to find out: Will the 1.8T need regular gas like the current 2.5L ? Or will it require premium gas, like the 2.0T FSI ? I hope it's made to run on regular, like the 2.5, so the fuel costs will be down. What is your opinion? What have you read? Thanks in advance.  

All VW engines can be operated on regular fuel. Premium may be recommended to obtain the advertised power/torque. Premium is not required for any VW production engine.  

Even the old 1.8T's required premium fuel so ill just assume that the new ones will want the same  

Look up the difference in the words "required" and "recommended" in the dictionary. No VW engine requires anything but regular.  

All I've read says this is a completely different engine from the old 1.8T Hope the differences include the ability to run on regular!  

All VW engines can be run on regular if you prefer. Premium is recommended, not required.  

http://forums.vwvortex.com/showthread.php?5971986-swapping-2.5L-for-1.8T-in-new-Vw-models  

87vr6

FV-QR it will run just fine on regular. That's the beauty of EFI... Anyone tells you otherwise are misinformed.  

87vr6 said: it will run just fine on regular. That's the beauty of EFI... Anyone tells you otherwise are misinformed. Click to expand...

Any car can run on regular gas, obviously better gas is better for the car, but it's not gonna stop running just because of regular fuel  

IF the engine has knock sensors like VW's do.  

If the 91 premium is only "recommended" what is the problem? It is not required.  

They're not completely crazy, they only require 91 on the label  

Matty_Ice said: They're not completely crazy, they only require 91 on the label Click to expand...
SinnerGTI said: But one thing I haven't been able to find out: Will the 1.8T need regular gas like the current 2.5L ? Or will it require premium gas, like the 2.0T FSI ? Click to expand...
PG13GLI said: I think VW would be out of their minds to put a 93 oct recommended sticker. Cheap american public loves 87 oct Click to expand...

Rockerchick

feels_road said: Well, to start with, premium is 91 in the Rockies and west, thereof. 93 is also called unobtainium. Secondly, if 91 gives you sufficiently better mileage - who cares? Click to expand...

Is that turbos with some specific CR? Or ones with knock sensors?  

I switched to 89 from 93 after the first few weeks of ownership on my 2013 2.0 tsi and have noticed no change in mileage or performance.  

Hey everyone! I'm a Volkswagen product specialist working at all the auto shows representing the brand, we have been briefed on the new 2014 models including the new engines and redesigns of the Golf and Tiguan. I've gotten this question a lot at the shows and the new 1.8 does NOT take premium gas. Like all of the other VW models it will take regular. Hope to see you all at a VW show this year!  

Thank you very much on the informed answer! :thumbup:  

Some day, when 21st Century Beetles past 2014 become old enough to be $12-$15K used cars, I'll get one. I don't like paying 30 cents more for a gallon of gas either, but if Premium is best for the up and coming 1.8, then, I'll use it, just as I did in my 2.0T Passat. However, I'm not so sure about Premium resulting in better mpg. My Passat got about 31-32 on the highway, and so does my current 2.5 gas New Beetle with 87.  

fiftysomething said: ....However, I'm not so sure about Premium resulting in better mpg. My Passat got about 31-32 on the highway, and so does my current 2.5 gas New Beetle with 87. Click to expand...
Contrary to widespread belief, the octane rating doesn't indicate how much power the fuel delivers; all grades of gasoline contain roughly the same amount of heat energy. Rather, a higher octane rating means the fuel is less likely to cause your engine to knock or ping. Click to expand...
Higher-performance cars often require midgrade or premium gas because their engines are designed for higher compression (higher compression = more power), and regular gas may cause knock. Click to expand...
...vehicles will typically go 3–4% fewer miles per gallon on E10 than on straight gasoline. Click to expand...

That's interesting that cars running on E10 get 3-4% lower mpg. I didn't know that. Unfortunately, almost all 87 gas in Wisconsin has 10% ethanol added. Now I'm wondering that since my 2.5 got 32 on the highway, it was because I happened to be in Illinois when I filled up.  

