When it comes to Czech motors, almost everyone considers them unique and the best in the world in their classes. Endurance, efficiency, certain manufacturability and classic design do their job. The only problem is that some units have not earned such a good reputation among car buyers. In particular, the 1.6 MPI engines fitted to the Octavia were not always so interesting. Please note that the corporation has used at least 3 different power units with the same marking in its history. Until 2004, the 1.6 MPI node was installed on the first generation Octavia Tour, it was identical to the Volkswagen engines, which we will talk about later. In 2005, the Czechs made a small reconstruction of this unit. It was on the Octavia A5 of the first years of production that this motor was installed, and the reviews are rather contradictory.
Today, other units with the same 1.6 MPI marking are installed on the A7 generation, as well as on the A5 restyling. In particular, Russian cars are equipped with a power plant manufactured at a Russian plant. And its technology has gone far from its predecessors. So it’s not worth dumping all ideas about aspirated into a heap. Different cars have different power units with a volume of 1.6, and this should be taken into account when buying a car. Among all versions, there is no excessively bad engine that would not go even 200,000 km. But after significant runs, many units begin to have problems. The original German technology has long since changed. And even on VW cars, MPI engines are no longer what they used to be. So it's worth considering the latest reviews and independent tests before spending money on a potentially reliable and classic aspirated. Let's look at this situation from a historical point of view.
The first 1.6 MPI engines - on Volkswagen cars
In Russia, the first copies of 1.6 on German cars were practically not delivered. But many cars came to our country in the late 90s according to well-known schemes. Some of them were imported illegally, but many of them still successfully travel on the roads of the Russian Federation. If you had a chance to come into contact with the first 1.6 MPI engine with 110 hp, then you felt all the delights of real German technology. The features of this motor were as follows:
- they installed the engine on the Golf IV, Passat B5, its power was not high, but there were enough features for successful operation in the conditions of the city and the highway, there were no restrictions;
- a simple automatic machine was supplied with the engine, but more often they bought mechanics that were made taking into account military endurance, these boxes never broke at all;
- the motor itself is made of special alloys, it is quite heavy, it is subject to repair and serves at least 300,000 km until overhaul, this is one of the last European millionaires;
- many technologies of this engine are used to this day, 20 years after the first installation on a German car, but the materials have long since changed;
- the unit is very economical with all its advantages, it consumes up to 10 liters of gasoline in the city and up to 6.5 on the highway on a large Passat, which gives a clear benefit to the machine.
The only problem with this unit is age. The youngest car that you can find with this engine and with a great box is the 2004 Passat B5 Plus. After the release of the Passat B6, VW Corporation transferred aspirated technology to the Czechs and began to install completely different power units on their cars. So finding a good low mileage engine from the first 1.6 MPI will be incredibly difficult.
Skoda and improvements are the main factors of the popular 1.6 MPI
The Czechs did not dare to produce an atmospheric engine in exactly the same way as the Germans. The reasons for this decision are unknown, but in 2005 the company significantly “finished” the engine. Everything externally remained unchanged. Atmospheric technology, consumption even less than the previous version, the same size, the same characteristics. But in general, the design of the power unit has been changed in several important points:
- alloys for production were greatly changed in order to lighten and reduce the cost of the power plant, this led to the fact that a damp motor entered the market without proper verification;
- to reduce costs, the piston system was finalized, the very essence of the engine design was somewhat changed, so the load on its main parts increased slightly;
- the internal part of the motor was significantly simplified, in particular, the amount of metal was reduced, the walls between the cylinders do not allow the power unit to be overhauled;
- Czech engineers simplified many technologies that should not have been simplified, and the engine immediately began to bring certain troubles to its owners in operation;
- the computer program was completely changed due to efficiency and other important advantages of operation, but the durability of the motor immediately decreased several times.
