The first thing a potential car owner looks at when buying is the optimal combination of engine and transmission. Not all drivers strive to purchase the most powerful engines, and automakers understand this, offering various variations of engines for purchase. One of the most common variations of the engine of European car brands in Russia is the 1.4 TSI engine. Such an engine is installed on Skoda, Audi and Volkswagen cars. In this article, we will consider what are the advantages and disadvantages of the 1.4 TSI engine, as well as what is its resource.
Based on a block of a family of engines with a volume of up to 1.4 liters, new series of 1.2 and 1.4 liters of the EA111 series were introduced (do not look for simple logic in numbering). The power of the motors was 105-180 hp. The basis for the new engines was the 1.4-liter AUA / AUB atmospheric models, made using a new modular arrangement of attachments and with a timing chain drive. The motors received the designation TFSI / TSI, as they were equipped with direct fuel injection and supercharging. We especially note that there is no difference between the TFSI and TSI fuel systems, these are just two marketing names for the same thing for Audi and Volkswagen models. THE 1.2 L MOTORS OF THIS RANGE ARE STRONGLY DIFFERENT FROM THE 1.4 L ENGINES. THEY HAVE ANOTHER EIGHT-VALVE Cylinder Head AND A Slightly Different BLOCK, A DIFFERENT PISTON GROUP AND THERE ARE NO HIGHLY FORCED OPTIONS.
Characteristics 1.4TSI
| Production | Mlada Boleslav Plant |
| Engine brand | EA111 |
| Release years | 2005-2015 |
| Block material | cast iron |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 75.6 |
| Cylinder diameter, mm | 76.5 |
| Compression ratio | 10 |
| Engine volume, cc | 1390 |
| 122/5000 125/5000 131/5000 140/6000 150/5800 160/5800 170/6000 180/6200 185/6200 | |
| Torque, Nm/rpm | 200/1500-4000 200/1500-4000 220/1750-3500 220/1500-4000 240/1750-4000 240/1500-4500 240/1750-4500 250/2000-4500 250/2000-4500 |
| Fuel | 95-98 |
| Environmental regulations | Euro 4 Euro 5 |
| Engine weight, kg | ~126 |
| 08 Feb 05 Jan 6.2 | |
| Oil consumption, g/1000 km | up to 500 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine | 3.6 |
| Oil change is carried out, km | 15000 (preferably 7500) |
| 90 | |
| - 200+ | |
| 230+ n.a. | |
| The engine was installed | Audi A1 Seat Altea Seat Ibiza Seat Leon Seat Toledo Skoda Fabia Skoda Octavia Skoda Rapid Skoda Superb Skoda Yeti Volkswagen Jetta Volkswagen Golf Volkswagen Beetle Volkswagen Passat Volkswagen Passat CC Volkswagen Polo Volkswagen Scirocco Volkswagen Tiguan Volkswagen Touran |
Reliability of the 1.4 TSI engine
A series of low-volume EA111 turbo engines (1.2 TSI, 1.4 TSI) became widespread in 2005, thanks to the popular Golf 5 and the Jetta sedan. The main and at first the only engine was 1.4 TSI in its various modifications, which was designed to replace the atmospheric 2.0 liter fours and 1.6 FSI. The power unit is based on a cast-iron cylinder block, covered with an aluminum 16 valve head with two camshafts, with hydraulic compensators, with a phase shifter on the intake shaft and with direct injection. The timing drive uses a chain with a service life designed for the entire period of operation of the motor, but in reality, the timing chain needs to be replaced after 50-100 thousand km. Let's move on to the most important thing, and the most important thing in TSI engines is, of course, supercharging. Weak versions are equipped with a conventional TD025 turbocharger, more powerful 1.4 TSI Twinchargers and work according to the Eaton TVS compressor + KKK K03 turbocharger, which virtually eliminates the turbo lag effect and provides significantly more power. Despite all the manufacturability and advancement of the EA111 series (the 1.4 TSI engine is a multiple winner of the Engine of the Year competition), in 2015 it was replaced by an even more advanced EA211 series with a new, seriously modified 1.4 TSI engine.
