Engine 1.8 TSI CDAB
Characteristics of engines 1.8 TSI (2 pok.)
| Production | Volkswagen |
| Engine brand | EA888 2nd generation |
| Release years | 2008-2015 |
| Block material | cast iron |
| Supply system | direct injection |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 84.2 |
| Cylinder diameter, mm | 82.5 |
| Compression ratio | 9.6 |
| Engine volume, cc | 1798 |
| Engine power, hp / rpm | 120/3650-6200 152/4300-6200 160/4500-6200 |
| Torque, Nm/rpm | 230/1500-3650 250/1500-4200 250/1500-4200 |
| Fuel | 95 |
| Environmental regulations | Euro 5 |
| Engine weight, kg | - |
| Fuel consumption, l/100 km (for Octavia A5) - city - track - mixed. |
9.1 5.4 6.6 |
| Oil consumption, g/1000 km | up to 500 |
| Engine oil | 0W-30 0W-40 5W-30 5W-40 |
| How much oil is in the engine, l | 4.6 |
| Oil change is carried out, km | 15000 (preferably 7500) |
| Operating temperature of the engine, hail. | - |
| Engine resource, thousand km - according to the plant - on practice |
- ~100 |
| Tuning, HP - potential - no loss of resource |
350+ ~250 |
| The engine was installed | Volkswagen Golf 6 VW Passat B6/B7 VW Passat CC Audi A3 Audi A4 Audi A5 Skoda Octavia Skoda Superb Skoda Yeti Audi TT SEAT Altea SEAT Eveo SEAT Leon SEAT Toledo |
Reliability, problems and repair of engines 1.8 TSI (2 pok.)
The second generation EA888 appeared in 2008 and the CDAB engine became the most popular 1.8-liter representative, besides it there were CDAA, CDHA and CDHB. These motors have replaced BZB, CABA, CABD and CABB, i.e. of the entire EA888 series of the 1st generation.
In new engines, cylinders are honed differently, the diameter of the crankshaft main journals has been reduced to 52 mm (was 58 mm), new pistons with new rings have been installed (which are described in detail in the “Problems” section), a new vacuum pump has been installed, an adjustable oil pump has been used, instead of 1 lambda probe, 2 pcs are installed here. The exhaust motor now complies with Euro-5 standards.
Otherwise, everything remained without significant changes, but even this was enough for the reliability of the design to change significantly.
The two most popular engines were CDAB and CDAA, which differ in firmware.
Power CDAB 152 hp at 4300-6200 rpm, torque 250 Nm at 1500-4200 rpm.
Power CDAA 160 hp at 4500-6200 rpm, the torque is the same.
The CDH engine was also produced, which had the CDHB and CDHA versions and was installed on the Audi A4, A5 and SEAT Exeo. The CDHB engine was the counterpart to the CDAA.The CDHA motor is an analogue of the CABA, but already of the 2nd generation with all the innovations, where the turbine is needed only for a significant increase in torque. Its power is only 120 hp. at 3650-6200 rpm, and a torque of 230 Nm at 1500-3650 rpm.
In parallel, a larger version was produced - 2.0 TSI 2nd generation, which we write about.
The production of 1.8 TSI 2nd generation continued until 2015, and since 2013 they have been replaced by new 1.8 TSI 3rd generation.
Disadvantages and problems of CDAB engines
1. Zhor oil. High oil consumption is the most well-known problem of the 2nd generation 1.8 TSI and it all happens due to the special design of the piston rings, which are very thin and have too small drainage holes. The disease manifests itself at about 50 thousand km and is rapidly progressing, already by 100 thousand oil consumption can reach several liters per 1000 km, after which you go for a major overhaul.
What to do in this case: for engines manufactured before 05.2011 (inclusive), they change pistons to BZB pistons, this is Kolbenschmidt 40251600 (21 fingers). For newer engines, pistons Kolbenschmidt 40761600 (23 pin) are suitable. Here it is important to understand what condition the cylinders are in, it may be necessary to bore and then repair pistons are needed. For oversize pistons, the last two digits of 00 change to 01 or 02, depending on the size. Along with the pistons, oil nozzles are also changed.
At the very end of 2011, the maslozhora problem was solved.
An oil separator can also cause oil consumption, which is desirable to replace with 06H103495AD or 06H103495AC.
2. Stretching the timing chain. This happens after 100 thousand km, closer to 150 thousand km, as extraneous noise will notify. There is only one way out - replacing the chain together with the tensioner with the same new sample.
3. Swim speed. Due to the huge consumption of oil, it gets on the candles and wherever else is possible, which causes unstable operation of the motor. Most likely, when parsing, it will be found that everything is in oil deposits, the valves are in soot, and all this needs to be put in order every 50 thousand km.
In addition, due to the injection pump, gasoline may begin to enter the oil, this can be checked by smell on the dipstick. This leads to the replacement of the injection pump assembly.
You can extend the life of this engine if you change the oil more than once every 15,000 km (as recommended), but every 5000-7500 km, use only the highest quality oil, drive most of the time on the highway and avoid traffic jams, refuse short trips, do not drive too low...
The best option is to refuse to buy a car with such a motor.
Tuning engines 1.8 TSI (2nd generation)
Chip tuning
These motors show about 220-225 hp without any problems. on the Stage 1 ECU firmware alone. With a cold intake, large front intercooler, downpipe and Stage 2 firmware, you can get about 250 hp. This is a good result, especially for the 120-horsepower version, but if you want even more, then you need to switch to the K04 turbine.
A turbo kit based on the K04 will give up to 350 hp, but the engine will not go up to 2300-2500 rpm. Such a kit needs new spark plugs, coils from S3, a good exhaust on a 76 mm pipe, a large intercooler, an appropriate ECU setting.
The engine resource is one of those parameters that you should pay attention to when choosing a car. This information is almost never contained in the official manuals for the car, which only indicate the warranty period of the engine, after which the driver is recommended to deal with possible engine malfunctions himself. As part of this article, we will consider how reliable the 1.8 TSI engine is, what mileage it has, what factors affect the approaching need for a major overhaul, as well as the features of the operation of such engines.
