The third generation of the Skoda Octavia (A7 body) entered the Russian market in June 2013 with a completely new line of power units of the EA211 series, which replaced the old EA111 engines. The range of engines then included petrol "turbo-fours" 1.2 TSI, 1.4 TSI and 1.8 TSI, as well as the 2.0 TDI diesel that joined them. However, a few months later, in the spring of 2014, the manufacturer decided to replace the initial 1.2 TSI turbocharged unit with an aspirated 1.6 MPI. Such castling, apparently, was caused by a desire to expand the circle of potential buyers at the expense of those car owners who are suspicious of supercharged engines and the DSG “robots” that make up a couple of them, which have not yet completely got rid of the status of a problematic gearbox. To such buyers, a modification with a naturally aspirated engine, complemented by the classic Aisin automatic transmission with 6 steps, certainly seemed like a real apologist for reliability. A rather low price tag also spoke in favor of the new version. What should we expect from a Skoda Octavia with a 1.6 MPI engine, and what are the weaknesses/strengths of a turbocharged engine?

What kind of motor is 1.6 MPI?

To begin with, it would not hurt to talk about the design features of the atmospheric Quartet. The unit, which received the CWVA index, is a new development, which is based on turbo engines that are part of the EA211 family. The “aspirated” borrowed almost all the basic details from its counterparts: a lightweight aluminum cylinder block with cast-iron liners, a block head with an integrated exhaust manifold, a 16-valve timing, a dual-circuit cooling system, and a unified mounting scheme for the MQB platform. At the same time, all “supercharged” components were excluded from the architecture - a compressor, an intercooler, a high-pressure fuel pump.

The increase in volume was achieved by installing larger diameter pistons and increasing their stroke (the radius of the crankshaft was made larger). The cylinder head has been upgraded to install a multipoint injection system. From the resulting power unit with a volume of 1598 cubic meters. see managed to "remove" 110 hp power and 155 Nm of torque. The timing drive for the 1.6 MPI engine (however, like other engines of the EA211 series) uses a toothed belt that can “walk” 120,000 km. It is at this mileage that it is recommended to change it.

Technical characteristics of the engine 1.6 MPI 110 hp:

Engine	1.6 MPI 110 hp
Engine code	CWVA
engine's type	petrol
Injection type	distributed
Supercharging	No
Engine location	front, transverse
Cylinder arrangement	row
Number of cylinders	4
Number of valves	16
Working volume, cu. cm.	1598
Compression ratio	10.5:1
Cylinder diameter, mm	76.5
Piston stroke, mm	86.9
How the cylinders work	1-3-4-2
Power (at rpm), hp	110 (5500-5800)
Maximum torque (at rpm), N*m	155 (3800)
Environmental class	Euro 5
Fuel	Gasoline with an octane rating of at least 91
Automatic valve clearance adjustment	Yes
Catalyst	Yes
Lambda probe	Yes

Characteristics of Skoda Octavia A7 with 1.6 MPI engine

In terms of technical characteristics, the Skoda Octavia with a 1.6-liter “aspirated” MPI is inferior to the modification with a 1.2 TSI turbo engine in a number of ways. For example, it accelerates more slowly (12 vs. 10.5 seconds) and consumes more fuel (6.7 vs. 5 liters). But, as practice shows, many motorists, when choosing a car, are guided primarily by the criterion of reliability. And here the Octavia 1.6 has an advantage - whatever one may say, the atmospheric unit is less prone to breakdowns due to the lack of a capricious turbocharging system, and distributed injection, unlike direct injection, makes less demands on fuel quality. Plus, paired with the MPI motor is a traditional hydromechanical "automatic", which enjoys great confidence.

Specifications Skoda Octavia 1.6 MPI:

Modification	Skoda Octavia 1.6 MPI	Skoda Octavia Combi 1.6 MPI
Engine
engine's type	petrol
Engine location	front, transverse
Working volume, cu. cm.	1598
Compression ratio	10.5
Number of cylinders	4
Cylinder arrangement	row
Cylinder diameter, mm	76.5
Piston stroke, mm	86.9
Number of valves	16
Power, hp (at rpm)	110 (5500-5800)
Maximum torque, N*m (at rpm)	155 (3800)
Transmission
Manual Transmission	5-speed manual transmission
Automatic transmission	6-speed automatic transmission
Drive unit	front
Suspension
Front suspension	independent, MacPherson type with anti-roll bar
Rear suspension	semi-dependent, spring
brakes
Front brakes	disc ventilated
Rear brakes	disk
Body dimensions
Length, mm	4659
Width, mm	1814
Height, mm	1461	1480
Wheel base, mm	2680
Trunk volume, l (min / max)	568/1558	588/1718
Weight
Curb weight, kg	1210 (1250)	1232 (1272)
Full authorized weight, kg	1780 (1820)	1802 (1842)
Fuel performance
Fuel consumption in the urban cycle, l / 100 km	8.5 (9.0)	8.5 (9.0)
Fuel consumption in extra-urban cycle, l/100 km	5.2 (5.3)	5.2 (5.3)
Fuel consumption in the combined cycle, l / 100 km	6.4 (6.7)	6.4 (6.7)
Fuel	AI-95
Tank volume, l	50
Speed ​​indicators
Maximum speed, km/h	192 (190)	191 (188)
Acceleration time to 100 km/h, s	10.6 (12.0)	10.8 (12.2)

What problems can arise with a 1.6 MPI 110 hp engine?

