Of course, such recommendations should be not only for TSI engines, but in general for all internal combustion engines. However, the TSI engine does not like short-term driving in cold conditions. This type of motor requires good warm-up, and if you drive a short distance, and even in severe frost, then this leads to rapid wear of the parts of the cylinder-piston group. But, if you still have to travel short distances in harsh climatic conditions then the spark plugs need to be changed frequently. 
Weaknesses of such engines
- ICE modern cars require careful attitude and timely maintenance of the car.
- TSI engines consume a lot of engine oil. Even new such engines consume 1 liter of oil per 1000 km of run. Therefore, it often happens that spark plugs are splashed with oil.
- In the design of a car with a TSI ICE, a timing chain drive (timing). The weak link in chain drive such engines are not a reliable chain tensioner. In addition, the chain lengthens before its resource is used up. The stretched chain links jump over the tooth and ensure that the valves meet the pistons. According to the regulations, manufacturers do not give the exact mileage per chain. The chain can fail after 50 thousand km, and it can work properly up to 150 thousand km.
- It happens that oil receivers or valves coke. This is especially true of such cars, the drivers of which drive on maximum speed... At high revs Internal combustion engine, ventilation in the crankcase cannot be carried out properly. Coking of the oil receiver is due to the use of engine oil Low quality or just not the right brand. Therefore, it is necessary to periodically check and, if instead of transparent oil, there is already dirty oil on the dipstick, then go ahead for a replacement.
To increase the engine overhaul period, it is recommended to listen to how the engine works, what knocks. If the operation of the chain is heard, then it is necessary to carry out diagnostics, the chain may have already stretched. Also, while the car is new and has run a little, it is recommended by experts to fill it. We have already considered which is better, Ecto or Euro. 
Repair and maintenance specialists modern cars recommend not to leave the car at speed without a raised hand brake... They explain this by the fact that if the car rolls back at least a little while being activated in any gear of the box, then the chain links may jump by one tooth.
Turbines of TSI engines easily cover up to 150 thousand kilometers. From this point of view, the internal combustion engine TSI 1.4 is 122 and 150 hp. reliable. New such engines can be safely purchased, but used ones must be well examined, diagnosed properly, otherwise you can buy a pig in a poke.
December 26, 2015 → 7000 km mileageWhite Tiger and 7000 km
Good day to all!
A year of operation has passed, 7000 km have passed and it is time to write more or less objectively for myself my impressions of owning a Tiguan with the most controversial engine 1.4 TSI (150 hp), 6 DSG, front-wheel drive.
Choice
I will describe the choice a little, although I understand that “the taste and color - all markers are different.” :) The month of “grabbing” in 2014 came, and the carefully saved savings for apartment renovations hinted that it might soon be possible to buy only a loaf of bread with them. There was clearly not enough money to buy real estate, so I decided to update the car, although the existing Ford Focus was very happy with everything except the clearance.
They had to choose quickly, because the neighbors from the CIS countries, against the background of growing exchange rates, swept the cars like hot cakes without even choosing a complete set. The budget provided for a maximum of 1300k, taking into account the delivery of the Focus by trade-in. Of the requirements, the priority was good ground clearance, xenon, a naturally aspirated engine of at least 150 hp, an automatic machine (preferably a torque converter). The main traffic routes: 90% - the city (shops, cinema, school), 10% - the highway (to the village to grandmother J) and once every 100 years to the camp site on the asphalt. Toyota RAV4, Nissan Qashqai, Kia Sportage, Mazda SH5, Ford Kuga, Honda SRV.
RAV4, available and interesting to buy, started with a price tag of 1450k, or were in the basic configuration, which I did not want at all. Kia Sportage, after watching RAV4 and Mazda CX5, somehow completely disappointed with the interior, and although I understood that the price / result ratio was the most interesting here, I just didn’t want to buy it. With Mazda SH5 it came out about the same as with RAV4. The available Ford Kuga was in the Comfort trim level with additional options and at the price of the corresponding Titanium trim level, but not at all by the number of options. Nissan Qashqai showed the highest hopes, but after a "personal meeting" my wife and I said "no" in chorus. Honda SRV didn't make an impression either. As a result, nothing "hooked", and we began to think about compromises. And then, leafing through the pages of the Internet, I remembered about PV, which I never really considered because of the rather high prices. The next day we went to see Tiguan. The one that later fell on our choice was in the showroom. After sitting in it, twisting and opening everything that is possible, the wife was delighted. I also liked everything very much, but I was confused by the price and tandem of the 1.4 TSI engine with 6 DSG. The Tiguan we are considering was in the Sport & Style package plus the Technic package. For him it was necessary to give 1320k. We decided to look at the basic equipment, but after Sport & Style, somehow I didn't want to save so much. As a result, after consulting with friends and reading the Internet, the choice was made.
