In pursuit of increasing demands from customers and European officials, a decade ago, manufacturers decided to severely limit engine displacement, further improving performance and flexibility. In theory, this should also reduce fuel consumption and, above all, emissions of harmful substances. One such example of the VAG concern is the 1.2 TSI gasoline engine (TFSI in the Audi catalog), which is also installed in Seat and Skoda. Did he inherit good genes after 1.4 and 1.6 MPI?

HEIRER 1.4 AND 1.6 MPI

The German, four-cylinder gasoline engine became the direct successor to the well-served, but very durable and respected by users 1.4 and 1.6 MPI engines with a capacity of 80-105 hp. The subcompact design entered the market in 2009. To implement the plans, Volkswagen engineers used 8-valve printhead technology, an electronically controlled variable blade geometry turbocharger, as well as direct fuel injection and a single camshaft. Another characteristic feature of the 1.2 TSI engine is the timing system, which is carried out using a chain that cannot be replaced under the manufacturer's warranty. Depending on the version, the motor generates 86, 90, 105 or 110 hp. (since 2014), which in combination with the relatively light body of the Volkswagen Polo or Skoda Fabia translates into sufficient performance also outside the city. The 1.2 TSI under the hood of a heavy Octavia or Golf doesn't work that well. Often there is simply not enough power, especially with a set of passengers on board. Despite this, while driving quietly on the highway, it consumes about 5-6 liters of fuel. Attempts to dynamically drive subsequent kilometers even end up with a twofold increase in fuel consumption of 10-12 l / 100 km.

In this form, the 1.2 TSI was produced in 2012. Unfortunately, before the upgrade, the engine has many operational problems. At the moment, experts do not report serious breakdowns for units produced after 2012. The manufacturer has removed all problematic design errors. The timing chain was replaced with a much cheaper belt to replace - the replacement interval is 210 thousand kilometers. A 16-valve head and two camshafts appeared. The number of changes was so great that after 2012 the engine received a completely new designation - EA211. Its strengths continued to be flexibility and low fuel consumption in quiet operation. We cannot but pay attention to the rapid achievement of operating temperature.

NOTE ON ENGINES OF THE FIRST YEARS OF RELEASE

Unfortunately, experts do not recommend buying a car with 1.2 TSI engines before upgrading (EA111). These copies will present a lot of costly problems to the owner. The first several tens of thousands of kilometers of operation of the 1.2 TSI does not create any particular difficulties, in addition, it will please with satisfactory dynamics and low fuel consumption. But the idyll does not last long. Defects in design and materials very quickly make themselves felt. As with other units in the Volkswagen TSI family, this engine also struggles with the main problem, which is the timing chain. It is only theoretically lifelong. Already after 50-70 thousand kilometers, it can stretch so much that it can jump a few teeth and even break the engine. Both situations result in piston-valve collision, which means costly engine repairs. Replacing a used chain along with the necessary attachments will cost hundreds of dollars for an Authorized Service Center. You also need to be prepared for a malfunction of the gasket under the head. Despite the mileage, it may require an urgent replacement.

INCREASED OIL CONSUMPTION

Unfortunately, a significant part of the gasoline engines of recent years by the engineers of the VAG 1.2 TSI concern also consume a large amount of oil. With such a disease, we will not save money in any case. Experts say that this type of engine is just that. The user only has to regularly check the oil level and top up immediately. Remember that a lack of fluid will very quickly affect the condition of the turbocharger, etc. For safety, it is worth shortening the oil change interval. Before modernization, problems could also be with the turbocharger. Relatively often, the electronic control of the variable geometry of the blades "stutters", which is manifested by a drop in power and an increase in consumption. Violation of the operating rules noticeably reduces the service life of this element - its repair will also be very expensive.

The 1.2 TSI was not renowned for durability until 2012. There were situations during this period when the manufacturer, under warranty, exchanged the engine for a new one with a mileage of 20-30 thousand kilometers. Before buying a car, it is worth carefully checking the service history and being aware of design flaws. Better to use the versions after upgrading. They are much more durable and cheaper to operate. EA211, we can recommend with a pure heart.