Engine modifications 1.4 TSI
1 . BLG (2005 - 2009) - an engine with a compressor and turbocharging that blows 1.35 bar and the engine develops 170 hp. on 98 gasoline. The engine is equipped with an air intercooler, complies with the Euro-4 environmental standard, and controls the entire Bosch Motronic MED 9.5.10 ECU. 2 . BMY (2006 - 2010) - an analogue of BLG, where the boost was reduced to 0.8 bar, and the power dropped to 140 hp. Here you can get by with 95-m gasoline. 3 . BWK (2007 - 2008) - 150 hp Tiguan version 4 . CAXA (2007 - 2015) - 1.4 TSI 122 hp engine It is simpler in all components than a compressor with a turbine. The turbine on the CAXA is a Mitsubishi TD025 (which is smaller than the Twincharger) with a maximum pressure of up to 0.8 bar, which quickly goes into boost and eliminates the compressor. In addition, there are modified pistons, a flapless intake manifold with a liquid intercooler, a head with flatter intake ports, modified camshafts, simpler exhaust valves, redesigned injectors, a Bosch Motronic MED 17.5.20 ECU. The motor complies with Euro-4 standards. 5 . CAXC (2007 - 2015) - analogue of SAHA, but programmatically increased power to 125 hp 6 . CFBA is an engine for the Chinese market, and it is also the most powerful version with a single turbine - 134 hp. 7 . CAVA (2008 - 2014) - analogue of BWK for Euro-5. 8 . CAVB (2008 - 2015) - analogue of BLG for Euro-5. 9 . CAVC (2008 - 2015) - BMY engine for Euro 5 standard. 10 . CAVD (2008 - 2015) - CAVC engine with firmware for 160 hp Boost pressure 1.2 bar. 11 . CAVE (2009 - 2012) - engine with firmware for 180 hp for Polo GTI, Fabia RS and Ibiza Cupra. Boost pressure 1.5 bar. 12 . CAVF (2009 - 2013) - version for Ibiza FR with 150 hp 13 . CAVG (2010 - 2011) - the top option among all 1.4 TSI 185 hp Stands on Audi A1 14 . CDGA (2009 - 2014) - gas version, 150 hp 15 . CTHA (2012-2015) - analogue of CAVA with different pistons, chain and tensioner. The environmental class remained Euro-5. 16 . CTHB (2012 - 2015) - an analogue of CTHA with a power of 170 hp. 17 . CTHC (2012 - 2015) - the same CTHA, but stitched under 140 hp 18 . CTHD (2010 - 2015) - engine with firmware for 160 hp 19 . CTHE (2010 - 2014) - one of the most powerful versions with 180 hp. 20 . CTHF (2011 - 2015) - 150 hp engine for Ibiza FR 21 . CTHG (2011 - 2015) - the engine that replaced the CAVG, the power is the same - 185 hpProblems and disadvantages of 1.4 TSI engines
1 . Stretching the timing chain, problems with the tensioner. The most common drawback is 1.4 TSI, which appears with runs from 40-100 thousand km. Cracking in the engine is its typical symptom, when such a sound accompaniment appears, it is worth going to replace the timing chain. To avoid a recurrence, do not leave the car on a slope in gear. 2 . Not going. In this case, the problem most likely lies in the turbocharger bypass valve or turbine control valve, check and everything will work out. 3 . Troit, vibration on cold. A feature of the operation of 1.4 TSI engines, after warming up, these symptoms disappear. In addition, VW-Audi TSI engines warm up for a long time and like to eat quality oil little by little, but the problem is not so critical. With timely maintenance, the use of high-quality gasoline, quiet operation and a normal attitude to the turbine (after driving, let it run for 1-2 minutes), the engine will leave for quite a long time, the resource of the Volkswagen 1.4 TSI engine is more than 200,000 km.Progress does not stand still, and in the 10s of the 21st century you will not surprise anyone with a turbo engine with direct injection, technologies are gradually being worked out, errors are being corrected ... And now the engines of the next EA211 line have replaced the EA111 - they are the ones that are equipped with most modern cars of the Volkswagen concern. Judging by the first reports of "one hundred and two hundred thousand" from among the owners, as well as the reviews of the masters, the series turned out to be more successful. And more about her.
Updated Volkswagen-Audi 1.4 TSI EA211 engine
| Production | Mlada Boleslav Plant |
| Engine brand | EA211 |
| Release years | 2012-present |
| Block material | aluminum |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 80.0 |
| Cylinder diameter, mm | 74.5 |
| Compression ratio | 10.0 |
| Engine volume, cc | 1395 |
| Engine power, hp / rpm | 110/4800-6000 116/5000-6000 122/5000-6000 125/5000-6000 125/5000-6000 140/4500-6000 150/5000-6000 |
| Torque, Nm/rpm | 200/1500-3500 200/1400-3500 200/1400-4000 200/1400-4000 220/1500-4000 250/1500-3500 250/1500-3500 |
| Fuel | 95-98 |
| Environmental regulations | Euro 5 Euro 6 |
| Engine weight, kg | 104 (122 HP) 106 (140 HP) |
| Fuel consumption, l / 100 km - city - highway - mixed. | 06.jun 04.mar 5.2 |
| Oil consumption, g/1000 km | up to 500 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine | 3.8 |
| Oil change is carried out, km | 15000 (preferably 7500) |
| Operating temperature of the engine, hail. | ~90 |
| Engine resource, thousand km - according to the plant - in practice | - - |
| Tuning, HP - potential - without loss of resource | 170+ n.a. |
