The first thing a potential car owner looks at when buying is the optimal combination of engine and transmission. Not all drivers strive to purchase the most powerful engines, and automakers understand this, offering various engine options for purchase. One of the widespread in Russia variations of the engine of European automobile brands is the 1.4 TSI engine. This engine is installed on Skoda, Audi and Volkswagen vehicles. Within the framework of this article, we will consider what are the advantages and disadvantages of the 1.4 TSI engine, as well as what is its resource.
Based on the block of the family of motors with a volume of up to 1.4 liters, new series with a volume of 1.2 and 1.4 liters of the EA111 series were presented (do not look for simple logic in the numbering). The power of the motors was 105-180 hp. The new engines are based on atmospheric 1.4-liter AUA / AUB models, made using a new modular arrangement of attachments and with a timing chain drive. The engines received the designation TFSI / TSI, as they were equipped with direct fuel injection and supercharging. It should be specially noted that there is no difference between the TFSI and TSI fuel systems, these are just two marketing names for the same for Audi and Volkswagen models. MOTORS 1.2 L OF THIS RANGE VERY DIFFERENT FROM 1.4 L ENGINES.
Features 1.4 TSI
| Production | Mlada Boleslav Plant |
| Engine brand | EA111 |
| Years of release | 2005-2015 |
| Cylinder block material | cast iron |
| Supply system | injector |
| A type | inline |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 75.6 |
| Cylinder diameter, mm | 76.5 |
| Compression ratio | 10 |
| Engine displacement, cubic cm | 1390 |
| 122/5000 125/5000 131/5000 140/6000 150/5800 160/5800 170/6000 180/6200 185/6200 | |
| Torque, Nm / rpm | 200/1500-4000 200/1500-4000 220/1750-3500 220/1500-4000 240/1750-4000 240/1500-4500 240/1750-4500 250/2000-4500 250/2000-4500 |
| Fuel | 95-98 |
| Environmental standards | Euro 4 Euro 5 |
| Engine weight, kg | ~126 |
| 08 Feb 05 Jan 6.2 | |
| Oil consumption, gr. / 1000 km | up to 500 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine | 3.6 |
| Oil change is carried out, km | 15000 (better than 7500) |
| 90 | |
| - 200+ | |
| 230+ n / a | |
| The engine was installed | Audi A1 Seat Altea Seat Ibiza Seat Leon Seat Toledo Skoda Fabia Skoda Octavia Skoda Rapid Skoda Superb Skoda Yeti Volkswagen Jetta Volkswagen Golf Volkswagen Beetle Volkswagen Passat Volkswagen Passat CC Volkswagen Polo Volkswagen Scirocco Volkswagen Tiguan Volkswagen Touran |
Engine reliability 1.4 TSI
The EA111 series of low-volume turbo engines (1.2 TSI, 1.4 TSI) became widespread in 2005, thanks to the popular Golf 5 and Jetta sedan. The main and initially the only engine was the 1.4 TSI in its various modifications, which was intended to replace the naturally aspirated 2.0 liter fours and 1.6 FSI. At the heart of the power unit is a cast-iron cylinder block, covered with an aluminum 16-valve head with two camshafts, with hydraulic compensators, with a phase shifter on the intake shaft and with direct injection. The timing chain uses a chain with a service life calculated for the entire period of operation of the motor, but in reality, replacing the timing chain is required after 50-100 thousand km. Let's move on to the most important thing, and the most important thing in TSI engines is, of course, boost. Weak versions are equipped with a conventional TD025 turbocharger, more powerful 1.4 TSI Twinchargers and work according to the Eaton TVS compressor + KKK K03 turbocharging, which practically eliminates the effect of turbo lag and provides significantly more power. Despite all the manufacturability and advancement of the EA111 series (the 1.4 TSI engine is a multiple winner of the Engine of the Year competition), in 2015 it was replaced by an even more advanced EA211 series with a new, seriously modified 1.4 TSI engine.
Engine modifications 1.4 TSI
1 ... BLG (2005 - 2009) - a compressor and turbocharged engine that blows 1.35 bar and the motor develops 170 hp. on 98 gasoline. The engine is equipped with an air intercooler, complies with the Euro 4 environmental standard, and controls all Bosch Motronic MED 9.5.10 ECUs. 2 ... BMY (2006 - 2010) - analogue of BLG, where the boost was lowered to 0.8 bar, and the power dropped to 140 hp. Here you can get by with 95 gasoline. 3 ... BWK (2007 - 2008) - version for the Tiguan with 150 hp. 4 ... CAXA (2007 - 2015) - 1.4 TSI 122 hp engine It is simpler in all components than a compressor with a turbine. The turbine on the CAXA is a Mitsubishi TD025 (which is smaller than that of the Twincharger) with a maximum pressure of up to 0.8 bar, which quickly boosts and eliminates the need for a compressor. In addition, there are modified pistons, an intake manifold without dampers and with a liquid intercooler, a head with flatter intake channels, modified camshafts, simpler exhaust valves, redesigned injectors, Bosch Motronic MED 17.5.20 ECU. The motor meets Euro-4 standards. 5 ... CAXC (2007 - 2015) - analogue of SAXA, but software power increased to 125 hp. 6 ... CFBA is an engine for the Chinese market, it is also the most powerful version with one turbine - 134 hp. 7 ... CAVA (2008 - 2014) - analogue of BWK for Euro-5. 8 ... CAVB (2008 - 2015) - analogue of BLG for Euro-5. 9 ... CAVC (2008 - 2015) - BMY engine for Euro 5 standard. 10 ... CAVD (2008 - 2015) - 160 hp CAVC engine with firmware. Boost pressure 1.2 bar. 11 ... CAVE (2009 - 2012) - 180 hp engine with firmware. for Polo GTI, Fabia RS and Ibiza Cupra. Boost pressure 1.5 bar. 12 ... CAVF (2009 - 2013) - version for Ibiza FR with 150 hp. 13 ... CAVG (2010 - 2011) - the top option among all 1.4 TSIs with 185 hp. Stands on Audi A1 14 ... CDGA (2009 - 2014) - version for gas operation, power 150 hp. 15 ... CTHA (2012 -2015) - analogue of CAVA with other pistons, chain and tensioner. The ecological class remained Euro-5. 16 ... CTHB (2012 - 2015) - analogue of CTHA with 170 hp. 17 ... CTHC (2012 - 2015) - the same CTHA, but stitched under 140 hp. 18 ... CTHD (2010 - 2015) - 160 hp engine with firmware. 19 ... CTHE (2010 - 2014) - one of the most powerful versions with 180 hp. 20 ... CTHF (2011 - 2015) - 150 hp Ibiza FR engine 21 ... CTHG (2011 - 2015) - the engine that replaced the CAVG, the same power - 185 hp1.4 TSI engine problems and malfunctions