1.2 TSI ENGINE - SERIOUS FAULTS

Unfortunately, it quickly became clear that a loaded and complex small motor has a small resource and does not travel long distances. Timing problems, turbocharger damage and control electronics malfunction are the most common (but not all) engine failures from the start of production.

Due to obvious shortcomings, at the end of 2012, the manufacturer introduced a modified version of the TSI 1.2 engine, in which it eliminated most of the problems. Synchronization is driven by a belt, not a chain, the head has 16 valves, not 8, and they are driven by two rollers. The changes were so great that after modification the motor received a new series EA211 (formerly EA111).

1.2 TSI ENGINE - TECHNOLOGY

From a technical point of view, the 1.2 TSI engine should be divided into a version from the start of production and a version after modernization. Although both used direct petrol injection and an aluminum four-cylinder block, the timing drive (formerly chain, then belt) and head design (first 8 V with one shaft, then 16 V with two) are completely different. There are many more differences.

1.2 TSI ENGINE - TYPICAL FAULTS

The breakdowns concern the version with EA111, which entered the market in 2009 and, as it soon turned out, had many problems. Later versions with EA211 (from 2012) don't show any significant flaws yet. What kind of damage should be feared for engines prior to upgrading? First of all, the timing chain stretches quickly - if the user does not respond in time, the chain can slip off and cause serious engine damage.

Damage to the head gasket and increased oil consumption are real. Quite often there is a problem with the exhaust gas cleaning system and turbocharging (the valve sticks). There are also control problems that lead to uneven engine operation, and in extreme cases, even piston combustion due to too high combustion temperatures. For this reason, the engines were replaced after a short run under warranty.

1.2 TSI ENGINE - TURBOCHARGER FAILURES

Symptoms - decrease in engine power, interference in the operation of the turbocharger.

Repairs - most often there are problems with the correct operation of the turbocharger, arising from problems with the turbine control system (this function is performed by the electronics). Usually the defect appeared rather quickly and turbines with a control system (one unit) were replaced under warranty. We also know cases of mechanical problems, but they are much less common.

1.2 TSI ENGINE - TIMING CHAIN \u200b\u200bFAILURE

Symptoms - metallic noise from the timing drive (especially after a cold start).

Repairs - the problem is well known to the VW Group service. Over-stretching chain and tensioner create problems. Moreover, there have been cases of missing circuits and serious engine damage. Therefore, if symptoms appear that indicate a problem, you should contact a workshop as soon as possible to diagnose and fix the problem. If the warranty period has expired, the cost of replacing the chain, guides and tensioner is approximately $ 500.

1.2 TSI ENGINE - MAINTENANCE

* or every year (in engines from the start of production - every 2 years); ** iridium candles; *** the manufacturer does not provide for periodic replacement - the accessory drive belt must be replaced by a mechanic; **** only applies to the retrofitted EA211 engine (timing chain is used in EA111 units)

Drive Synchronization - in 1.2 TSI engines after modernization (EA211) the timing system of the belt drive - the interval for its replacement is 210 thousand. km. In our conditions, it should be reduced by 50 thousand km. On the other hand, before modification (EA111) engines used a timing chain, which, in theory, should work without problems until the main engine repair - unfortunately, in practice, it is often replaced up to 100,000 km.

Replacement oils - in the case of EA111 engines, the manufacturer provided for an oil change every 30,000 km or every 2 years - now the time interval has been reduced to one year. Whereas mechanics advise changing the oil every 8-15 thousand. km or once a year, especially for chain-synchronized motors.

1.2 TSI ENGINE - CONSUMABLES

Engine oil - for extended oil change intervals (every 30,000 km), the manufacturer recommends using only synthetic 5W-30 oil in accordance with the VW 504.00 specification. System volume: 3.6-3.9 liters.