Modern technologies are not always better than classical ones. This is proved by Octavia A5, on which this power unit is installed. Cars break down easily, very often they fail their owners after 8-10 years of operation and 200,000 km of run. So when buying a used Octavia, give preference to more expensive engines, such as 2.0 FSI or diesel engines. But you should not buy a used car with an aspirated 1.6, this can bring problems.
New 1.6 MPI engine - Russian production
Skoda and Volkswagen of the Russian assembly today are equipped with an engine manufactured in the Russian Federation. At its own plant, the Volkswagen-Group Corporation launched the production of atmospherics with a volume of 1.6 liters. This is a completely different engine, the EA211 series of this engine, before such technologies were not used at all in German cars. It is still difficult to say something specific about this engine, but the first reviews of the owners allow us to draw such conclusions:
- motor for its 110 hp very dynamic, engineers squeezed out of it almost everything that can be squeezed out of a simple atmospheric engine of this volume in our conditions;
- the production is of sufficient quality, since there are practically no breakdowns and warranty claims, the motor behaves perfectly, at least on new cars without mileage and bad experience;
- fuel consumption has been reduced, some important characteristics have been improved, but the motor has not become more reliable, and this can be seen from the design in comparison with its predecessor EA111;
- the impossibility of overhauling the unit has not gone away, the owners can operate the unit until a replacement with a new motor is required;
- there is no doubt that almost all the diseases of the 111 engine remained in place, but Russian production somewhat reduced the cost of technology and made the new engine more affordable.
It is not recommended to repair and overhaul the unit. This is one of the important operating conditions that should be observed when buying a car with this installation under the hood. But the car passes its 250-300 thousand kilometers, and this is really good in comparison with competitors. Pleased with fuel consumption, the dynamics are quite good, and reliability and durability have not yet been tested on a large number of copies. So it's too early to draw final conclusions.
What will happen to MPI engines in the future?
Most likely, engines with atmospheric technology are living out their last years. Soon they will be replaced by downsized and less attractive turbocharged units with more complex characteristics. The reason for this is rather strange environmental laws. Euro-6 already cuts off many classic units due to high emissions into the atmosphere. The EA211 engine is designed for Euro-5 standards, it will reach Euro-6, but in a couple of years it will not be able to withstand the next standard. There are several important factors about such motors:
- too much volume for low power becomes unprofitable for the buyer and manufacturer, there are much more compact units with a large number of horses;
- on an engine of 110 horses, but with a volume of 0.9 liters, the exhaust will be almost 2 times lower, and this is an important argument for most modern manufacturers in Europe and the USA;
- scandals with the environmental standards of diesel engines (dieselgate in America) - this is just the beginning, soon the authorities of leading countries will take up other units with increased emissions;
- atmospheric technologies are simple and serve for a long time without breakdowns; this is unprofitable for manufacturers who make good money on spare parts for technological installations;
- turbocharged units are a necessity in the modern world of technology, it is these motors that will soon flood the entire market and will not give the buyer much choice.
Simple technologies are a thing of the past. Today, on a modern unit in the garage, you can only change candles, and for this you will have to read the forum and look for tips from specialists. The first 1.6 MPI motor could be serviced at home on its own, but today the manufacturer is trying to stop these possibilities. Business and money began to rule the world, and this cannot but affect the quality of the produced technologies.
We offer you to watch a test drive of a car on which exactly this type of power unit is installed in the following video:
Summing up
It is impossible to say that the installation of atmospheric type on Skoda cars is completely bad. This is a pretty good unit compared to most competitors. But it is not worth praising him too highly over his rivals. The 1.6 MPI motor has certain shortcomings that Russian production has not corrected. Volkswagen Corporation is moving away from using these engines, offering them only on domestic Russian models. In Europe, aspirated engines have long been bypassed in the cabin, choosing more economical and driving turbocharged units of various stripes.