I don't understand people's obsession with 87 - back when regular was $.80 and premium was $1.00 I could see it but when regular is $3.50 and premium is still just $.20 more at $3.70I can't imagine why anybody cares. 5% more to fill up isn't going to make a difference to anybody who can afford to buy a new car. I don't see why it would enter the buying process, and yet for some reason it does.  

Well, when you have to fork out $15,000 these days just to get a decent used car, every little bit helps. When gas was .80/1.00 a gallon, you could also get a new car for about $5000.  

By the way, the reason running 87 can reduce fuel economy on high performance cars has nothing to do with the amount of energy and everything to do with how the cars ensure they can safely burn it. Before electronic engine management (and in the world of air cooled motorcycles, today) an engine with compression above about 9.5:1 needed higher grade fuel not because it needed more energy but because 87 would pre-ignite under compression when the engine was under load. Predetonation, or knocking, is hard on gasoline engines and could destroy them under heavy use. Modern electronic controls largely get around this by retarding the engine timing when they sense that the fuel is at risk of predetonation. Basically, low octane fuel doesn't hurt because the engine de-tunes itself to avoid damage. Most of the time it doesn't even need to de-tune itself because most people don't push their cars hard enough to have trouble - so it's a win for everybody. But people who push their high compression cars will find they get better results with high octane fuel. basically, if you run 87 then the engine will just adjust if it finds itself at risk of trouble. Still, if the car is expected to operate under conditions that are likely to notice the difference, then the manufacturer will recommend or "require"premium. But I'm pretty sure all modern cars are capable of adjusting - my Fiat 500 is able to, and it's a tiny, cheap engine so I'm sure a high end company will. No such control on most motorcycles though - if an air cooled bike requires premium, it probably really requires it.  

i actually found in the owners manual a while back that the 2.0tsi is actually best built to perform with 94 octane (so 99-100 RON)...the same is true in my buddy's owner's manual for a 2.0T FSI motor. i assume this gas would be sold in europe, as the highest pump gas i've seen is 93.5 octane. either way, 93 should suffice. turbo motors are generally better known to give better performance with higher octane (but not too high unless you're tuned for it) as higher octane would be used in a higher compression vehicle, which IIRC the charge pressure adds to the ~9.0:1 compression we already have.  

Just the facts on octane rating for 1.8L Turbo I just became a VW Jetta owner and like any other forum, people just randomly post opinions and guesses. i am here for the facts and appreciate VW Specialist taking the time to answer the question about the octane rating. I was confused first time I got gas, in the door it says Regular 87 then underneath Normale 91. So I am thinking is it 87 or 91? I have tried 87 and 89, no difference in mileage or performance. On the 87 it accelerates quickly and runs smooth.  

DasCC

BobWinNJ said: I just became a VW Jetta owner and like any other forum, people just randomly post opinions and guesses. i am here for the facts and appreciate VW Specialist taking the time to answer the question about the octane rating. I was confused first time I got gas, in the door it says Regular 87 then underneath Normale 91. So I am thinking is it 87 or 91? I have tried 87 and 89, no difference in mileage or performance. On the 87 it accelerates quickly and runs smooth. Click to expand...
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Here's What Made The Audi/VW 1.8L Turbo Such A Great Engine

2005 Audi TT quattro sport

At the dawn of the 1990s, German automaker Audi was struggling. Although it was found faultless in the " unintended acceleration scandal ," the negative publicity dinged sales numbers considerably, which wasn't helped by an aging range of products. In short, Audi needed a win badly and surprisingly, it would up scoring several.

First up was the Audi A4 compact sedan, then larger A6 executive sedan, and finally the playful TT sport car. What all of these have in common is the base powerplant: the Volkswagen Audi Group (VAG) 1.8 liter, 20 valve, four-cylinder turbocharged wonder. Initially developed by Audi, reminiscent of the 20 valve engine in the famous ur-Quattro rally racer, the 1.8L turbo found its way into no less than 16 VAG products; including Volkswagen's Beetle and Passat in the United States.

What's so special about the 1.8L turbo? Its 20 valves are distributed across just four cylinders, not five cylinders like prior Audis. That translates to five valves per cylinder — three intake valves and two exhaust — which permits better airflow through the cylinder head, and more power.