One of the key features of the 1.6-liter MPI engine is a high oil consumption, and increased "appetite" is observed even in new engines. There is nothing to worry about as long as the loss of oil for waste does not begin to exceed the permissible limits. An alarm signal hinting at the possible occurrence of problems is an increase in consumption to 500 grams per thousand kilometers or more. Here you should already turn to specialists to find out the causes of maslozhora.

The predisposition to increased oil consumption by the 1.6 MPI engine is primarily due to its design features - the small thickness of the piston rings, the low weight and height of the pistons. Reducing the size and lightness of these parts helps to reduce friction losses, which allows better fuel economy and minimizes the content of harmful substances in the exhaust gases. At the same time, such a CPG “digests” heavy loads worse, becoming more sensitive to engine operating modes and the quality of the oil used. In a certain scenario, the piston group can overheat, which inevitably affects the operation of the compression and oil scraper rings, which can no longer fully perform their functions. As a result, more oil enters the combustion chamber than it should, its combustion leads to the formation of deposits on the cylinder walls and piston skirts.

Among the possible reasons for the large oil burnout in the CWVA 1.6 MPI engine are also the special surface structure of the cylinder walls obtained after honing, insufficient pretension of the oil scraper rings, and design flaws associated with the conversion of a turbocharged engine into an atmospheric one.

In any case, in order to protect yourself from premature problems, during the operation of your Skoda Octavia 1.6, you must follow a few simple rules:

1. Use only engine oil recommended by the manufacturer, avoid fakes, give preference to oils with better detergent properties and a low tendency to form deposits.
2. Timely change the oil in the engine. On time means not by mileage, but by actually worked hours and real condition.
3. Regularly check the oil level and if it drops quickly, be sure to contact the service center.
4. Do not allow the engine to overheat, if possible, exclude unfavorable driving conditions (long standing in traffic jams in hot weather).

In principle, this whole set of measures must be carried out by the owner of any modern car, except that in this particular case, the owner of the car is required to be more attentive to the maintenance schedule.

Some Conclusions

The appearance in the range of Skoda Octavia A7 engines of the 1.6 MPI 110 hp engine. can be unequivocally regarded as a positive moment. Motorists have more freedom in choosing power plants and gearboxes. The new unit is designed in accordance with the latest trends in engine building, fits into Euro-5 environmental standards, and has good consumer properties. In addition, the power unit is assigned the role of the base one, that is, the modifications it completes are the cheapest. As of October 2016, the price of Skoda Octavia 1.6 MPI starts at 899 thousand rubles (version with 5-speed "mechanics").

At first, Octavias for the Russian market were equipped with 110-horsepower engines of foreign assembly. In September 2015, the production of engines was launched at a plant in Kaluga. Currently, atmospheric "fours" 1.6 of the EA211 series are installed on several Volkswagen / Skoda models at once. In addition to Octavia, this number includes Yeti, Rapid, Polo and Jetta.

We have good news for those who want to buy a new Octavia, Yeti or Golf, but are afraid of TSI engines. This year, a new 1.6 CWVA gasoline naturally aspirated engine came out of the VAG forge. Skoda Octavia and Volkswagen Golf in Belarus can be bought with it today. By the way, at a very reasonable price. But what is the new 1.6 MPI and how does it "ride"? Yury Gladchuk understood this.

The letter designation of the novelty is CWVA. Installed (and will be installed) on some VAG models for all markets except European countries. Belarusians with this engine are now available Octavia and Golf. Next year, the Skoda Yeti will also appear.

The new engine should not be confused with the "polosedan" 1.6 MPI (СFNA). The statement that it was made on the basis of the once famous BSE is also incorrect. These are completely different power units.

EA211 instead of EA111

First, let's look at the lines of VAG engines.

The new motors of the EA211 series (which includes CWVA) have replaced the EA111. The latter have been produced since 2005, the series includes both atmospheric and turbocharged engines. In our country, the most common of them are 1.2 and 1.4 TSI. We recently wrote about them - with proper maintenance, you should not be afraid of these motors. The main attention should be paid. What about new engines?

In 2013, the EA111 was replaced by a new Volkswagen series of EA211 gasoline subcompacts. In the range of VAG engines there are more voluminous 1.8 and 2.0 TSI - they have also been updated and are representatives of the third generation of the EA888 series. The EA211 range includes TSI engines (turbocharged gasoline engines with a direct fuel injection system), TGI (turbo engines with direct injection for both gasoline and gas fuels) and MPI (atmospheric gasoline engines with an intake manifold injection system). The working volume of power units is 1.0, 1.2, 1.4 and 1.6 liters, power is from 60 to 150 hp.

You can read about the differences in VAG TSI and MPI engines in ours. It is only worth clarifying that now some TSI (TFSI) can have a dual injection system both in the intake manifold and directly into the cylinders with two rows of nozzles.

The modular MQB platform for new VAG products also implies a certain unification of engines - this is one of the reasons for the emergence of a modular family of gasoline engines (Modularer Ottomotoren Baukasten). Now the maximum unification of various components and modules is used when creating motors, which provides high flexibility in the manufacture of specific designs. Simply put, this solution simplifies design and production - the concern saves significant funds when creating new cars.