Interior
I will not describe much, because before me it was done by many. I will only emphasize that it is not in vain that they write about excellent ergonomics. Indeed, everything is very convenient, easy and intuitive to touch. I just didn't like the management of the media system. The lack of steering wheel control forces you to be distracted from the road, so that you can change the radio station either with a handle or using the touch screen. The cigarette lighter is quite conveniently located, which makes it possible to reduce, in comparison with the Focus, the length of the stretched wires from the recorder and anti-radar. It was possible, of course, to hide them altogether under the upholstery, but I don't want to yet. Dual-zone climate control is great, but, as I thought, during long trips, the climate in the car still becomes "one-zone". Therefore, when the spouse is cold, she simply turns on the seat heating. The convenient location of the air ducts allows you to quickly warm up the windshield and front side windows v winter time... By the way, about the seats - they are very comfortable, with lateral support and very pleasant to the touch (Alcantara finish). With my short stature (172), I easily found a comfortable position, adjusted the armrest, and for the rear passengers I still have quite a lot of space (I am behind myself in the back row with my knees I can’t reach the front seat).
The well-thought-out doorway of the doors allows you to keep the thresholds clean, so you are not afraid to get your trousers dirty when boarding. The display is convenient, the installed software is intuitive, navigation helps well when driving in unfamiliar places. The only thing that is inconvenient in this navigator, in contrast to the simple one that I had, is that there is no way to drag the map along the route with your fingers to view the entire route in detail. Here you can only zoom in / out, change the view. The musical capabilities of the media system, as a music lover, are completely satisfactory to me. But what really disappointed me was the impossibility of connecting the phone via Bluethooth. The trunk here, of course, is small. Much smaller than I had in Focus, but more comfortable. And since we usually carry in it only a couple of packages from Lenta, Okey, etc., then its volume is more than enough for us. The tunnel on the floor of the rear row of seats also hints that only two will be comfortable in the back, and the third will be superfluous. Adjustable illumination of the area of the feet of the front passengers is already even superfluous, but beautiful.
Exterior
The appearance of the car is serious. A kind of young boy dressed in a strict suit, trying to look like his older brother (Tuareg). But for a cramped city, it is the small dimensions that sometimes allow you to park without problems. I chose the color white. I like this color, it makes the car look a little bigger, less easily soiled for dust and light dirt.
Control
One of the reasons that prompted me to choose this particular Tiguan was the abundance of all kinds of assistive devices. These are anti-rollback systems, and a system of holding the brake after stopping, and automatic switching of wipers from front to rear when driving backwards in rainy weather, and tire pressure sensors (not in abstract units, but in atmospheres) with a readout on the central display, and driver fatigue monitoring system (disabled immediately). Not to mention the ubiquitous cruise control, light sensors, rain sensors, heated mirrors and rear window, stabilization systems, abs, heating of the rest zone of wipers, etc. The only thing that is very annoying is the Start-Stop system, designed to shut off the engine when stopping at intersections. I pushed on the brake pedal, stopped, the engine stalled, took my foot off the brake, the engine started. Yes, when driving through our traffic jams, you can pull the engine 1000 times a day! And since this system is active by default, turning off this system is a mandatory ritual before starting a trip.
The parking sensors are very convenient and, unlike those that were additionally put on the Focus, they work great even in the mud. I'm thinking of installing a rear-view camera, but it's still 22k. As the officials told me, only the original camera will fit my "head". The steering wheel is clear and informative when driving. Well, the main "highlight" for me was the adaptive bi-xenon. A very handy thing! Of course, when driving on a busy highway, you rarely use high beam, but when you drive down less loaded roads, you just turn on the high beam and go. Oncoming cars at a distance of 1000 m fall into the field of view of the camera and the headlights exclude the main beam from hitting them. It even looks somewhat unrealistic! :) An oncoming car appears, immediately "lies" in a black square among the stream of light from my headlights and this square follows the oncoming car until it almost completely approaches me, and then high beam generally disappears for a few seconds until we miss each other. It looks especially interesting when there are several oncoming cars and the road meanders. This lighting system only becomes active after 60 km / h. When the speed is lower, only the dipped beam is automatically turned on. The disadvantages of this system can be attributed to the fact that it cannot take into account the oncoming cars appearing from behind the top of the hill, and therefore, in those few seconds until it works, the oncoming driver can be blinded. She also often perceives reflective road signs for oncoming cars.
Another convenient "trick" is the inclusion fog lights when turning, which allows you to better illuminate the area where you are turning - very convenient when parking in the dark. Well, LEDs in daylight navigation lights and in taillights they just look stylish - just like those of more "adult" and expensive models! :) The only time I needed clarification and help in using new car, this was the first acquaintance and communication with the system keyless entry... The point was the symbiosis of this system with anti-theft system... The procedure for opening and closing the doors of the passenger compartment and trunk, when with hands, when with a key fob, etc. - all this was at first incomprehensible. Then, I called the manager that he had sold the car to me, he put me in touch with the service center and they explained everything to me. It's convenient - you put the key in your jacket pocket and you can't get it at all. You need to make several "walkers" with packages from the car to the apartment - the first time you close the car by touching the door handle, and the second time you come up, you just open the trunk (the car "sees" where the key is - from the back, from the sides, from the front), you take what you need, you slam the tailgate and the car itself is put back on the alarm.