For Russia, turbocharged units are still difficult to call optimal. We need unpretentious and hardy motors that work well in a variety of conditions and behave well in changing climates. Of course, consumption is also becoming an important factor, but for now we prefer reliability. However, reliability also becomes a relative factor, and it is difficult to predict the service life of a car. It is safe to say that the era of atmospheric propulsion systems is passing away, the time of more advanced technologies is beginning. What do you think about Czech and German 1.6 MPI units?
The new 1.6-liter VAG CWVA engine replaced the infamous CFNA that was installed on the Polo sedan. The CWVA motor is installed on the new Polo, Rapid, Yeti and Octavia in the back of the A7.
The CWVA engine was produced on the basis of the 1.4 TSI engine, the block and its layout are absolutely identical, the only difference is that the CWVA does not have a turbine and the crank diameter is increased and the piston stroke is increased accordingly.
The timing chain was replaced with a belt, when replacing it is required to hang out the engine, and the belt itself needs to be replaced every 120 thousand mileage.
The exhaust manifold is one piece with the head of the block, one casting, and it is designed for a turbo engine. On a turbo engine, it is necessary to increase the speed of the flow of gases, the channels narrow. There will be a lot of resistance at the outlet, but there is nothing to worry about, since the turbine will spin up much faster and work more efficiently. On an atmospheric CWVA, this collector is not only not intended, but it is harmful, since exhaust gases will break through into neighboring cylinders, and this will affect the uneven heating of the CPG.
Instead of a turbine, a catalyst is installed, which creates a reverse wave, which prevents good scavenging and normal filling of the cylinders. If this could be solved in CFNA by installing a spider (advanced exhaust system) to increase the scavenging and normal filling of the cylinders, this cannot be done on CWVA, since the exhaust and head are a single whole. The CWVA motor is not repairable and cannot be modified or tuned.
CWVA oil consumption
Even new cwva 1.6mpi begins to consume oil, from about 400 grams per thousand run.
Why is this happening?
The upper compression ring is quite thin and removes up to 70% of the heat from the piston, the gasoline piston does not have a normal top zone, the entire heat load instantly transfers to this ring, the rings do not have a thermal damper, and they instantly overheat and lose rigidity. The rings have a thin design and are slightly beveled inside the piston, the calculation was that the exhaust gases that go from top to bottom, they push this ring a little apart and press it against the cylinder walls. Accordingly, when you have insufficient pressure in the combustion chamber, the ring does not work, does not fit, overheats and starts to leak. After overheating of the compression ring, the oil scraper ring begins to suffer from gas pressure, it cokes and lies, the oil in the drainage holes inside the piston begins to burn and clog.
How to get rid of it?
No, the oil burner is provided by the design of the motor. The engine still plays a plus for VAG, since it departs from the guarantee, the motor fits perfectly into the standards that VAG itself wrote.
The CWVA engine consumes oil according to the standards that are prescribed for a two-stroke motorcycle engine, they consider this to be a normal tolerance. The oil level on the CWVA is very easy to miss, so if you bought a car with this engine, you need to constantly monitor the level.
The CWVA motor consumes oil from the navy, in order to develop the necessary gas pressure, the chamber needs to constantly operate the CWVA in a mode where the engine speed is about 1500-2500, and avoid idling and unloaded movement.
Article rating
Everything would be fine, the motor is like a motor, if it were not for the knock of the engine on a cold one. A lot of CFNA motors start knocking before reaching a hundred thousand kilometers, and in some cases a defect occurs already in the first 30 thousand.
Be careful when buying. A common problem is progressive knocking after a cold start.
Engine Polo Sedan CFNA 1.6 l. 105 HP
At one time, the entry into the Russian market of the Polo Sedan model costing from 399 tr. (!) became a sensation and was considered an achievement of the Volkswagen concern. Still would! To get Volkswagen quality for that kind of money is a dream of many. But, as often happens, the low price had a bad effect on the quality of the product - the Polo Sedan engine CFNA 1.6L 105 HP was not as reliable as expected.