Synchronization - 1.2 TSI EA111 engine uses chain synchronization, while EA211 version uses belt. The valve clearance is released hydraulically.

Cooling system - the manufacturer does not recommend periodic replacement. The operation of the cooling system is limited to checking the fluid level and testing for frost resistance. The volume of the system depends on the model and ranges from 5.6 to 8.3 liters.

1.2 TSI ENGINE - TECHNICAL DATA

	1.2 TSI *	1.2 TSI	1.2 TSI	1.2 TSI *	1.2 TSI	1.2 TSI
Year of release	2009-14	since 2012.	since 2014.	since 2009.	since 2012.	since 2014.
Engine - type, number of valves	t.benz. R4 / 8	t.benz. R4 / 16	t.benz. R4 / 16	t.benz. R4 / 8	t.benz. R4 / 16	t.benz. R4 / 16
Working volume	1197	1197	1197	1197	1197	1197
Compression ratio	10,1:1	10,1:1	10,5:1	10,0:1	10,5:1	10,5:1
Timing type	OHC	DOHC	DOHC	OHC	DOHC	DOHC
Power max. (kw / hp / rpm)	63/86/4800	63/86/4800	66/90/4400	77/105/5000	77/105/5000	81/110/5000
Max. torque (Nm / rpm)	160/1500	160/1500	160/1400	175/1550	175/1400	175/1500
Injection type	straight	straight	straight	straight	straight	straight

* engines with a timing chain drive

1.2 TSI ENGINE - IN THE WORDS OF THE SPECIALIST

The engine is burdened with many problems, which, due to high loads, sometimes occurred more often than in the first generation 1.4 TSI. The most common are timing problems.

1.2 TSI ENGINE - OUR OPINION

If you choose 1.2 TSI engine, then the version is after modification (EA211). This is a heavily rebuilt engine that has been stripped of many of the important issues plaguing its predecessor, the EA111. When the car is properly serviced, the 1.2 TSI engine really does a good job of combining low fuel consumption with decent dynamics, especially in segment B cars.

Cars with 1.2 TSI engines

1.2 TSI engine - year 2012 | A modified unit (code EA211) debuted in the 3rd generation Octavia. 1.2 TSI engine in Seat Ibiza | Only the 105 hp version (2010) went under the hood of Ibiza. 1.2 TSI engine on Volkswagen Golf | For modernization: 86 and 105 hp engines, and in the later version - 90 and 110 hp variants. 1.2 TSI Engine - Turbocharger Failures | Symptoms are reduced engine power, interference with the turbocharger.
Repair - most often there are problems with the correct operation of the turbocharger, arising from problems with the turbine control system (this function is performed by the electronics). Usually the defect appeared rather quickly and turbines with a control system (one unit) were replaced under warranty. We also know cases of mechanical problems, but these are much less common. 1.2 TSI engine - timing chain failure | Symptoms are metallic noise from the timing drive (especially after a cold start).
Repair - the problem is well known to the VW Group service. Over-stretching chain and tensioner create problems. Moreover, there have been cases of missing circuits and serious engine damage. Therefore, if symptoms appear that indicate a problem, you should contact a workshop as soon as possible to diagnose and fix the problem.

1.2 TSI engine - year 2014 | Polo V after facelift, in which new versions of the TSI 1.2 engine with 90 and 110 hp appeared. 1.2 TSI engine on Audi A3 | Only the more powerful 105 hp (EA111 engine) was installed in the Audi A3. 1.2 TSI engine - 2009 | The debut of the 1.2 TSI direct injection engine is the Volkswagen Polo V. Its design was based on the 1.4 TSI engine. 1.2 TSI engine - typical faults | The glitches concern the version with EA111, which entered the market in 2009 and, as it soon turned out, had many problems. Later modifications of EA211 (from 2012) do not show any significant shortcomings yet. What kind of engine failures should be feared before a shift? First of all, the timing chain stretches quickly - if the user does not react in time, the chain can bounce even in the event of a serious engine failure. Damage to the head gasket and increased oil consumption are real. Quite often there is a problem with the exhaust gas cleaning system and turbocharging (the valve sticks). There are also steering problems that lead to uneven engine operation and, in extreme cases, even piston combustion due to too high combustion temperatures. All About the 1.2 TSI Engine - Durability Is Not Its Advantage | 1.2 EA111 TSI - designation of the unit with a timing chain and one shaft in the head.

