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.
VW Golf Highline Bluemotion 1.4 TSI. Price: 1 767 600 rubles On sale (with new engine): from February 2016
The result of this test for me consists of two clearly defined components - technical and operational with a philosophical color. I'll start with the first one. Engine 1.4 TSI with a power of 125 liters. s., which, at first glance, differs from its predecessor only in marking and does not represent anything special, in reality it is completely new. The cylinder block is aluminum, not cast iron. The entire body kit of the turbo engine has also lost weight. As a result, the engine dropped more than 20 kg. Forgive me for the details, but as an engine engineer it was difficult to get past the "delicious" design solutions. The exhaust manifold, for example, and the cylinder head are a monoblock with a personal cooling circuit. That during a cold start, firstly, it speeds up the output of the converter to the operating mode (which, frankly, we are not very concerned about), and secondly, and this is the main thing, the warm-up time of the cabin is reduced in the cold season (!). And further. In full power mode, this arrangement allows you to reduce the temperature of the exhaust gases, thereby increasing the resource of the turbocharger. By association with turbine cooling, I remembered that during the VW Golf Bluemotion test, when the temperature overboard (let's call it that) exceeded 30 degrees, the car began to cool the interior with such zeal that no tricks could save me from the dagger flow of icy air. As a result - a cold shoulder and all subsequent pleasures for a month and a half. I don’t know, perhaps, out of a thousand options for blowing the cabin, it was safe, but my qualifications were not enough to detect it.
But let's move from theory to practice and from the general to the particular. Let's start with the actual cost. On the section of the route from Moscow to the border with Belarus (about 500 km), under fear of running into a camouflaged camera (average speed 89 km / h), the consumption of VW Golf 1.4 TSI is 5.7 l / 100 km. In Belarus, on an ideal highway with a constant (real) speed of 115 km / h - 6.6 l / 100 km. In Poland, on the autobahn at a speed of 150 km / h (actually, the limit is 140, but everyone is rushing 150 or more) - 7.6 l / 100 km. In Germany (a lot of repaired areas) - 6.8 l / 100 km. In France, on toll highways (limit 130 km/h) - 6.6 l/100 km. 3200 km of driving in European towns - about 7.0 l / 100 km. If we calculate the average consumption of the VW Golf 1.4 TSI over the entire test for 10,000-odd kilometers, we get 7.4 l / 100 km. A cunning educated reader will look at all the previous figures and say that somehow such an average does not work out. Agree. But I have not yet indicated the expense in Moscow. And he is 9.3 l / 100 km, and believe me, no switchable cylinders will help here! After all, if in the early-early morning (at 5 o’clock) I can easily get from home to work in 35-40 minutes, then in the afternoon even three hours may not be enough. And here it's, you guessed it, not in the car.
Navigation in geography can be safely put five, but for the pronunciation of names in French - a solid stake!
Finally, about my surprises. The first time I was surprised to see the price of VW Golf Bluemotion - 1,767,600 rubles. Too much, I thought. The second time I mentally uttered this phrase, seeing the package. There was everything and a little more, except for the already described system for deactivating two cylinders - and this is also with a plus sign! At first, I decided that it was just a so-called demo car, where everything is there, including systems that are absolutely useless for us. For example, a system for keeping the car in a busy lane or automatically switching the light from far to near and vice versa. And then I realized: this is not a demo car, but an ordinary alien who was accidentally brought to us from the future (perhaps far). Therefore, by the time such cars with their capabilities become a real necessity for Russians, the ruble will strengthen twice and the price will become very real and widely available. But for this we must become Europe.
Driving
On roads of normal quality (even by our standards) is a pleasure
Salon
With the right ergonomics for city driving
Comfort
For four (2 + 2) in the city - "eight", for two - "ten". I don’t evaluate on long hauls, therefore, in the habitat, a total of “nine”
Safety
Everything is in full. With a tough assessment, you can find fault with the glare on the windshield in the bright oncoming sun
Price
Adequate for this configuration, where there is everything, and even more than necessary
Average score
- The car is functionally integral, well-balanced in handling, with adequate response throughout the entire speed range.