1 ... Timing chain stretching, tensioner problems. The most common drawback of 1.4 TSI, which appears with runs from 40-100 thousand km. Crackling in the engine is its typical symptom; when such a sound appears, it is worth going to replace the timing chain. To avoid repetition, do not leave the vehicle on a slope in gear. 2 ... Doesn't go. In this case, the problem most likely lies in the turbocharger bypass valve or turbine control valve, check and everything will work out. 3 ... Troit, vibration to cold. The peculiarity of the operation of 1.4 TSI engines, after warming up, these symptoms go away. In addition, VW-Audi TSI engines take a long time to warm up and like to eat a little high-quality oil, but the problem is not so critical. With timely maintenance, the use of high-quality gasoline, quiet operation and a normal attitude to the turbine (after driving, let it run for 1-2 minutes), the engine will leave for a rather long time, the resource of the Volkswagen 1.4 TSI engine is more than 200,000 km.Progress does not stand still, and in the 10s of the XXI century you will not surprise anyone with a turbo engine with direct injection, technologies are gradually being worked out, errors are corrected ... And now the EA111 has been replaced by engines of the next EA211 line - they are equipped with most modern cars of the Volkswagen concern. Judging by the first reports of “one hundred and two hundred thousand” from among the owners, as well as reviews of the masters, the series turned out to be more successful. And more about it.
Updated Volkswagen-Audi 1.4 TSI EA211 engine
| Production | Mlada Boleslav Plant |
| Engine brand | EA211 |
| Years of release | 2012-present |
| Cylinder block material | aluminum |
| Supply system | injector |
| A type | inline |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 80.0 |
| Cylinder diameter, mm | 74.5 |
| Compression ratio | 10.0 |
| Engine displacement, cubic cm | 1395 |
| Engine power, hp / rpm | 110/4800-6000 116/5000-6000 122/5000-6000 125/5000-6000 125/5000-6000 140/4500-6000 150/5000-6000 |
| Torque, Nm / rpm | 200/1500-3500 200/1400-3500 200/1400-4000 200/1400-4000 220/1500-4000 250/1500-3500 250/1500-3500 |
| Fuel | 95-98 |
| Environmental standards | Euro 5 Euro 6 |
| Engine weight, kg | 104 (122 HP) 106 (140 HP) |
| Fuel consumption, l / 100 km - city - highway - mixed. | 06.June 04.Mar 5.2 |
| Oil consumption, gr. / 1000 km | up to 500 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine | 3.8 |
| Oil change is carried out, km | 15000 (better than 7500) |
| Engine operating temperature, deg. | ~90 |
| Engine resource, thousand km - according to plant data - in practice | - - |
| Tuning, hp - potential - without loss of resource | 170+ n / a |
| The engine was installed | Audi A3 Audi A4 Audi A5 Skoda Octavia Skoda Rapid Skoda Superb Skoda Yeti VW Caddy Volkswagen Golf Volkswagen Jetta Volkswagen Passat VW Passat CC VW Polo VW Tiguan Audi A1 Audi Q2 Audi Q3 VW Beetle VW Scirocco VW Touran Seat Ibiza Seat Leon Seat Toledo |
Volkswagen engine resource and how it differs from its predecessor 1.4 TSI EA211
1.4 TSI of the new EA211 series (1.0 TSI, 1.2 TSI) has replaced the popular 1.4 TSI EA111 series and is a seriously modified practically new motor, located at an angle of 12 degrees. back. In the power unit, the bottom was completely replaced: the cylinder block is now aluminum with cast iron liners, the cylinder diameter has decreased by 2 mm, now it is 74.5 mm, the crankshaft has been replaced with a lighter and longer stroke (80 mm stroke, 75.6 mm), light connecting rods are used. All this is covered with a 16-valve head with two camshafts, but unlike the previous generation, the cylinder head is deployed 180 grams. and now the exhaust manifold is located at the back, the manifold itself is now integrated into the head. The 1.4 TSI engine is equipped with hydraulic lifters and a direct fuel injection system. On the 122-strong version, a phase shifter is installed on the intake shaft, a modification with a capacity of 140 hp is equipped with phase shifters both at the inlet and outlet. There have also been changes in the timing drive, now instead of a chain, a timing belt is used, which must be checked every 60,000 km. A new dual-circuit cooling system is used here, and on a modification with a capacity of 140 hp. a shutdown system for two ACT cylinders is available. In addition to everything, this engine is equipped with a turbocharging system, with an intercooler built into the intake manifold. The turbines differ on different modifications: a version with a capacity of 122 hp. uses a slightly smaller turbine (with a pressure of 0.8 bar), a 140-horsepower modification, respectively, more and a pressure here of 1.2 bar. The motor control lies on the Bosch Motronic MED 17.5.21 ECU. This engine is still available today, but since 2016 it has been changed to a new 1.5 TSI.