1.2 TSI engine - year 2012 | Due to many quality issues, the engine was heavily modified - including the belt-driven gear train. All About the 1.2 TSI Engine - Durability Is Not Its Advantage | From a technical point of view, the 1.2 TSI engine should be divided into a version from the start of production and a version after modernization. Although both used direct petrol injection and an aluminum four-cylinder block, the timing drive (formerly chain, then belt) and head design (first 8V with one shaft, then 16V with two) are completely different. There are many more differences. 1.2 TSI engine in Skoda Octavia | Octavia uses a redesigned EA211 engine in two power options: 86 and 105 hp. 1.2 TSI engine - 2010 | 1.2 TSI (86 and 105 hp) went under the hood of small VW Group cars, including the Audi A1 - TFSI designation

Engine 1.2 TSI ЕА111 - the younger brother of the 1.4 TSI reduced in volume. In general, it has proven itself quite well. Especially on vehicles where the problem with chain stretching and skipping has been fixed. By and large, it was the questions to the timing drive that were the main ones for this motor. Unlike the larger engine, where the cylinder block was cast iron, aluminum with cast iron liners was used here. The volume was reduced due to the piston stroke from 76.5 mm to 71 mm.

Structurally, the motor is not complicated and therefore reliable enough. But there are still weak points, sometimes critical ones. An eight-valve single-shaft head is installed here and there is no variable valve timing system. True, the engine is equipped with hydraulic lifters and a turbine that produces a pressure of 0.6 bar. Fuel injection is direct.

This engine, as well as 1.4 TSI, suffers from increased oil appetite and vibrations at idle, with an unheated engine. Also, it was distinguished by a very long set of operating temperatures during the cold season, which irritated many motorists. The engine had factory indexes: ЕА111 CBZA CBZC CBZB.

Later, from 2012, a new motor appeared 1.2 TSI, EA211 (CJZA, CJZB, CJZC, CJZD)... Many annoying problems were removed in the new motor. The most important change is doubling the number of valves, the head has become 16-valve. The engine was turned 180 degrees, against the direction of travel, and now the cylinder head is made with the exhaust manifold as a whole.

A valve timing regulator was added to the system, and what is also important, the chain, which never became a model of reliability, was replaced with a timing belt. Now questions about the timing have been removed. Even in the new EA211 motor, they solved the issue of long warm-up by complicating the design of the thermostat, into the case of which a water pump was built.

The first 1.2TSI engine, EA111 series, was actively installed, mainly on Skoda Fabia from 2010 to 2014; Volkswagen Polo (6R) since 2009, and a number of other VAG cars. The new generation of EA211 engines has found its place under the hoods of the new generations of VW Polo and Skoda Fabia and many other models. It is also worth canceling that the service life of both engines, with proper maintenance, tends to reach 250 thousand kilometers.

Where the cast-iron cylinder block was replaced by an aluminum one with cast-iron wet liners, the piston diameter was reduced from 76.5 mm to 71.0 mm, and the piston itself was lightened. This engine was created to replace obsolete units. 1.6 MPI (BGU, BSE, BSF, CCSA) EA113... The new motor has become lighter, more dynamic and more economical than its predecessor, but not everything is as smooth as it might seem at first glance. So let's figure it out together.

In the process of changing the 1.4 TSI EA111 engine, the 1.2 TSI junior unit for additional emphasis of the "bottoms", was covered with a single-shaft 8 valve head of the block. This cylinder head is a simple design with hydraulic lifters, direct fuel injection, but without a variable valve timing system, where the diameter of the intake valves is 35.5 mm and the exhaust valves are 30.0 mm. In the timing drive, a chain is used here by analogy with 1.4 TSI, but the local chain of the first revisions loves to stretch and jump even more.