- Inconvenient for long hauls (over 500 km). Even more so on Russian roads
Specifications VW Golf 1.4 TSI Dimensions 4255x1799x1452 mm Base 2637 mm Curb weight 1225 kg Full mass 1730 kg Clearance 142 mm Trunk volume 380/1270 l Fuel tank volume 50 l Engine gasoline, 4-cyl., 1395 cm 3, 125/5700 l. s./min -1 , 256/3250 Nm/min -1 Transmission 7-speed, automatic drive DSG Tire size 205/55R16 Dynamics 204 km/h; 9.1 s to 100 km/h Fuel consumption (city/highway/mixed) 6.1/4.3/5.0 l per 100 km Operating costs VW Golf 1.4 TSI* Transport tax 3125 r. TO-1/TO-2 5285 / 21 100 rubles OSAGO / Casco 12 500 / 108 11 0 rub. * Transport tax is calculated in Moscow. The cost of TO-1 / TO-2 is taken according to the dealer. OSAGO and Casco are calculated on the basis of: one male driver, single, age 30 years, driving experience 10 years.
Verdict
Comfortable. Especially in cities with heavy traffic. Not suitable for use as a family car for long trips. One of the leaders in its segment in terms of price / quality ratio. But since this is a kind of demo car, I find it difficult to adequately evaluate a real car.
The highlight of the motor is a two-stage boost, consisting of a mechanically driven supercharger and a turbocharger. The unit is offered in two versions: 140 hp. and 220 N.m of torque or 170 hp. and 240 N.m. The difference in recoil is provided exclusively by the firmware of the control unit, the mechanical part is unchanged.
Up to 2400 rpm, only the mechanical compressor works: the exhaust gas velocity is too low to spin the turbo unit. In the range of 2400-3500 rpm, he works with effective feedback, but with a sharp acceleration, the mechanics still help him, covering the inevitable turbo lag. After 3500 rpm, the intake control flap is fully open and directs the entire volume of air to the turbocharger. As a result, a weaker engine reaches maximum torque from one and a half thousand revolutions, a 170-horsepower engine - 250 rpm higher. By the way, an interesting function is sewn up in the control unit of a more powerful unit: the driver can activate the winter driving mode with the key even with a manual gearbox. The engine in this case runs softer, minimizing wheel slip.
A dual-circuit cooling system has already been tested on engines of the FSI family: one circuit for the cylinder block, the other for the head. With this scheme, it is easier to maintain the optimum operating temperature of the engine, which means lower emissions and fuel consumption. For example, to speed up warm-up and reduce the likelihood of overheating in power modes, a hotter head needs to be cooled more intensively. Therefore, the volume of liquid circulating in the head is twice as large as in the block, and the thermostat (of course, there are also two of them) opens at 80 and 95 ºC, respectively. In addition, to protect the turbine from overheating, thereby extending its life, an electrically driven auxiliary water pump helps, which drives liquid through a separate circuit for 15 minutes after the engine is stopped.
The engine is extremely saturated with modern technologies, which raises the unit in the eyes of technical experts. Just do not forget about the correct operation. The key to the health of this motor is solid fluids and consumables and, of course, qualified and timely service. A difficult combination in our conditions. And the cost of the main components and assemblies more than covers all the amounts that high technology can save on gasoline.
The coolant pump pulley is also the compressor magnetic clutch pulley. Both drive belts pass through it. The compressor is located on the side of the engine facing the passenger compartment:
Therefore, to reduce noise, the unit was dressed in an additional case with walls made of sound-absorbing foam, and the incoming and outgoing air flows pass through silencers. To develop a maximum boost pressure of 1.75 atm, a gearbox is installed in the mechanical compressor housing (right photo), which increases the rotation speed five times, up to 17,500 rpm.