Engine modifications 1.4 TSI EA211
1 ... CMBA (2012 - 2013) - modification with a capacity of 122 HP, where the turbine TD025 M2 is installed, and the boost pressure is 0.8 bar. The motor complies with the Euro-5 standard. 2 ... CPVA (2012 - 2014) - analogue of CMBA with reinforced seats, valves, other valve stem seals. The motor is oriented to work on the E85. 3 ... CPVB (2012 - 2014) - analogue of CPVA with 125 hp. 4 ... CHPA (2012 - 2015) - 140 hp version without ACT and with variable valve timing at the inlet and outlet. The turbine IHI RHF3 is installed here, the boost pressure is 1.2 bar. The motor meets the Euro-5 environmental standard. 5 ... CHPB (2012 - 2015) - analogue of CHPA for 150 hp. 6 ... CPTA (2012 - 2016) - an analogue of CHPA with a shutdown system for two AST cylinders and meeting the requirements of the Euro 6 environmental class. 7 ... CXSA (2013 - 2014) - the engine that replaced the CMBA, and featured a revised cylinder head. Its power is 122 hp. 8 ... CXSB (2013 - 2014) - analogue of CXSA with 125 hp. 9 ... CZCA (2013 - present) - replacement of CXSA for Euro-6, with different camshafts and with an increased power up to 125 hp. 10 ... CZCB (2015 - present) - analogue of CZCA for Caddy. 11 ... CZCC (2016 - present) - analogue of CZCA for Audi A3 with 116 hp. 12 ... CPWA (2013 - present) - analogue of CPVA, but for gas operation. Engine power reduced to 110 hp. 13 ... CZDA (2014 - present) - replacement of CHPA for Euro 6. This motor is without AST, and its power is 150 hp. 14 ... CZDB (2015 - 2016) - analogue of CZDA, but the power is reduced to 125 hp. and it is found on VW Tiguan. 15 ... CZEA (2014 - present) - analogue of CZDA with the AST system. 16 ... CZTA (2015 - 2018) - motor for North America, power 150 hp 17 ... CUKB (2014 - present) - hybrid engine for the Audi A3 e-tron and Golf 7 GTE. Here, a 150-horsepower engine is paired with a 75 kW electric motor. Together they develop 204 hp. 18 ... CUKC (2015 - present) is an analogue of CUKB for the Volkswagen Passat GTE, where the electric motor develops 85 kW, the gasoline engine has 156 hp, and their total power reaches 218 hp. 19 ... CNLA (2012 - 2018) - US hybrid motor. There is a 150 hp gasoline engine + a VX54 electric motor with up to 27 hp. They put it on a Jetta Hybrid. 20 ... CRJA (2012 - 2018) - a hybrid for the European market under Euro 6, differs from CNLA in the absence of secondary air supply.VW 1.4 TSI engine problems and malfunctions
1 ... Zhor oil. The first versions suffered from high oil consumption due to a defective cylinder head, which was recommended for replacement, newer versions consumed oil in excess of the norm due to rings and a major overhaul was required already on runs of 50 thousand km or more.Important: When buying a used car with a 1.4 TSI engine, you need to determine how often the owner has changed the oil in the engine. If he did this less often than once every 10-12 thousand kilometers, and the total engine mileage exceeds 60-70 thousand, it is better to refuse to buy such a car.
2 ... Loss of traction. If you constantly drive in the same rhythm (and also due to the peculiarities of the turbine), there is a possibility that you can jam the wastegate axis or damage the actuator. You need to look at what the reason is and then it will become clear what to do next: change the actuator or just develop an axis. To reduce the likelihood of this, you need to step on the gas from time to time. Having considered the typical problems of the 1.4 TSI engine, conclusions can be drawn about the rules for its operation: ✔ Use of quality oil recommended by the manufacturer. In this case, the oil change must be carried out more often than recommended in the book on the technical operation of the car. The optimal oil change period is 10-12 thousand kilometers. Various additives can be used in the oil to improve its performance; ✔ Use of quality gasoline. Like any turbocharged engine, the 1.4 TSI is extremely susceptible to poor quality fuel. It is recommended not to refuel such an engine at dubious gas stations and to use only high-quality gasoline in order to delay the time until the overhaul; ✔ Despite the fact that the engine is turbocharged, it is better not to get carried away with high-speed trips at high revs, “stalling” from traffic lights and other elements of aggressive driving. ✔ It is not recommended to park your vehicle in gear without activating the handbrake. The vehicle may roll back spontaneously, leading to timing chain slippage and other problems.It is also worth noting that the 1.4 TSI engine does not warm up very quickly. Therefore, in a car with such an engine, it is better to exclude short trips in the cold season. If such trips are made on a regular basis, the engine is constantly exposed to temperature changes that negatively affect its performance. In the case when the short-term operation of a car with a 1.4 TSI engine cannot be ruled out, it is recommended to change the plugs more often.
First, a portion of theory and numbers.
The entire line of gasoline engines for Golf (and other MQB platforms) is new (EA211 line, was EA111), with the exception of 2.0TSI (EA888 line), there is an upgrade. The main goal and idea was to reduce the entire line of engines (including diesels) to a single standard for location under the hood (the same inclination, intake and exhaust for all in the same direction) and to unify the line of gasoline engines with each other as much as possible. According to VW, only the distance between the cylinder axes remains from the old engines.
Major changes:
Timing belt
All aluminum block
4 valves per cylinder for all
Exhaust manifold integrated in the cylinder head
Separate cooling circuits of the cylinder head (cold - 87C) and the cylinder block (hot - 105C).