| The engine was installed | Audi A3 Audi A4 Audi A5 Skoda Octavia Skoda Rapid Skoda Superb Skoda Yeti VW Caddy Volkswagen Golf Volkswagen Jetta Volkswagen Passat VW Passat CC VW Polo VW Tiguan Audi A1 Audi Q2 Audi Q3 VW Beetle VW Scirocco VW Touran Seat Ibiza Seat Leon Seat Toledo |
Volkswagen engine resource and how it differs from its predecessor 1.4 TSI EA211
1.4 TSI of the new EA211 series (1.0 TSI, 1.2 TSI) replaced the popular 1.4 TSI EA111 series and is a seriously modified almost new engine, located at an angle of 12gr. back. The bottom was completely replaced in the power unit: the cylinder block is now aluminum with cast-iron liners, the cylinder diameter has decreased by 2 mm, now it is 74.5 mm, the crankshaft has been replaced with a lighter and longer stroke (stroke 80 mm, was 75.6 mm), light connecting rods are used. All this is covered with a 16-valve head with two camshafts, but unlike the previous generation, the cylinder head is deployed 180g. and now the exhaust manifold is located at the rear, the manifold itself is now integrated into the head. The 1.4 TSI engine is equipped with hydraulic lifters, a direct fuel injection system is used. On the 122-horsepower version, a phase shifter is installed on the intake shaft, a modification with a capacity of 140 hp is equipped with phase shifters on both the intake and exhaust. Changes have also been made to the timing drive, now a timing belt is used instead of a chain, which must be checked every 60,000 km. It uses a new dual-circuit cooling system, and on modifications with a capacity of 140 hp. an ACT two-cylinder deactivation system is available. In addition to everything, this engine is equipped with a turbocharging system, with an intercooler built into the intake manifold. On different modifications, the turbines differ: version with a capacity of 122 hp. uses a slightly smaller turbine (with a pressure of 0.8 bar), a 140-horsepower modification, respectively, more and a pressure of 1.2 bar here. The motor control lies on the Bosch Motronic MED 17.5.21 ECU. This engine is still being produced today, but since 2016 it has been changed to a new 1.5 TSI.
Engine modifications 1.4 TSI EA211
1 . CMBA (2012 - 2013) - modification with a capacity of 122 hp, where a TD025 M2 turbine is installed, and a boost pressure of 0.8 bar. The motor complies with the Euro-5 standard. 2 . CPVA (2012 - 2014) - an analogue of CMBA with reinforced seats, valves, and other valve stem seals. The motor is designed to work on the E85. 3 . CPVB (2012 - 2014) - analogue of CPVA with 125 hp. 4 . CHPA (2012 - 2015) - 140 hp version without ACT system and with a variable valve timing system at the inlet and outlet. An IHI RHF3 turbine is installed here, boost pressure is 1.2 bar. The motor meets the Euro-5 environmental standard. 5 . CHPB (2012 - 2015) - an analogue of CHPA for 150 hp 6 . CPTA (2012 - 2016) - an analogue of CHPA with a system for shutting off two AST cylinders and in compliance with the requirements of the Euro 6 environmental class. 7 . CXSA (2013 - 2014) - the engine that replaced the CMBA, and was distinguished by a corrected cylinder head. Its power is 122 hp. 8 . CXSB (2013 - 2014) - analogue of CXSA with 125 hp. 9 . CZCA (2013 - present) - Euro 6 replacement for CXSA, with different camshafts and increased power up to 125 hp 10 . CZCB (2015 - present) - analogue of CZCA for Caddy. 11 . CZCC (2016 - present) - an analogue of CZCA for the Audi A3 with a capacity of 116 hp. 12 . CPWA (2013 - present) - an analogue of CPVA, but for gas operation. Engine power reduced to 110 hp. 13 . CZDA (2014 - present) - CHPA replacement for Euro 6. This motor is without AST, and its power is 150 hp. 14 . CZDB (2015 - 2016) - analogue of CZDA, but power is reduced to 125 hp and it is found on the VW Tiguan. 15 . CZEA (2014 - present) - an analogue of CZDA with the AST system. 16 . CZTA (2015 - 2018) - engine for North America, power 150 hp 17 . CUKB (2014 - present) - hybrid engine for Audi A3 e-tron and Golf 7 GTE. Here, a 150-horsepower engine is paired with a 75 kW electric motor. Together they develop 204 hp. 18 . CUKC (2015 - present) - an analogue of CUKB for the Volkswagen Passat GTE, where the electric motor develops 85 kW, the gasoline engine has 156 hp, and their total power reaches 218 hp. 19 . CNLA (2012 - 2018) - a hybrid engine for the USA. Here is a 150 hp gasoline engine + VX54 electric motor with up to 27 hp. They put it on the Jetta Hybrid. 20 . CRJA (2012 - 2018) - a hybrid for the European market under Euro 6, differs from CNLA in the absence of secondary air supply.Problems and disadvantages of VW 1.4 TSI engines
1 . Zhor oil. The first versions suffered from high oil consumption due to a defective cylinder head, which was recommended for replacement, newer versions used oil in excess of the norm due to rings and overhaul was required already at runs of 50 thousand km or more.Important: When buying a used car with a 1.4 TSI engine, you need to determine how often the owner changed the engine oil. If he did this less than once every 10-12 thousand kilometers, and the total engine mileage exceeds 60-70 thousand, it is better to refuse to buy such a car.