All 1.2 TSI EA111 versions are equipped with turbochargers IHI 1634, with a maximum overpressure of 0.6 bar. In general, this engine is nothing more than a 1.4 TSI EA111 simplified on all fronts - hence the reduced specific liter power of this unit.

The manufacturer describes the main design features of the 1.2 TSI motors of the EA111 family as:

• Newly developed aluminum cylinder block with innovative gray cast iron cylinder liners;
• Cylinder head with two valves per cylinder, timing belt with inclined valves and roller tappets with chain drive, valve seat angle 12 °, hemispherical combustion chamber;
• Steel crankshaft with connecting rod and main bearing diameters reduced to 42 mm;
• Lightweight, low friction piston group, with reduced friction piston ring pack;
• Oil circulation circuit with reduced oil consumption and oil pump with optimized efficiency;
• Switchable cooling pump;
• Split, easy-to-service timing case, lightweight design, with plastic and magnesium alloy covers;
• Turbocharger module with electric guide vane;
• Crankcase ventilation integrated into the cylinder block and cylinder head with oil separation system.

More details about the device, features and principles of operation of the base unit 1.2 TSI (CBZB) EA111 can be found in the factory

ATTENTION! To discuss motor oils and their choice, there is a special topic dedicated to ... We discuss all questions on butter there, here you do not need to flood on this topic. This topic is intended to discuss the design and problems of the engine, not its technical fluids.

1.1. Motors 1.2 TSI (EA111) with turbine IHI 1634 and without phase shifter
CBZA, CBZB, CBZC

Among the 1.2 TSI EA111 engines equipped with an IHI 1634 turbine (overpressure 0.6 bar), there are 3 modifications with different boost levels: CBZA, CBZB and CBZC (only for VW Polo).