The "cold circuit" cools incl. turbine and intercooler. The circuit has an electric pump that works when required, regardless of whether the ignition is on, i.e. the turbine can be cooled even when the engine is off. At the same time, the oil is not pumped, therefore the manual contains a recommendation after prolonged operation of the engine at high speeds to let it run for a couple of minutes before turning it off. This is not required under normal operating conditions.
The built-in exhaust manifold, in theory, warms up the coolant faster, which has a positive effect on the engine, and the interior can be heated earlier. In addition, the temperature of the gases entering the turbine decreases, which is also good. How much this works in practice is difficult to say. On the forum, estimates of the warm-up speed compared to the previous generation engines went from "insignificantly faster" to "an order of magnitude faster."
The 1.4TSI 140hp (4500-6000rpm) 250Nm (1500-3500rpm) engine differs from the 1.4TSI 122hp (5000-6000rpm) 200Nm (1400-4000rpm) engine with an enlarged turbine and the presence of variable valve timing and exhaust.
Interesting technical information on the recommended gasoline. For all Golf engines (1.2TSI, 1.4TSI, 1.6MPI 85-140hp) and Golf GTI (2.0TSI 211-230hp), 95th gasoline is recommended. But there is a footnote to the 1.4TSI and 1.6MPI engines: In exceptional cases, it is allowed to use gasoline with an octane rating of 91, but this slightly reduces the engine power.
For Golf R engines (2.0TSI 280-300hp), 98th gasoline is recommended with a footnote: It is allowed to use unleaded gasoline with an octane rating of 95, but with a decrease in engine power.
Now practice and personal feelings.
Main findings / impressions 2:
1. The engine, when driving, even at low / medium speeds, realizes its capabilities. Those. it doesn't have to be twisted to get almost everything from it.
2. Golf with this engine to GT (Gran Turismo), in sensations, does not hold out.
Now in more detail.
The first point relates to city driving and is fraught with a surprise / trap. When driving in a stream, you have to press on the pedal barely, at first I had to get used to it. If necessary, the pedal is pushed a little more (up to a third or half of the stroke) and the acceleration is already noticeable. With constant movement in this mode (at half pedal with good acceleration), the feeling is formed that press the pedal to the floor and the car will take off. And when such a rare case is presented and the pedal is pushed "to the floor", then ... nothing happens, the acceleration practically does not increase. You are surprised at this, but shout "deceived!" you don't have time, the second part of the Marlezon ballet begins. Instead of upshifting around 3-4 thousand. rpm, with a corresponding drop in acceleration, the gearbox continues to turn the engine (with the pedal "to the floor" - until the cutoff) and the speed continues to grow rapidly.
In general, the impression was that the position of the gas pedal is determined not by acceleration (it is already so close to the maximum even when the pedal is not fully pressed), but precisely the moment of switching to an upshift: the pedal is pressed a little - it will switch to 2 thousand, half - to 3-4 thousand ., "to the floor" - at the cut-off. Those. acceleration lengthens in time rather than increases in magnitude.
In general, the engine fully gives out its capabilities even from 2 to 3 thousand rpm, and it is in this range that DSG in S mode keeps revs with a quiet ride.
As a result, I drive in the city slightly touching the pedal, at first I even used the DSG Eco mode, in which the pedal is not so sharp and you can work with it very roughly without fear that this will affect the smoothness of the ride. The pedal "to the floor" means that now we will violate, and not so much traffic rules as common sense and caution. There are not many places in our city where you can safely accelerate to 100-110 km / h, and even more so go at such a speed for some time.
On the track, the engine has a lot to turn around, even in my driving style: SDA + 20km / h. I usually walk 110 km / h, on overtaking as it turns out (usually up to 130, but sometimes 150). It is convenient that you can follow the 80-90 truck, and at the right time, just pressing the gas, jump out and overtake it.
They will gain these 30-40 km / h quickly. Moreover, there will not be much difference between the D and S modes, the S simply will not have a second pause to downshift.
But getting out to overtake a long column based on the engine is not worth it. The main plug is the same as in the city: the engine will immediately give out all its capabilities and even if we overtake at half pedal, then there is almost no reserve under it, noticeably accelerate by pressing the pedal "to the floor" will not work.
And here we come to the second point (not GT). Everything is fine with prepared and routine overtaking. But it happens when the opportunity presents itself unexpectedly. For example, I follow the truck on a two-lane road, there is a solid and large oncoming traffic, the possibility of overtaking in the near future is not expected, so I keep a great distance to the truck. And then suddenly, before the intersection, the truck goes to the braking / acceleration lane, letting me through. I press the gas to the floor, the car starts to quickly accelerate, but it takes time to cover the distance to the truck. In general, you have to help the engine, muttering to yourself: "Come on, come on!". Here, as in the case of overtaking long columns, we run into the ceiling of the engine's capabilities.
Acceleration is confident, uniform, without dips, picks and souring. During acceleration, the engine is audible, at high revs it is quite distinct (even through aerodynamic and wheel noise), but not annoying. The feeling of violence against the engine does not add up, however, as well as the fact that the engine loves high revs.
In general, after the Polo, the difference is felt on the track. Not heaven and earth, but it became noticeably more comfortable, especially overtaking. In the city, it is not possible to notice an increase in power so often, and even then, in half of the cases, it is a banal show off. In the city, the obvious difference is that the engine does not need to be turned at all. Those. I drive the same way, but it is much easier for the car, and the engine is not audible. So (for my conditions) the engine for the city is redundant.
For the track ... well, you always want more, but I already caught myself on risky maneuvers. Sideways, extra power can come out to me.
A short summary.