CFNA 1.6 engine was installed not only on the Polo Sedan, but also on other models of the Volkswagen group, including those assembled abroad. From 2010 to 2015, this motor was installed on the following models:
Volkswagen
- Lavida
- Vento
- Polo Sedan
- Jetta
- Fabia
- roomster
- Rapid
If you do not know which motor is installed on this particular car, then you can find out by the VIN code of the car.
CFNA issues
The main problem of the engine CFNA 1.6 is knock on cold. First, the knock of the pistons on the cylinder walls is manifested by a slight tinkling in the first minutes after a cold start. As the piston warms up, it expands, pressing against the cylinder walls, so the knock disappears until the next cold start.
At first, the owner may not attach any importance to this, but the knock progresses and soon even an inattentive car owner realizes that something is wrong with the engine. The very appearance of a knock (piston hitting the cylinder wall) indicates the beginning of the active phase of engine destruction. With the advent of summer, the knocking may recede, but with the first frost, CFNA will start knocking again.
Gradually, the CFNA engine knock "on cold" increases its duration, and one day, it remains even after the engine has warmed up.
CFNA: engine knock
The knock of the engine piston against the cylinder wall occurs when the pistons are shifted at top dead center. This becomes possible as a result of wear of the pistons and cylinder walls. The graphite coating on the skirts quickly wears down to the metal of the piston
In places where the piston rubs against the cylinder walls, significant wear occurs
Then the piston metal begins to hit the cylinder wall and then scuffs appear on the piston skirt.
And on the cylinder wall
Despite the large number of complaints, the Volkswagen concern over the years of production CFNA engine(2010-2015) never declared a revocable company. Instead of replacing the entire unit, the manufacturer performs piston group repair, and even then only in the case of a warranty claim.
The Volkswagen Group does not disclose the results of its research, but it follows from the sparse explanation that cause of defect, ostensibly, is in an unsuccessful piston design. In the event of a warranty claim, service centers replace the standard EM pistons with modified ET pistons, which supposedly should completely solve piston knock problem.
But as practice shows, overhaul of the CFNA engine is not the final solution to the problem and half of the owners again complain about the appearance of engine knock, after several thousand km. run. The other half of those faced with the knock of this engine, after a major overhaul, try to sell the car as soon as possible.
There is a version that chronic oil starvation caused by low oil pressure may be the true cause of the rapid wear of the CFNA engine. The oil pump does not provide sufficient pressure when the engine is idling, so the engine is regularly in oil starvation mode, which leads to accelerated wear.
Engine resource CFNA 1.6 l. 105 HP
Declared by the manufacturer Polo Sedan engine resource is 200 thousand km, but traditionally atmospheric engines with a volume of 1.6 liters produced by Volkswagen must go at least 300-400 thousand km.
Such a defect as the knock of pistons on a cold one makes these figures irrelevant. The Volkswagen group does not disclose official statistics, but judging by the activity on the forums, 5 out of 10 CFNA engines start knocking on runs from 30 to 100 thousand km. There are also known cases of manifestation of a defect on runs of less than 10 thousand km.
However, it should be noted that no cases of a stuck CFNA motor have been recorded. This is probably due to the fact that the knock progresses gradually and gives time to decide whether to repair the engine or sell the car.
Among the large number of complaints about knocking, there are isolated reports of successful long-term operation of the motor, which has a knock on a cold one, which allegedly does not progress and does not bother. Unfortunately, such reports are not confirmed by video recordings and, most likely, there is a knock not on pistons, but on hydraulic lifters. According to the reviews of car owners whose engine began to knock for real, it soon becomes impossible to ignore this knock. The ringing becomes such that “it’s a shame to stand next to the car” and “it can be heard from the balcony of the 7th floor.”
CFNA engine replacement
If the car is under warranty, the manufacturer performs a free warranty repair, replacing the standard EM pistons with modified ET ones. The cylinder block and crankshaft can also be replaced, but these expensive parts are not always changed under warranty.