The volumes of the new EA211 modular motors are the same, but the hardware is now completely different - the engines are structurally different compared to the old EA111. So, they all received 4 valves per cylinder, became more compact, in addition, many parts lost weight. Engines have become lighter by an average of 30%. The turbine (if any) and the exhaust manifold integrated into the cylinder head (!) Are now moved back.

Yes, the exhaust manifold and the cylinder head are one casting with its own cooling circuit, which made it possible to solve several problems at once: accelerate the heating of the converter (thus reducing CO emissions) and the car interior during a cold start, and then cool the exhaust gases at full load to increase the life of the turbocharger. By the way, the converter is located immediately behind the turbocharger, which further reduces its warm-up time.

Checked: EA211 motors enter the operating temperature zone very quickly. Although the main focus of the designers was on reducing fuel consumption and CO emissions, the rapid warming up of the engine also means an increase in its resource.

Now only an aluminum cylinder block with gray cast iron liners is used (previously the 1.4 engine had a cast iron cylinder block). The MQB platform required the same arrangement of motors in the engine compartment - many mounts are unified. Power units are installed at the same angle of 12 degrees, resulting in a shorter front overhang, improving the layout of the cabin.

All engines have lost the timing chain, the drive is now carried out only by a toothed belt, and maintenance-free. Another innovation is a dual-circuit cooling system. The intercooler (charge air cooler) used to be air, but now it gives off heat to the coolant. In this case, the assembly itself is integrated into the intake manifold. And for the European and some other markets, it is possible to turn off two cylinders when driving with a partial load at 1400-4000 rpm.

From evaluative judgments about reliability, we refrain. But the fact is that Volkswagen has tried to eliminate a number of problems inherent in the "old" TSI. Long warm-up in the cold (the manufacturer previously had to use an additional interior heater) and the not-so-successful design of the timing chain drive are a thing of the past. In addition, the thermal loading of the turbocharger has been reduced. In terms of consumer characteristics, everything also looks very decent: the motors turned out to be torquey, flexible, economical, with low CO emissions. Given the "tarnished" reputation of VAG with cases of timing chain jumps and the significant funds spent on the development of modular technologies, the manufacturer is unlikely to risk releasing a raw product. In addition, unification means that if, for example, a defective unit is found, the recall of machines can reach a huge scale! Therefore, we are almost sure that the line of motors, before being launched into a series, has undergone a serious check to identify weak nodes. But how it will turn out in practice - only time will tell.

Consider the design and characteristics of the new "aspirated".

1.6 MPI (CWVA) - remedy for "turbophobia"

Engine code	CWVA
Toxicity standards	EU-5
Engine volume, cu. cm	1598
Power, kW (hp) at rpm	81 (110)/5500-5800
	155/3800
Cylinder diameter, mm	76,5
Piston stroke, mm	86,9
Compression ratio	10,5
Mix preparation system	MPI
Octane number of fuel (not less than)	95 (91 allowed)
Number of cylinders / number of valves per cylinder	4/4

The new 1.6 MPI engine was created for markets where some buyers are biased towards small turbo engines and DSG boxes, for countries where fuel quality is in doubt and operating conditions are not the most favorable. Again, fewer parts - a more reliable design, the car itself is cheaper (but not in the Customs Union, where customs clearance 1.6 is more expensive than 1.2 TSI similar in characteristics).

The technical characteristics of the new motor are as follows: 110 hp. and 155 Nm, displacement - 1598 cu. cm, compression ratio - 10.5: 1, piston stroke - 86.9 mm. Complies with Euro-5 toxicity standards. It is equipped with a 5-speed "mechanics" or a 6-band automatic transmission 09G from Aisin.

Roughly speaking, the new 1.6 MPI is nothing more than an atmospheric variation of the TSI EA211 series motors. In this line, as we know, everything is maximally unified, as in the Lego constructor. But when compared to the EA211 turbo engines, the CWVA features larger bore cylinders and pistons; the absence of a turbocharger and an intercooler at the intake (intercooler); lack of a high pressure fuel pump; cylinder head and intake manifold adapted for distributed gasoline injection. In addition, the 1.6 engine has a different air filter housing located above the cylinder head. "Own" working volume, high compression ratio. The motor differs in other details and parameters. However, the main thing is that the architecture of the engines of the EA211 line is common, the "legs" of the new engine "grow" from 1.2 and 1.4 TSI.

Let's go through the individual nodes, maintenance regulations in more detail and study the Skoda Octavia with 1.6 MPI live.

Under the hood, the Skoda Octavia and Volkswagen Golf VII with a 1.6 MPI engine are all the same, but there are still minor differences. For example, the Golf has additional noise insulation and a gas hood stop, which is not found in the Octavia. Access to all units, filling tanks and headlight bulbs is free, there is a lot of space. The motor is very compact. All this should simplify maintenance and repair.

The air filter housing is located above the cylinder head. This measure frees up space in the engine compartment, there is no need to block additional pipes.

The description of the new series of motors states: "EA211 is characterized by readiness for the requirements of environmental standards that will apply in the future - EU6, SULEV (Super Ultra Low Emission Vehicle - environmental class in the USA) - and for the use of an electric drive."

To the left of the power unit in the direction of the car in the engine compartment is quite free: the new EA211 series is really ready to use the electric drive. The battery has a capacity of 51 Ah. However, there is also a platform for its installation of a larger area than the battery itself - other versions of Octavia and Golf imply the presence of a Start / Stop system.