The cylinder block is made of cast iron:
Despite the general struggle with extra pounds, there is still no worthy replacement for this material for turbo engines with a high degree of forcing. The so-called open block (there are no bridges between the block walls and the cylinder wells) provides better cooling and more uniform cylinder wear. It is easier for the piston rings to compensate for this, which helps to reduce oil consumption. But the cylinder wells are interconnected - this is a necessity for a turbo engine: at increased loads, free-standing cylinders lack rigidity in the upper belt.
The high pressure fuel pump is located on the camshaft bearing housing.
It is driven by a separate cam on the intake shaft. To increase injection pressure and increase productivity, the piston stroke was increased in the pump compared to FSI atmospheric engines.
Injectors with six holes in the atomizers inject fuel on the intake stroke in the main operating modes:
But if you need to quickly warm up the catalytic converter, they additionally give out a second fuel charge when the crankshaft rotates about 50º to top dead center. The maximum injection pressure reaches 150 atm.
Downsizing (from the English downsizing - “downsizing”) began in the twentieth century, and it was Volkswagen that introduced this term. And then it was about a line of 1.8-liter supercharged engines and 20-valve cylinder heads.
It was assumed that a relatively compact 1.8T block would replace a line of engines up to three liters in volume, which in fact happened. Now a volume of 1.8 liters is no longer considered small. In many ways, this is the merit of the EA113 engine family and specifically this 1.8T engine.
Moreover, the later versions of engines with this block of cylinders and cylinder head had a volume of two liters, which you can’t seem to call a downsize, but this concept is connected not only with the working volume, but also with the dimensions. Here, due to the thinnest cylinder walls and long-stroke design, it was possible to fit a similar volume into the dimensions of 1.6-liter engines in the mid-2000s. Do not be surprised when comparing AWT blocks from VW Passat and some X 16XEL from Opel: in terms of dimensions, there will be an almost complete match. Of course, the mass is not much different.
Pictured: Volkswagen Passat 2.0 FSI Sedan (B6) "2005–10
But it was precisely by the beginning of the new century that the compactness of the design became a much more important characteristic than before. Why? Only because the growing requirements for the volume of car interiors while maintaining external dimensions and an increase in average power in compact cars required the use of ever smaller but more powerful engines.
The experience of the EA113 line turned out to be successful: despite the complex design of the cylinder head, the presence of turbocharging and boosting for 200 forces, 1.8T engines calmly nursed their 300 thousand or more. Encouraged by the success, Volkswagen went further.
Continued success
Based on a block of a family of engines with a volume of up to 1.4 liters, new series of 1.2 and 1.4 liters of the EA111 series were introduced (do not look for simple logic in numbering). The power of the motors was 105-180 hp. The basis for the new engines was the 1.4-liter AUA / AUB atmospheric models, made using a new modular arrangement of attachments and with a timing chain drive. The motors received the designation TFSI / TSI, as they were equipped with direct fuel injection and supercharging. We especially note that there is no difference between TFSI and TSI fuel systems, these are just two marketing names for the same thing for Audi and Volkswagen models.
Pictured: Volkswagen Golf 5-door "2008–12
It turned out a large family of engines, of which the most famous are 1.4 l CAXA (122 hp), 1.2 l CBZB (105 hp), a slightly weaker CBZA with 85 hp, 130 hp 1.4 CFBA, twin-aspirated 140/150 hp BMY/CAVF, the infamous 160 hp CAVD and the most powerful 180 hp hot hatch CAVE/CTHE.
The 1.2 liter engines of this line are very different from the 1.4 liter engines. They have a different eight-valve cylinder head and a slightly different block, a different piston group, and there are also no highly boosted options.
Basically, this material will focus on 1.4 liter engines. They have a unified design and similar disadvantages.
