Article: 2 litre TFSI Cylinder head cutaway

The 2 litre TFSI Cylinder head cutaway and port wall thickness thread

Type - VW 2 litre 16V TFSI Cylinder head. (Part number - 06F 103 373)

Instead of painting the various parts like the older 16v cylinder head in the link below I instead used colour coded strips to identify the intake and exhaust ports in the various pictures.

YELLOW STRIP = Exhaust Ports.
GREEN STRIP = Intake Ports.

Both strips measure 5mm x 50mm for scaling purposes of any wall thicknesses should the viewer require.

I want to say special thanks to the member 'LUPOCHARGED' for donating this TFSI Cylinder head.

I would also like to thank the following members for making this TFSI Cylinder Head Cutaway happen:

Rubjonny
Club GTI Committee
Afbiker02
Sirguydo
EZ_Pete
G280PN
Richard Mk2
Nealey
Marty's Dub
LUPOCHARGED
Gaz 37
Dragon Fly
Mushy 16v
Cerips
VW Singh-Gurds
Bootsie

All of the above members kindly chipped in to cover shipping costs required to get the TFSI Cylinder head to me for analysis.

I had Intended on featuring all the members names on a plate, and capturing it alongside the TFSI Cylinder Head cutaway parts, but sadly it was impossible to shoot and capture both the names and the head parts without either going out of focus.

In the end I had to insert a banner into every shot I could. Some shots that the banners feature in block minor details of the cut parts - these blocked details hold no relevance to what is being captured. In a few shots I couldn't afford to block any of the image, so on these the banner has been left off.

I know some people may think that the banners are in your face - that they might be but they are better than watermarks which I have used in the past. Watermarks look too cheap I feel.

For future search purposes I'll be using some key words with the images. Ill add a few comments at the end - remember, ports are colour coded so you'll know which one is being shot.

The head is cut in the same way I have cut all heads to date incl the F1 stuff. Its the least amount of cuts for maximum internal exposure.

For the record, here is the older 16v head you have all seen Im sure -

http://www.clubgti.com/showthread.p...cutaway-and-maximum-porting-dimensions-thread

Here we go,









































The long valve guides extending well up into the spring area can clearly be seen here in the TFSI Cylinder head cutaway shot,











A very small waterway exists within the exhaust porn divider,






Material thickness is well into the 6mm at all wall areas so pretty safe for the diehard grinders, core shift is minimal in most places so wall thicknesses should hold steady throughout all chambers,







No waterway exists in the intake port divider,






One of the main reasons of better flow with the TFSI cylinder heads is the recessed valve guide. Gone is the huge boss on the older Kr/ABF stuff. The disadvantage of the recessed guide is less support material - which in turn would lead to a shorter guide. This is why they need to stick out above the spring perch as shown above,






Zero core shift on port divider waterway - its bang on center,





The shot below is of the Intake port short side radius, looking right at the apex. Its possibly the worst short side radius transition I have ever seen. They could have done a lot better here and gained even more from the better valve angles, recessed guides, and compact combustion chamber. I do know it is forced induction, so gains are easier had with boost and the air less choosy but it is a shocking transition all the same. But, it could be improved with a grinder and would be my first port of call.






Here it is again viewd from the sparkplug's ceramic body,





The exhaust port short side radius - valve seat removed, its not too bad,






Pretty ok transition down, or 'up',





Back to the intake TFSI short side radius again - it would be one thing if the top radius on seat was concentric with the port wall splay at seat counter-bore, but it is not, and the seat top radius is actually lost under the port splay for some of the way around - it was different on all intersections across all ports. The seat can clearly be seen under the counter-bore at the ten o clock position, and extending out from under it at the 4 o clock position,





The exhaust TFSI short side radius, a dimple exists on one exhaust port per bank - Im not sure if this is for a non existant egr drilling or not,





A shot of main oil galleries and follower detail,





The TFSI direct injector location,



Another thing that struck me right away with this head is the amount of dead aluminium it contains - there are huge chunks of dead alloy under the intake ports and also under the exhaust ports. No waterways exist under the intake ports, and only one small way in the exhaust port divider which branches down into two at headgasket. Its a lot of aluminium, and very heavy - its a pretty heavy head as heads go - not suprised with all that metal!

This is a nice shot showing the age old oil feed up around the head bolt. Spot the ballbearing used to cap the drilling - half that too please!

Large hunk of dead alloy at yellow scale marker here too,





Oceans more dead alloy - very easy see it here,





8-9mm walls around the intake ports here - which is a bit strange, all solid alloy under green scale tape to head face,





Loads more dead metal under exhaust ports,





There is daylight between plug boss casting and port wall - Important to have that as roof can hotspot if theres no water circulation there. Its a hard spot to keep the sand core from breaking as its so thin. A lot of times they use a ceramic sand insert here to hold the fine detail,









Huge amounts of wall material approching the intake seats as can be seen on this TFSI Cylinder head cutaway,





Clearance again where exhast ports run close to sparkplug boss, spot the single 6mm waterway between the exhaust ports - it splits off as mentioned to head face,





Plenty of metal in roof on intake side,











Once last cheeky shot comparing an Inlet short side radius from an F1 head to the TFSI cylinder head cutaway short side radius on the left,



I do know F1 is F1, and this Cylinder head in question is from a passenger car but still...we are in 2015 and they did make 40 million...

