We will save all of those exciting details for another article. There is also an evolution of the Gen 3 motor that utilizes their B-Cycle Combustion process (now called Gen.3B).

Use of more aluminum fasteners (remember single use on all of those when you are working on it at home).

Increased use of anti-friction bearings.

Reduced oil pressure modified chain adjusters and less tension with the rest of the chain drive system the same as the Gen 2.

The faster we get up to temperature the lower the emissions. Most of the emissions from an engine come from during the warm-up phase. Primary goal was for faster engine warm-up.

New cooling system with electronic control of the coolant.

Boost pressure up to 1.2 bar, 1.0 bar more typical on prior generation engines.

Faster operating speed of the wastegate allows for faster boost pressure release on deceleration.

Higher closing force allows maximum torque sooner in the rev range.

Placement of lambda sensor (oxygen sensor for those that prefer that term) allows for faster control and correction of fuel mixture.Bolted directly to the head no separate exhaust manifold New, more compact turbocharger with electric wastegate actuator, and lambda probe upstream of the turbine.Meant to reduce carbon build-up and improved partial throttle fuel economy. Dual injection (only in certain markets meaning not the US) in the intake manifold.Updated intake manifold with stronger runner flaps to handle higher boost pressures and hopefully fewer failures than what we have seen on the Gen 2 motors.Updated, and simplified, crankcase ventilation system designed to have a larger pressure difference to ambient air to reduce oil consumption.

Cooling passages through the exhaust section area allows faster coolant heat up time for emission reduction, reduction of exhaust gas temps before the turbo allow a leaner fuel mixture at cruising and load for improved fuel economy Exhaust manifold integrated into the cylinder head.Everything else that really matters is the same. This was all done with the following changes from the Gen 2 engine. Improved comfort in the passenger compartment.Increased power and torque without sacrificing fuel economy.Meaning fewer parts between the 1.8T and 2.0T and developed with crappy fuel availability in mind Interchangeability of parts for all displacement and geographic region versions.The engineering goals for VAG with the design of this engine were as follows: However, we are all a bit spoiled and don’t want to give up any power. The simple answer is tougher fuel economy and emission standards globally. The best way to understand that is to first understand what is driving the change. Now that we are up to speed the question is what has changed from the Gen 2 EA888 engine to where we are at today. A good starting point is understanding the differences between the FSI (or EA113) engine and the TSI (EA888). However, a good starting point is understanding the evolution of the 2.0T engines and where we are today. I will try and address as many of these as possible. So the new VW/Audi EA888 Gen 3 motor has been out for quite some time, but I still get questions on what is new with this engine. VW/Audi EA888 Gen 3 (MQB/MLB) Engines Explained

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