Engine and gearbox
Now about the main thing - about the heart of this car. After rereading many "horror stories" on the forums, I tried to find the root of the problem with burned out pistons and dead engines in the first thousand run. In a nutshell, it became clear that this problem has occurred repeatedly. But since abroad they usually try to maintain the brand image and therefore work on problems. There were no such complaints about the CTHA engine I installed. Yes, of course, and now Tiguanas meet with similar problems, but all brands and all models, without exception, have it. What will I have - I don't know, we'll see. But, having carefully run in for the first 3000 km, I tried this engine for its capabilities. Was pleasantly impressed! I could compare with former Focus(2l., 145 hp, 5 manual transmissions). Although the comparison here is incorrect. it different engines, different designs. The compressor gives a lot of torque, and, consequently, acceleration, at the bottom, and then the turbine takes responsibility. As a result, we have as much acceleration as we want from the very start. I never had the goal of “breaking everyone at the traffic light”, but with this engine I know that if I need to accelerate to overtake or change lanes before others, it can be done easily and without problems.
The engine gives excellent dynamics somewhere up to 160 km / h, then, up to 180 km / h, acceleration is not so willing, and after 180 km / h, it even slows down. But I'm not going to drive at such speeds and did it only once, for an experiment. But, as personal experience has shown, engine operation cannot be efficient without the correct operation of the gearbox (I was in the States and drove a Chrysler 300 with a 2.4 engine (184 hp), 9 automatic transmissions for 3 weeks). And here 6 DSG did not disappoint me! Gear shifting is clear, without delays, jerks and exactly when you need it. Of course, at first it was a little annoying that the switching takes place somewhere in the 2000 rpm region, but this is in city mode. On the highway, shifts occur at higher revs, but even when overtaking I can't remember the engine going above 4000 rpm. The advantage is that the box has the advantages of a manual transmission. If you are rolling down a hill, it is enough to lightly touch the gas pedal and release, after that the engine speed drops to idle, and you are coasting. And if you want to brake with the engine on the descent, then it is enough to lightly press the brake pedal and release, after that the engine starts to slow down and remains in the same gear. When driving on snowy roads or mud, I usually select manual mode and change gears myself. As far as I know, this box with two "wet" clutches has never really caused any problems.
And here's what else I will say about the turbine: there is a lot of controversy on the Internet - you need to let the car idle after a trip, or, since the turbine with its own cooling system, you can turn off the engine immediately. The manufacturer advises to let it run only after driving with a load or after a long journey. But is it possible to equate driving through endless traffic jams with driving with a load or not? I decided not to risk it for myself and at the last MOT I asked to activate the turbo timer and let the typewriter rumble for 3 minutes after the trip, but without my participation. Another feature of the engine is its long warm-up time. This is explained by high efficiency and that “all the energy is in business”, but it is difficult to wait for the engine to warm up before starting a trip. Even remote start from the greatest possible distance does not help. Therefore, I drive slowly for the first 5 minutes (fortunately, the road from the parking lot to the exit to the city does not allow to drive). I did not change the crankcase protection, left the factory one. It is made of some special material (I forgot the name), which is no worse than steel (according to the manager).
By the way, about TO-1: done quite quickly (2-3 hours), neatly. We carefully took the car, explained everything, asked what worries me about the machine, answered all the questions. I could watch the progress of work on TV in the recreation area. It cost 10k. There was a choice between original oil and Shell oil, but decided not to risk it because of the difference in 1200 r and agreed to the original. Although the feeling of a citizen of our country suggested that they pour, most likely, all the same the same thing. By the way, the oil level has practically not changed over a year of operation.
Undercarriage
The chassis is moderately stiff, which provides excellent controllability during maneuvers, especially at speeds. But it is also quite elastic and energy-intensive, which allows you to slip small and medium pits without breakdowns. Once I only managed to pierce the suspension, when in the countryside I flew into an inconspicuous hole larger than a wheel and 15-20 cm deep.
Outcome
I am very pleased with the purchase. The car suits me 100%. She copes well with my short trips around the city and country roads providing me with maximum comfort. On the track, sometimes you will overtake a convoy of trucks, let all the Schumachers pass ahead, set 100 km / h on cruise control and go, just admiring the world around you. With my work schedule and an annual mileage of 7-10 t.km., I hope that the car will last me 4-5 years, and there may be a queue to buy a new Tiguan, which by that time will go through all the "childhood sores" ... My wife named the car White Tiger, but somehow I only have associations with a young tiger, in which beauty and grace are visible, there is the speed and strength of youth, even some maximalism. For road hazards, he has small claws and small fangs to fight back if necessary, but it is better for him not to ask for serious difficulties - this is the fate of his older comrades.
Author's advice to buyers Volkswagen Tiguan 1.4 TSI (150 hp / 1.4 l. / 6АКПП) 2014
Everyone chooses what suits him best. And sometimes the choice is dictated not only by the desired parameters of the future car, but also simply whether your soul lies with the chosen car or not.