2 . Loss of traction. With constant driving in the same rhythm (and also due to the characteristics of the turbine), there is a possibility that you may jam the wastegate axis or fail the actuator. You need to look at what the reason is, and then it will become clear what to do next: change the actuator or just develop the axle. To reduce the likelihood of this, you need to press the gas properly from time to time. Having considered the typical problems of the 1.4 TSI engine, we can draw conclusions about the rules for its operation:✔ Use of quality oil recommended by the manufacturer. In this case, the oil change should be carried out more often than recommended in the book on the technical operation of the car. The optimal oil change period is 10-12 thousand kilometers. You can use various additives in the oil to improve its characteristics; ✔ Use of quality gasoline. Like any turbocharged engine, 1.4 TSI is extremely susceptible to poor quality fuel. It is recommended not to refuel such an engine at dubious gas stations and use only high-quality gasoline in order to delay the time until a major overhaul; ✔ Despite the fact that the engine is turbocharged, it is better not to get involved in high-speed trips at high speeds, “failures” from traffic lights and other elements of aggressive driving. ✔ It is not recommended to leave the car parked in gear without activating the handbrake. The vehicle may roll back spontaneously, leading to timing chain slippage and other problems.It is also worth noting that the 1.4 TSI engine does not warm up very quickly. Therefore, on a car with such an engine, it is better to exclude short trips in the cold season. If such trips are made on a regular basis, the motor is constantly exposed to temperature changes that adversely affect its operation. In the case where short-term operation of a car with a 1.4 TSI engine cannot be ruled out, it is recommended to change the spark plugs more often.
Before buying a car, future owners often worry about the reliability of 1.4 TSI 122 hp engines. and 150 hp Some mistrust just haunts these motors. They say that they should not be trusted, because they are capricious, have a number of fragile components, are demanding on fuel and the quality of maintenance, they do not tolerate Russian roads - and so on for the full list.
Meanwhile, TSI engines with a volume of 1.4 liters. so popular among manufacturers that they are equipped with a lot of models, including restyled ones. Concerns Audi, Volkswagen, Skoda, Seat are mastering a new line of engines, but this one is not forgotten either.
A person who is not ready to be content with the old carburetor model needs to somehow overcome doubts and suspicions. And we decided to help in this matter.
Engine reliability 1.4 TSI 122 hp and 150 hp was evaluated both by auto sales dealers and repairmen from different service stations. We also took into account the opinions of people who have driven cars with these engines for more than one day and covered more than one thousand kilometers.
Care is the key to longevity
Where the suspicions of incredulous drivers are justified is that without proper scrupulous supervision and care, TSI will not last long. The minimum required services required by a turbocharged engine is not that great, but the list must be followed quite meticulously.
- Gasoline must be filled in recommended by the manufacturer. An attempt to save on fuel leads to a maximum mileage of 100 thousand km, after which it is time for a major overhaul;
- Oil change is supposed to be done every 10 thousand km, and failure to comply with this rule leads to premature death of the turbine. However, the rest of the engine components also begin to crumble. Master repairmen believe that the bulk of the frightening stories are just caused by non-compliance with the time frame;
- Frequent operation of the TSI at high speeds is also bad and quickly affects his well-being.
This is especially true in winter cold. The engine warms up longer than others; if he doesn't get a full warm-up cycle, it starts to take a toll on him. If it is not possible to avoid short runs, spark plugs should be changed more often in winter.
Vulnerable parts
There are also very individual character traits in the engine in question. And they need to show increased attention and special vigilance.
Oil on these engines is consumed abnormally much. Even for new models, factories lay down a consumption of 1 liter. per 1000 km., and as the mileage increases, it increases even more. There are frequent cases of throwing candles with oil.
TSI often has problems with the timing chain drive. There may be several reasons for them: the chain tensioner on such motors is not very reliable; the chain often stretches prematurely. The result is the chain jumping over the teeth of the sprockets and the pistons meeting the valves. The worst thing is that there is no scheduled mileage: the chain can act up already after 50 thousand km, and it can function cheerfully even after 100 thousand km.
Only one thing can be recommended here: listen to the motor, change the chain at the slightest knock. Yes, and prophylactically inspect it does not hurt. Another piece of advice from experienced mechanics: don't leave your car in gear without the handbrake in, even for a short time. A rollback can cause a chain slip with all the consequences.
Quite often, coking of the oil receiver or valves occurs. Valve coking is especially characteristic of machines whose owners love high speeds: crankcase ventilation cannot cope with the load. The oil receiver is coked most often due to unsuitable oil or its rare replacement. One could say that we are again returning to the issue of car care; but some owners of cars with TSI treated them very carefully, but they still encountered similar problems.
But with turbines (if you remember the oil) up to 150 thousand km, as a rule, no problems are foreseen. The same applies to injectors and other fuel injection elements: regarding their repair / replacement, careful owners turn only after a solid and intensive use of the machine. So the reliability of 1.4 TSI 122 hp engines. and 150 hp approved from very different sides and recognized as quite high. New ones can be safely taken; used ones should be well examined, since their condition directly depends on the driving style and attentiveness to the car of the previous owner. And the service life of the machine will be determined by the same qualities on your part.