CFNA timing chain
Engine equipped with timing chain drive. The steel chain is designed to eliminate breakage and provide higher reliability compared to a belt drive. In addition, the chain must guarantee a service life of at least 150 tkm, but in fact, the timing chain of this engine quickly stretches and needs to be replaced already by 100 tkm.
The chain tensioner does not have a backstop and operates only due to oil pressure, which is pumped by the oil pump and occurs only after the engine is started. Thus, the chain tension occurs only when the engine is running, and while the engine is turned off, the stretched chain can move with the tensioner.
In this regard, it is not recommended to park the car with the gear engaged, but without fixing the parking brake. When starting the engine, a stretched chain on the camshaft gears may jump. In this case, it is possible for the valves to meet the piston, which leads to costly engine repairs.
Crack in the exhaust manifold
Over time, during operation, the standard CFNA exhaust manifold cracks and the car starts to growl in a bass voice. It is advisable to replace the exhaust manifold for free, before the end of the warranty, otherwise it will either have to be replaced (for 47 thousand rubles) or brewed (as in the photo), which will cost less.
CFNA 1.6 l engine: specifications
Manufacturer: Volkswagen
Years of issue: October 2010 - November 2015
Engine CFNA 1.6 l. 105 HP belongs to the series EA 111. It was produced for 5 years, from October 2010 to November 2015, and then was discontinued and replaced by an engine CWVA from the new generation EA211.
Engine configuration
Inline, 4 cylinders
2 camshafts without phase shifters
4 valves/cylinder, hydraulic lifters
Timing drive: Chain
Cylinder block: Aluminum + Cast iron sleeves
Power: 105 HP(77 kW).
Torque 153 Nm
Compression ratio: 10.5
Bore/Stroke: 76.5/86.9
Aluminum pistons. Piston diameter, taking into account the thermal expansion gap, is 76.460 mm
In addition, there is a CFNB version, which is completely identical, but is equipped with a different firmware, thanks to which the engine power is reduced to 85 hp.
CFNA oil
Engine oil volume: 3.6 l
Recommended tolerance: VW 502 00, VW 504 00
The oil must comply with the 502 tolerance, or the alternative 504 tolerance of the Volkswagen group
The tolerance is indicated on the packaging, and it can also be specified on the website of the oil manufacturer
Recommended oil viscosity: 5W-40, 5W-30.
Filled from the factory 5W-30 Castrol EDGE Professional LongLife III, however, there is an opinion that this brand of oil does NOT provide high engine protection. And certainly, you should not change this oil with an interval of 30 tkm. If you need engine durability, oil change in our country should be a maximum of every 10 tkm.
What oil to pour into a CFNA engine?
Here are a few brands of oil that meet the VW 502.00 approval
- MOTUL Specific 502 505
- Shell Helix Extra Extra 5W-30
- LIQUI MOLY Synthoil High Tech 5W-40
- Mobil 1 ESP Formula 5W-30
- ZIC XQ LS 5W30
CFNA engine: reviews
Judging by the reviews of the owners, there were NO cases of a jammed CFNA motor. The knock of the pistons, gradually increasing, gives the owner inconvenience, but does not lead to a sudden engine failure.
The main discussion of the problems of the 1.6 liter CFNA engine. 105 HP conducted on
At the beginning of June 2015, the Czech automobile company Skoda began to produce Skoda Rapid in Russia with a new 1.6-liter gasoline engine. It is already familiar to many from the OCTAVIA and YETI models, but has significant differences. Atmospheric engines with a volume of 1.6 liters are a classic of the genre. And, it would seem, after the carburetor was replaced with injection, there is nothing more to invent. But SKODA proves that the pursuit of excellence is a never ending process.