Model	Power	Period installations	Note	Installed
CBZA Euro 5		03.2010 - 05.2015​	analogue CBZB with reduced up to 86 hp power on 95 gasoline, Euro 5 86 h.p. (63 kW) at 4 800 rpm, 160 Nm at 1500-3500 rpm.	Audi A1 (8X) 1.2 TFSI (05.2010 - 04.2015) Audi A1 (8X) sportback 1.2 TFSI (01.2012 - 04.2015) SEAT Ibiza 5 1.2 TSI (08.2012 -) SEAT Ibiza 5 SC 1.2 TSI (08.2012 -) SEAT Ibiza 5 ST 1.2 TSI (09.2012 -) Skoda Rapid (NH) LPG 1.2 TSI (07.2012 -) Skoda Rapid (NH) sportback LPG 1.2 TSI (07.2012 -) Skoda Praktik (5J) 1.2 TSI (03.2010 - 05.2015) VW Golf 6 (5K) 1.2 TSI (05.2010 - 11.2012) VW Golf 6 (5K) variant 1.2 TSI (07.2010 - 07.2013) VW Golf Plus 1.2 TSI (05.2010 - 12.2013)
CBZB Euro 5		11.2008 - 06.2015​	basic initial modification engine 1.2 TSI EA111 with turbine IHI 1634, without phase shifter on 95 gasoline, Euro 5 105 h.p. (77 kW) at 5000 rpm, 175 Nm at 1550-4100 rpm.	Audi A3 (8P) 1.2 TFSI (04.2010 - 08.2012) Audi A3 (8P) sportback 1.2 TFSI (04.2010 - 03.2013) Audi A3 (8P) cabriolet 1.2 TFSI (03.2010 - 05.2013) SEAT Ibiza 5 1.2 TSI (09.2010 -) SEAT Ibiza 5 SC 1.2 TSI (09.2010 -) SEAT Ibiza 5 ST 1.2 TSI (09.2010 -) SEAT Leon 2 (1P) 1.2 TSI (02.2010 - 02.2012) SEAT Toledo 4 (NH) 1.2 TSI (07.2012 - 06.2015) SEAT Altea 1.2 TSI (04.2010-) Skoda Octavia A5 (1Z) 1.2 TSI (02.2010 - 06.2013) Skoda Octavia A5 (1Z) combi 1.2 TSI (02.2010 - 04.2013) Skoda Fabia 2 (5J) 1.2 TSI (03.2010 - 12.2014) Skoda Fabia 2 (5J) combi 1.2 TSI (03.2010 - 12.2014) Skoda Rapid (NH) 1.2 TSI (07.2012 -) Skoda Rapid (NH) sportback 1.2 TSI (07.2012 -) Skoda Roomster (5J) 1.2 TSI (03.2010 - 05.2015) Skoda Yeti (5L) 1.2 TSI (09.2009 - 05.2015) VW Polo (6R) 1.2 TSI (11.2009 -) VW Polo (6R) 1.2 TSI Bluemotion (11.2009 - 05.2014) VW Golf 6 (5K) 1.2 TSI (11.2008 - 11.2012) VW Golf 6 (5K) variant 1.2 TSI (07.2009 - 07.2013) VW Golf 6 (5K) cabriolet 1.2 TSI (03.2011 - 05.2016) VW Golf 6 (5K) 1.2 TSI Bluemotion (05.2009 - 11.2012) VW Jetta 6 (1B) 1.2 TSI (10.2010 -) VW Touran 2 (5T) 1.2 TSI (05.2010 - 05.2015) VW Caddy 3 (2C) 1.2 TSI (09.2010 - 05.2015) VW Golf Plus 1.2 TSI (11.2009 - 08.2014) VW Beetle A5 1.2 TSI (07.2011 - 07.2019) VW Beetle A5 cabriolet 1.2 TSI (12.2011 - 07.2019)
CBZC Euro 5		05.2011 - 05.2014​	analogue CBZB with reduced up to 90 hp power for VW Polo (6R) on 95 gasoline, Euro 5 90 h.p. (66 kW) at 4 500 rpm, 160 Nm at 1500-3500 rpm.	VW Polo (6R) 1.2 TSI (05.2011 - 05.2014)

Replace engines 1.2 TSI EA111 (CBZA, CBZB, CBZC) the engines of the EA211 family came. At the same time, atmospheric engines with a volume of 1.6 returned to the production line, which received a new design:. Along with these atmospheric engines, turbocharged ones began to be produced - 1.2 TSI EA211.

2. Characteristics of engines 1.2 TSI EA111 (86 HP - 105 HP)

Production	Mlada Boleslav Plant - Skoda car plant in Mlada Boleslav (Czech Republic)
Years of release	2009-2015
Cylinder block material	aluminum (with cast iron wet sleeves)
A type	inline 4-cylinder (R4), 8 valves (2 valves per cylinder - intake 35.5 mm, exhaust 30.0 mm)
Piston stroke	75.6 mm
Cylinder diameter	71.0 mm
Compression ratio	10,0
Engine capacity	1197 cc
Turbine	IHI 1634
Absolute boost pressure	1.6 bar
Excessive boost pressure	0.6 bar
Phase shifter	absent
Engine weight	102 kg
The engine control unit	???
Fuel	Unleaded gasoline RON-95 (for Europe) In Russia it is allowed to use AI-95but it is recommended to use AI-98
Environmental standards	Euro 5
Fuel consumption (passport for VW Polo 6R)	city \u200b\u200b- 5.9 l / 100 km track - 4.2 l / 100 km mixed - 4.9 l / 100 km
Engine oil Euro 5	VAG LongLife III 5W-30 - for Europe with flexible replacement interval (G 052 195 M2 (1l) / G 052 195 M4 (5l)) (Approvals and specifications: VW 504 00/507 00) VAG Special Plus 5W-40 - for Russia with a fixed replacement interval (until 11.2018) (G 052 167 M2 (1l) / G 052 167 M4 (5l)) (Approvals and specifications: VW 502 00/505 00/505 01) VAG Special G 5W-40 - for Russia with a fixed replacement interval (from 11.2018) (G 052 502 M2 (1l) / G 052 502 M4 (5l)) (Approvals and specifications: VW 502 00/505 00)
Engine oil volume	3.8 l (when replacing, 3.6-3.8 liters are poured)
Oil consumption (permissible)	up to 0.5 l per 1000 km (factory), but a really serviceable motor should not consume more than 0.1 liters per 1000 km in standard mode
Oil change is carried out	according to the factory regulations with a flexible replacement interval QI6 - once every 30,000 km / 24 months (Europe) according to factory regulations with a fixed replacement interval QI4 - once every 15,000 km / 12 months (Russia) (in the Russian Federation it is recommended to do an intermediate replacement every 7,500 km according to the QI2 regulation)