Nevertheless, it is difficult to get close to the timing drive - to service it, you will have to hang out the engine.

The belt is tensioned by an automatic tension roller, which simultaneously guides it with the help of collars. As stated in the technical documentation, thanks to the use of modern technical solutions, such as, for example, fiberglass reinforcement, the life of the belt corresponds to the life of the entire vehicle. However, in Belarus there is a regulation for replacing the timing belt - more on that below. By the way, these toothed belts were originally developed for timing drives of diesel engines, in which they must withstand high loads. Will they hold up for long runs? Let's see.

Valve timing regulators work on the principle of rotary hydraulic motors. In the case of the 1.6 MPI engine, we have a phase shifter only at the intake.

The cylinder block is cast aluminum with cast iron liners (previous 1.4 TSI engines had a cast iron cylinder block). In the EA211 line, the main parameter by which the cylinder block of four-cylinder engines can be distinguished is the cylinder diameter. In the case of a 1.2 motor, it is 71.0 mm, 1.4 - 74.5 mm, 1.6 -76.5 mm. The overhaul of the engine involves the replacement of the short block.

According to the manufacturer, the crank mechanism of the new engines is designed to ensure a reduction in moving masses and less friction. "Crankshafts, connecting rods and pistons are so optimized in terms of weight that even in three-cylinder engines it was possible to abandon the use of a balance shaft, which is usual in such cases," the technical documentation states.

Cast crankshafts are used on MPI engines subjected to less stress, while TSI engines use forged crankshafts. To further reduce weight, cavities are drilled in the cheeks of the crankshaft. The manufacturer claims that all these measures reduce the inertial forces of the moving parts and thus reduce the load on the main bearings.

In the new engines, engineers reduced weight wherever possible, including on the ShPG.

When developing aluminum cylinder heads, attention was paid primarily to the wider use of exhaust gas energy to accelerate engine warm-up. Features of the assembly - 4 valves per cylinder, cross-flow coolant, built-in exhaust manifold, the possibility of using alternative fuels (in the EA211 line, we recall, there are engines adapted to run on natural gas). The exhaust manifold integrated in the cylinder head, among other things, also provides a faster start of the lambda control.

All engines of the EA211 family use a two-circuit system for cooling. At the same time, the temperature of the coolant circulating in the cylinder block and the cylinder head is different. Temperature control is carried out using two thermostats combined in one housing. The cooling system pump is integrated with this housing. The drive is carried out using a toothed belt from the exhaust camshaft.

VAG engineers claim that this scheme has a number of advantages. The cylinder block warms up faster, friction losses in the crank mechanism are reduced due to higher temperatures in the cylinder block. The cooling of the combustion chambers is improved due to the lower temperature level in the cylinder head. Due to this, the filling of the cylinders is improved, the tendency to detonation is reduced. On MPI engines, the cylinder head thermostat opens from a coolant temperature of 80°C. The second thermostat (for the cylinder block) opens when 105°C is reached.

The oil pan of the 1.6 MPI engine consists of two parts. The upper part is made of aluminium, the lower part is stamped from sheet steel. The non-adjustable oil pump (without two stages of oil pressure, as in some other motors of the line) is located at the top of the oil pan, on which the oil filter bracket is also located. That is, these vulnerable nodes are located relatively low to the ground. But the lower part of the pallet is steel - it's more reliable.

From below, the engine and gearbox are covered only with a plastic boot. However, you can additionally purchase and install metal crankcase protection.

On the issues of the service interval, we talked with the specialists of the official representatives of Skoda and Volkswagen in Belarus.

The official Skoda service offers an oil and oil filter change every 15,000 km or once a year, whichever comes first. The air filter should be changed every 30,000 km, candles - every 60,000 km. As for replacing the timing belt, it is not regulated by the manufacturer. However, FelOct-service specialists claim that at a mileage of 60,000 km, the condition of the assembly will be checked, and at 120,000, a belt replacement is recommended.

In accordance with the list of routine maintenance for the 1.6 MPI engine of the official Volkswagen service, the timing belt should be replaced when it reaches 240,000 km. Everything else is identical. In both cases, it is not regulated to change the oil in the automatic transmission and the fuel filter, which is combined with the fuel supply module and located in the tank.

1.6 MPI is rated for 95 octane gasoline, but 91 octane gasoline is allowed.

By the way, since Octavia with 1.6 MPI was on the lift, I would like to once again draw attention to some positive nuances. Firstly, we note a simple and maintainable suspension scheme: in front - McPherson with steel levers and bolted ball (!), in the back - a beam with spaced shock absorbers and springs. Hello Passat B3! Moreover, changing the rear shock absorbers is even easier than that of the sacred Volkswagen model for Belarusians…

The Golf VII has the same suspension in terms of suspension. True, with some other engines, the Golf and Octavia will use a multi-link scheme at the rear.

Secondly, all niches and partially the bottom are covered with plastic protection. At the same time, as you can see, the manufacturer did not save on anti-corrosion mastic - a 12-year guarantee against through corrosion on the body was given for a reason ...

How does it ride?