The engine is powerful for the city, comfortable for the highway. But if the mileage on a difficult route is often and a lot, then this option should be considered carefully, perhaps a more powerful engine will be required.
A few more numbers.
There are two road trips:
1. Length - 400 km, mileage of the car before the trip 2000 km, summer, relatively free track, consumption 6.2 l / 100 according to BC (6.76 according to receipts)
2. Length - 800 km, mileage of the car before the trip 13000 km, summer, relatively free track, consumption 5.5 l / 100 according to BC (5.81 according to receipts)
This is a complete trip:
There were no intermediate gas stations and BC claims that it can drive another 65 km. In fact, 5.5 liters remain in the tank (that is, another 100 km at the same flow rate) plus about 5 liters "below zero" when the fuel gauge shows zero. Those. theoretically it would be possible to reach 1000 km, but I don't see any reason to risk it.
And this is just the way back:
We drove back faster and the consumption was slightly higher. It's a pity I didn't take a picture of the consumption of the first half of the journey, there was 5.3 l / 100 km.
The first route is an integral part of the second. Well that is the second time we just drove further, and at first we drove along the same road, on the same gasoline, at the same time of the year, at the same time of the day, with the same vehicle and highway traffic and with the same driving style (SDA + 20km / h). Unless, when returning on the second route, overtaking, with the engine twisting to the cutoff, were frequent, and in the first case there were almost none at all. I was surprised by the noticeable difference in consumption, does running-in really exist ...
And then he set records for efficiency, though in not quite ideal conditions.
But this is more of a theory. In reality, only a stubborn phlegmatic person can drive on the highway with such speeds.
In general, my expense:
Track
6l / 100km (plus or minus half a liter depending on conditions);
minimum 4.6 l / 100 km (at 80 km / h);
passport 4.4 l / 100 km (if you wish, you can reach it, it is enough to set the cruise to 70 km / h);
City
from 7l / 100km (summer, mileage 15+) to 11 (winter, mileage about 10);
actually my consumption is 8-10 in summer, 9-11 in winter, my wife has almost a liter less;
minimum 6.1 l / 100 km (coincides with the passport)
passport 6.1l / 100km
In general, with a large (very large) desire, you can drive very economically. Well, with normal driving, we have a completely normal expense.
Many motorists are familiar with the 1.4-liter TSi engine, which contains 150 hp. from. 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 laid down by the manufacturer. This is a subcompact engine with a turbine, which is widely used on cars of the Volkswagen concern.
For the first time, the installation of power units began on Jetta and Golf 5 vehicles. This engine was developed specifically to replace the EA111, which did not show itself from the best side. A cast iron block and an aluminum head conceal two camshafts, hydraulic lifters, lightweight pistons and a reinforced crankshaft inside.
Basically a 1.4l TSi engine. and 150 horsepower is reliability. The main advantage is the presence of turbocharging. The engine is supercharged - 1.4 TSI Twincharger, which practically eliminates turbo lags.
Consider the technical characteristics of the power unit:
Power unit 1.4 tsi 150 hp from. has an engine resource:
- According to the technical documentation of the manufacturer's plant - 250-300 thousand km.
- According to practical data obtained from motorists - 300,000 km and more. It all depends on the service.
Applicability
Engine 1.4 TSI 150 HP from. got quite widespread on the cars of the Volkswagen concern. So, the engine 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 engine operation. 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 gas distribution chain and equipped the engine 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 the 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 a car service using special equipment.
There is almost no tuning of the motor, since it has just entered the domestic market, but the power unit is already being chipped. 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, then you can already develop up to 230 hp.
Conclusion
TSi engine with a volume of 1.4 liters, which contains 150 liters. from. from Volkswagen, it is a reliable power unit you can rely on. The high resource of the power unit, as well as the simple design, made the motor very popular and beloved among motorists. But with the correct firmware, you can add power up to 230 hp. and higher.
The 1.4 TSI engine is manufactured by the Volkswagen concern. TSI is a turbocharged direct fuel injection technology (Turbo Stratified Injection). Belongs to the family of low-volume motors - 1390 cc. cm (1.4 liters).
Often, similar engine versions are marked as TFSI, while there are no design differences, but the characteristics are the same. This is either a marketing ploy or a small structural change.
The series of motors is presented at the 2005 Frankfurt Motor Show. Based on the EA111 engine family. At the same time, a fuel economy of 5% was declared with an increase in power by 14% compared to the two-liter FSI. In 2007, a 90 kW (122 hp) model was announced, using single turbocharging via a turbocharger and adding a liquid-cooled intercooler to the design.
The manufacturer focuses on the following motor features:
- Dual boost system with turbocharger and mechanical compressor that operates at low revs (up to 2400 rpm) to increase torque. At just above idle, the belt-driven supercharger delivers a boost pressure of 1.2 bar. The turbocharger achieves maximum efficiency at medium speeds. It is used on engine modifications with a capacity of more than 138 hp;
- The cylinder block is made of gray cast iron, the crankshaft is a forged steel tapered shape, and the intake manifold is made of plastic and cools the charge air. The distance between the cylinders is 82 mm;
- Die-cast aluminum cylinder head;
- Engine pins with automatic compensation of hydraulic valve clearance;
- Hot-wire mass air flow sensor;
- Throttle body, light-alloy, electronically controlled Bosch E-Gas;
- Gas distribution mechanism - DOHC;
- Homogeneous composition of the fuel-air mixture. When the engine is started, high pressure is created at the injection, the mixture is formed in layers, and the catalyst is also warmed up;
- The gas distribution chain is maintenance-free;
- The camshaft phases are regulated by a stepless mechanism, smoothly;
- The cooling system is dual-circuit and also regulates the charge air temperature. In versions with a capacity of 122 hp and less - liquid-cooled intercooler;
- The fuel system is equipped with a high-pressure pump that can be limited to 150 bar and regulate the volume of petrol supply;
- Oil pump with drive, rollers and safety valve (Duo-Centric);
- ECM - Bosch Motronic MED.