From the very beginning
The development of a new motor is a very costly business: the bill goes to many millions of euros. For this reason, it is not uncommon for different car companies to team up to make one motor for shared use. At the same time, atmospheric engines are not very interesting to European buyers now: in terms of fuel consumption, they cannot compete with modern turbo engines, and today this is almost a death sentence. For this reason, atmospheric engines for budget cars, popular in Russia and a number of other countries, are more often modernized than radically changed.What led SKODA to create a new naturally aspirated engine when the old one was not bad? The answer sounds surprising: the introduction of a new MQB platform, which is mainly designed for the use of turbo engines. Completely confused? It's a matter of approach.
The MQB platform is a set of some universal solutions for creating cars of different brands that are part of the Volkswagen concern. These solutions concern bodies and suspension, transmission units and security systems, radio navigation devices and, of course, engines. This approach is economically beneficial for both the concern and consumers: it is better to combine efforts and funds to develop one very good motor that will be used on ten different models than to make several average engines from an engineering point of view.
For cars on the MQB platform (the new Octavia, in particular), a line of new turbocharged engines, diesel and gasoline, was developed. But the principle of "universal bricks" was applied here as well. Which of the engines of this line do not take, they will definitely have common features. For example, there will be exactly four valves per cylinder. The cylinder block will be cast from aluminum alloy. The camshafts are rotated by a toothed belt. But the exhaust manifold is not visible from the outside at all: it is built into the cylinder head. And so it was possible, without spending extra money, to create a 1.6-liter atmospheric engine that meets all modern requirements: it was not invented from scratch, but with an arsenal of ready-made solutions in stock.
To begin with, a new engine was offered in Russia for the new SKODA Octavia, then for the SKODA Yeti, now the turn of the SKODA Rapid has come. It is worth noting: the motor in question, 1.6 MPI of the EA211 series, was developed and brought to a serial model by SKODA engineers in the Czech Republic, and is used on cars of different brands that are part of the concern.
Motor specifications
The 1.6 MPI is an inline four-cylinder, 16-valve engine with a displacement of 1598 cc. cm, equipped with a system of distributed fuel injection. It has little in common with the previous motors with the same name (but the EA111 series), leading their pedigree since the 1990s. In fact, they are united by the working volume, the distance between the axes of the cylinders (82 mm) and distributed fuel injection into the intake manifold. The developers made a simple but elegant design. For example, a cylinder block. It is designed according to the principle of Open Deck. That is, the cylinders are connected to the block itself only in its lower part, and from the sides they are freely washed with antifreeze. The absence of unnecessary jumpers has a beneficial effect on the cooling of the cylinders, the problem of cavitation is eliminated, that is, the formation of harmful air bubbles that lead to the slow destruction of the surfaces washed by the coolant (by the way, the noise of the kettle when heated is explained by the phenomenon of cavitation).
Uniform cooling of the cylinders also helps to reduce oil consumption for waste. With uneven cooling of the cylinder walls, microdeformations occur, due to which the rings do not fit snugly against the walls along the entire circumference, and oil enters the combustion chamber. If there is no deformation, then the oil burns less.
The block on EA211 engines is cast from an aluminum alloy, and the cylinders form liners from durable gray cast iron. A motor with sleeves is not the cheapest, but a very good solution from an engineering point of view. Cast iron is a wear-resistant material that conducts heat well. In addition, due to the highly rough outer surface (the one that is washed with antifreeze from all sides), heat transfer becomes even more efficient, since the contact area of \u200b\u200bthe walls of the sleeve with the coolant increases.
If you twist the aluminum piston of the new motor in your hands, you will notice how simple its shape is. Its bottom is flat, only recesses for valves. Previously, pistons had a much more complex shape. Step back? Not at all. A flat piston is lighter than a “curly” one, which makes the motor more dynamic. Why couldn't they make such simple pistons before? Yes, because behind the simplicity of this are years of research. They did not know before how to achieve optimal distribution of the fuel mixture in the combustion chamber with a flat piston crown.