Audi's first experiment with five valves per cylinder was in 1988 with a 2.2 liter inline five-cylinder engine that made 650 horsepower, and went on to break long-distance speed records set by Mercedes a decade earlier. Other automakers like Ferrari and Toyota also dabbled in the technology, but the VAG 1.8 liter turbo was the most commercially successful example.

[Featured image by Stefan-Xp via Wikimedia Commons | Cropped and scaled | CC BY-SA 3.0 ]

A popular platform for hot rodding

Besides 5 valves per cylinder, the 1.8 liter turbo boasted a durable iron engine block with aluminum cylinder head. Inside the block, there are 100% forged internals, including crankshaft, connecting rods, and pistons. The incoming air to the turbocharger was fed through a single air-to-air intercooler.

The initial version of the engine for the 1995 model year made 150 horsepower and 155 pound-feet of torque. In a 1997 test by MotorTrend , it propelled Audi's A4 sedan from 0-60 mph in 8.0 seconds with a manual transmission, or 9.1 seconds for the automatic.

Over the years, the 1.8T continually evolved, peaking at a whopping 240 horsepower in Audi's 2005-2006 TT quattro sport. The extra power was primarily due to a larger turbocharger that produced 15 psi boost, as opposed to the standard 10 psi. A second intercooler was also fitted to further cool the intake charge. In this guise, the 1.8T enabled the TT to hit 60 mph from a standing start in just 5.9 seconds. 

Nowadays, the 1.8T is known as the " small block Chevy of Europe" to old-world hot rodders, due to its affordable price and widespread availability in VAG brands like SEAT and Skoda, which we don't get in America. 

  • What's My Car Worth?
  • Buyer's Guide

Tested: 2016 Volkswagen Passat 1.8T Automatic

A naturalized German loses even more of its accent.

2016 volkswagen passat se

Interior upgrades include a new instrument panel and center stack that look more upscale, plus enhanced infotainment and connectivity. VW’s second-generation MIB system is standard, and the optional Car-Net App-Connect provides smartphone compatibility with Apple CarPlay, Android Auto, and/or Mirror Link. And there’s even a USB port, at long last.

VW has also bolstered the Passat’s extensive inventory of driver-assistance features, including self-parking and adaptive cruise control with automated emergency braking. The sum of these various safety features—optional in lower trim levels, becoming standard as you move up the line—plus robust crashworthiness earn the Passat top ratings from the National Highway Traffic Safety Administration (five stars) and the Insurance Institute for Highway Safety (Top Safety Pick +), attractive credentials for a family sedan.

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Still, the exterior and interior changes add up to a freshening, as distinct from a major makeover. The sum of the visual revisions isn’t exactly head-turning. It’s the same chassis as before, only now with diminished powertrain choices: The 2.0-liter turbo-diesel option is in ongoing limbo . And it took the manual-transmission option with it.

Two Engines

Propulsion choices are pared to two: the optional 3.6-liter VR6 that we tested recently and, standard in all but the most expensive model, the venerable 1.8-liter turbo four-cylinder, our test subject here. Both mate only to six-speed automatic transmissions. It’s a dual-clutch unit with the V-6, but the one in the 1.8 is of the traditional torque-converter variety. Shift-for-yourself VW believers seeking a bigger-than-Jetta four-door will be steered to the swoopy CC (no longer branded a Passat) that’s still available with a manual.

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The 1.8-liter turbo huffs up 170 horsepower at 6200 rpm, which isn’t a lot for a boosted engine; the smaller 1.5-liter turbo in Honda’s new Civic makes more power. But torque—184 lb-ft—is abundant enough to get the Passat out of the starting gate reasonably well. After 30 mph, acceleration becomes more deliberate, and the Passat 1.8 would finish near the back of the pack in a mid-size-sedan drag race.

If acceleration is paramount, the 280-hp V-6 will trim a couple of seconds off this car’s 7.8-second zero-to-60-mph time. But keep in mind that it’ll add $6340 to the bottom line and reduce EPA fuel-economy ratings—20 mpg city, 28 highway for the V-6 as compared with 25/38 mpg for the 1.8T. We averaged 31 mpg in this test.