Advantages:
- Convenience
- Security
- Driving pleasure
- Excellent dynamics
- Quality
Disadvantages:
Safety Comfort Driving performance Reliability Appearance
The first thing a potential car owner looks at when buying is the optimal combination of engine and transmission. Not all drivers strive to acquire the maximum powerful motors And automakers understand this by offering different engine options for purchase. One of the most common European engine variations in Russia car brands is a 1.4 TSI engine. Such an engine is installed on Skoda cars, Audi and Volkswagen. 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.
Table of contents: We recommend reading:Characteristics of the 1.4 TSI engine
On sale you can find 1.4 TSI engines with different quantities Horse power, the number of which depends on the motor settings. The basic and most common model is considered to be 122 hp, and it will be considered within the framework of this article.
1.4 TSI is a 16-valve Gas engine with a turbine and direct injection. The motor has two camshafts, turbine compresses and hydraulic lifters. This engine uses a chain mechanism in the timing drive.
The main problems of the 1.4 TSI engine
The 1.4 TSI engine has been on the market for a long time, and car owners have already managed to identify its common disadvantages. Among the problems of the 1.4 TSI engine are:
These are the three main problems that owners of cars with a similar engine have identified with the 1.4 TSI engine over the years.
Having considered typical problems engine 1.4 TSI, we can draw conclusions about the rules of its operation:
It's also worth noting that the 1.4 TSI engine doesn't 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.
A question from a reader:
« Dear blog author, I have now sold my car and am looking for a new one, I really like it, but it has two engines, one without a turbine (I don’t really want to, because it’s weak) and a TSI engine (powerful, but with a turbine). There are many different opinions. Tell me, is it reliable TSI engines and is it worth taking? Thanks in advance, Gaidar»
Good afternoon, an interesting question, I already wrote. However, today locally about this model ...
Reliability of conventional naturally aspirated engine will be higher than turbocharged - this is an axiom. Therefore, if you want to travel for a long time and not look for "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. Little! Considering that classmates, such as for example -, Hyundai solaris- power approx. 120 hp (excluding AVEO), and the difference is 20 hp. essential! So our people want not to be an "outcast" in the stream and are looking at TSI.
About turbine
It should be noted that the engines that are supplied for 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 engine has variations in both 140 and 180 hp, it seems the volume is the same, but the power is much more. 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 this is what I want to tell you - not all turbines are the same, they are very critically different. To 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 a turbo pit!
As it becomes clear - powerful models are more complex, 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 operating standards (oil change, fuel, etc.), this turbine runs for 150-200,000 kilometers. And even low-quality fuel will not immediately "kill" her, 70 - 90,000 leave. If you live in a small city, then you will have about 15-20,000 mileage per year, which means that even with the worst combination of events ( bad fuel), 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've sorted out the turbine, let's move on.
Structure and entrails
What can I say, the reliability of the unit itself and of the internal parts is undoubtedly at a high level, with the exception of one unit. Let's go in order.
Consists (simplified diagram) :
1) Cast iron cylinder block
2) and "connecting rods"
3) Aluminum, 16-valve head of the block with two shafts and a system of hydraulic compensators with phase rotation on the intake shaft.
4) Direct injection system.
5) The gas distribution system is a chain.
As you can see, the TSI itself is a standard reliable unit. BUT there is one "weak link" in it, which 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 service life of the motor. However, as practice has shown, it stretches after 50 - 70,000 on "powerful" versions, and after 100 - 120,000 on weaker versions. After this has happened, there is a noise in the engine, a strong crackle, it looks like a diesel engine (you cannot 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 run 150,000, but the fact remains that the chain is still stretching. Again, it will be enough for you for a long time, if you drive 15,000 a year, then practically for 10 years.
About oil and fuel
What can I say, the reliability of TSI directly depends on what you pour into it! Don't skimp on oil, buy only needed by the engine synthetic oils... Also, these units, have a small "appetite", consume a little oil - this is normal, for 10,000 km, the consumption can go up to 0.5 - 1 liter (tribute for the turbine). Gasoline is required at least 95, it is not worth buying for 92, here the consumption will decrease and the resource will slightly increase. Refuel at proven gas stations (do not pour "surrogat") - although this applies to all cars.
About vibration and warming up
Many owners of just 1.4 TSI in a cold period of time, notice - "triplet" or vibration. But after it warms up, everything goes away. Guys, this is not a breakdown, this is the 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 correct 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 model EA111 has collected many awards and recognition, since 2014, the production of the EA211 has been launched, according to the manufacturer, the engine resource has been significantly increased.
So if you are planning to take a new RAPID with TSI, then there is most likely a "second generation", do not be afraid to take it.
Engines 1.4 TSI, EA111 families
Description, modifications, characteristics, problems, resource
Family turbocharged engines ЕА111 (1.2 TSI, 1.4 TSI)concern VAG presented to the public at the Frankfurt Motor Show back in 2005. Engine data internal combustion have a wide range of various modifications, and have replaced the four-cylinder aspirated 2.0 FSI.