The aluminum cylinder head, as mentioned above, on MQB engines has an integrated exhaust manifold. The exhaust manifold is usually on the outside and is notorious for getting very hot within seconds of starting the engine. Touching it threatens severe burns. It is understandable: hot gases enter the collector immediately from the combustion chamber. The concern's engineers decided to take advantage of this property of the manifold and hid it in the cylinder head. Now hot gases warm up the engine, and it quickly reaches operating temperature. A warm engine has a greater return than a cold one, consumes less fuel and, importantly in winter, provides heat to the interior faster. In addition, this design is lighter than the traditional one. Yes, only two kilograms, but the totality of such measures has led to the fact that the new engine is one third lighter than the previous one.
Separate cooling
The camshaft housing is mounted on top of the cylinder head. It is also made from aluminium. The shafts run on new radial ball bearings: frictional losses are reduced and so is fuel consumption.Valves have also changed: they have become lighter, and in order to reduce friction losses, they are driven by means of roller rocker arms with hydraulic compensators, and not directly from camshafts. Moreover, on all EA211 motors without exception, phase control on the intake side is also used. Previously, such a solution was found only on expensive multi-cylinder engines. We will not dwell on this technology in detail, but we recall: it helps to increase engine output in a wide range of revolutions. Indeed, in a good way, for each operating mode, it is necessary to select a specific opening time for the intake valves. For example, at low speeds it is desirable to cover them early, at high speeds, on the contrary, later. Without a phase change system, this cannot be achieved.
Even such a seemingly simple detail as the intake manifold has undergone refinement. Engineers have optimized the location and configuration of the channels so that the air flow meets the least resistance. And special resonator chambers made it possible to reduce flow fluctuations and, as a result, reduce noise during motor operation.
The cooling system has also been optimized. In a new engine, antifreeze circulates in the engine through two independent circuits: the cylinder block and its head. Ask why such difficulties? Everything is explained very easily. The more perfect the motor, the less it produces excess heat. On the one hand, it's good. On the other hand, it takes longer to reach the operating temperature and generates less heat for the stove. An exhaust manifold integrated into the cylinder head and a dual-circuit cooling system allow this feature of modern engines to be leveled.
The scheme works like this: until the engine warms up to 80 degrees, the antifreeze does not leave the motor at all. Only after this milestone, the first thermostat opens, connecting the circuit of the block head with the pump and expansion tank. As a result, the combustion chambers receive enhanced cooling, the filling of the cylinders improves, and the likelihood of detonation decreases. At the same time, the cylinder block circuit still remains isolated from the general system - it needs to gain temperature in order to reduce friction in the crank mechanism. And only when the sensors fix 105 degrees in this zone, the second thermostat will work, the cooling system will go into a large circle and connect to the radiator. In fact, everything happens very quickly: the temperature arrow moves right before our eyes.
Perhaps some decisions "traditionalists" will seem strange. For example, it is believed that the chain in the timing drive is more reliable than the belt. It used to be so. The fiberglass reinforced belt on the new 1.6 MPI motor is designed for the entire life of the engine, but, unlike the chain, it does not stretch and is less noisy.
Of course, a skeptic will notice that if we compare the characteristics of the old and new engines, then the difference seems to be negligible. The “four” of 1.6 liters turns out to be five “horses” more powerful (110 forces versus 105 before), having a slightly higher maximum torque of 155 Nm (previously - 153 Nm). Isn't the “output” too small for such an extensive list of technical changes? To answer this question, it is best to look at the section that describes the efficiency of the car. And here we find that with the old Rapid engine with a 1.6 MPI engine and a manual transmission in the urban cycle, it consumed 8.9 l / 100 km, and with the new one - 7.9 l / 100 km. With the new automatic transmission, the difference in the city is even more noticeable: the savings are about two liters from a hundred.
The 1.6 MPI motor of the EA211 series is also supplied in a derated version. Along with the 110-horsepower version, Rapida customers are offered a “lightweight” version - in terms of output, not design - version: its power is reduced to 90 horsepower, and the amount of torque is the same as on a 110-horsepower engine, that is, 155 Nm . You can save on the price of the car, and on insurance, and on paying the annual transport tax.