Downsizing (from the English downsizing - “downsizing”) began in the twentieth century, and it was Volkswagen that introduced this term. And then it was about a line of 1.8-liter supercharged engines and 20-valve cylinder heads.
It was assumed that a relatively compact 1.8T block would replace a line of engines up to three liters in volume, which in fact happened. Now a volume of 1.8 liters is no longer considered small. In many ways, this is the merit of the EA113 engine family and specifically this 1.8T engine.
Moreover, the later versions of engines with this block of cylinders and cylinder head had a volume of two liters, which you can’t seem to call a downsize, but this concept is connected not only with the working volume, but also with the dimensions. Here, due to the thinnest cylinder walls and long-stroke design, it was possible to fit a similar volume into the dimensions of 1.6-liter engines in the mid-2000s. Do not be surprised when comparing AWT blocks from VW Passat and some X 16XEL from Opel: in terms of dimensions, there will be an almost complete match. Of course, the mass is not much different.
Pictured: Volkswagen Passat 2.0 FSI Sedan (B6) "2005–10
But it was precisely by the beginning of the new century that the compactness of the design became a much more important characteristic than before. Why? Only because the growing requirements for the volume of car interiors while maintaining external dimensions and an increase in average power in compact cars required the use of ever smaller but more powerful engines.
The experience of the EA113 line turned out to be successful: despite the complex design of the cylinder head, the presence of turbocharging and boosting for 200 forces, 1.8T engines calmly nursed their 300 thousand or more. Encouraged by the success, Volkswagen went further.
Continued success
Based on a block of a family of engines with a volume of up to 1.4 liters, new series of 1.2 and 1.4 liters of the EA111 series were introduced (do not look for simple logic in numbering). The power of the motors was 105-180 hp. The basis for the new engines was the 1.4-liter AUA / AUB atmospheric models, made using a new modular arrangement of attachments and with a timing chain drive. The motors received the designation TFSI / TSI, as they were equipped with direct fuel injection and supercharging. We especially note that there is no difference between TFSI and TSI fuel systems, these are just two marketing names for the same thing for Audi and Volkswagen models.
Pictured: Volkswagen Golf 5-door "2008–12
It turned out a large family of engines, of which the most famous are 1.4 l CAXA (122 hp), 1.2 l CBZB (105 hp), a slightly weaker CBZA with 85 hp, 130 hp 1.4 CFBA, twin-aspirated 140/150 hp BMY/CAVF, the infamous 160 hp CAVD and the most powerful 180 hp hot hatch CAVE/CTHE.
The 1.2 liter engines of this line are very different from the 1.4 liter engines. They have a different eight-valve cylinder head and a slightly different block, a different piston group, and there are also no highly boosted options.
Basically, this material will focus on 1.4 liter engines. They have a unified design and similar disadvantages.
Design features
The design of engines at first glance is as simple as possible, but there are a number of interesting solutions. Cast iron block, aluminum 16-valve cylinder head - like dozens of other designs. But the timing chain drive is made with a separate chain cover, which is more typical for belt motors and greatly facilitates its maintenance.
Thermostat fully open temperature
cylinder block
105 degrees
The timing drive has roller rockers-pushers and hydraulic lifters. The crankshaft position sensor is built into the rear flange of the engine. The pressurization system is made with a liquid intercooler, which is atypical for most supercharged engines, and the cooling system has two main circuits, a charge air cooling circuit and an electric pump for additional cooling of the turbine.
The thermostat is two-section and two-stage, providing different temperatures for the cylinder block and cylinder head and smoother temperature control. The cylinder block thermostat has a full opening temperature of 105 degrees, and the cylinder head thermostat is 87.
The control system is usually used by Bosch, the injection pump is theirs, but in some variants a Hitachi high pressure pump is installed. The twin-aspirated version with a Roots compressor is a marvel of technology, and the small engine ended up with so much extra equipment and such a complicated intake that it was heavier than the two-liter TSI engines.
For such a small engine, it is unusual to see oil nozzles for cooling pistons and a floating piston pin, but everything is serious and designed for high power.
The crankcase ventilation is elegant and simple: there is an oil separator built into the front cover of the engine and the most simple system with a constant pressure valve, which is rare for a turbo engine.
A system for supplying clean air for crankcase ventilation is also provided, which theoretically allows the oil to retain its properties for a long time and provides long service intervals. The oil pump is located in the crankcase and is driven by a separate circuit, this design allows you to reduce the time of oil starvation during the first and cold start, loss of tightness of the oil line check valve or lowering the oil level.
DuoCentric's variable pressure pump reduces lubrication power loss and allows for year-round use of low viscosity oils. It provides a pressure of 3.5 bar in a wide range of operating conditions. The oil pressure sensor is located in the farthest part of the oil line after the hydraulic lifters and responds well to any pressure drop. Of course, there are also phase shifters. At least on the intake shaft.