With the release of the E211 engine family, Skoda began to produce a modified version of the 1.4 TFSI Green tec engine with a power of 103 kW (140 hp), a maximum torque of 250 Nm at 1500 rpm. The model for the USA is marked CZTA and develops a power of 150 hp, in the Chilean market it is marked as CHPA - a modification with a capacity of 140 hp. or CZDA (150 hp).
The differences are in a new lightweight aluminum construction, an exhaust manifold integrated into the cylinder head and a toothed belt drive for the upper camshaft. The cylinder bore is reduced by 2 mm to 74.5 mm, and the stroke is increased to 80 mm. The changes contributed to increased torque and added power. Cast iron exhaust system, includes one catalytic converter, two heated oxygen lambda sensors that monitor the exhaust gases before and after the catalyst
Specifications and modifications
Regardless of the modification, the following parameters remain unchanged:
- 4 cylinders in-line, 16 valves, 4 valves per cylinder;
- Pistons: diameter - 76.5; Stroke - 75.6 Stroke ratio: 1.01: 1;
- Peak pressure - 120 bar;
- Compression ratio - 10: 1;
- Environmental standard - Euro 4.
Comparison table of modifications
| The code | Powerful (kw) | Powerful (hp) | The effect. powerful (hp) | Max. torque | Turns to reach max. moment | Application on cars |
| — | 90 | 122 | 121 | 210 | 1500-4000 | VW Passat B6 (since 2009) |
| CAXA | 90 | 122 | 121 | 200 | 1500-3500 | VW Golf fifth generation (since 2007), VW Tiguan (since 2008), Skoda Octavia second generation, VW Scirocco third generation, Audi A1, Audi A3 third generation |
| CAXC | 92 | 125 | 123 | 200 | 1500-4000 | Audi A3, Seat Leon |
| CFBA | 96 | 131 | 129 | 220 | 1750-3500 | VW Golf Mk6, VW Jetta 5th generation, VW Passat B6, Skoda Octavia 2nd generation, VW Lavida, VW Bora |
| BMY | 103 | 140 | 138 | 220 | 1500-4000 | VW Touran 2006, VW Golf 5th generation, VW Jetta |
| CAVF | 110 | 150 | 148 | 220 | 1250-4500 | Seat Ibiza FR |
| BWK / CAVA | 110 | 150 | 148 | 240 | 1750-4000 | VW Tiguan |
| CDGA | 110 | 150 | 148 | 240 | 1750-4000 | VW Touran, VW Passat B7 EcoFuel |
| CAVD | 118 | 160 | 158 | 240 | 1750-4500 | VW Golf 6th generation, VW Scirocco 3rd generation, VW Jetta TSI Sport |
| BLG | 125 | 170 | 168 | 240 | 1750-4500 | VW Golf GT fifth generation, VW Jetta, VW Golf Plus, VW Touran |
| CAVE / CTHE | 132 | 179 | 177 | 250 | 2000-4500 | SEAT Ibiza Cupra, VW Polo GTI, VW Fabia RS, Audi A1 |
1.4 TSI with dual supercharger
The engine variants develop power from 138 to 168 hp, while being absolutely identical in mechanical part, the only difference is in power and torque, which are determined by the firmware settings of the control unit. The recommended fuel is 95 for less powerful ones and 98 for more powerful ones, although AI-95 is also allowed, but fuel consumption will be slightly higher, and lower thrust is less.
V-belt drive
The design has two belts: one is designed for the coolant pump, generator and the operation of the air conditioner, the second is responsible for the compressor.
Chain drive
The camshaft and oil pump are driven. The camshaft drive is tensioned by a special hydraulic tensioner. The oil pump is driven by a spring loaded tensioner.
Cylinder block
In the manufacture, gray cast iron is used to avoid the destruction of structural parts, because high pressure in the cylinders creates serious loads. By analogy with FSI engines, the cylinder block is made in the open-deck style (block wall and cylinders without bridges). This design eliminates cooling problems and optimizes oil consumption.
The crank mechanism has also undergone changes from older FSI engines. So, the crankshaft is more rigid, which reduces engine noise, the diameter of the piston rings has become 2 mm larger to withstand the increased pressure. The connecting rod is made according to the cracking scheme.
Cylinder head and valves
The cylinder head did not undergo significant changes, but the increased coolant temperature and heavy loads forced changes to the exhaust valves in the direction of increasing rigidity and optimizing cooling. This design lowers the temperature of the exhaust gases by 100 degrees.
Basically, the turbocharger does the boosting work, if you need to increase the torque, the mechanical compressor is activated by means of a magnetic clutch. This approach is good because contributes to a rapid increase in power, the development of high torque at the bottom.
In addition, the compressor is independent of external cooling and lubrication systems. The disadvantages include a decrease in engine power when the compressor is turned on.
Compressor operation range is 0 to 2400 rpm (blue range 1), then it will turn on in the range 2400-3500 (range 2) if rapid acceleration is required. As a result, this eliminates turbo lags.
The turbocharger operates on energy from the exhaust gas, delivering high efficiency, but requires a serious approach to cooling. creates a high temperature (green range 3).
Fuel supply system
Cooling system
Intercooler
Lubrication system
Scheme of the lubrication system. Yellow - oil suction, brown - oil straight line, Orange - oil return line.
Intake system
1.4 TSI turbocharged
Difference from modifications with two superchargers:
- no compressor;
- modified charge air cooling system.