The new design allowed it to claim fuel savings of 5% with a 14% increase in power over the 2.0-liter FSI.
The manufacturer describes the main design features motors of the EA111 family with the following list:
- Availability of versions of the 1.4 TSI engine with a dual-charging system with a turbocharger and a mechanical compressor that runs on low revs(up to 2400 rpm), increasing the torque. At a slightly higher engine speed idle move The belt-driven supercharger provides a boost pressure of 1.2 bar. The turbocharger achieves maximum efficiency at medium revs. It is used on engine modifications with a capacity of more than 138 hp;
- The cylinder block is made of gray cast iron, crankshaft- forged steel conical 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 hydraulic valve clearance compensation;
- 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;
- Timing chain;
- 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 - a 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).
At the heart of power unit lies 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 designed for the entire period of operation of the engine, but in reality, replacing the timing chain is required after 50-60 thousand km of run on pre-styling chains (until 2010) and after 90-100 thousand km. on a modified timing mechanism (after 2010 release).
Engines 1.4 TSI family EA111 differs in two degrees of forcing. Weak versions are equipped with a conventional turbocharger MHI Turbo TD025 M2(122 - 131 hp), more powerful 1.4 TSI Twincharger, compressor works Eaton TVS+ turbocharging KKK K03(140 - 185 hp), which practically eliminates the effect of turbo lag and provides a significant more power... In order to understand the main differences between these engines, just look at schematic diagrams their devices:
Basic engine versions 1.4 TSI (EA111)
CAXA (122 HP), CAXC (125 HP), CFBA (131 HP)
Among the 1.4 TSI EA111 engines equipped with a turbine MHI Turbo TD025 M2(overpressure 0.8 bar) there are 3 modifications:
- CAXA (2006-2015)(122 hp): basic initial modification of the 1.4 TSI engine of the EA111 family,
- CAXC (2007-2015)(125 hp): analogue of CAXA with increased power up to 125 hp,
- CFBA (2007-2015)(131 hp): analogue of CAXA with increased power up to 131 hp. (motor for the Chinese market),
- Audi A1 (8X) (2010-2015),
- Audi A3 (8P) (2007-2012),
- Volkswgen Jetta (2006-2015)
- Skoda Octavia a5 (2006-2013)
- Skoda Yeti (5L) (04.2013 - 01.2014) - 122 HP CAXA
- Skoda Yeti (5L) restyling (02.2014 - 11.2015) - 122 HP CAXA
- Seat Leon 1P (2007-2012)
- Seat Toledo (2006-2009)
Uprated versions of 1.4 TSI (EA111) engines with twin turbocharging
BLG (170 HP), BMY (140 HP), BWK (150 HP), CAVA / CTHA (150 HP), CAVB / CTHB (170 HP), CAVC / CTHC (140 HP), CAVD / CTHD (160 HP), CAVE / CTHE (180 HP), CAVF / CTHF (150 HP), CAVG / CTHG (185 HP) from.), CDGA (150 hp)
Modifications to 1.4 TSI twincharger EA111 engines with a capacity of 140 hp. up to 185 hp
Among the 1.4 TSI EA111 engines equipped with a KKK K03 turbine and an Eaton TVS compressor (overpressure from 0.8 to 1.5 bar), there are 18 modifications:
- BMY (2006-2010)(140 HP): 0.8 bar overpressure on 95 petrol. Euro-4,
- BLG (2005-2009)(170 hp): overpressure 1.35 bar on 98 petrol. The engine is equipped with an air intercooler. Euro-4,
- BWK (2007-2008)(150 HP): 1 bar overpressure on 95 petrol. BMY analog for VW Tiguan. Euro-4,
- CAVA (2008-2014)(150 hp): analogue of BWK for Euro-5,
- CAVB (2008-2015)(170 hp): analogue of BLG for Euro-5,
- CAVC (2008-2015)(140 hp): analogue of BMY for Euro-5,
- CAVD (2008-2015)(160 hp): 160 hp CAVC engine with firmware. The boost pressure is raised to 1.2 bar. Euro-5,
- CAVE (2009-2012)(180 hp): engine with firmware 180 hp. for Polo GTI, Fabia RS and Ibiza Cupra. Boost pressure 1.5 bar. Euro-5,
- CAVF (2009-2013)(150 hp): version for the Ibiza FR 150 hp. Boost pressure 1 bar. Euro-5,
- CAVG (2010-2011)(185 hp): top option among all 1.4 TSIs with 185 hp. for Audi A1. Boost pressure 1.5 bar. Euro-5,
- CDGA (2009-2014)(150 HP): LPG version for gas operation, 150 HP,
- CTHA (2012-2015)(150 hp): a modernized analogue of CAVA,
- CTHB (2012-2015)(170 hp): a modernized analogue of the CAVB,
- CTHC (2012-2015)(140 hp): a modernized analogue of the CAVC,
- CTHD (2010-2015)(160 hp): a modernized analogue of the CAVD,
- CTHE (2010-2014)(180 hp): a modernized analogue of the CAVE,
- CTHF (2011-2015)(150 hp): a modernized analogue of the CAVF,
- CTHG (2011-2015)(185 hp): a modernized analogue of the CAVG.