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Other dynamic elements are equally so-so for this particular 1.8. Although it rolls on the same tires with the same footprint as the V-6 we tested—235/45R-18 Continental ProContact TX—it required 181 feet to stop from 70 mph, on the long end for this class. Also, the brake pedal felt spongy after repeated test-track stops, and we detected hints of fade. Skidpad results were similarly midpack at 0.83 g, the same as with the VR6 engine, despite a 163-pound weight advantage. With less weight on its nose, though, the 1.8 feels a little more willing to change directions. Also, note that the skidpad exercise was inhibited in both tests by the Passat’s stability-control system, which can’t be switched off.

The Passat’s dynamic virtues are not those measured on the track. Specifically, it delivers a creamy ride quality and a quiet interior at any speed. With the exception of monster trucks and Top Fuel dragsters, quiet operation is desirable in all vehicles great and small. But the kind of dynamic behavior that comes with a highly compliant ride is generally not what we’re looking for from a car with genetics that include autobahn heritage and hot laps at the Nürburgring.

The Passats that populate U.S. showrooms differ in character from their European cousins, developed to a standard perceived by the guys in Wolfsburg to be perfect for America: bigger, softer, plusher. This translates as a little more body roll in hard cornering, a little more up-and-down motion on undulating roads, a little more recovery time in response to steering inputs, and more than a little understeer. And speaking of steering, the Passat’s electric power-steering system is a little vague at speeds over 50 mph and overassisted below that threshold.

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Family Values

In the past, we’ve taken this Passat, conceived for and made in America (Chattanooga, Tennessee), to task for its slightly languid responses, at least by European-sedan standards. We’ve been even more disappointed that the U.S. no longer gets the station wagon or the all-wheel-drive models that we enjoyed when the U.S. and European Passats were the same car. However, measured against other mid-size sedans for sale in the U.S., the Passat’s dynamics and product mix are right in step. The sales-leading Toyota Camry , the Ford Fusion , the Chevrolet Malibu , and the Nissan Altima wouldn’t measure up if you went in expecting a budget sports sedan, either. We may harbor more affection for the driving experience in the Mazda 6 , but VW seems to have correctly assessed the priorities of the family-sedan segment’s hive mind. Plush, quiet ride quality doesn’t provoke any complaints from a family enduring the run from, say, Phoenix to Los Angeles. Shoppers thinking the perfect vehicle for such missions would include all-wheel drive and a hatch for access to the cargo space are migrating to the crossover segment.

The other great virtue of the U.S. Passat is its interior volume, in particular rear-seat room that would be appropriate in a full-size sedan and trunk space at the large end of the mid-size class, which together prove you don’t really need a crossover just to carry people and their stuff. There’s also a pretty good value story, at least for Passats powered by the 1.8-liter turbo. Our all-in as-tested price on this car in SEL trim was $31,315 (we photographed an SE model). The SEL sits one rung below the top-spec $35,090 SEL Premium and above the base $23,260 S and the $27,100 SE. For that $31,315, you get a long list of upscale features—heated leather seats, a power sunroof, premium Fender audio, VW Car-Net with navigation, heated side mirrors, 18-inch wheels—as well as VW’s extensive array of safety features. There was no optional equipment; the only item available is the LED Lighting package, for $1095.

LOWS: No manual-transmission option, modest acceleration, easygoing dynamic behavior.

Add exceptional roominess to the smooth ride, a quiet cabin, decent fuel economy, plus top safety ratings and the Passat 1.8 stacks up as a strong contender in the mid-size-sedan circus. Never mind cautious styling that doesn’t look vastly different from 2015, a change that perhaps doesn’t go far enough. VW dealers, given the company’s current predicament , would be delighted to see anyone come through their doors. Savvy buyers might exploit this opportunity to negotiate a good deal on a compelling, if not thrilling, mid-size sedan.