Table of contents:Engine characteristics 1.8 TSI
Motors that go under the 1.8 TSI marking are turbocharged. Unlike other engines, these units use layered direct fuel injection, which makes it easier to control engine power. Depending on the settings of the engine, its power parameters differ. We can say that the minimum power of such a motor is 152 hp. with a torque of 250 N * m.
Focus on the 1.8 TSI engine is also on the timing system. Such units use a chain drive, which reduces the likelihood of a break and increases the vehicle's mileage between maintenance.
Please note: Using a chain reduces the risk of breakage, which can result in damage to key components of the motor - the piston system, cylinder head elements.
As noted above, in such motors, the power depends on the settings. Depending on the power, fuel consumption changes. As for oil consumption, some average values \u200b\u200bcan be named - 1.5 liters per 10 thousand mileage.
Which cars are equipped with a 1.8 TSI engine
Since 2009, many European automakers have been offering their vehicles with 1.8 TSI engines. Initially, this motor was released by Volkswagen, which was engaged in research during its production. But there are partnership agreements between the largest European automobile companies, which resulted in the appearance of the 1.8 TSI engine on cars of other brands, in particular, Skoda. At the same time, such engines are installed, both on budget cars and on business-class models or SUVs.
Now 1.8 TSI engines are presented in the lines of Volkswagen and Skoda engine variations on the following models: Passat, Jetta, Tiguan, Golf, Octavia, Superb, Rapid, Yeti. You can also find such engines on car models less known to Russian consumers.
Features of the operation of the 1.8 TSI engine
Any car engine has its own characteristics that need to be paid attention to in order for the engine to work for many years without failure. The 1.8 TSI engine also has points worth paying attention to:
- The engine is extremely picky about the quality of the oil. It is recommended to use only original oil, which is recommended by the automaker himself. In the information on the technical operation of the car, you can find a list of suitable oils and certified manufacturers;
- It is important to use only high-quality gasoline. The engine does not cope well with fuel that contains elements of water. Choose proven gas stations with good fuel;
Please note: Many drivers operating 1.8 TSI engines on the forums recommend refueling them with AI98 gasoline. - Since the engine is turbocharged, it is recommended to clean the nozzles from time to time. To do this, you need to press the gas pedal to the floor. In general, turbocharged engines are recommended to run at high power. If you are driving on a highway and the road is clear, it makes sense to push the gas to the floor to give the engine a little "clean";
- The 1.8 TSI engine is quite reliable, but at the same time complex. If symptoms of malfunction occur, contact certified or authorized service centers.
Disadvantages of the 1.8 TSI engine
The motor appeared on the market in 2009, and since then has been installed on dozens of car models. Car owners have driven a total of millions of kilometers on this engine, and here are a few shortcomings of the motor that have been identified during this time:
- Increased consumption of low-quality fuel. As mentioned above, the engine is very picky about the fuel used. If you fill in low-quality gasoline, its consumption increases significantly;
- The higher the mileage of the car, the higher the oil consumption. It was noted above that, on average, the engine should “eat” 1.5 liters of oil per 10 thousand kilometers. But that's under ideal circumstances. After 100 thousand kilometers, this figure begins to inevitably grow. However, this does not affect the quality of the motor;
- The weak point of the 1.8 TSI engine is the turbine. If we talk about serious breakdowns in the engine, then in most cases they are associated with the turbine.
Also, the disadvantages of the motor include its expensive repair. It is connected, first of all, with the need for special equipment for carrying out many works, as well as the price of the components themselves. But the high cost of repairs is almost offset by good reliability.
Engine resource 1.8 TSI
In the early 90s, engines were produced that were able to cover a million kilometers or more without major repairs. Now such engines are almost never found, and speaking about the resource of the motor, one should rely on more mundane figures.
11-02-2014 08:58
Yes ... I’m buying a car, I didn’t expect that I would have to add oil all the time ... Although the FSI BVX engine has the same problems ... Vos now I’m thinking of changing the piston myself, since everything is disassembled in the garage after the timing break .. .. The pistons were damaged ... Will any others fit, for example, those that the author took off ????
11-02-2014 16:01
Personally, my opinion is that the engine is eating oil because of the oil scraper rings. My story is proof of that. After the bulkhead mileage is about 1000 km. The oil level does not change, which makes me very happy. At first, there was an idea to replace the oil separator, but now I don’t see any need for this, although there is oil in the tubes coming out of it.
DasAllend, I believe that replacing native pistons with VK pistons is the most correct and budgetary repair option.
11-02-2014 22:12
| QUOTE(DasAllend @ Feb 10 2014, 07:59 PM) |
| Greetings to all members of the forum! |
Tov. suslikrus very right!
I think in your case, when you are trying to save the budget, it will be enough just to replace the oil nozzles from BZB, and after assembling the motor, let Vince (Lavra) work for a couple of hours to clean most of the coke from the rings ...
12-02-2014 10:06
Fairy bastard..
I advise you to disassemble the engine with the removal of the knee to replace the nozzles (!!!), and then, on the assembled engine, wash the old pistons with rings with Vince from coke ... A masterpiece !!! Carve it in granite and hand it out as an instruction to all minders.
And the economy is what a pipets
And the engine will be like new (no sense from the injectors, the rings are planted, dealer oil is required with topping up 1 liter per 1000 km)
12-02-2014 12:44
Agree. Dismantle the injector engine for the sake of
It's not even about saving the budget, but let's say, the book value of the car after repair! And the most important thing is that all CPG replacement procedures do not give 100% healing.
12-02-2014 12:57
Replacing with BK or KS (which, in fact, the same thing) and normal oil - 100% solution to the issue
12-02-2014 14:10
First you figure out what you agree with, otherwise at first you cry half a monitor, that there are so many costs, and now you briefly say - everything is normal!
What is your problem???
12-02-2014 14:29
Does anyone have a list of consumables for current repairs and spare parts that should be changed along the way? Approximate prices for work?
