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) - Tiguan version with 150 hp 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 with 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 ACT 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.
The 1.4 TSI engine is produced by the Volkswagen concern. TSI - technology of layered direct fuel injection using turbocharging (Turbo Stratified Injection). Belongs to the family of small engines - 1390 cc. cm (1.4 liters).
Often similar versions of the engine are labeled as TFSI, while there are no design differences, but the characteristics are the same. This is either a marketing ploy, or it's a matter of small structural changes.
A series of motors was presented in 2005 at the Frankfurt Motor Show. Based on the EA111 engine family. At the same time, fuel savings of 5% were claimed with a 14% increase in power compared to the two-liter FSI. In 2007, a 90 kW (122 hp) model was announced, using a single turbo via turbocharger and adding a liquid-cooled intercooler to the design.
The manufacturer focuses on the following features of the motor:
- Dual-charging system with turbocharger and mechanical compressor that runs at low speeds (up to 2400 rpm), increasing torque. At engine speeds just above idle, the belt-driven supercharger delivers a boost pressure of 1.2 bar. The maximum efficiency of the turbocharger is achieved at medium speeds. It is used on engine modifications with a power of more than 138 hp;
- The cylinder block is made of gray cast iron, the crankshaft is made of conical forged steel, and the intake manifold is made of plastic and cools the charge air. The distance between the cylinders is 82 mm;
- Cast aluminum alloy cylinder head;
- Engine fingers with automatic gap compensation in the hydraulic valve;
- Hot-wire mass air flow sensor;
- Alloy throttle body, electronically controlled Bosch E-Gas;
- Gas distribution mechanism - DOHC;
- Homogeneous composition of the fuel-air mixture. During engine start, high pressure is created at the injection, the formation of the mixture occurs in layers, and the catalyst warms up;
- The timing chain is maintenance-free;
- The camshaft phases are regulated by a stepless mechanism, smoothly;
- The cooling system is dual-circuit, it also regulates the temperature of the boost air. In versions with a capacity of 122 hp. and less - liquid-cooled intercooler;
- The fuel system is equipped with a high pressure pump with the possibility of limiting up to 150 bar and adjusting the volume of gasoline supply;
- Oil pump with drive, rollers and safety valve (Duo-Centric);
- ECM - Bosch Motronic MED.
With the release of the E211 engine family, Skoda began to produce a modified version of the 1.4 TFSI Green tec engine with a power of 103 kW (140 hp), a maximum torque of 250 Nm at 1500 rpm. The US model is marked CZTA and develops 150 hp, in the Chilean market it is marked as CHPA - a modification with 140 hp. or CZDA (150 hp).
Differences in a new lightweight design made of aluminum, an exhaust manifold integrated in the cylinder head and a toothed belt drive for the overhead camshaft. The cylinder bore has been reduced by 2mm to 74.5mm and the stroke has been increased to 80mm. The changes contributed to the increase in torque and the addition of power. Cast iron exhaust system, includes one catalytic converter, two heated oxygen lambda sensors that monitor exhaust gases before and after the catalyst
Specifications and modifications
Regardless of the modification, the following parameters remain unchanged:
- 4 cylinders in line, 16 valves, 4 valves per cylinder;
- Pistons: diameter - 76.5; Stroke - 75.6 Stroke ratio: 1.01:1;
- Peak pressure - 120 bar;
- The compression ratio is 10:1;
- Environmental standard - Euro 4.