- Audi A1 (8X) (2010-2015),
- Volkswagen Polo GTI (2010-2015)
- Volkswagen Golf 5 (2006-2008),
- Volkswagen Golf 6 (2008-2012),
- Volkswagen Touran (2006-2015),
- Volkswagen tiguan (2006-2015),
- Volkswagen Scirocco (2008-2014),
- Volkswgen Jetta (2006-2015),
- Volkswagen Passat B6 / B7 (2006-2014),
- Skoda Fabia RS (2010-2015),
- Seat Ibiza FR (2009-2015),
- Seat Ibiza Cupra (2010-2015).
Characteristics of 1.4 TSI EA111 engines (122 HP - 185 HP)
Engines: CAXA, CAXC, CFBA
Engines BLG, BMY, BWK, CAVA, CAVB, CAVC, CAVD, CAVE, CAVF, CAVG, CDGA, CTHA, CTHB, CTHC, CTHD, CTHE, CTHF, CTHG
Turbine | KKK K03+ compressor Eaton TVS |
Absolute boost pressure | 1.8 - 2.5 bar |
Excessive boost pressure | 0.8 - 1.5 bar |
Phaser | on the intake shaft |
Engine weight | ? kg |
Engine power BMY, CAVC, CTHC | 140 h.p.(103 kW) at 6000 rpm, 220 Nm at 1500-4000 rpm. |
Engine power BLG, CAVB, CTHB | 170 h.p.(125 kW) at 6000 rpm, 240 Nm at 1750-4500 rpm. |
Engine power BWK, CAVA, CTHA | 150 h.p.(110 kW) at 5800 rpm, 240 Nm at 1750-4000 rpm. |
Engine power CAVD, CTHD | 160 h.p.(118 kW) at 5800 rpm, 240 Nm at 1500-4500 rpm. |
Engine power CAVE, CTHE | 180 h.p.(132 kW) at 6200 rpm, 250 Nm at 2000-4500 rpm. |
Engine power CAVF, CTHF | 150 h.p.(110 kW) at 5800 rpm, 240 Nm at 1750-4000 rpm. |
Engine power CAVG, CTHG | 185 h.p.(136 kW) at 6200 rpm, 250 Nm at 2000-4500 rpm. |
Engine power CDGA | 150 h.p.(110 kW) at 5800 rpm, 240 Nm at 1750-4000 rpm. |
Fuel | AI-95/98(98 petrol is strongly recommended, to avoid problems with injectors and detonation) |
Environmental standards | Euro 4 / Euro 5 |
Fuel consumption | city - 8.2 l / 100 km highway - 5.1 l / 100 km mixed - 6.2 l / 100 km |
Engine oil | VAG LongLife III 5W-30 (G 052 195 M2) (Approvals and specifications: VW 504 00/507 00) - flexible replacement interval VAG LongLife III 0W-30 (G 052 545 M2) (Approvals and specifications: VW 504 00/507 00) - flexible replacement interval VAG Special Plus 5W-40 (G 052 167 M2) (Approvals and specifications: VW 502 00/505 00/505 01) - fixed interval |
Engine oil volume | 3.6 l |
Oil consumption (permissible) | up to 500 gr. / 1000 km |
Oil change is carried out | after 15,000 km(but it is necessary to do an intermediate replacement once every 7,500 - 10,000 km) |
The main problems and disadvantages of 1.4 TSI engines of the EA111 family:
1) Timing chain stretching and problems with its tensioner
The most common flaw is 1.4 TSI, which can appear even with runs of 40 thousand km. Cracking 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.
The timing drive of the 1.4 TSI EA111 motors is carried out by a chain. The chain turned out to be very short-lived. It must be changed at intervals of no more than 80,000 km. Replacing the timing chain is carried out with the installation of a repair kit. If at the same time it is necessary to replace the crankshaft sprocket and phase regulator. Why do you have to change the chain? It simply stretches over time. Concern VW blamed the chain supplier for this - they say, they did not make it of high quality.
Stretching the timing chain is fraught with its jumping, which ultimately leads to the death of the motor: the valves hit the pistons. However, this nuisance can be predicted. The fact is that if the chain is stretched too much, the 1.4 TSI engine rattles and chirps immediately after starting. If a suspicious sound appears immediately after starting the motor, you should sign up for a chain replacement.
However, the chain in a 1.4 TSI motor can jump without stretching it. The fact is that this engine has a very poorly designed chain tensioner. The tensioner plunger performs its function - extending the tensioner bar - only when operating oil pressure is present. When the engine is stopped, there is no oil pressure, and nothing prevents the tensioner plunger from loosening the stop. Moreover, the 1.4 TSI engine simply does not provide a mechanism for blocking the counter-flow of the plunger. Therefore, every owner of a car with a 1.4-liter engine from the VAG concern knows not to leave it in a gear in the parking lot. In this case, the chain will stretch, move the bar and plunger and literally hang on the timing sprockets. When starting the motor, the chain will easily jump by 1-2 teeth, which will be enough for the piston to hit the valve.