12-02-2014 14:37
No need to get personal! Nobody cried here. If you have the opportunity to pay 60k for the replacement of the CPG, and then again and so on until the problem is solved, then you obviously stopped at the wrong class of car!
12-02-2014 14:42
If you don’t have enough mind to understand that with a senseless replacement of nozzles, it is technologically easier to change pistons than to put old ones, and if you put old ones, then you need to change the dead rings or clean everything mechanically from coke to the edge, because no slurry can remove this coke from the drainage of the rings and piston grooves, and put the polished pistons with rings back. There is nothing to write on the forums and advise nonsense, but you need to carefully smoke topics.
And to suggest, after reassembling the engine, to put back and wash the coked pistons with garbage - finally the height of idiocy.
I won’t talk about the difference in the design of pistons and rings - this is already higher mathematics ...
And in 60-90 they just changed the rings, because. the design of the rings was "correct" and did not change for decades, which cannot be said about the craft for CDA, which we correct in such a simple way.
13-02-2014 09:04
Hello.
Please tell me:
After frost, the pressure dropped to xx to 0.8, the officials offered to change the balvals and the oil pump for 55tr, took the car, changed the oil and filter, the pressure rose but slightly to 1.1.
Do you think the officers are right? Is it worth ordering the shafts and the pump and changing it, or could the problem be something else?
Threat while the oil temperature is within 70 degrees, the pressure is clearly on the deuce.
13-02-2014 16:04
Let's leave the repair economy aside, I do not insist, and everyone has their own ...
I understand that you do not agree with the opinion cap suslikrus that the cause of the zhora is not only in the oil rings and pistons, but also in the excessive operation of the oil nozzles?
15-02-2014 13:12
Greetings! The right balancing shaft is jammed on the Superb II 2008 CDAA, mileage 121000. Tell me what it entails, the chains are in place, there are no visible damage to the gears, according to the pneumotest of the valve in place!
16-02-2014 10:15
| QUOTE(amiko @ Feb 13 2014, 01:02 PM) |
| Maybe someone will be interested, read the report. http://forum.skoda-club.ru/viewtopic.php?f...968506#p1968506 |
Eh. And a photo of the pistons, why didn’t they do it?
60 thousand in total, and such a noble growth on the valves. Mulslo what did it all do?
16-02-2014 15:15
16-02-2014 15:39
It's clear.
And yes. I also have a CDAB engine. Doesn't eat a drop of oil. So far 3 replacements. But I'm sure it won't.
16-02-2014 18:44
| QUOTE(Alex Gr @ Feb 16 2014, 04:39 PM) |
| It's clear. Let's drain the oil. There will definitely be no oil burner. But seriously, I understand your approach. We remove the oil (part of the oil) from where its main consumption comes from, i.e. from the cylinder wall. Less oil means less consumption. |
No offense, it's very "offensive for the state" ..
16-02-2014 22:17
But the pistons were not removed, the block was replaced as an assembly, so the pictures of the pistons are only from above. In terms of oil, the last and most half went to the pot 5-30 longlife 3, the oil was changed every 7500, so I can’t sin on the OD who didn’t change the oil, because I alternated replacements with the usual service, where they changed 100%, with him (pots) and zhor began to grow, only now I am of the opinion that it doesn’t matter what to fill in there, if it is a piston mowing, then sooner or a little later, but the result will be the same.
16-02-2014 23:26
| QUOTE(Alex Gr @ Feb 16 2014, 03:39 PM) |
| It's clear. Let's drain the oil. There will definitely be no oil burner. But seriously, I understand your approach. We remove the oil (part of the oil) from where its main consumption comes from, i.e. from the cylinder wall. Less oil means less consumption. And yes. I also have a CDAB engine. Doesn't eat a drop of oil. So far 3 replacements. But I'm sure it won't. |
In my opinion, unprofessionalism is a stupid replacement of pistons, guided by factory instructions, or the installation of an additional oil separator the size of a three-liter jar. But throw off the knee and check the cooling nozzles with a vacuum tester ...
But, of course, you know better, you have as many as 3 oil changes and do not eat at the same time!
16-02-2014 23:58
| QUOTE(vnrS @ Feb 16 2014, 06:44 PM) |
| This is what it means to work with civilian engines, mainly in Moscow cork operation (at least work there without oil, you won’t notice right away). If suslikrus tried to test his theory on charged turbo engines during operation in harsh near-race conditions, he would have been provided with overheating and destruction of the pistons and would not have had to discuss the problem of oil fat. Dvigun simply would not have survived to maslozhora (one good annealing and scrap). And so you can explain for a year that fighting windmills is the destiny of Don Quixote, all the same, until he himself is convinced of the viciousness of the approach itself and ignoring obvious things, it will persist. It's a pity .. not for the benefit of this common cause of the fight against high-tech German engines. It would be better (in relation to 1.8tsi) 1) Take into account the arguments on the oil .. 2) Look for options to reduce the temperature of the engines (replacing the thermostat with the good old 87 degrees).. 3) Deal more deeply with the design of pistons, rings and understand their evolution at 1.8tsi, in order not only to correctly repair the current ones, but also to be prepared for the problems of a new generation of engines ... (surprisingly, the size and ring preload issues are not even mentioned, which are key and which can be investigated (for the benefit of the car material) (moreover, it is possible to identify the loss of elasticity with mileage and coking and associate with the oil burner)) No offense, it's very "offensive for the state" .. |
Being offended by the state and at the same time sitting and waiting for someone to write something smart is a very convenient position!
17-02-2014 09:22
| QUOTE(suslikrus @ Feb 17 2014, 12:58 AM) |
| If grandma had a pussy, she would be a grandpa! This topic discusses the problems of the CDA engine, not how my theory would take root on charged turbo engines in harsh near-racing conditions. Have you personally figured out a lot by disassembling your engine? A question was asked on the forum about candles bathed in oil, if you haven’t come across this, it doesn’t mean at all that there isn’t such a thing! I came across such motors, the solution was found by trial and error. I voiced my solution to this problem, below I wrote about the solution of this problem in the factory. If you do not agree with me, offer your solutions! Being offended by the state and at the same time sitting and waiting for someone to write something smart is a very convenient position! |
Suslikrus - do not get excited .. Judging by this topic, one can clearly see who has experience, and who does not, and who has encountered what. Nonsense was written about candles in wells, I pointed it out with explanations. In each post I offer obvious (for adults from the USSR) solutions, incl. and in the last post (I write directly on the forehead what needs to be done, what more?). And, in my opinion, these moments speak just about the fact that not everyone is sitting and waiting for pictures.