Specifications

SPECIFICATIONS

2016 Volkswagen Passat 1.8T Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED $31,315 (base price: $31,315)

ENGINE TYPE turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injection Displacement: 110 in 3 , 1798 cm 3 Power: 170 hp @ 6200 rpm Torque: 184 lb-ft @ 1500 rpm

TRANSMISSION 6-speed automatic with manual shifting mode

DIMENSIONS Wheelbase: 110.4 in Length: 191.9 in Width: 72.2 in Height: 58.5 in Passenger volume: 102 ft 3 Cargo volume: 16 ft 3 Curb weight: 3392 lb

C/D TEST RESULTS Zero to 60 mph: 7.8 sec Zero to 100 mph: 21.1 sec Zero to 110 mph: 27.0 sec Rolling start, 5-60 mph: 8.7 sec Top gear, 30-50 mph: 4.0 sec Top gear, 50-70 mph: 5.9 sec Standing ¼-mile: 16.0 sec @ 89 mph Top speed (governor limited): 116 mph Braking, 70-0 mph: 181 ft Roadholding, 300-ft-dia skidpad*: 0.83 g

FUEL ECONOMY EPA city/highway driving: 25/38 mpg C/D observed: 31 mpg *Stability-control-inhibited

C/D TESTING EXPLAINED

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COMMENTS

  1. Tuning the VW 1.8 Turbo engine

    The turbo delivers a boost pressure of 8.7 psi or .6 bar on most variants of this engine although the 180bhp engines run 11.6 psi from 2002. The standard cast iron engine block can handle power up to 240 in factory tune and many owners have reported much higher power gains than that.

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    Mais uma Gameplay da nossa serie #modsbrlfs hoje um Voyage 93 Turbo 1.8 brabo!-----🚀VI...

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    Audi TT (8N) For some, the Audi TT is the true home of the 1.8 20V turbo. Every state of tune of the venerable 20V turbo was available in the TT, but it was the only car in Volkswagen Group to get the most powerful version of the engine. The 240PS (yes, that's 133PS per litre!) TT quattro Sport (also known as the TT Club Sport) was a limited ...

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  6. 1.8 Turbo Reliability and Maintenance?

    M. Mr.AC. 68 posts · Joined 2014. #6 · Nov 1, 2018. As far as the 1.8T reliability goes depends on how well the previous owner/owners took care of the car. If they changed the oil at the proper intervals let the car idle for 30 seconds or so before its shut off. Your turbo will last a very long time.

  7. Steam Workshop::Voyage Turbo

    Volkswagen Voyage Turbo. Última Modificação. (12/01/2024) Funcionando. (1.46/1.47/1.48/1.49) Créditos: Base - TruckersMP. Modelagem Base - Hum3D.

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    Audi 1.8T 20V history. The roots of the 1.8 Turbo are, ironically, with Mercedes. The premium automaker developed the M118 four-cylinder engine which was first used by early Audis like the 60, 75, and 80 after the company was sold to Volkswagen. It had really high compression ratios, up to 11.2:1, for power and efficiency, but it wasn't reliable enough.

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  10. Tuning the VW 1.8 Turbo engine

    The turbo delivers a boost pressure of 8.7 psi or .6 bar on most variants of this engine although the 180bhp engines run 11.6 psi from 2002. The standard cast iron engine block can handle power up to 240 in factory tune and many owners have reported much higher power gains than that. The most common turbos fitted are the KO3 (150-180 bhp) and ...

  11. 2014 1.8 Turbo, Premium or Regular gas?

    Rather, a higher octane rating means the fuel is less likely to cause your engine to knock or ping. Higher-performance cars often require midgrade or premium gas because their engines are designed for higher compression (higher compression = more power), and regular gas may cause knock. So if the new 1.8 Turbo is a lower-compression engine than ...

  12. Here's What Made The Audi/VW 1.8L Turbo Such A Great Engine

    A popular platform for hot rodding. Besides 5 valves per cylinder, the 1.8 liter turbo boasted a durable iron engine block with aluminum cylinder head. Inside the block, there are 100% forged ...

  13. Tested: 2016 Volkswagen Passat 1.8T Automatic

    The 1.8-liter turbo huffs up 170 horsepower at 6200 rpm, which isn't a lot for a boosted engine; the smaller 1.5-liter turbo in Honda's new Civic makes more power. But torque—184 lb-ft—is ...

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