Sagging of the timing chain of the 1.4 TSI engine also occurs when trying to start the car in tow or when replacing the clutch. There were cases that after installing a new clutch (both on the manual gearbox and on the DSG), it was necessary to resort to replacing the motor, which "died" at the same service station immediately after turning on the starter. Due to negligence or ignorance of this feature of the 1.4 TSI engine, people faced problems even with a run of literally 10,000 km or a short time after replacing the timing chain repair kit. If the 1.4-liter engine has failed due to the stretching of the timing chain, then it is more profitable to buy a contract unit and replace it.
You can read about how to independently replace the timing chain on a 1.4 TSI engine of the EA111 family in.
2) The engine does not pull, the car does not drive, the engine does not rotate above 4000 rpm (blowing over the turbine)
In this case, the problem most likely lies in the bypass valve of the compressor pipe.
It happens that 1.4 TSI stops delivering maximum power. Moreover, this happens quite unexpectedly: the driver accelerates the car, squeezing the gas to the floor in all gears, and upon reaching maximum speed the thrust disappears abruptly and does not return any more. Symptoms such as uneven traction during acceleration (jerky acceleration) or a drop in engine power when driving downhill are also possible. True, if you turn off the engine and start it again, forces may return to the engine (or may not return).
The reason for this behavior lies in the sticking of the wastegate wastegate valve stem, which is installed in the exhaust manifold after the turbine. When the engine speed, and accordingly the pressure exhaust gases and the speed of the turbine wheel, the bypass valve opens, through which the gases pass by the turbine wheel. If this valve opens unevenly, sticks, or does not close tightly, then there are problems with the control of the turbine performance (it simply does not create enough boost pressure), which leads to the symptoms described above.
In fact, the turbine itself has nothing to do with it, but it is necessary to replace the bypass valve and its stem. And they are assembled with the housing (both "snails") of the turbine. Here is what the damper looks like in a jammed position from the inside:
To make sure that the damper wedges, open it all the way and release it. She herself must go back. If she gets stuck in the extreme position, then she simply wedges there. This is how she should work:
You can check it using a conventional hand compressor, as shown in the video.
Some put stops so that the actuator stem does not reach the extreme position in which the valve wedges. But as a rule, even with the use of high-temperature lubricants, the problem still returns. As a temporary solution for the accumulation of funds for a new turbine - quite, but one way or another in this situation, you will still have to change the turbocharger. Exhaust manifold repair kit 03C 198 722 costs the same as the entire non-original turbocharger BorgWarner, so it makes little sense to change only the collector. This is how it looks like a turbo repair kit 03C 198 722(gaskets and nuts must be ordered separately):
And this is how one example of a wastegate gate opening limiter looks like:
3) The engine troit and vibrates on a cold
Often, 1.4 TSI EA111 engines, when cold started, begin to triple the engine and work with diesel rattling. In fact, this is their normal operating mode, during which an increased portion of fuel is injected into the cylinders. This is necessary for accelerated heating of the catalyst with hotter exhaust gases. Troenia disappears as the engine warms up.
4) Maslozhor
The 1.4 TSI EA111 engine consumes much more modest engine oil than its older brother 1.8 TSI or 2.0 TSI. However, this does not obviate the need to monitor the oil level. It is recommended to remove the dipstick weekly and check the level.
It is also recommended to let the 1.4 TSI motor run for about a minute before turning it off. idle... During this time, the exhaust manifold and parts of the turbocharger will cool. After stopping the engine, the recirculation pump, built into the engine cooling system, will operate for a while. It can work for a while after the ignition is turned off, driving coolant along the entire circuit of the cooling system. Therefore, do not be alarmed when, after turning off the engine, you get out of the car, and noise is still heard from under the hood.
5) Demanding fuel quality
Of course, any engine prefers high-quality fuel, but this is a special story. Because of low-quality fuel carbon deposits appear on fuel injectors, which are located in the combustion chamber in the 1.4 TSI EA111 engine - the injection is direct here. Carbon deposits on the injectors alter the fuel atomization flow, which can lead, in the worst possible combination of circumstances, to piston burnout.
In general, the pistons of the 1.4 TSI EA111 engine, which Mahle produced for VW, are rather fragile. And the gasoline injection pressure is very high. And if low-quality fuel gets into the combustion chambers of this engine, then the inevitable detonation will very quickly break small, light and thin-walled pistons. Filling a 1.4 TSI engine with low-quality fuel quickly leads to burnout of pistons and destruction of the cylinder walls. In addition, injectors and even the fuel pump fail from low-quality fuel.
Also on low-quality gasoline the intake valves of the 1.4 TSI engine are covered with carbon deposits. The point is direct injection, which is not able to clean the intake valves with a flow of fuel. On engines with distributed injection fuel mixture on the valve stem and its working surfaces, most of the carbon is washed off and it burns out in the chamber. But on 1.4 TSI engines with their direct injection, carbon deposits constantly accumulate on the "cold" intake valves... A critical amount of carbon deposits accumulates for a run of 100,000 - 150,000 km. As a result, the valves no longer fit snugly against their seats, compression decreases, and the engine starts to run unevenly, loses power and uses more fuel. Therefore, a fairly common procedure for 1.4 TSI engines is to remove the block head, completely disassemble it and clean the paths and valves.