Pictured: Volkswagen Tiguan "2008–11 An elegant design, even with a superficial analysis, has many weak points and should work "on the verge". Moreover, even without taking into account the peculiarities of the operation of the direct fuel injection system with its pulsations, sensors and worn drive eccentrics. But the main volume of claims, oddly enough, refers to the basic elements of the design, from which you do not expect a dirty trick.
Something went wrong?
If you think that such a turbocharged engine as a 1.4 EA111 with high power has a very small piston group resource and a consumable turbine, then you are only partly right. In fact, the natural wear of the piston group is small, and the turbines, after eliminating problems with the electronic bypass and the sticky wastegate drive, are able to cover their 120-200 thousand kilometers. Fortunately, her working conditions are quite “resort”.
In the photo: Under the hood of the Volkswagen Golf GTI "2011 The main reason for the dissatisfaction of the owners throughout the entire period of use of these motors turned out to be predictable and simple. The timing chain drive could not provide a stable resource, and the design features allowed the chain to jump on the lower crankshaft star with little wear. In addition to this, in general, banal reason, there was another one: the chain drive of the oil pump also could not stand it, the chain tore, or it jumped off.
In an attempt to eliminate an annoying nuisance, the company changed the tensioner three times, replaced the chain and sprockets with smaller ones, changed the design of the engine front cover, and in the end replaced the oil pump roller chain with a lamellar one, at the same time changing the drive gear ratio to increase operating pressure. The latest version of the tensioner is 03C 109 507 BA, it is recommended to change it in any case. The wear of dampers is usually insignificant, but they are inexpensive.
There are two types of timing kits: 03C 198 229 B and 03C 198 229 C. The first kit is used for motors with an oil pump roller chain, motors with numbers CAX 001000 to CAX 011199, the second option is for upgraded ones, from CAX 011200. If you want at the same time improve the oil pump drive and use a newer version of the kit, then you still need to replace the oil pump star, its drive chain and tensioner. Part numbers 03C 115 121 J, 03C 115 225 A and 03C 109 507 AD respectively. When ordering parts separately, you need to be very careful, some parts of the kit may be incompatible with each other.
The resource of the first variants of the chain before replacement was sometimes less than 60 thousand kilometers. After replacing the tensioner with a more resistant one and installing less stretchable chains, the average resource was about 120-150 thousand before the appearance of unpleasant chain knocks on the cover.
The identified nuisance with the check valve 03F103 156A added another resource to the chains, which too quickly drained oil from the pressure line back into the crankcase, which led to long-term operation of the timing without pressure. Residents of warm regions, ignoring dangerous taps, quite successfully nurse the chains and more than 250 thousand, but there is a nuance: after the first taps appear during a cold start, a sign of a weakened tensioner, the likelihood of a chain slip begins to grow. And the lower the temperature, and the longer the engine goes to operating speed, the higher the probability. At the same time, when the phases leave, traction worsens and fuel consumption increases, so taking risks is not so cheap. In addition, 100-120 thousand mileage is an approximate resource for a phase shifter of the latest modifications in urban conditions and on original oil. Earlier versions began to knock after 60-70 thousand run. So all the same, the motor needs to be opened, and in an amazing way, the resource of the chain drive components is connected with the resource of the phase shifter, which is not officially a consumable.
An error in the 93rd group does not always appear, so fans of electronic "diagnostics" need to be on the alert anyway. But for services, this nuance turned out to be just a gold mine, because in this case it is possible to eliminate unnecessary sounds ...
Timing chain and noise, as the most common problems, lead the list of troubles for 1.4 TSI engines. Every owner of such a machine faces them. As with the “oil burner”, which inevitably appears over time. But the oil appetite also has a downside.
The system is designed in such a way that oil appetite and all related problems are not only inevitable, but also in the absence of any action on the part of the owner of the car, they mutually reinforce each other. And this leads to a rapid increase in negative factors. The final chord is usually either cracks in the piston due to detonation, especially on all engine options more powerful than 122 forces, or burnout of the piston due to excess oil and piston rings.
What to do?
Most of those who have read the material up to this point have logically concluded “do not take it”. Which doesn't make any sense at all. But if you have already contacted such a motor on a used car, do not rush to get rid of it urgently. You can live with EA111, it's just that this aged motor needs only an integrated approach to diagnostics and restoration. Timing alone won't get you off. For a “rider”, which includes most owners of modern cars, the engine will most likely fail completely and irrevocably due to the death of the cylinder-piston group. At best, sticking valves, detonation and errors will put the car in good service. And now, after a thorough repair, the motor will again please with traction and efficiency. Unless, of course, the power system fails.
The motor has been repeatedly upgraded, and there are quite a few options. In general, until 2010, the design of the piston group was distinguished by an unsuccessful oil scraper ring, and until 2012, the piston rings were also thin and wore out quickly. And only at the end of the release of the series, motors appeared that are practically not subject to the occurrence of rings and a number of related problems. At the same time, crankcase ventilation kits began to be set to a slightly higher operating pressure. It turned out that the efficiency of the oil separator is highly dependent on vacuum, and that the vacuum in the supercharged engine turned out to be higher than planned. This, in turn, led to increased oil consumption through the crankcase ventilation.