It is impossible to know everything and naturally at one time it was interesting to get the opinion and use the experience of a specialist in an unfamiliar CDA engine. I received this information and said thank you, sorted it out and did as I saw fit. There will be other problems - I will look for answers and rely on someone else's experience - this is life.
But ... I clearly see that the waste of your time and energy was not constructive and I am trying, like some participants in the discussion, to suggest ways proven by practice.
It is absolutely true about grandparents and just as true that testing any theory is practice .. (CDA is really a highly accelerated (categorically under AI-98), thermally loaded turbo unit with all the attributes of a racing one, especially with a chip, + a lot of design flaws , reducing reliability, THEREFORE we stubbornly DO NOT recommend reducing the oil supply to the key components of the CPG).
17-02-2014 14:02
Yes, I agree with you.
OK, take one more step, take a dynamometer (it is a hundred times easier than a vacuum gauge) and measure the elasticity of the rings. I'm sure you have hundreds of them.
17-02-2014 21:02
It started ...)) ... but about the shuffling sound when starting the engine at low temperatures, which appears at 4-7 minutes of warm-up and disappears after 2-4 minutes, has anyone heard? The sound is coming from the left side of the motor. O riddle! It's time to establish a Nobel Prize for fine-tuning this motor.
17-02-2014 21:25
Read reread. But there is a problem with the presence of oil in the pipe from the oil separator, but the oil is not yet eating. Maybe just for now. And so it while does not give rest also. On the forums, people run motors in 2012 without an oil burner. And judging by your posts, the lottery is entering a new circle ....
17-02-2014 21:49
It's not about my posts, but about the facts, the lottery is not the right word! - example with q3-2.0tfsi above .. and there are many such examples, both with 1.8 and 2.0. We must pay tribute to the DF pistons - in terms of rings, they should be slightly better than BS (for example, 2009-10), but before BK they are like the moon. Therefore, since 2012, the statistics have been a little (!) Better, but this does not make it any easier for those who "hit", and at the dealer's pan in Moscow traffic jams "do not get" 500g / 1000km to 50-60 thousand. it's not real anymore.
So pour at least normal oil every 10 thousand km, decoke every change and you see, it will do without capital. I would also recommend reducing oil t in every possible way, at least by increasing the cooling efficiency, for example, with assistance. Motul MoCOOL.
Moreover, good oil almost does not stick to the intake valves (thanks to the oil separator and the turbine), which, you see, is very good, because this is a separate problem that sooner or later will have to be dealt with.
It is not clear what to do with the oil separator itself. On my and other engines that do not eat oil at all, it still has oil in the nozzles. Some kind of constructive jamb, aggravated by the turbine (in aspirated separators, the separator is much simpler structurally and more efficiently).
17-02-2014 22:22
Regarding the oil at the first one, the dealer filled in Special 0W30, they didn’t explain what kind of oil, they only said that the manufacturer recommends it, they showed the barrel from which they pour it and put up a price tag of 5000 rubles, and this is only for oil. Always lil Shell, and on the trade wind and on the tour now you need to change something
I choose here.
18-02-2014 09:24
Do you think that VW engineers needlessly limited the oil supply to the piston crown on the next generation of the engine we are discussing?
18-02-2014 10:00
Here it is, plus. Only:
- change at least 8000 km,
- decarbonization only by means of supply to the fuel line, stupidly pour into the cylinders - the effect is zero!
18-02-2014 17:25
In vain. There is not a single solution in VW engines over the past 10 years that would give at least some plus in terms of operation (especially in Russian conditions). And a lot of harm has been done for the sake of marketing and "ecology" ... which we are now observing and disentangling for our own money and nerves.
At the moment, based on an analysis of the current situation, not a single sane person, incl. and I, knowing what VW is laying there, will never buy anything like a tsi. At best, a diesel with a manual transmission.
You can't bring back the good old AUM, with normal pistons, conventional injection, phaseless, conventional throttle and oil pump, EURO2/3, etc. and so on. And drove noticeably better than the CDA. More than 300 thousand people pass on the trade winds. with one replacement of the turbine after 200 thousand km.
P.S. I already wrote about nonsense with a controlled shutdown of the oil supply to the pistons. Darkness on the march.
18-02-2014 18:25
Tough, but judging by the problems to the point. These words would be in the ears of the manufacturer ...
18-02-2014 19:43
Trouble happened, a spring burst, a valve bent, does it happen or is it massive?
18-02-2014 21:29
Do not be offended, but I have the impression that you are special only in theory.
What I suggested is much more effective than the "static" filling of anticoke, at least read the reviews ...
19-02-2014 09:13
Congratulations! Whatever the post, then a finger to the sky .. and then also conclusions about qualifications.
I have tried all the things that I propose on more than one engine and I have a habit of analyzing the results of my work, and not dumping the first thing that comes to mind when I see another question on the forum, like some do.
P.S. What can I say if it was impossible to find out on the Internet who makes pistons for CDA, i.e. hundreds of people changed the piston for 1-2 years and no one bothered to defect this iron, find the manufacturer's mark, describe the design and dimensions of the rings, etc. Primitive, but I had to measure everything myself, figure it out and lay it out. Thanks to suslikrus, he did the same on this forum and gave valuable information on engine numbers and photos for comparison, only our conclusions are different.
The same thing about decoking - there is a lot of flooding - zero information. I myself started to make different options, now I have my own opinion. An eagle appears with a fuel system flush and explains how to do it.
Like clockwork - written and rewritten again, photographs, coke, stuck rings, experience of use - nevermind, mountains of flooding on the Skoda and FV forums, cries of "I poured and will pour castrol", "do not interfere with the car to work", "I pour dealer times at 15 thousand and I’m not worried” - this is our Russian Internet in action (a sea of juvenile illiterate balabols littering rare grains of knowledge).