Design features
The design of engines at first glance is as simple as possible, but there are a number of interesting solutions. Cast iron block, aluminum 16-valve cylinder head - like dozens of other designs. But the timing chain drive is made with a separate chain cover, which is more typical for belt motors and greatly facilitates its maintenance.
Thermostat fully open temperature
cylinder block
105 degrees
The timing drive has roller rockers-pushers and hydraulic lifters. The crankshaft position sensor is built into the rear flange of the engine. The pressurization system is made with a liquid intercooler, which is atypical for most supercharged engines, and the cooling system has two main circuits, a charge air cooling circuit and an electric pump for additional cooling of the turbine.
The thermostat is two-section and two-stage, providing different temperatures for the cylinder block and cylinder head and smoother temperature control. The cylinder block thermostat has a full opening temperature of 105 degrees, and the cylinder head thermostat is 87.
The control system is usually used by Bosch, the injection pump is theirs, but in some variants a Hitachi high pressure pump is installed. The twin-aspirated version with a Roots compressor is a marvel of technology, and the small engine ended up with so much extra equipment and such a complicated intake that it was heavier than the two-liter TSI engines.
For such a small engine, it is unusual to see oil nozzles for cooling pistons and a floating piston pin, but everything is serious and designed for high power.
The crankcase ventilation is elegant and simple: there is an oil separator built into the front cover of the engine and the most simple system with a constant pressure valve, which is rare for a turbo engine.
A system for supplying clean air for crankcase ventilation is also provided, which theoretically allows the oil to retain its properties for a long time and provides long service intervals. The oil pump is located in the crankcase and is driven by a separate circuit, this design allows you to reduce the time of oil starvation during the first and cold start, loss of tightness of the oil line check valve or lowering the oil level.
DuoCentric's variable pressure pump reduces lubrication power loss and allows for year-round use of low viscosity oils. It provides a pressure of 3.5 bar in a wide range of operating conditions. The oil pressure sensor is located in the farthest part of the oil line after the hydraulic lifters and responds well to any pressure drop. Of course, there are also phase shifters. At least on the intake shaft.
Pictured: Volkswagen Tiguan "2008–11 An elegant design, even with a superficial analysis, has many weak points and should work "on the verge". Moreover, even without taking into account the peculiarities of the operation of the direct fuel injection system with its pulsations, sensors and worn drive eccentrics. But the main volume of claims, oddly enough, refers to the basic elements of the design, from which you do not expect a dirty trick.
Something went wrong?
If you think that such a turbocharged engine as a 1.4 EA111 with high power has a very small piston group resource and a consumable turbine, then you are only partly right. In fact, the natural wear of the piston group is small, and the turbines, after eliminating problems with the electronic bypass and the sticky wastegate drive, are able to cover their 120-200 thousand kilometers. Fortunately, her working conditions are quite “resort”.
In the photo: Under the hood of the Volkswagen Golf GTI "2011 The main reason for the dissatisfaction of the owners throughout the entire period of use of these motors turned out to be predictable and simple. The timing chain drive could not provide a stable resource, and the design features allowed the chain to jump on the lower crankshaft star with little wear. In addition to this, in general, banal reason, there was another one: the chain drive of the oil pump also could not stand it, the chain tore, or it jumped off.
In an attempt to eliminate an annoying nuisance, the company changed the tensioner three times, replaced the chain and sprockets with smaller ones, changed the design of the engine front cover, and in the end replaced the oil pump roller chain with a lamellar one, at the same time changing the drive gear ratio to increase operating pressure. The latest version of the tensioner is 03C 109 507 BA, it is recommended to change it in any case. The wear of dampers is usually insignificant, but they are inexpensive.
There are two types of timing kits: 03C 198 229 B and 03C 198 229 C. The first kit is used for motors with an oil pump roller chain, motors with numbers CAX 001000 to CAX 011199, the second option is for upgraded ones, from CAX 011200. If you want at the same time improve the oil pump drive and use a newer version of the kit, then you still need to replace the oil pump star, its drive chain and tensioner. Part numbers 03C 115 121 J, 03C 115 225 A and 03C 109 507 AD respectively. When ordering parts separately, you need to be very careful, some parts of the kit may be incompatible with each other.