We were handed the keys to a Skoda Octavia with 1.6 MPI and a manual transmission. First impression: the "atmospheric" Octavia after the previously tested 1.4 and 1.8 TSI is an option for pensioners. Noise isolation also seems to be weaker compared to the more expensive Octavia options. There is also no fantastic elasticity that TSI motors give.

But this is only the first impression. Just look at the price lists - and everything falls into place. A large-looking car with this engine weighs only 1225 kg. In truth, 110-horsepower 1.6 MPI is more than enough for her. There are not enough stars from the sky, but there is no feeling that the engine is difficult to cope with the weight of the car. For an "atmospheric" of this volume, it can even be called quite dynamic.

Add here the clear shifting of a manual gearbox with well-chosen gear ratios. There are no problems with the start, since the “bottoms” are more expressive than on the same 1.2 TSI. A noticeable pickup is felt from 2000 rpm, and for more dynamic acceleration, the tachometer needle can be thrown above 4000 rpm. By the way, at 100 km / h in fifth gear, it turns out a little less than 2500 rpm.

Skoda Octavia technical data (with CWVA, CJZA and CHPA engines)
Engine	1.6 MPI (CWVA)	1.2TSI (CJZA)	1.4TSI (CHPA)
Engine volume, cu. cm	1598	1197	1395
Power, hp at rpm	110/5500-5800	105/4500-5500	140/4500-6000
Maximum torque, Nm at rpm	155/3800	175/1400-4000	250/1500-3500
Transmission	5M	6M	6M
Acceleration time 0-100 km/h, s	10,6	10,3	8,4
Maximum speed, km/h	192	186	215
Fuel consumption city/highway/average, l	8,5/5,5/6,4	5,9/4,4/4,9	6,5/4,6/5,3

We still recommend that fans of dynamic driving pay extra for a 140-horsepower version with 1.4 TSI. According to passport data, the difference between them in acceleration to 100 km / h is only 2.2 seconds, but according to subjective sensations, this is heaven and earth! Still, 250 Nm of a 1.4-liter turbo engine against 155 Nm of the "aspirated" make themselves felt. But for those who care more about simplicity of design and reliability, versions 1.6 MPI with "mechanics" or hydromechanical "automatic" are addressed. On the other hand, both 1.2 TSI and 1.4 TSI can save significant money through lower fuel consumption…

Website verdict

In 2014, as an alternative to TSI engines, 1.6 MPI appeared in the VAG powertrain range. As far as we know, at the moment Octavia and Golf with it in Belarus are in good demand, despite slightly worse acceleration dynamics, ease of traction control and higher fuel consumption compared to 1.2 TSI. The advantages of MPI are reliability (the fewer components and parts, the less the likelihood of breakdowns) and lower fuel quality requirements compared to direct injection engines. In addition, since 1.6 an honest hydromechanical 6-band "automatic" is offered.

One can argue about the choice between TSI and MPI for a very long time, but so far the Belarusian consumer in the case of Skoda is voting for the latter option. As for Volkswagen, Belarusians are more likely to buy Golf with 1.4 TSI and 1.6 MPI than with 1.2 TSI. According to the dealer, sales of Golf c 1.6 MPI and 1.4 TSI are currently approximately equal.

The motor is completely new, it is part of the EA211 line and in some places copies the design and technical solutions of its counterparts in the series. So far, we can only conclude about consumer characteristics and innovative technical solutions - this line of power units has really succeeded. True, the fact that there are no regulations for replacing the fuel filter and oil in automatic transmissions is seriously embarrassing. As for the widespread use of aluminum instead of steel and cast iron in motors, there is nowhere to go away from this ...

How all this will work - only time will tell. We are waiting for feedback from the owners.

Prices and equipment of cars with 1.6 CWVA

Skoda Octavia with a 1.6 MPI engine on the Belarusian market is offered in two body styles (liftback or station wagon) and three trim levels: Active, Ambition and Elegance. You can choose between a 5-speed manual transmission and a 6-band hydromechanical "automatic".

The cost of the Skoda Octavia liftback version with a 1.6 MPI engine and "mechanics" in the initial Active configuration is 15,990 euros ($19,900). This is 190 euros more expensive than the basic version of the Octavia with a 1.2 TSI engine. But the Ambition and Elegance trim levels with naturally aspirated engines are still cheaper than similar trim levels with 1.2 TSI due to the discounts offered. The cost of the basic version, but with a station wagon and a 1.6-liter engine will be 17.240 euros ($21.450). The basic Active package includes airbags for the driver and passenger, ABS, ESP, electric and electric mirror heating, front power windows, BLUES-1 DIN audio system (AM/FM/USB/Aux-in), central locking, electromechanical power steering, package for bad roads (without crankcase protection). For air conditioning, you will have to pay 1290 euros ($1605). The naturally aspirated automatic transmission is available starting from the Ambition trim level (18,800 euros, or $23,400).

The Skoda Octavia liftback in Ambition and Elegance trim levels with 1.6 MPI and a manual transmission at the time of publication of the material was subject to promotions: the first is estimated at 16,700 euros ($20,780), the second costs 18,400 euros ($22,895).