Alloy composition/grade of TFSI head taken off stamping on head - AL SI10 MG CU




Thats pretty much it, I'll edit in valve sizes tomorrow and port opening cross-section at faces.

Hope you guys found it useful - its a nice thread to just look over from a casual point of view - if you are a tuner, or going at a port and polish job then hopefully you will be able to find any areas above you are worried about.

Please feel free to share as a link on other forums or share images(preferably the ones with banners!) since this is a 'Club GTi only' thread.


Brian,

 

You told me the ssr was bad, but ****in hell

 

You sir, are amazing!

Thanks for taking the time and trouble to do this.

Gurds

 

Such a good read although I won't pretend to fully know what I'm looking at lol

If VW hired you to improve it Brian what changes would you make? Would you add more waterways to the 'dead' bits or are they like that for a reason?

 

Id ban all turbo engines right away so that the head designers would have to stay up all night and work harder on a proper n/a head

I would imagine the dead areas are just that - areas where they dont want coolant so that there is less coolant over-all in head. This would lead to less coolant everywhere so that it would all reach operating temps faster and be more efficient from cold. Thats all an educated guess though but all the extra mass fairly adds up. In comparison its very near the same weight(within 200grams) of the ABF head, which as we know has the extra cast mass that is needed to contain all 16 buckets - the TFSI head doesn't have this.
The location of the direct injection injector also means a solid area required there.

Edit - I'd also think that a 1000hp TFSI would not last as long as a 1000hp 1.8T as uniform cooling over all the combustion chambers on the TFSI could be tough without some re-work.
I'd also think that the direct injectors play a bit part in head cooling since cool fuel is always flowing through the injector body. Could be interesting to see how these hold up with mega hp with the DI system deleted and the four 'heat sinks' removed.

Brian,

 

EU CO2 Police would not be impressed with that, so sadly the trend toward downsizing with new technologies gets favoured.

 

Indeed, once we had the madness of F1 to fall back on but sadly, as technologically advanced and all it is, its boring as sin now. Eventually all the teams end up using the same 'best' design software and thus all the end results become the same too.

The last engine I want and will buy when I find one is the 19krpm Cosworth unit - here everything mattered down to the last hair in terms of it holding together and performance.

Now its just nonsense.

Brian,

 

The N.A FSI head 06D 103 373 AM / AL has the floor of the inlet port a little higher up and at the end has a nice radius ,while the TFSI has a more straight port towards the valve seat.
Apart the Inlet port radius / port and exhaust Flange with a 4 x 3 bolt pattern, its almost the same as the TFSI head. There are a few more things as for the spanroll
and the ladderframe / valve cover bolt pattern that is different.
The rallycross engines use N.A FSI heads in Turbo application

 

thankyou brian

very interesting dissection

 

Thank you for all the time & detailed graft that has gone into this analysis Brian.

 

Obviously many members will know that the ladder frames are line bored and paired for life to each head and not interchangeable even if they do fit physically but for those that dont know this is a heads up.

Brian,

 

Brian, thanks for taking the time and effort to sort this out.

A very interesting read indeed. I've also pointed a few people towards this thread.

Cheers.

 

The ladderframes are dowelled to the cilinderhead... and i was always at the same idea about the line bore....no swap possible
But it must be said that these days with CNC machining the accuracy is spot on... and most of the times the frames can be swapped without issue.
Ofcourse its best to keep them as a set

 

Interesting stuff Brian, thanks. I've a few of the FSi non turbo heads and an engine or two, still planning mine as its a mongrel, but getting closer now

As Hugo says all the works performance FSi engines (Skoda & Polo s2000, VW F3 etc.) seem to use the non turbo head, or at least the 3 stud exhaust port heads. So I assume that type has the better ports.

 

Hugo was the first person to point that out to me some years ago.
Thinking aloud what happens to the port flow when the intake valve is opened, that height difference in the floor of the intake ports in the NA application, might be influential to the tumble mixture's ability to homogenise.
Especially so when the cylinder head used in port fuel injected engine with bespoke pentroof pistons.

Just throwing that into the discussion.

 

Thank you Brian for an interesting read

 

what cars ran them engines Tony? I'd love to build one for my other mk1/2

 

Excellent material and new era technology dissection here. Hats off to all involved. Long may it continue!

Henry

 

If anyone ever sources an FSI head just get it to me and Ill do same.

Brian,