I propose to be more responsible even while sitting on the forum, after all, a car is a serious matter and requires thoughtfulness, accuracy and caution. Therefore, before commenting or advising, you need to think 10 times if this advice of yours to a colleague in misfortune will "go sideways" ...
19-02-2014 13:45
There was a case, but there was no bent valve.
Constant misfires in one of the cylinders. I've tried everything. It turned out that the lower coil of the intake valve spring burst.
20-02-2014 13:10
I'm talking about this oil separator
http://www.ecodetuning.ru/catch-can-kit-TT-a3.html
subtracted at the audi club.
I talked with those who put themselves and also ordered. In general, if not for the price, I would recommend it for all 1.8 / 2.0TSI engines.
My consumption has dropped to 100-200 grams per 7000-8000 thousand.
I don’t understand how it can affect the operation of the engine in a bad way, and even more so accelerate the death of the engine.
Study its design - everything is not as complicated as it seems.
There will be questions - ask.
21-02-2014 23:25
I have questions.
1.
The hole in the intake was plugged, i.e. nothing goes back to the dozheg. How does this generally affect the operation of the engine?
2.
The hole with the channel to the crankcase, judging by the drawings, was also drowned out? How does this affect crankcase ventilation and crankcase pressure?
3.
The question follows from the 2 previous ones: what happens to the turbine with such a design? Does a lot of or little gases go there, etc.?
I warn you, all the questions are not to "reject" this device, but to find out if it has a negative effect on the engine and its operation!
22-02-2014 11:29
Knowing the mat. part I will answer ..
1. Ventilation normally goes through 2 channels - "upper" and "lower" - one was muffled, the second remained.
It does not and cannot affect the mode in any way.
2. How can this be seen from the picture? despite the fact that the channel passes inside the block .. If it is "muffled" where will the crankcase ventilation come from?
3. A turbine remains a turbine. All crankcase gases start up in front of it. The VKG system finally does not affect the turbine in any way in any case.3. A turbine is still a turbine. All crankcase gases start up in front of it. The VCG system finally does not affect the turbine in any way.
P.S. 1) For whom the oil burner was associated with the CPG, no dancing around the oil separator will help.
2) For those who have both the CPG and the oil separator, the oil burner is close to zero - there will be almost no effect.
3) In case of initial problems with the CPG (breakthrough of crankcase gases) or a faulty separator, replacing the latter with a KIT is quite logical.
The option itself is interesting, especially the option with a drain into the crankcase ...
24-02-2014 07:59
Colleagues! Those who are seriously thinking about installing this device, please note:
The device is good, yes. But in winter it can cause the following problems:
- Emulsion in oil (if a sump drain is installed).
- Complete shutdown of the VCG due to frozen condensate in the tubes. With corresponding sad consequences.
There have already been precedents. Some happy owners of this oil separator have already dismantled it back. At least for the winter. Details can be googled.
24-02-2014 20:44
Well, about the emulsion ... for a year of operation, I have never even seen an emulsion on the dipstick. If, after stopping the engine, several tens of grams of water condense .... then after the engine warms up, they evaporate in a few minutes at 95-100 degrees.
About frozen condensate. Week operated at temperatures below minus 30. Nothing froze through.
I fully agree with this conclusion.
24-02-2014 22:18
Hello! Help me deal with the disease: when replacing the timing chain with a VW Passat B6 1.8tsi, it turned out that the intake camshaft was not in the mark by one tooth (I don’t remember which way) after replacing the chain, all the marks were combined, after which the car began to give errors (diagnostician writes that the position of the distribution box "A" is not correct) and so I drove for a week, with a "troit" engine.
a week later, the rocker was kicked out from under the intake camshaft and the valve cover (camshaft bed) was smashed, followed by the replacement of the cylinder head.
They replaced the cylinder head and re-aligned all the marks, but still the same trouble with the wrong position of the camshaft! I will be grateful for help!
25-02-2014 08:05
Of course, the phenomenon is not universal and depends on the operating conditions. Here in this case, a person is not very lucky, for example. An emulsion formed that did not want to evaporate. Oil consumption after installing this MO also did not fall ...
In general, the main idea is what - this device can help, or maybe not help. And it can also hurt.
In any case, it is not worth presenting it as a panacea for all ills.
The modern sphere of automobile production is simply amazing with the volume of scientific activity and the incredible possibilities of technological progress. It is difficult to compare the engines of the current generation with the engines of 5-6 years ago, the development of technical means all over the world has gone so far. Today we will talk about 1.8 TSI engines, which are actively installed on Volkswagen cars. We will talk about the modern motor, but we will also touch on the issue of history. This engine has become one of the most popular and rather controversial in the manufacturer's model line. It is installed on almost all iconic Skoda models, as well as on a number of VW and Seat cars. Audi, on the other hand, modifies all VW units before installing them in their cars, but this unit has also become one of the representatives of the development base. So a good share of the European car market is based on the 1.8 TSI.
During the existence of this engine, it has moved from Euro 3 standards to Euro 6 standards, without losing power and attractive characteristics. The unit is quite interesting in all respects, it has several important generations for the manufacturer. The company has created a fairly high reliability of this motor and made it as modern as possible. It is to be expected that most of the mid-range models will continue to be based on this particular engine. It is worth noting that cars with such a motor have a fairly high dynamics and feel great on the track. But in order to understand such features of the motor, it is worth considering more carefully its characteristics, varieties and main features. In fairness, we note that there are certain shortcomings in the history of this unit.