Intake system
Includes turbocharger, throttle, pressure and temperature sensors. It runs from the air filter to the intake valves through the intake manifold. To cool the charge air, an intercooler is used, through which coolant is circulated using a circulation pump.
Cylinder head
There are no differences from the dual-supercharged engine, only there are no shift valves at the intake. The camshaft bearings have been reduced in diameter, and the housing itself has also become slightly smaller. The piston walls are as thin as possible.
Turbocharger
As the power is limited to 122 hp, there is no need for a mechanical compressor and all of the boost comes from the turbocharger alone. High torque is achieved at low engine speeds. The turbocharger module is connected to the exhaust manifold - a feature of all TSI engines. The module is connected to the cooling and oil circuits.
The exhaust gas turbocharger module has reduced geometry of the parts (turbine and compressor wheels).
The boost is regulated by two sensors - pressure and temperature, the maximum pressure is 1.8 bar.
Camshaft
Cooling system
In addition to the classic engine cooling system, the version of this engine also contains a charge air cooling system. They have common points, so there is only one expansion tank in the design.
Engine cooling is dual-circuit with a one-stage thermostat.
The charge air cooling includes an intercooler and a V50 coolant recirculation pump.
Fuel system
The low pressure circuit has not changed compared to other TSI engines, everything is implemented with the concept of reducing fuel consumption - the amount of gasoline that is needed at the moment is supplied.
The high pressure fuel pump includes a safety valve that protects the fuel line from the low pressure circuit to the fuel rail from leaks. To improve the efficiency of starting a cold engine when the engine is not running, gasoline enters the fuel rail, while the pressure is not regulated due to the closed fuel pressure valve.
ECM
The 17th generation Bosch Motronic has been redesigned to meet system requirements. A processor with increased power was installed, the setting was made to work with two lambda sensors and the engine start mode with a layer-by-layer formation of a fuel-air mixture.
Malfunctions and repairs
Each modification and generation has its own sores and features. Later versions may fix some of the shortcomings, but others appear.
Service
A turbocharged engine is much more capricious in operation than an atmospheric one. However, you can extend the life of the engine by following a set of simple rules:
- Monitor the quality of gasoline;
- Check oil consumption and oil level regularly, and carry an extra bottle of oil with you to avoid getting into trouble on the road. It is recommended to change the oil every 8-10 thousand kilometers;
- Replacement of spark plugs every 30,000 km;
- Do not forget to drive the car for regular maintenance;
- After a long trip, do not rush to turn off the engine, run it at idle for 1 minute;
- Replacing the timing chain after 100-120 thousand runs.
There is no guarantee that adhering to these principles will save you from engine breakdowns - this is a common problem with high-tech engines, however, you can increase the likelihood of longevity. With a successful combination of circumstances, the engine resource may well be more than 300 thousand kilometers.
Tuning
Considering that some engine modifications do not differ structurally, and the power is regulated by the engine control unit, chip tuning increases the power by a couple of tens of horsepower, which will not affect the engine resource in any way. Engine potential 122 hp allows you to develop power up to 150 hp, and on engines with twin turbocharging, you can accelerate to 200 hp.
Aggressive chipping techniques increase power to 250 hp, which is the maximum limit, overcoming which increased wear of engine parts begins, which leads to a decrease in resource and fault tolerance.
The CAXA engine was created along with the modifications CAVE, BLG, CAVD, BWK, CAVF, BMY, CFBA and CAXC, which were included in the EA111 series. All of these versions are turbocharged, the volume of engines is either 1.2 liters or 1.4 liters (TSI 1.2 and TSI 1.4, respectively).
Specifications CAXA
Additionally, the engine circuitry provides a lower discharge air temperature. For this, a special liquid cooler is integrated into the intake tract. Inside the cylinder head, the geometry of the suction channels was changed, so the switching flap became unnecessary in the intake manifold, the manufacturer's designers removed it completely.
The technical characteristics of CAXA look like this:
| Manufacturer | VAG |
| ICE brand | CAXA |
| Production years | 2005 – … |
| Volume | 1390 cm 3 (1.4 l) |
| Power | 90 kW (122 hp) |
| Torque torque | 200 Nm (at 1500 - 4000 rpm) |
| Weight | 126 kg |
| Compression ratio | 10 |
| Food | injector |
| Motor type | inline petrol |
| Ignition | coils for each candle |
| Number of cylinders | 4 |
| Location of the first cylinder | TBE |
| Number of valves per cylinder | 4 |
| Cylinder head material | aluminum alloy |
| Intake manifold | polymer, built-in pressurization cooler |
| Exhaust manifold | single module with turbocharger |
| Camshaft | original cam profile square, 3 mm stroke |
| Cylinder block material | cast iron |
| Cylinder diameter | 76.5 mm |
| Pistons | original, lightweight design |
| Crankshaft | steel |
| Piston stroke | 75.6 mm |
| Fuel | AI-95 |
| Ecology standards | Euro 4 |
| Fuel consumption | highway - 5.1 l / 100 km combined cycle 6.2 l / 100 km city \u200b\u200b- 8.2 l / 100 km |
| Oil consumption | maximum 0.5 l / 1000 km |
| What kind of oil to pour into the engine by viscosity | 5W30, 5W40, 0W30, 0W40 |
| Which oil is best for the engine by manufacturer | Liqui moly |
| Oil for CAXA by composition | synthetics, semi-synthetics |
| Engine oil volume | 3.8 l |
| Working temperature | 90 ° |
| Internal combustion engine resource | declared 300,000 km real 400,000 km |
| Adjustment of valves | hydraulic pushers |
| Cooling system | forced, antifreeze |
| Coolant volume | 10.7 l |
| water pump | with plastic impeller |
| Candles on CAXA | 101905626 by catalog, Laser-Platinum |
| Candle gap | 1.1 mm |
| Valve train chain | 03S109158A, hydraulic tensioner 03S109507VA |
| The order of the cylinders | 1-3-4-2 |
| Air filter | Nitto, Knecht, Fram, WIX, Hengst |
| Oil filter | with non-return valve |
| Flywheel | 6 mounting holes |
| Flywheel Bolts | М12х1.25 mm, length 26 mm |
| Valve stem seals | manufacturer Goetze |
| Compression | from 13 bar, difference in adjacent cylinders max. 1 bar |
| Turnovers XX | 750 - 800 min -1 |
| Tightening force of threaded connections | candle - 31 - 39 Nm flywheel - 62 - 87 Nm clutch bolt - 19 - 30 Nm bearing cover - 68 - 84 Nm (main) and 43 - 53 (connecting rod) cylinder head - three stages 20 Nm, 69 - 85 Nm + 90 ° + 90 ° |
A detailed description of the operating parameters, the design of the internal combustion engine and the do-it-yourself step-by-step overhaul contains the manufacturer's manual.