The most affordable three-door Volkswagen Golf Trendline with a 1.6 MPI engine costs $23,056, which is $1239 more than the identical version, but with 1.2 TSI. The package includes seven airbags, electromechanical power steering, ABS, ESP, XDS electronic differential lock, air conditioning, Composition Color audio system with 12.7 cm touch screen, power and heated mirrors, front power windows, central locking, automatic parking brake with assistant a comfortable start when driving on a hill, preparing the car for operation in the countries of the northern climatic zone, etc. The automatic version is priced at $25,247. The top five-door Golf with MPI, the Trendline Sonder Plus, is available for $26,910. Such a car has an "automatic", climate control, rear electric windows, front and rear parking sensors, electric heating of the front seats, etc.

For more accurate information about the availability of vehicles, equipment and prices, we recommend contacting dealers.

TECHNICAL DATA TABLE
	Skoda Octavia 1.6 MPI	Volkswagen Golf 1.6 MPI
ENGINE
Type	petrol
Number and arrangement of cylinders	4, in-line
Working volume, cu. cm.	1598
Power, hp at rpm	110/5500-5800
Max. torque, Nm at rpm	155/3800
TRANSMISSION
Drive unit	front
Type	5, mechanical (6, automatic)
PENDANTS, TYPE
Front	independent McPherson
rear	semi-independent spring
DYNAMICS
Acceleration up to 100 km/h, s	10,6 (12)	10,5 (11,9)
Max. speed, km/h	192	190(186)
ECONOMY
Fuel consumption in extra-urban cycle, l/100 km	5,5 (5,3)	5,0 (5,2)
In the urban cycle, l / 100 km	8,5 (9)	8,1 (8,9)
In the combined cycle, l/100 km	6,4 (6,7)	6,1 (6,6)
DIMENSIONS
Length/width/height, mm	4659/1814/1461	4255/1799/1452
Wheel base, mm	2686	2637
ADDITIONAL DATA
Trunk volume, l	590-1580	380-1270
Fuel tank capacity, l	50

The editors express their gratitude to the official representative of Skoda in Belarus, the company "FelOct-service" and the official importer of Volkswagen "Atlant-M Farzeughandel"

We are still looking for cars purchased new in Belarus and equipped with TSI engines with high mileage (from 200-300 thousand km).

I have never considered the creation of purely assembly plants of foreign automobile concerns to be a full-fledged entry into our market. Seriously and for a long time - this is if, in addition to the main conveyor, the company is also building a motor plant. There are few who agree to share technologies - Volkswagen, which was built near Kaluga, belongs to a small cohort of daredevils. The concern, which has swelled 8.6 million euros in quality control alone, is hardly pursuing only momentary interests.

So far, production is not operating at full capacity and produces engines of the same model. This is a representative of the modern modular EA211 family. The 1.6 MPI multiport fuel injection engine is not equipped with a turbocharger, but it is the most modern aspirated engine, which differs significantly from the previous generation engines.

With units of the EA111 family, which were installed on the Polo and Rapid of the Russian assembly until mid-2015, the newcomer is related only by the center-to-center distances of the cylinder-piston group. The EA211 is smaller, lighter, has fewer parts, and more power - 110 hp. against 105 forces. And, most importantly, it is easier to repair.

We know firsthand about Volkswagen engines. The ZR editors bought one of the first serial Polo assembled in Kaluga with a CFNA engine of the EA111 family. With him there were problems from the first thousand kilometers. There was a distinct knocking sound. We had nine out of sixteen hydropushers replaced under warranty. It helped for a while - the knock appeared again. By 50 thousand mileage, the pistons were changed: it turns out that the thermal clearance of the pistons with cylinders on the engines of the first batches was larger than necessary. But when the mileage exceeded 100 thousand, the engine began to click again during a cold start, and so it left the editorial office for a new owner. Has this problem been solved in the EA211 unit?

I carefully examine the pistons of the new motor on the assembly line. Each is packed in a bag, the rings are already installed. The plant changed its supplier and introduced additional control operations. I hope the knocking is over.

There are a lot of innovations in the engine in general. Even the attachment points have been changed: the motor of the EA211 family is tilted not to the radiator, but back, to the motor shield. The cylinder head is rotated 180 degrees, and the exhaust is directed the other way. Not only that, the exhaust manifold is built into the aluminum cylinder head - the catalytic converter is attached directly to it.

The intake valves are now variable timing, the timing mechanism is driven by a toothed belt rather than a chain, and the camshafts are integrated into a compact aluminum housing. And this module is attached to the cylinder head instead of the valve cover.

Mounted units are not mounted on brackets, but directly to the cylinder block and oil pan. Revised cooling and lubrication systems. For example, a thermostat is combined into one module with a water pump. And the oil pan is composite: the intermediate oil bath is aluminum, the lower one is steel. There are no gaskets: the joints are sealed with sealant. A feature of this design is good maintainability. If the steel part of the sump is damaged, the oil pick-up is not crushed. It is located high enough, and the bottom of the pallet is easy to remove and repair even in the field. Even silicone protection of the engine number from oxidation is provided.

On the assembly line, the engines are subjected twice on stands that allow them to catch the slightest deviation. Therefore, not every assembled engine is checked by a hot start before installation on a car, this is done selectively. And in the quality laboratory they regularly conduct a control check of several engines - with the destruction of parts. Motors are disassembled and sawn in the truest sense of the word: blocks and cylinder heads, fasteners and even crankshafts.