The main technical characteristics of the 1.8 TSI engine
The power unit has a certain self-confidence. This car received not only high quality, but actually amazing growth and development opportunities for the concerns using it. The engines of the BZB model were replaced in 2011 by the DZAB model with a higher emission class. But in general, the characteristics and design remained the same. We will take a closer look at the characteristics of the 1.8 TSI units of the current generation:
- the working volume is 1.8 liters, the engine power depends on the model, it ranges from 152 horses and above, in traditional versions the torque is 250 N * m, which is quite enough;
- the engine is based on TSI technology - a specific Volkswagen turbine is installed, which significantly increases the power and agility of the engine, especially when revving;
- a chain is installed in the timing drive, there is some information about the possibility of stretching it, but in general there are no problems, there are no breaks and breakdowns of the valve system;
- there is a certain oil combustion limit - about 1.5 liters of a valuable lubricant product is used for 10-15 thousand kilometers, so you should constantly look at the fluid level in the crankcase;
- the main advantages of the engine are revealed in combination with a manual gearbox, the 7-DSG also works well, there are versions with a full-fledged 6-band automatic.
In the history of the use of this power unit, it was installed on almost all significant Skoda and Volkswagen models. These are Octavia, Superb, Yeti, Rapid, Golf, Jetta, Passat, Tiguan and other less popular cars. This speaks of the concern's significant confidence in the engines, and also tells about the universal characteristics of the power unit. The installation possibilities are really quite serious, but you should immediately talk about the features of operation.
How to operate and maintain 1.8 TSI engines?
You can find a lot of recommendations on how to drive cars with power units of this type. Indeed, turbocharged engines do not like the so-called "nauseous" ride. To do this, it is better to choose the basic MPI units and get rid of possible problems with the turbine and other machine parts. The 1.8 TSI power unit has the need to sometimes blow out the nozzles with a good press on the gas pedal, this has been proven in practice. It is worth considering the following recommendations for the operation of the car:
- at the gas station, you should be especially careful, refueling low-quality fuel is fraught with cleaning nozzles, many owners recommend using gasoline 98 instead of 95;
- you should not experiment with oil, it makes sense to pour the original or recommended one, because otherwise the consumption of lubricating fluid will simply ruin you for maintenance;
- an active driving style and high revs are their element for this unit, so sometimes you should not hold back the gas pedal, especially in an empty track in safe places;
- each gearbox works with the engine in its own way, it is worth reading the recommendations of experts on driving style, which will keep the gearbox and engine in working condition for a long time;
- any repair work with the engine is best done at an official or certified service, since the design of the unit is specific, its repair is difficult.
With these recommendations, you can keep your purchased car in working condition quite simply. To do this, you can use various options for the operation of transport, taking into account all the recommendations of the manufacturer. The brand prescribes a number of important tips in the instruction manual. This helps to get rid of troubles without problems and fully establish the normal operation of your car.
What are the negative features of the 1.8 TSI engine?
This power unit has become the most popular among the new generation of tubular engines from VW. For this reason, many drivers around the world have become the owners of this power plant. You can't expect everyone to like the motor, and everyone will leave only laudatory reviews for the manufacturer, so there are many negative opinions about the installation. It is worth considering some important features that may appear in your unit after a couple of years of operation:
- fuel consumption increases over time if you use low-quality fuel or service the car in accordance with the manufacturer's maintenance recommendations;
- there is evidence of significant oil consumption in some models, it often depends simply on the luck of the buyer, but excessive consumption may be a reason to replace the unit under warranty;
- repair of the 1.8 TSI power plant is very expensive, the car has modern technologies, but it requires a very high quality of restoration in all respects of the unit;
- the turbine is a weak point on BZB engines until 2011, and it is these units that most often eat oil in exorbitant quantities after 3-4 years of operation;
- there are problems with a certain lack of dynamics on heavy vehicles; for crossovers and a D-class sedan, it is recommended to choose more voluminous and powerful units.
You should use the most modern solutions when buying your car. And yet, it is always worth looking at the cons of the purchased equipment. Sometimes they are quite important for the buyer, so sometimes it is better to choose another technique that is more suitable specifically for your situation. When choosing a powertrain for your Skoda or Volkswagen, pay special attention to the 1.8 unit and learn more about its advantages and possible disadvantages.
What do the reviews say about the turbocharged Volkswagen engine?
Modern reviews suggest that the power unit can be quite capricious. But when reading reviews, we also have to take into account such a moment as the possibility of not too correct operation. Each buyer has his own opinion about maintaining the warranty, about the need to refuel with good fuel and fill in quality oil. So some of the reviews should be missed, while others should be treated quite critically. Here are the main points from the reviews that you should consider when buying:
- The 1.8 TSI engine was praised in almost all owner reviews for its performance, endurance and excellent dynamics. Owners of heavy cars noted a lack of traction and dynamism.
- Owners of Skoda cars are very enthusiastic about this unit, although in essence the engines in VW and other concerns are installed exactly the same, as are the gearboxes.
- Among the negative reviews, one can note opinions about an increase in fuel and oil consumption over time, and in many cases a turbine repair is necessary, there is a fear of serious and costly breakdowns after 100,000 km of run.
- Skeptical reviews from experts include a rather dubious opinion about the 7-DSG gearbox and its delicate structure. The gearbox does not tolerate any changes in factory parameters, chip tunings and other mockery of the motor.
- Also, most reviews agree that among modern 150-160-horsepower engines, this unit is one of the most reliable and economical.
Pay attention to the opinions of experts from magazines, independent automotive journalists. You can also see a test drive of cars with such a unit. Judging by the reviews, the most acceptable car with such a unit is the Skoda Octavia. This transport is one of the most popular in Russia, both in the new and in the secondary market. Let's see a test drive of the new generation Octavia with just such a unit under the hood:
Summing up
Vehicles of the Volkswagen Group are one of the best solutions in their classes. This is a laconic technique, nice design and modern developments, which are combined in quite interesting and unusual options for operation. Skoda cars today can claim to inherit all the pleasant and positive features of the German brand. If earlier in Skoda all technologies appeared one generation later than in VW, today this trend is no longer relevant. The company develops novelties and immediately implements them in all modern models of the concern. And the 1.8 TSI engine in different cars of the company today has the same nature. This is a fairly high-quality and reliable unit with good power and excellent endurance.