Engine Kia Rio 1.6 has 4 cylinders and a 16-valve timing mechanism with a chain drive. The power of the Kia Rio 1.6 engine is 123 hp. Structurally, the 1591 cm3 engine differs from its counterpart, the Kia Rio 1.4 liter engine, only with an increased piston stroke. That is, the crankshaft of the motors is different, although the pistons, valves, camshafts and other parts are the same.
power unit Gamma 1.6 liters replaced the Alpha series engines in 2010. The design of outdated engines was based on a cast-iron block, a 16-valve mechanism with hydraulic compensators and a belt in the drive. The new Kia Rio Gamma engines have an aluminum block consisting of the block itself and a cast pastel for the crankshaft, see the photo below. The new Rio engine does not have hydraulic lifters. Valve adjustment is usually carried out after 90,000 kilometers, or, if necessary, with increased noise, from under the valve cover. The procedure for adjusting the valves consists in replacing the pushers that stand between the valves and the camshaft cams. The process itself is not easy and expensive. The chain drive is very reliable if you monitor the oil level. But the manufacturer recommends replacing, after 180 thousand mileage, the chain, tensioners and dampers. To this is usually added the replacement of sprockets, which is generally not cheap.
When buying a Kyo Rio with a high engine mileage, consider these facts. Extra noises and knocks from under the hood should seriously alert. After all, you, in which case, then sort out the engine. The Kia Rio engine is assembled exclusively in China at the Beijing Hyundai Motor Co. factory. Therefore, carefully choose even a new car, so that later you do not have to adjust the valves under warranty by replacing the pushers.
The big disadvantage of the almost completely aluminum Kia Rio 1.6 liter engine is oil consumption. If zhor has begun, do not be lazy to check the level more often and, if necessary, add oil. Oil starvation is fatal for this motor. Excessive noise is usually a sign that the oil level is low. You can't drive for that long.
If you feel unstable operation of the motor, this may be the cause of the chain stretching. To calm your soul, you can see if the marks on the crankshaft pulley and camshaft sprockets match. Photo next.
The timing marks of the Rio 1.6 engine in the photo are the top dead center for the first cylinder (TDC). We decided to replace the timing chain ourselves, then this image will be very useful to you.
The rather good power of the 1.6-liter engine, which is branded G4FC, is determined not only by the 16-valve mechanism with overhead camshafts (DOHC), but also by the presence of a variable valve timing system. True, the actuator of the system is only on the intake camshaft. Today, more efficient Gamma 1.6 engines have appeared that have a phase change system on two shafts, plus direct fuel injection, but these engines for Kia Rio are not supplied to Russia. Further, more detailed characteristics of the Rio 1.6 liter engine.
Kia Rio 1.6 engine, fuel consumption, dynamics
- Working volume - 1591 cm3
- Number of cylinders / valves - 4/16
- Cylinder diameter - 77 mm
- Stroke - 85.4 mm
- HP power – 123 at 6300 rpm
- Torque - 155 Nm at 4200 rpm
- Compression ratio - 11
- Timing Drive - Chain
- Maximum speed - 190 kilometers per hour (with automatic transmission 185 km / h)
- Acceleration to the first hundred - 10.3 seconds (with automatic transmission 11.2 seconds)
- Fuel consumption in the city - 7.6 liters (with automatic transmission 8.5 liters)
- Fuel consumption in the combined cycle - 5.9 liters (with automatic transmission 7.2 liters)
- Fuel consumption on the highway - 4.9 liters (with automatic transmission 6.4 liters)
It is worth noting that in the new generation of Kia Rio 2015 with a 1.6 engine, only a 6-speed manual gearbox or a 6-band automatic is installed. With a less voluminous 1.4-liter power unit, an outdated 5-speed manual and a 4-band automatic are combined. Judging by the numerous customer reviews of Kia Rio 1.6, the real fuel consumption is higher, especially in urban mode.