Of course, there are no ideal units, and for sure, long-term mass operation will reveal certain shortcomings of the new motor, which will be the reason for the next modernization. This is a normal process. The main thing is that a new generation of Russian automotive engineers will participate and gain experience in it. Remember, once a qualitative leap in our car industry was helped by the engine of the VAZ “classics”. Let not every engine be started up before installation on a car, but in the quality laboratory they conduct a control check of several engines with the destruction of parts. Motors are disassembled and broken according to science. Now, for example, the crankshaft will be sawn lengthwise. The section shows the hardening depth of the main and connecting rod journals. And the shafts are tested on stands with cyclic bending and twisting loads. They load until they break. Then they look where the cracks came from, study the fracture under a microscope. The shaft is considered conditioned if it has withstood 10 million cycles!

Even if not every engine is started before being installed on a car, but in the quality laboratory they conduct a control check of several engines with the destruction of parts. Motors are disassembled and broken according to science. Now, for example, the crankshaft will be sawn lengthwise. The section shows the hardening depth of the main and connecting rod journals. And the shafts are tested on stands with cyclic bending and twisting loads. They load until they break. Then they look where the cracks came from, study the fracture under a microscope. The shaft is considered conditioned if it has withstood 10 million cycles!

It was equipped with several options for power plants, among which were both atmospheric and turbocharged engines. The modification with a 1.6-liter "aspirated" BSE with a capacity of 102 hp was very popular. This motor, which has received a lot of positive feedback, is considered one of the most reliable and trouble-free in the line of Volkswagen units.

The start of production of 1.6 MPI engines with the BSE index dates back to 2005. The engine was developed on the basis of a 1.6-liter petrol "four" BGU. In principle, both of these engines have a similar device, which is a development of an even older line of engines, which includes, for example, a unit with the ADP index. But, in general, all these power plants belong to the EA827 family, which has been leading its history since 1972.

Design features and characteristics of the 1.6 MPI BSE engine

The key to the reliability of BSE engines is a simple, time-tested design. The base is an aluminum cylinder block with cast iron liners. Cylinder diameter - 81 mm, piston stroke - 77.4 mm, compression ratio of the working mixture - 10.5: 1. Multi-point distributed injection, Simos 7 control system. Fuel is supplied through nozzles to a plastic intake manifold with variable geometry. The amount of air required for the mixture is calculated based on the readings of the absolute pressure sensor (MAP sensor). The gas distribution mechanism has eight valves, two for each cylinder. Valve clearance adjustment is not required, as hydraulic compensators solve this problem. The neutralization of exhaust gases is carried out using a catalyst, before and after which there are lambda probes. An additional air supply pump is integrated into the exhaust system to help warm up the catalytic converter faster.

The 1.6 BSE motor maintenance schedule includes a standard set of events for engines. The frequency of routine maintenance is the same as for other Skoda Octavia A5 power units. The engine oil is changed every 15,000 km (in severe operating conditions, preferably more often), the spark plugs are replaced every 60,000 km, the timing belt is replaced every 120,000 km (check every 30,000 km). It is necessary to monitor the condition of the timing belt in strict accordance with the regulations, since if it breaks, the valves bend, which threatens with expensive repairs.

Technical characteristics of the engine 1.6 MPI 102 hp (BSE index):

Engine	1.6 MPI 102 hp
Engine code	BSE
engine's type	petrol
Injection type	distributed
Supercharging	No
Block material	aluminum
Engine location	front, transverse
Cylinder arrangement	row
Number of cylinders	4
Number of valves	8
Working volume, cu. cm.	1595
Compression ratio	10.5:1
Cylinder diameter, mm	81.0
Piston stroke, mm	77.4
How the cylinders work	1-3-4-2
Power (at rpm), hp	102 (5600)
Maximum torque (at rpm), N*m	148 (3800)
Environmental class	Euro 4
Fuel	Gasoline with an octane rating of at least 91
injection system	Simos 7
Automatic valve clearance adjustment	Yes
Catalyst	Yes
Lambda probe	2 probes
Exhaust Gas Recirculation	No
Changing the geometry of the intake manifold	Yes
Secondary air supply system	Yes
Changing the valve timing	yes (inlet)
Engine oil volume, liters	4.5
Estimated engine life, thousand km	250-300

Specifications Skoda Octavia A5 1.6 MPI

With all the advantages of the 102-horsepower 1.6 MPI, it is obvious that the owner of the Octavia can only count on a calm, measured ride with him. The traction characteristics of the engine are barely enough to give a more or less acceptable acceleration to a 1.3-ton car. If the model is equipped with a 5-speed manual, acceleration to 100 km / h takes 12.3 seconds, the modification with a 6-band "automatic" is even slower - 14.1 seconds. If in the urban crowd such dynamics is quite enough for successful maneuvering, then when driving on a suburban highway with one lane in each direction, the moment for overtaking must be chosen very carefully.

Chip tuning can add a little agility to the car, but it will not give a significant increase. At best, the increase in power and torque will be 5-10%, which is almost not noticeable. In addition, it is not known how manipulations with the control unit will affect the engine resource. But with factory settings and with timely maintenance, the motor is able to “walk” 250-300 thousand km.