Cars with such an engine show a fairly high reliability of operation, they can please with their technical capabilities and simply wonderful qualities in operation. Transport has both its advantages and disadvantages, and the engine in this case is one of the main representatives for forming the opinion of the buyer. So you should pay special attention to the unit, take into account all its advantages and disadvantages when buying. Negative reviews are often associated with the fact that the potential owner simply did not take into account all the features of the unit before buying. We recommend that you study more information about the engine, and then choose a car modification. What do you think about the new generation of the 1.8 TSI engine?
The increased oil consumption of some modern engines, or "oil burner" as it is often called, is one of the most discussed topics on Internet forums. And this is not empty talk. For example, on some Volkswagen TFSI (EA888) engines manufactured in 2009-2012, the most common types (1.8T and 2.0T), with a run from 60 thousand to 120 thousand kilometers, oil consumption for waste begins to increase sharply - up to a liter and a half per thousand kilometers.
We will talk about the 1.8T turbo engine, which was distinguished by a very indecent consumption: 400 ml of oil per 100 km. Not a thousand kilometers, but a hundred! And this is not an isolated case.
OPENING SHOWED
Troubleshooting of the motor revealed two critical, in our opinion, circumstances.
First: the oil scraper ring is completely clogged with black deposits of an incomprehensible nature. The same deposits were observed on the second O-ring. They were present both on the outer side of the ring, adjacent to the cylinder, and on the inner side, where the expander spring is located. Its coils were practically baked due to this dirt, and therefore the expander was inoperative. It's funny that the coils of the expander spring were imprinted on the cast iron of the ring body. This usually does not happen because the spring moves relative to the piston groove. These prints clearly indicate that the ring is immobile. Which means it doesn't work.
Second: the oil scraper ring expander spring, which should ensure its pressing against the cylinder walls, has noticeably lost its elasticity. This happens when it overheats. This part is heat-fixed, that is, it receives its elasticity in the process of appropriate heat treatment. Its overheating above the heat setting temperature leads to the so-called release of the spring, that is, to the loss of elasticity.
We argue further. In a serviceable engine, when the piston moves up and down, the rings also periodically move from the lower end of the groove to the upper one. This is called a ring shift. The shifting moment is determined by the direction of piston movement and the pressure difference acting on the ring. But if the gap in the groove itself is completely filled with oil, then when the ring is shifted from the upper end to the lower end, part of the oil is pumped up into the combustion chamber (the so-called pumping effect).
During normal operation of the rings, only traces of oil are observed in the grooves. The oil film sits on the cylinder wall - the pumping effect does not appear. But if there is no drainage, the rings begin to pump oil into the cylinder. This is exactly the case: the tiny drainage holes are clogged with dirt!
Stagnation of oil in the grooves in the absence of drainage and elevated temperatures leads to accelerated aging and decomposition of the oil - this is how the very black deposits that we observed when opening the motor are born.
Another possible reason for the sharp increase in oil burnout is a non-working oil scraper ring expander spring. This ring is the most important element of the piston engine combustion chamber sealing system. Its task is to regulate the oil supply to the zone of compression rings, which take on the main gas load.
If this regulation (i.e. oil restriction) stops working, then the thickness of the oil layer left by the first piston ring on the cylinder walls increases dramatically. With it, the consumption of oil for waste also increases.
MISTAKE OR PAYMENT FOR ECOLOGY?
What is the reason for this oil consumption? And what is it - a design feature of the motor or an accident?
When you open such a motor, miniature pistons immediately catch your eye ( photo 4). This is a modern trend in the design of high-speed engines: designers try to lighten the piston as much as possible - in order to reduce inertial loads on the connecting rod and crankshaft, as well as to reduce the pressure force of the piston against the cylinder walls. All this helps to reduce friction losses in the engine, leading to an increase in its mechanical and effective efficiency. The goal is to reduce fuel consumption and, most importantly, the content of carbon dioxide CO 2 in exhaust gases.
As a result, the piston is "short". If earlier it was assumed that the height of the piston should be no less than the diameter of the cylinder, now this rule has been abandoned. Moreover, a T‑shaped piston design is now used, in which the supporting part of the side surface is reduced as much as possible - only segments of the side surface of the trunk (skirt) remain in a plane perpendicular to the axis of the piston pin. This also reduces friction losses. But the negative of reducing the size of the piston is obvious. With an increase in loads in a forced motor, a smaller amount of iron that perceives them works in more severe conditions. The temperature of the piston rises, the stresses in it, too. The result is a decrease in resource and reliability. And, as a special case, the possibility of overheating of the piston group.
That's not all. To reduce the temperature of the piston, it is cooled by a jet of oil from nozzles embedded in the main oil line of the engine. In the engines under consideration, these nozzles have valves that open at a pressure exceeding 0.18 MPa (in new versions - 0.25 MPa). This is done because when the nozzles are opened, the oil pressure in the line drops, and this can deprive some of the bearings of lubrication. But oil pressure depends on two parameters - the temperature of the oil in the engine (the higher it is, the lower the pressure) and the speed of the crankshaft. This means that in the most unfavorable conditions of engine operation - at high ambient temperatures, low speeds and high loads - the pistons do not cool! After all, the nozzles are closed at low pressure!
In short, the engine can easily be killed if you load the car to the eyeballs on a hot summer day and drag yourself in high gear on a long climb.
Another feature of this Volkswagen engine is the size of the piston rings. They are unusually narrow. In addition, the height of the first ring is only 1.0 mm, the second - 1.2 mm, the oil scraper - 1.5 mm! This seems quite strange - after all, neither in our GOSTs, nor in German DINs, nor even in the catalogs of piston rings of leading companies, we found rings 1.0 mm high with a cylinder diameter of 82.5 mm; It turns out that this is a special order.
What does it threaten? A ring with such dimensions reduces the mechanical strength. This is especially important for the oil scraper box. To compensate for the decrease in strength, the ring manufacturer went to reduce the already small drainage holes in it. Hence, there is an increased risk of their coking and complete loss of drainage.