Comparative table of modifications
| Code | Power (kW) | Power (hp) | Effect. powerful (hp) | Max. torque | RPM to reach max. moment | Application on cars |
| — | 90 | 122 | 121 | 210 | 1500-4000 | VW Passat B6 (since 2009) |
| CAXA | 90 | 122 | 121 | 200 | 1500-3500 | 5th generation VW Golf (since 2007), VW Tiguan (since 2008), second generation Skoda Octavia, third generation VW Scirocco, Audi A1, third generation Audi A3 |
| CAXC | 92 | 125 | 123 | 200 | 1500-4000 | Audi A3, Seat Leon |
| CFBA | 96 | 131 | 129 | 220 | 1750-3500 | VW Golf Mk6, fifth generation VW Jetta, VW Passat B6, second generation Skoda Octavia, VW Lavida, VW Bora |
| BMY | 103 | 140 | 138 | 220 | 1500-4000 | VW Touran 2006, fifth generation VW Golf, VW Jetta |
| CAVF | 110 | 150 | 148 | 220 | 1250-4500 | Seat Ibiza FR |
| BWK/CAVA | 110 | 150 | 148 | 240 | 1750-4000 | VW Tiguan |
| CDGA | 110 | 150 | 148 | 240 | 1750-4000 | VW Touran, VW Passat B7 EcoFuel |
| CAVD | 118 | 160 | 158 | 240 | 1750-4500 | 6th generation VW Golf, 3rd generation VW Scirocco, VW Jetta TSI Sport |
| BLG | 125 | 170 | 168 | 240 | 1750-4500 | VW Golf GT fifth generation, VW Jetta, VW Golf Plus, VW Touran |
| CAVE/CTHE | 132 | 179 | 177 | 250 | 2000-4500 | SEAT Ibiza Cupra, VW Polo GTI, VW Fabia RS, Audi A1 |
1.4 TSI with double supercharger
Engine options develop power from 138 to 168 hp, while they are absolutely identical in mechanical terms, the difference is only in power and torque, which are determined by the control unit firmware settings. The recommended fuel is 95 for less powerful ones and 98 for more powerful ones, although AI-95 is also allowed, but fuel consumption will be slightly higher, and lower traction will be less.
V-belt drive
The design provides for two belts: one is designed for the coolant pump, generator and air conditioning unit, the second is responsible for the compressor.
chain drive
The camshaft and oil pump are driven. The camshaft drive is tensioned by a special hydraulic tensioner. The oil pump drive is driven by a spring-loaded tensioner.
Cylinder block
In the manufacture, gray cast iron is used to avoid the destruction of structural parts, because. high pressure in the cylinders creates serious stress. By analogy with FSI engines, the cylinder block is made in the open-deck style (block wall and cylinders without jumpers). This design eliminates cooling problems and optimizes oil consumption.
The crank mechanism has also undergone changes compared to the older FSI engines. So, the crankshaft is more rigid, which reduces engine noise, the diameter of the piston rings has become 2 mm larger to withstand increased pressure. The connecting rod is made according to the cracking scheme.
cylinder head and valves
The cylinder head has not undergone significant changes, but the increased temperature of the coolant and heavy loads forced changes to the exhaust valves in the direction of increasing rigidity and optimizing cooling. This design lowers the temperature of the exhaust gases by 100 degrees.
Basically, the work of supercharging is performed by the turbocharger, if it is necessary to increase the torque, the mechanical compressor is activated by means of a magnetic coupling. This approach is good, because contributes to a rapid increase in power, the development of a high torque on the bottoms.
In addition, the compressor is independent of external cooling and lubrication systems. The disadvantages include a decrease in engine power when the compressor is turned on.
The compressor ranges from 0 to 2400 rpm (blue range 1), then it turns on in the range of 2400-3500 (range 2) if rapid acceleration is required. As a result, this eliminates the turbo lag.
The turbocharger works on the basis of the energy of the exhaust gases, giving high efficiency, but requires a serious approach to cooling, because. generates heat (green range 3).
Fuel supply system
Cooling system
intercooler
Lubrication system
Scheme of the lubrication system. Yellow is oil suction, brown is direct oil line, orange is oil return line.
intake system
1.4 TSI turbocharged
Difference from modifications with two superchargers:
- no compressor;
- modified charge air cooling system.
intake system
Includes turbocharger, throttle body, pressure and temperature sensors. Runs from the air filter to the intake valves through the intake manifold. An intercooler is used to cool the charge air, through which coolant circulates using a circulation pump.
cylinder head
There are no differences from the twin-supercharged engine, only there are no switching flaps on the intake. Camshaft bearings are reduced in diameter, the housing itself has also become slightly smaller. The piston walls are as thin as possible.