3. The main problems and disadvantages of engines 1.2 TSI EA111 (86 HP - 105 HP)

Inherent design flaws

• vibration at idle;
• love for good oil and gasoline with an octane rating of 98;
• the motor takes a long time to warm up in the cold season.

Problems

1) Extremely weak timing chain

The 1.2 TSI EA111 motor has a low chain resource. Before the modernization of 2011, it sometimes did not pass even 30 thousand kilometers before being replaced. The problem with the chain was solved from 10.2011 (3rd revision - replacement of the timing chain kit along with the stars), if the motor was manufactured earlier, then the chain resource is about 30,000 km of run - then stretching and jumping. The difference between the modified chain (wide - on the right) and problematic (narrow - on the left) can be estimated from the photo below. But this modification does not finally solve the problem, so we advise you to regularly check the hood even of the modified chain (at least once every 60,000 km).

The chain also had a 2nd revision, it was placed on regular stars, without repressing the gear on the crankshaft.

03F_109_158B (v1)
03F_109_158K (v2)
03F_109_158G (v3)

The chain in the new repair kit is made in Japan.

2) Ignition misfires due to failure of spark plugs

At spark plugs, for some unknown reason, the patch on the negative electrode licks off. This is most likely due to the design features and decent boost pressure (1.5 atm.). It seems like a small point, less than a millimeter in diameter. And without it, spark erosion cuts off the negative electrode as if with a file. This is how it begins misfiring.

3) Oxidation of high voltage ignition wires

High-voltage wires like to oxidize on this motor. This often leads to misfire, due to insufficient tightness of the connection between the coil and the wire, although in appearance you cannot say that the connection is not tight. As a result, the contacts are oxidized and covered with a green coating. Initially, Volkswagen engineers referred to the fact that this was not a problem and oxidation did not affect the operation of the engine, although then they still released modified wires (cunning).

New modified high-voltage wires have part numbers:
03F 905 409 C - for a set of I / O wires for 4 cylinders
03F 905 430 H - I / O wire to the first cylinder
03F 905 430 J - I / O wire to the second cylinder
03F 905 430 K - I / O wire to the third cylinder
03F 905 430 L - I / O wire to the fourth cylinder

4) Misfiring due to coil malfunction

Together, the ignition coil begins to suffer from the oxidation of the I / O wires, which at some point stops giving a spark to the cylinder. And this does not happen all the time, but sometimes. It manifests itself as bumps or dots during acceleration. At the same time, you need to look at the device in which cylinder there are gaps. In order to further exclude a candle and a wire. This is often confused with wear on the DSG clutch.

5) Very picky about fuel quality

Fuel in Russia is bad, because almost everyone is diluted with something (especially in the regions). This does not affect atmospheric engines in any way, but 1.2 TSI is not that! Not only is it turbocharged, it also has 0.6 bar excess, which is, frankly, not enough for such a volume. So it requires good fuel with a high octane number. Otherwise, the car will stop driving and an error will light up P0171 - lean mixture.