The resource of the first variants of the chain before replacement was sometimes less than 60 thousand kilometers. After replacing the tensioner with a more resistant one and installing less stretchable chains, the average resource was about 120-150 thousand before the appearance of unpleasant chain knocks on the cover.
The identified nuisance with the check valve 03F103 156A added another resource to the chains, which too quickly drained oil from the pressure line back into the crankcase, which led to long-term operation of the timing without pressure. Residents of warm regions, ignoring dangerous taps, quite successfully nurse the chains and more than 250 thousand, but there is a nuance: after the first taps appear during a cold start, a sign of a weakened tensioner, the likelihood of a chain slip begins to grow. And the lower the temperature, and the longer the engine goes to operating speed, the higher the probability. At the same time, when the phases leave, traction worsens and fuel consumption increases, so taking risks is not so cheap. In addition, 100-120 thousand mileage is an approximate resource for a phase shifter of the latest modifications in urban conditions and on original oil. Earlier versions began to knock after 60-70 thousand run. So all the same, the motor needs to be opened, and in an amazing way, the resource of the chain drive components is connected with the resource of the phase shifter, which is not officially a consumable.
An error in the 93rd group does not always appear, so fans of electronic "diagnostics" need to be on the alert anyway. But for services, this nuance turned out to be just a gold mine, because in this case it is possible to eliminate unnecessary sounds ...
Timing chain and noise, as the most common problems, lead the list of troubles for 1.4 TSI engines. Every owner of such a machine faces them. As with the “oil burner”, which inevitably appears over time. But the oil appetite also has a downside.
The system is designed in such a way that oil appetite and all related problems are not only inevitable, but also in the absence of any action on the part of the owner of the car, they mutually reinforce each other. And this leads to a rapid increase in negative factors. The final chord is usually either cracks in the piston due to detonation, especially on all engine options more powerful than 122 forces, or burnout of the piston due to excess oil and piston rings.
What to do?
Most of those who have read the material up to this point have logically concluded “do not take it”. Which doesn't make any sense at all. But if you have already contacted such a motor on a used car, do not rush to get rid of it urgently. You can live with EA111, it's just that this aged motor needs only an integrated approach to diagnostics and restoration. Timing alone won't get you off. For a “rider”, which includes most owners of modern cars, the engine will most likely fail completely and irrevocably due to the death of the cylinder-piston group. At best, sticking valves, detonation and errors will put the car in good service. And now, after a thorough repair, the motor will again please with traction and efficiency. Unless, of course, the power system fails.
The motor has been repeatedly upgraded, and there are quite a few options. In general, until 2010, the design of the piston group was distinguished by an unsuccessful oil scraper ring, and until 2012, the piston rings were also thin and wore out quickly. And only at the end of the release of the series, motors appeared that are practically not subject to the occurrence of rings and a number of related problems. At the same time, crankcase ventilation kits began to be set to a slightly higher operating pressure. It turned out that the efficiency of the oil separator is highly dependent on vacuum, and that the vacuum in the supercharged engine turned out to be higher than planned. This, in turn, led to increased oil consumption through the crankcase ventilation.
In the photo: Under the hood of the Volkswagen Golf R 3-door "2009–13 Direct injection fuel equipment introduces its own nuances into the aging process of the motor. Like any system with high operating pressure, it is quite capricious. And the price of components that are almost beyond repair is high. In addition to the expected replacement of injectors and high pressure fuel pumps, you can also change the expensive fuel rail pressure sensors assembly with the rail, a bunch of pipes and gaskets. But so far, this, albeit costly, but the most “understandable” part of the problems with the motor. In addition, it is relatively well diagnosed by experienced craftsmen.