Turbocharger
Due to the fact that the power is limited to 122 hp, there is no need for a mechanical compressor, and all the pressurization occurs only through the turbocharger. High torque is achieved at low engine speeds. The turbocharger module is connected to the exhaust manifold - a common feature of all TSI engines. The module is connected to the cooling and oil circuits.
The exhaust gas turbocharger module has a reduced geometry of parts (turbine and compressor wheels).
The boost is regulated by two sensors - pressure and temperature, the maximum pressure is 1.8 bar.
Camshaft
Cooling system
In addition to the classic engine cooling system, the version of this engine also contains a charge air cooling system. They have common points, so there is only one expansion tank in the design.
Engine cooling is dual-circuit with a single-stage thermostat.
The charge air cooling includes an intercooler, a V50 coolant recirculation pump.
Fuel system
The low pressure circuit has not changed compared to other TSI engines, everything is implemented with the concept of reducing fuel consumption - the amount of gasoline that is currently needed is supplied.
The injection pump includes a safety valve that protects the fuel line from the low pressure circuit to the fuel rail against leakage. To increase the efficiency of starting a cold engine when the engine is not running, gasoline enters the fuel rail, while the pressure is not regulated due to the closed fuel pressure valve.
ECM
The 17th generation Bosch Motronic has been redesigned to meet the requirements of the system. An increased power processor was installed, the setting was made to work with two lambda sensors and an engine start mode with a layered formation of a fuel-air mixture.
Faults and repairs
Each modification and generation has its own sores and features. Later versions may fix some bugs, but still show up others.
Service
A turbocharged engine is much more capricious to operate than a naturally aspirated one. However, you can extend the life of the engine by observing a set of simple rules:
- Monitor the quality of gasoline;
- Regularly check the oil consumption and level, and carry an extra bottle of oil with you so as not to get into trouble on the road. Oil is recommended to be changed every 8-10 thousand kilometers;
- Replacement of spark plugs every 30,000 km;
- Do not forget to drive the car for regular maintenance;
- After a long trip, do not rush to turn off the engine, drive it at idle for 1 minute;
- Replacing the timing chain after 100-120 thousand mileage.
There is no guarantee that following these principles will save you from engine breakdowns - this is a common problem with high-tech engines, but you can increase the likelihood of longevity. With a successful combination of circumstances, the engine resource may well be more than 300 thousand kilometers.
tuning
Considering that some engine modifications do not differ structurally, and the power is regulated by the engine control unit, chip tuning increases the power by a couple of tens of horsepower, which will not affect the engine life in any way. Engine potential 122 hp allows you to develop power up to 150 hp, and on engines with twin turbocharging you can accelerate to 200 hp.
Aggressive chipping techniques increase power to 250 hp, which is the maximum limit, overcoming which begins increased wear of engine parts, which leads to a decrease in resource and fault tolerance.
Question from a reader:
« Dear blog author, now I’ve sold my car and I’m picking up a new one, I really like it, but it has two engines, one without a turbine (I don’t really want it, because it’s weak) and a TSI engine (powerful, but with a turbine). There are many different opinions. Tell me, are TSI engines reliable and is it worth taking? Thanks in advance, Gaidar»
Good afternoon, an interesting question, I already wrote. However, today locally about this model ...
The reliability of a conventional naturally aspirated engine will be higher than a turbocharged one - this is an axiom. Therefore, if you want to drive for a long time and not look at "additional" problems, take the usual option. However, you will drive like a “vegetable” (locally about SKODA RAPID), all because the power of a conventional unit is 102 hp. A little! Considering that classmates, such as, for example, Hyundai Solaris, have a power of about 120 hp. (if you do not take into account AVEO), and the difference is 20 hp. essential! So our people want not to be an "outcast" in the stream and look at TSI.