Another important aspect. The piston ring for normal operation must be pressed against the cylinder wall - otherwise there is no seal. The pressing of the ring is carried out by the pressure of gas forces, which is sufficient only on the compression and expansion strokes, that is, less than half the duration of the working cycle. In the rest of the time, the force of its own elasticity works. But the smaller the size of the ring, the less pressure it can create on the cylinder wall. And this is a parameter fixed in regulatory documents: a lot depends on it. By the way, there is such a phenomenon as a piston ring flutter: a certain oscillatory process in which the ring is unstable, does not seal "in gas" and drives the oil up. So, the reduced radial pressure is one of the factors that contributes to the emergence of this very flutter.
But that's not all. Instead of the usual first sealing ring, we saw the so-called torsion ring, which has a tricky selection on the inner surface. Such a chamfer creates a different moment of resistance in different sections of the ring, and this leads to its “twisting”, which increases the local specific pressure on the cylinder wall. But even in theory they don't do that! The installation of torsion rings as the first ones was once considered unacceptable due to their negative effect on the wear rate of the first piston groove.
The “skewed” ring creates increased contact pressure not only on the surface of a durable steel or cast iron cylinder, but also on the groove in the piston - soft and pliable, because the piston is made of aluminum alloy and is also very hot.
We look closely at the piston of the disassembled engine. Yeah, that's right: to compensate for this negative, the first groove is cut in a special cast iron wear-resistant insert ( 3 ). But such an insert, protecting against wear, disrupts the normal cooling of the piston - after all, the thermal conductivity of cast iron is five times less than that of an aluminum alloy piston, and such an insert interferes with the flow of heat flow. Here is an additional way to overheat both the piston and the oil scraper ring.
And finally, one more "discovery". Usually, special through holes are drilled in the piston to drain oil from the area of \u200b\u200bthe oil scraper ring. But here, too, a surprise awaited us. Not only are the drainage holes tiny, there are only four of them ( 5 )! For pistons of similar engines, as a rule, there are at least eight of them ( 6 ). And once, instead of holes for drainage, slotted windows were generally made. Not the best solution in terms of piston strength, but the drainage always worked.
A small number of holes, coupled with their miniaturization, impairs oil drainage, and this leads to coking over time - similar to drainage in the oil scraper ring itself. And how the work ends in the absence of drainage, we told at the beginning of the article.
Why is this done? Most likely, to reduce stress in the groove area for the oil scraper ring. It is clear that each hole is a stress concentrator, and they are already high there. Having removed half of the drainage holes, they got rid of half of the hubs - it became easier for the piston. But nothing is given for free - in the end we got what we got.
FOR WHAT?
Why did the designers create a piston group, the main solutions of which contradict the established practice of engine design? We can only assume: in order to meet the requirements of the current Euro-5 standards and the new Euro-6 standards for toxicity and CO 2 content in exhaust gases. The point is to limit the content of the so-called non-fuel residual hydrocarbons that burning engine oil gives: the reduction in waste is strictly linked to toxicity. This is partly why the torsion ring, which is usually used as a sealing and oil scraper, was taken as the first ring.
The small height of the rings and the piston crown allows to reduce the specific fuel consumption. This is important both in itself and as a factor limiting the release of CO 2 . However, the resource suffers: the specific loads on the piston, rings and cylinder walls increase, and therefore the wear rate inevitably increases. But for a modern motor, the resource is no longer the main thing.
So, with a high degree of probability, the cause of the defect can be considered a non-optimal design of the engine piston group, in which the possibility of oil overheating in the area of the piston grooves increases and the drainage of engine oil from the oil scraper ring into the engine crankcase worsens. All this contributes to a sharp increase in the passage of oil into the combustion chamber.
They will object to us - they say, not all Volkswagen engines suffer from a similar feature. Yes, to start the “oil burner” mechanism, several circumstances must coincide: once the engine was overheated, plus frequent short trips, plus tetanus of traffic jams, and also the unstable quality of engine oil, clogged radiator cells ... Therefore, the “oil burner” is not a system , but a floating defect. But that doesn't make it insignificant.
A PURE RECOGNITION?
Are Volkswagen engineers aware of the problem? They know! The Germans even sent out several notices to their official dealers with recommendations to remedy the situation. They have the last point: if, they say, flashing the controller and eliminating problems with crankcase ventilation do not help, replace the piston with a new, optimized one. Her rings are more familiar: the height of the first has increased to 1.2 mm, standard for motors of this class, the height of the second is also up to 1.2 mm, the oil scraper is up to 2.0 mm. By the way, in new (starting from 2012) motors, in the basic version, a second sealing ring 1.5 mm high is installed. That is, the company, in fact, returned to the configuration, which is typical for engines manufactured before 2000.
The width of the rings has also increased. This is important, since the moment of resistance of the ring, and therefore its stiffness, depends linearly on height, and the dependence on width is cubic! And if in the old version of the first compression ring the measured elastic force was less than 10 N, then in the new one it returned to the usual 15 N for engines of this dimension. Similarly for the other rings. The increased height of the oil scraper ring improved drainage. The pistons have changed accordingly. The repair entails the replacement of a set of connecting rods: they are not interchangeable with the old ones - for some reason, the diameter of the piston pin is increased by 1 mm.
By the way, attempts to order for additional research the old versions of miniature piston rings and pistons for them were unsuccessful: they are no longer in stock! Optimized rings and pistons are installed on new cars, and since 2012 Volkswagen has had practically no oil problems. But cars manufactured in 2009-2012 are at risk. And they are no longer guaranteed.
At dealers, the cost of such a repair kit, including replacement work, exceeds 150 thousand rubles! You have to pay for strange design solutions out of your own pocket.
What if it's cheaper? There is a solution. The regular set of miniature rings is being replaced with another one with sizes close to those that have gone into the series since 2012. At the same time, the serial oil scraper ring with a spring expander and a box-shaped housing is changed to the so-called three-element one, consisting of two scrapers and a spring expander. The pistons are taken from the old ones, but the grooves for the piston rings are bored to the size of the new rings. The rods also remain old. By the time the article was being prepared, more than a dozen motors had been cured in this way. The result is positive: the “maslozhor” has stopped. Moreover, such repairs are three times cheaper than those prescribed in the Volkswagen notice.