In the photo: Under the hood of the Volkswagen Golf R 3-door "2009–13 Direct injection fuel equipment introduces its own nuances into the aging process of the motor. Like any system with high operating pressure, it is quite capricious. And the price of components that are almost beyond repair is high. In addition to the expected replacement of injectors and high pressure fuel pumps, you can also change the expensive fuel rail pressure sensors assembly with the rail, a bunch of pipes and gaskets. But so far, this, albeit costly, but the most “understandable” part of the problems with the motor. In addition, it is relatively well diagnosed by experienced craftsmen.
To take or not to take a car with such a motor? If the car is in good condition and with guaranteed low mileage, then why not? Especially if you move around a lot, and low fuel consumption will be a pleasant incentive. And, of course, if you are not afraid of one-time investments in the amount of 30-50 thousand rubles after the purchase. This is the price of a good diagnosis with the replacement of the timing with a new version, and along the way, you can identify all the accumulated problems and eliminate them.
Closer to 200 thousand mileage, money will be required again. Most likely, it will be necessary to repair the fuel equipment and the pressurization system. As a result, there are chances to reach 300 thousand mileage or more, although there will be much more difficulties on the way than in the case of some simple "aspirated" vehicles from the 90s with twice the fuel consumption. But unsuitability for repair is a clear exaggeration.
Pictured: Volkswagen Golf 5-door "2008–12 In general, the motor really turned out to be initially unsuccessful, demanding on service, and only in the last iterations did it get rid of annoying childhood diseases. But this is an inevitable consequence of the global trend towards the testing of technologies by the forces of buyers. In this regard, the EA111 experimental series is not the first and far from the last. Your voice
VW Golf Highline Bluemotion 1.4 TSI. Price: 1 767 600 rubles On sale (with new engine): from February 2016
The result of this test for me consists of two clearly defined components - technical and operational with a philosophical color. I'll start with the first one. Engine 1.4 TSI with a power of 125 liters. s., which, at first glance, differs from its predecessor only in marking and does not represent anything special, in reality it is completely new. The cylinder block is aluminum, not cast iron. The entire body kit of the turbo engine has also lost weight. As a result, the engine dropped more than 20 kg. Forgive me for the details, but as an engine engineer it was difficult to get past the "delicious" design solutions. The exhaust manifold, for example, and the cylinder head are a monoblock with a personal cooling circuit. That during a cold start, firstly, it speeds up the output of the converter to the operating mode (which, frankly, we are not very concerned about), and secondly, and this is the main thing, the warm-up time of the cabin is reduced in the cold season (!). And further. In full power mode, this arrangement allows you to reduce the temperature of the exhaust gases, thereby increasing the resource of the turbocharger. By association with turbine cooling, I remembered that during the VW Golf Bluemotion test, when the temperature overboard (let's call it that) exceeded 30 degrees, the car began to cool the interior with such zeal that no tricks could save me from the dagger flow of icy air. As a result - a cold shoulder and all subsequent pleasures for a month and a half. I don’t know, perhaps, out of a thousand options for blowing the cabin, it was safe, but my qualifications were not enough to detect it.
But let's move from theory to practice and from the general to the particular. Let's start with the actual cost. On the section of the route from Moscow to the border with Belarus (about 500 km), under fear of running into a camouflaged camera (average speed 89 km / h), the consumption of VW Golf 1.4 TSI is 5.7 l / 100 km. In Belarus, on an ideal highway with a constant (real) speed of 115 km / h - 6.6 l / 100 km. In Poland, on the autobahn at a speed of 150 km / h (actually, the limit is 140, but everyone is rushing 150 or more) - 7.6 l / 100 km. In Germany (a lot of repaired areas) - 6.8 l / 100 km. In France, on toll highways (limit 130 km/h) - 6.6 l/100 km. 3200 km of driving in European towns - about 7.0 l / 100 km. If we calculate the average consumption of the VW Golf 1.4 TSI over the entire test for 10,000-odd kilometers, we get 7.4 l / 100 km. A cunning educated reader will look at all the previous figures and say that somehow such an average does not work out. Agree. But I have not yet indicated the expense in Moscow. And he is 9.3 l / 100 km, and believe me, no switchable cylinders will help here! After all, if in the early-early morning (at 5 o’clock) I can easily get from home to work in 35-40 minutes, then in the afternoon even three hours may not be enough. And here it's, you guessed it, not in the car.
Navigation in geography can be safely put five, but for the pronunciation of names in French - a solid stake!
Finally, about my surprises. The first time I was surprised to see the price of VW Golf Bluemotion - 1,767,600 rubles. Too much, I thought. The second time I mentally uttered this phrase, seeing the package. There was everything and a little more, except for the already described system for deactivating two cylinders - and this is also with a plus sign! At first, I decided that it was just a so-called demo car, where everything is there, including systems that are absolutely useless for us. For example, a system for keeping the car in a busy lane or automatically switching the light from far to near and vice versa. And then I realized: this is not a demo car, but an ordinary alien who was accidentally brought to us from the future (perhaps far). Therefore, by the time such cars with their capabilities become a real necessity for Russians, the ruble will strengthen twice and the price will become very real and widely available. But for this we must become Europe.