Design features
Industrial boosting by highly qualified employees of the VAG concern endowed the CAXA engine with the following design features:
- intake manifold - a cooler is mounted inside;
- timing drive - chain, maintenance-free, which allows you to postpone overhaul by 200,000 km;
- cooling system - double-circuit jacket;
- turbocharger - has a bypass valve and allows you to increase power;
- oil pump - high performance Duo-Centric version for large oil volumes;
- crankshaft - steel;
- mixture formation - layer-by-layer due to high pressure at the time of launch;
- cylinder block - high-strength gray cast iron;
- phase adjustment - stepless type;
- eCU controllers - Bosch, firmware version MED5.20.
The intake tract has a compact design for fast turbocharger response, even at low speeds.
Pros and cons
The important advantages of the engines of this version are their design features:
- cast iron block - a guarantee of maintainability and a high resource;
- direct injection with a phase shifter;
- the timing chain is designed for the entire service life of the motor without replacement;
- turbocharging without compromising engine life.
The disadvantages of the CAXA internal combustion engine include the discrepancy between the actual resource of the timing chain and the declared one, high fuel and lubrication consumption.
The boost is adjustable, but it is recommended to follow the manufacturer's instructions when adjusting the power / fuel consumption. At 1200 rpm, 80% of the torque is already provided, which is ideal for the urban cycle. The intake manifold is heat-resistant, withstands 950 degrees without deformation.
The high pressure nozzles are six-jet, so the bottom of the piston always remains completely wet.
The ECU system receives readings from 20 sensors, some of which are simultaneously control devices.
List of car models in which it was installed
Virtually all of the VAG subsidiaries have used the CAXA engine in their vehicles. The turbocharged internal combustion engine was equipped with Audi:
- A1 - subcompact 3/5 door hatchback;
- A3 - small 3/5 door hatchback.
The engine was mounted in Seat:
- Toledo - five-door liftback;
- Altea - compact MPV;
- Leon - station wagon, 3/5 door hatchback;
- Ibiza is a miniature hatchback.
The motor was widely used in cars of the Skoda brand:
- Fabia - all body types;
- Yeti - a five-door urban crossover, assembled in the Russian Federation, Ukraine, Kazakhstan and the Czech Republic;
- Octavia - station wagon and liftback, sedan for China;
- Superb - station wagon and liftback;
- Rapid is a five-door liftback, four-door sedan (Indian assembly).
And, finally, the headquarters of the concern supplied several modifications of Volkswagen with the CAXA ICE:
- Touran - 5/7 seater compact MPV, only for export to China;
- Jetta - a four-door classic sedan, assembled in 5 countries, including the Russian Federation;
- Tiguan - five-door crossover;
- Golf - 3/5 door hatchback;
- Scirocco - sports hatchback;
- Beetle A5 - compact "beetle", Mexican assembly;
- Passat CC - four-door coupe / sedan;
- Polo - compact car, all types of bodies;
- Passat - station wagon, hatchback, sedan.
Such a wide range of applications testifies that the ICE device is really universal for any platforms and bodies, boxes and clutches.
CAXA TSI Service Regulations
In order to preserve the resource of 150-200 thousand kilometers, the manufacturer recommends servicing the CAXA engine on time:
- 10,000 mileage - filter and oil, replacement;
- 100,000 km - timing chain, check three times more often;
- 60,000 mileage - candles, replacement, adjustment of the distance between the electrodes;
- 40,000 km - fuel and air filter, replacement or cleaning;
- 30,000 mileage - replacement of the battery and antifreeze, cleaning the crankcase ventilation.
These operations and the timing of their implementation are included in the operating manual without fail. Failure to comply "flies" the manufacturer's warranty. The ICE package includes a fairly reliable attachment, upgrade is possible to further increase power.
Overview of faults and how to repair them
Even after the design improvement, the CAXA motor bends the valve if the timing chain breaks. There are several breakdowns characteristic of this particular engine modification:
The internal combustion engine has very reliable gaskets; replacement is required less often than in previous TSI versions. Please note that after the ignition is switched off, the coolant recirculation pump runs for a while.
Engine tuning options
Initially, the CAXA engine is already turbocharged by the manufacturer, which is much more reliable than self-tuning. However, performance improvements can be made even further than factory settings.
This is one of the few options that chip tuning brings the long-awaited 150bhp. from. power, and in non-turbo engines the flashing is almost invisible. For this, Stage 1 firmware is used, which practically does not affect the engine resource.
Thus, the CAXA TSI 1.4 l / 122 hp engine. from. is a medium-strength modification of the series. The designers used several unique design solutions, for example, air cooling in front of the pressurization unit, phase shifter and high pressure double injection.
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