Detailed specifications of Skoda Octavia A5 with 1.6 MPI 102 hp engine:

Modification	Skoda Octavia A5 1.6 MPI 102 HP liftback	Skoda Octavia A5 1.6 MPI 102 hp station wagon
Engine
engine's type	petrol
Engine location	front, transverse
Working volume, cu. cm.	1595
Number of cylinders	4
Cylinder arrangement	row
Power, hp (at rpm)	102 (5600)
Maximum torque, N*m (at rpm)	148 (3800)
Transmission
Manual transmission (manual transmission)	5 speed
Automatic transmission (automatic transmission)	6 speed
Drive unit	front
Suspension
Front suspension	independent, MacPherson type with anti-roll bar
Rear suspension	independent, multi-link
brakes
Front brakes	disc ventilated
Rear brakes	disk
Dimensions
Length, mm	4569
Width, mm	1769
Height, mm	1462	1468
Wheel base, mm	2578
Front wheel track, mm	1541
Rear wheel track, mm	1514
Front overhang length, mm	915
Rear overhang length, mm	1076
Clearance, mm	164
Trunk volume, l	585	605
Weight characteristics
Curb weight, kg	1280 (1315)	1295 (1330)
Gross weight, kg	1880 (1915)	1895 (1930)
Fuel performance
Fuel consumption in the urban cycle, l. per 100 km	10.0 (11.2)
Fuel consumption in extra-urban cycle, l. per 100 km	5.8 (6.1)
Fuel consumption in the combined cycle, l. per 100 km	7.4 (7.9)
Fuel
Tank volume, l
Speed ​​indicators
Maximum speed, km/h	190 (184)	188 (184)
Acceleration time to 100 km/h, s	12.3 (14.1)	12.4 (14.2)

Note: data in brackets are for modifications with automatic transmission.

BSE engine maintenance supplies

In conclusion, here is a list of spare parts for maintenance of the 1.6 MPI (BSE) engine:

• Oil filter - 06A115561B;
• Air filter element - 1F0129620;
• Toothed timing belt - 06A109119C;
• Fuel filter - 6Q0201051C;
• Spark plug - 101000033AA.

Engines BSE BFQ BSF 1.6 l.

Characteristics of EA113 engines

Production	Volkswagen
Engine brand	EA113
Release years	2002-2015
Block material	aluminum
Supply system	injector
Type	in-line
Number of cylinders	4
Valves per cylinder	2
Piston stroke, mm	77.4
Cylinder diameter, mm	81
Compression ratio	10.5
Engine volume, cc	1595
Engine power, hp / rpm	102/5600
Torque, Nm/rpm	148/3800
Fuel	95
Environmental regulations	Euro 4 Euro 5 (since 2008)
Engine weight, kg	-
Fuel consumption, l/100 km (for Golf 5) - city - track - mixed.	9.9 6.1 7.4
Oil consumption, g/1000 km	up to 1000
Engine oil	0W-30 0W-40 5W-30 5W-40
How much oil is in the engine, l	4.0
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	- 400+
Tuning, HP - potential - no loss of resource	- n.a.
The engine was installed	VW Caddy VW Golf 5 VW Bora/Jetta VW Passat Skoda Octavia Audi A3 VW Touran SEAT Altea SEAT Ibiza SEAT Leon SEAT Toledo

Reliability, problems and repair of engines BSE BFQ BSF

The BFQ motor began to be produced in 2002, and it was a development of AVU. It used an aluminum cylinder block with cast-iron liners, a cylinder diameter of 81 mm, a crankshaft with a piston stroke of 77.4 mm and a piston height of 29.7 mm was installed inside the block.

On top of the block is an aluminum 8-valve head with a single camshaft. The size of the inlet valves is 39.5 mm, the exhaust valves are 32.9 mm, the diameter of the valve stem is 6 mm. The camshaft rotates with the help of a timing belt, and the service life of this belt is 90 thousand km.
The intake has a variable geometry manifold.
This is a regular VW 1.6 MPI with multiport fuel injection and a Simos 3.3 control unit. It complies with the Euro 4 environmental class.
In 2004, they began to produce the next version of this engine - BSE, which was distinguished by the absence of an EGR valve and a Simos 7.1 control unit.
Together with BSE, they produced the BSF engine, which was distinguished by less stringent environmental standards (Euro-2).
In 2007, Volkswagen launched the CCSA engine, which is designed to run on the E85.
In 2008, they began to transfer all these engines to the Euro-5 environmental class.

These VW 1.6 MPi engines share common roots with 1.8 liter AGN, ANN, ADR and 2 liter ADY, AGG, AQY and other engines.

The release of these 8-valve engines continued until 2015, but since 2010 they have been replaced by 1.2 TSI.

Disadvantages and problems of engines EA113

1. Zhor oil. You need to disassemble the motor and check the condition as a whole, most likely you have a huge mileage, the rings are stuck and you need a major overhaul. It will not be possible to get by with decarbonization, you need to do it well once and for a long time.
2. Shaking, vibration at idle. Increasing idle speed may help. The second reason for this may be air leaks, you need to remove the intake manifold, replace the gaskets and put everything in your mind.

In general, BSE, BFQ, BSF and BGU are low-power, but very simple and reliable motors, with normal maintenance and regular oil changes, they will travel 400-500 thousand km and even more without problems.

Engine number

Look for it at the junction of the motor and box.

Engine tuning BSE BFQ BSF

These motors were created for a leisurely ride around the city and no sport was implied when they were created. Nevertheless, aggressive firmware can be uploaded here and get 110 or even up to 115 hp. But this is not even done for power, but to remove the excessive dullness of the motor.