Driving
On roads of normal quality (even by our standards) is a pleasure
Salon
With the right ergonomics for city driving
Comfort
For four (2 + 2) in the city - "eight", for two - "ten". I don’t evaluate on long hauls, therefore, in the habitat, a total of “nine”
Safety
Everything is in full. With a tough assessment, you can find fault with the glare on the windshield in the bright oncoming sun
Price
Adequate for this configuration, where there is everything, and even more than necessary
Average score
- The car is functionally integral, well-balanced in handling, with adequate response throughout the entire speed range.
- Inconvenient for long hauls (over 500 km). Even more so on Russian roads
Specifications VW Golf 1.4 TSI Dimensions 4255x1799x1452 mm Base 2637 mm Curb weight 1225 kg Full mass 1730 kg Clearance 142 mm Trunk volume 380/1270 l Fuel tank volume 50 l Engine gasoline, 4-cyl., 1395 cm 3, 125/5700 l. s./min -1 , 256/3250 Nm/min -1 Transmission 7-speed, automatic drive DSG Tire size 205/55R16 Dynamics 204 km/h; 9.1 s to 100 km/h Fuel consumption (city/highway/mixed) 6.1/4.3/5.0 l per 100 km Operating costs VW Golf 1.4 TSI* Transport tax 3125 r. TO-1/TO-2 5285 / 21 100 rubles OSAGO / Casco 12 500 / 108 11 0 rub. * Transport tax is calculated in Moscow. The cost of TO-1 / TO-2 is taken according to the dealer. OSAGO and Casco are calculated on the basis of: one male driver, single, age 30 years, driving experience 10 years.
Verdict
Comfortable. Especially in cities with heavy traffic. Not suitable for use as a family car for long trips. One of the leaders in its segment in terms of price / quality ratio. But since this is a kind of demo car, I find it difficult to adequately evaluate a real car.
The EA111 series 1.4 TSI / TFSI engine debuted in the spring of 2006. The 140 hp variant came under the hood of the Volkswagen Golf V. The modern engine with direct injection and four valves per cylinder quickly won the hearts of the jury of the "Engine of the Year" competition. Since then, the power unit has collected leading awards in various categories every year. But no prestigious titles guarantee reliability, which unexpectedly, with regret and annoyance, was learned by tens of thousands of customers around the world.
2010 brought the long-awaited modernization. The timing tensioner was improved, and instead of the chain, a timing belt was installed. In 2013, a version of the engine entered the market, equipped with a COD (Cylinder-On-Demand) system, which turns off two cylinders while driving without load, which reduces fuel consumption.
The 1.4 TSI / TFSI engine has 8 modifications with power from 122 to 185 hp. Weak versions (122 and 125 hp) were equipped with a turbocharger, and strong ones (from 140 hp) were also equipped with a mechanical compressor. The last combination allowed to solve the problem of "turbolag" (failure and lack of traction at low revs). In everyday use, the advantages of 1.4 TSI / TFSI engines were appreciated not only by drivers who prefer good dynamics. The engines demonstrated good fuel efficiency (about 7-8 l/100 km). This motor is very widely used in the Volkswagen range: Volkswagen Polo, Skoda Fabia, Tiguan, Octavia and Seat Alhambra.
Problems and malfunctions
Both the infamous 2.0 TDI with unit injectors and the 1.4 TSI / TFSI did not excel in exemplary reliability. Unfortunately, "childhood diseases" have greatly damaged the brand's reputation and undermined the trust of customers. The most numerous allegations were a defective timing chain tensioner and a prematurely stretched timing chain. Mostly engines with a capacity of 140 and 170 hp suffered. Repair cost about $300. The system for changing the valve timing also failed ($ 300-500) - a characteristic “diesel” noise appeared.
However, this is nothing compared to collapsing rings and pistons. The cost of such repairs is already enormous. Mechanics believe that piston problems are due to low-quality fuel causing destructive detonation.
Among other defects, it is worth noting frequent problems with the pump (about $ 300) and with the injection system (about $ 300 kit). In the first case, the electromagnetic clutch of the pulley slips during acceleration between 2500 and 3500 rpm. In the second case, there are problems with the launch, and error messages appear.
Modifications without a compressor turned out to be the least problematic - with a capacity of 122-125 hp.
Should I buy cars with 1.4 TSI / TFSI?
1.4 TSI/TFSI vehicles built before 2010 can be a risky choice. But not all of them are bound to bring problems. It all depends on the previous owner and operating conditions. It is advisable to entrust the inspection of the engine to an experienced specialist. The chances of encountering serious malfunctions in younger cars (since 2010) are low. Therefore, it is worth focusing on finding instances with upgraded engines. Although they are more expensive, they will save you money, time and nerves in the future.