To take or not to take a car with such a motor? If the car is in good condition and with guaranteed low mileage, then why not? Especially if you move around a lot, and low fuel consumption will be a pleasant incentive. And, of course, if you are not afraid of one-time investments in the amount of 30-50 thousand rubles after the purchase. This is the price of a good diagnosis with the replacement of the timing with a new version, and along the way, you can identify all the accumulated problems and eliminate them.
Closer to 200 thousand mileage, money will be required again. Most likely, it will be necessary to repair the fuel equipment and the pressurization system. As a result, there are chances to reach 300 thousand mileage or more, although there will be much more difficulties on the way than in the case of some simple "aspirated" vehicles from the 90s with twice the fuel consumption. But unsuitability for repair is a clear exaggeration.
Pictured: Volkswagen Golf 5-door "2008–12 In general, the motor really turned out to be initially unsuccessful, demanding on service, and only in the last iterations did it get rid of annoying childhood diseases. But this is an inevitable consequence of the global trend towards the testing of technologies by the forces of buyers. In this regard, the EA111 experimental series is not the first and far from the last. Your voice
Many motorists are familiar with the 1.4-liter TSi engine, which contains 150 hp. With. from the famous Germans Audi-Volkswagen. But, not everyone knows which cars it was installed on, as well as what real resource and potential it has.
Engine Specifications
The TSI 1.4 engine also has a name - EA211, which was assigned to it by the manufacturer. This is a small-capacity turbine engine, which has become quite widespread on Volkswagen cars.
For the first time, the installation of power units began on Jetta and Golf 5 vehicles. This motor was developed specifically to replace the EA111, which did not perform well. The cast-iron block and aluminum head hide two camshafts, hydraulic lifters, lightweight pistons and a reinforced crankshaft inside.
Basically a TSi engine with a volume of 1.4 liters. and 150 horsepower is reliability. The main plus is the presence of turbocharging. Supercharging is put into the engine - 1.4 TSI Twincharger, which practically eliminates turbo lags.
Consider the technical characteristics of the power unit:
Power unit 1.4 tsi 150 hp With. has an engine resource:
- According to the manufacturer's technical documentation - 250-300 thousand km.
- According to practical data received from motorists - 300,000 km and above. It all depends on the service.
Applicability
Engine 1.4 tsi 150 hp With. received a fairly large prevalence on the cars of the concern "Volkswagen". So, the motor can be found on cars: Audi A3, Audi A4, Skoda Octavia, Skoda Rapid, Skoda Superb, Volkswagen Golf, Volkswagen Jetta, Volkswagen Passat.
Repair and tuning
No special problems were found during the operation of the engine. So, the motor turned out to be quite reliable and easy to repair. The design bureau of the Volkswagen concern took into account all the shortcomings and wishes of consumers, and eliminated the problems of its predecessor: it refused to use the timing chain and equipped the motor with a belt, replaced the bypass valve and improved heating. As for the repair, the motor can be repaired with your own hands in the garage, which pleases many owners.
As for maintenance, it must be carried out every 12-15 thousand kilometers. Replacing the timing belt should be done after 60-75 thousand km.
The rest of the repair work is carried out in accordance with the regulations and repair manuals. Overhaul of the engine is carried out only in the conditions of a car service using special equipment.
Tuning of the motor is almost not carried out, since it has just entered the domestic market, but chipping of the power unit is already being carried out. So, by flashing the electronic control unit to the Stage 1 level, you can achieve an increase in power up to 180 hp, but if you flash it with Stage 3+ firmware, you can already develop up to 230 hp.
Conclusion
TSi engine with a volume of 1.4 liters, which contains 150 liters. With. from the Volkswagen Group is a reliable power unit that you can rely on. The high resource of the power unit, as well as the simple design, made the motor very popular and loved among motorists. But with the right firmware, you can add power up to 230 hp. and higher.