6) Antifreeze is leaving (coolant leak)
Usually, antifreeze leakage on 1.4 TSI EA111 engines develops gradually: first, you have to top up once a month (approximately "from an almost empty tank to the maximum level"), then the problem becomes more annoying, and topping up is required "once every 2-3 weeks." At the same time, visual smudges are nowhere to be seen (looking ahead, I will say that this is due to the fact that the escaping antifreeze immediately evaporates from contact with the hot parts of the exhaust).
For diagnostics, it is necessary to remove the thermal shield from the turbine, which will allow an initial visual inspection. Usually in this situation there are traces of "scale" on the connection between the hot part of the outlet and the downpipe.
At the same time, there are no traces of antifreeze in the turbine itself, since it manages to evaporate from contact with a very hot supercharger housing. Therefore, to search for a leak, you should move up the inlet, where there is an intercooler with liquid cooled... That is, it uses antifreeze to cool the charge air, which means there may be a coolant leak. This wonderful cooler is located behind the intake manifold, between the engine shield and the engine.
At an early stage, you can get by with a simple replacement of the cooler itself, which has leaked, but if you do everything in a smart way, and if the case is already running, then you need to remove the cylinder head, clean it and complete troubleshooting, since antifreeze in the combustion chamber leads to improper combustion mixture and the corresponding consequences.
7) The turbine drives oil into the intake manifold (while the turbine is operational)
It so happens that increased consumption oil is not associated with waste through piston group, but due to the fact that the turbine drives oil into the intake manifold. At the same time, the diagnostics of the turbo compressor itself does not reveal any problems. As a result - throttle and the intake tract are covered with oil and the air filter is clean.
You can see how oil oozes from the turbine by removing the suitable air pipe and the air filter box. At idle speed, everything will most likely look normal, but when the speed rises above 2000, oil will begin to ooze from under the cold impeller.
In this case, most likely, the crankcase ventilation system is not working properly or the oil separator, which is located under the timing mechanism cover, is clogged. There are others possible reasons such behavior of the turbine, which are described in a separate topic.
8) The inlet pipe of the turbocharger block has traces of oil fogging
If you see traces of oil fogging at the inlet from the side of the air pipe that supplies air from the air filter to the cold part of the turbine, you should not grab your head - everything is in order with the turbine, but the sealing ring that is located at the junction of the pipe and the turbine must be replaced. In this case, the pipe itself needs to be finalized and traces of the injection mold on the plastic should be removed - burrs through which oil vapors escape (shown by arrows).
9) Antifreeze leaks through the seals in the turbine cooling system
Although the problem is penny, the smell of burning antifreeze in the cabin can slightly scare the owners of 1.4 TSI EA111 engines. The thing is that from high temperatures, the seals in the cooling system of the TD025 M2 turbocharger deteriorate and begin to let coolant out to hot part turbines. Antifreeze burns, and in the process of its evaporation, a specific bad smell that enters the passenger compartment through the air conditioning system. It is necessary to look for the presence of greenish streaks from the coolant on the pipes supplying antifreeze to the turbine.
To eliminate this unpleasant jamb, you just need to replace the VAG O-rings WHT 003 366(2 pcs). And the replacement technique is described in the corresponding topic.
Engine resource
1.4 TSI EA111 (122 - 125 HP, 140 - 185 HP):
With timely maintenance, the use of high-quality 98th 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 Volkswagen engine 1.4 TSI EA111 is about 300,000 km, thanks to the robust cast iron cylinder block and reliable cylinder head.
It should not be forgotten that the oil must be of high quality and change at least every 10,000 km.
1.4 TSI EA111 (122 - 125 HP):
The simplest and most reliable way to increase power on these motors is chip tuning.
Regular Stage 1 chip with 1.4 TSI 122 hp or 125 hp. capable of turning it into a 150-160 strong motor with a torque of under 260 Nm. At the same time, the resource will not critically change - a good urban option. With the downpipe, another 10 hp can be removed.
Engine tuning options
1.4 TSI EA111 (140 - 185 HP):
On Twincharger engines, the situation is more interesting, here with the Stage 1 firmware you can increase the power to 200-210 hp, while the torque will increase to 300 Nm.
You don't have to stop there and go further by making a standard Stage 2: chip + downpipe. Such a kit will give you about 230 hp. and 320 Nm of torque, these will be relatively reliable and driving forces. It makes no sense to go further - reliability will significantly decrease, and it's easier to buy a 2.0 TSI, which will immediately give 300 hp.
VAGdrive Rating: 4-
(OK- a reliable, but demanding engine for maintenance, has a number of known problems that can be eliminated for more or less adequate money, and the cylinder block and cylinder head are distinguished by typical Volkswagen reliability)