About turbine
It should be noted that the engines that are supplied to this version of the car have a volume of 1.4 liters (power 90 kW, which corresponds to about 122 hp, well, maybe a little more). However, this motor has variations in both 140 and 180 hp, it seems that the volume is the same, but the power is much greater. If you count the variations of such an engine, there are already 10 of them! You can distinguish them by power, the simplest is 122 hp, the average is 140, the most powerful is 180 hp.
So that's what I want to talk about - not all turbines are the same, they are very critically different. If you exaggerate:
1) On weak models (up to 122) there is one turbocharger, model - TD02
2) ON powerful models (more than 122) - Eaton TVS turbocharger + KKK K03 supercharging, that is, double supercharging, which avoids the turbo pit!
As it becomes clear, powerful models are more complicated, so they have more to break. But the “weak” models are “simpler”, so the reliability is slightly higher.
If we take a simple option (as in our case), then the reliability of its turbine is at a high level - subject to all operational standards (oil change, fuel, etc.), this turbine runs 150 - 200,000 kilometers. And even low-quality fuel will not “kill” it right away, 70 - 90,000 move away. If you live in a small town, then you will have about 15 - 20,000 mileage per year, which means that even with the worst combination of events (bad fuel), you can ride for 3 - 4 years, freely. I have a friend who has been driving with such a unit for 7 years and everything is fine. Wow, we figured out the turbine, let's move on.
Structure and internals
What can I say, the reliability of the block itself and the internal parts is without a doubt at a high level, with the exception of one node. Let's go in order.
Consists (simplified diagram) :
1) Cast iron cylinder block
2) and "rods"
3) Aluminum, 16 valve block head with two shafts and a system of hydraulic compensators with phase rotation on the intake shaft.
4) Direct injection system.
5) Gas distribution system - chain.
As you can see, the TSI itself is a standard reliable unit. BUT it has one "weak link" that spoils the whole picture, especially in powerful versions (from 140 and above) - this is the timing chain.
Here it is "irreplaceable" and is designed for the entire life of the motor. However, as practice has shown, it stretches already after 50 - 70,000 on "powerful" versions, and after 100 - 120,000 on weaker ones. After this has happened, there is a noise in the engine, a strong crack, it looks like a diesel engine (you can’t confuse it with anything), it can also jump one or two links, then your engine will not start at all.
Now VOLKSWAGEN engineers are "fighting" to solve the problem, the resource has been slightly increased. Cars since 2014, even powerful versions go for 150,000, but the fact remains that the chain is still stretching. Again, it will last you for a long time, if you drive 15,000 a year, then for almost 10 years.
About oil and fuel
What can I say, the reliability of TSI directly depends on what you pour into it! You should not save on oil, buy only synthetic oils that your engine needs. Also, these units have a small “appetite”, they consume a little oil - this is normal, for 10,000 km, the consumption can reach up to 0.5 - 1 liter (tribute for the turbine). Gasoline is required at least 95, you should not buy at 92, here the consumption will decrease and the resource will increase slightly. Fill up at trusted gas stations (don't pour "surrogate") - although this applies to all cars.
About vibration and heating
Many owners of exactly 1.4 TSI during the cold period of time notice “triple” or vibrations. But once it warms up it goes away. Guys, this is not a breakdown, this is such a principle of work. It is also worth noting that these units warm up longer than conventional “aspirated” units, this is also normal, all turbocharged units have “cold blood”.
Finally
Despite all the few sores of this model, this is one of the most reliable turbocharged engines, as the manufacturer himself assures, with proper and quiet operation, you can drive 150,000 km without looking into it, then change the chain, look (repair - change the turbine) and more at least 150,000.
The old EA111 model has collected many awards and recognitions, since 2014 the production of the EA211 model has begun, according to the manufacturer, the engine life has been much increased.
So if you are planning to take a new RAPID with TSI, then there, most likely, the “second generation”, don’t be afraid.
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 injection 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