Low-quality fuel with such a boost causes detonation and coking of the injectors. In order to avoid such problems, as a preventive measure, you need to regularly flush the injector (you can add liqui moly or motul additives to the fuel tank), as well as fill in 98th proven gasoline. Also, if the problem has already made itself felt, then you need to go to the service station and do intensive flushing of the injector using professional equipment. Yes, and before trying to remove the TSI injectors on your own, if you want to thoroughly clean them, remember that on runs from 100 km they may not twist out, but break in half.

6) Failure of the injection pump

At some point, something may happen that the machine will issue rich mixture error, and also there may be a problem with a poor start of the engine "cold". The reason for this behavior of the car can be a breakdown of the high pressure fuel pump. As a result of this malfunction, fuel flows through the broken seal from the high pressure pump along the pusher rod. Then gasoline enters the oil and liquefies it, resulting in a highly liquid oil and a rich mixture. In this case, replacing the high pressure fuel pump itself will help.

8) Oil leak from under the oil cooler seal

Sometimes, but it still happens (even at low mileage) that a low oil level light comes on, and a puddle of oil collects under the engine on the crankcase protection. At the same time, the engine is dry and beautiful on top, and everything is in oil below - the generator, the air conditioning compressor and the oil pan. At first glance, a terrible problem lies in a small gasket between the cylinder block and the oil cooler, replacing which eliminates an unpleasant leak.

9) Possible oil leakage from under the oil filter bracket

In addition to possible oil leakage due to the oil cooler gasket, oil can also leak from under the oil filter housing. If oil has flowed from there, then you need to replace the bushing of the VAG oil filter bracket 03F 121 215 and the VAG oil filter bracket gasket 03F 115 111 A.

10) The smell of exhaust in the cabin due to failure of the VKG valve

Systematically, every 40-50 thousand km, the crankcase ventilation valve (VAG 030 103 175 B). This breakdown is evidenced by the smell of exhaust gases in the cabin. Instead of sending crankcase gases to the intake manifold, they enter the engine compartment, and from there they are drawn into the passenger compartment through the climate system.

4. Engine resource 1.2 TSI EA111 family

In terms of reliability, the engine has proven itself not at all the best (due to the timing chain and problems with the wastegate control), but with regular and proper maintenance, the 1.2 TSI engine life can be extended to ~ 300,000 km due to the fact that it has a strong block with a good piston group and a simple and reliable cylinder head. Nevertheless, to get to such a run, the timing chain will have to be changed, in any case, quite often.

5. Possibilities of tuning engines 1.2 TSI EA111 family

Tuning of such a power unit is carried out by the method of ordinary chip tuning. Well-known tuning firms offer their Stage 1 firmware for 86 hp engines. and 105 hp. For little money, you can alter a 130-145 hp motor. and significantly change the dynamics of the car. This option is very good for such a working volume.

In addition to this, you can replace the catalysts with sports ones, put a cold intake.

VAGdrive rating: 3+
(satisfactorily - the problematic timing chain, failure of the ignition system, breakdowns of the turbine actuator and other unpleasant little things are brightened up only by the fact that the block itself, the cylinder head and the piston are distinguished by very good reliability and a resource of 300+ thousand km)

Last edit: Friday at 17:35

My cars: Skoda Octavia A5 ambition 1.6 MPI (BSE) 102 hp Automatic transmission-6 09G and some more German garbage dumps \u003d)

Until last summer, a huge hole was gaping in the Russian engine range for the Yeti: either a modest 1.2 TSI turbo engine (105 hp) combined only with front-wheel drive, or a 1.8 TSI winding unit (152 hp), which is paired with an all-wheel drive transmission. The Russian representative office has not been able to establish rhythmic deliveries of 140-horsepower diesel versions for the third year already. But in June, dealers got front-wheel drive Yeti with a 1.4 TSI engine. Golden mean?

The Yeti is equipped with a 1400 cc turbo engine with 122 hp. of the previous EA111 series - now the Germans have a surplus of these units, since the new models of the Volkswagen concern, built on the MQB platform, are equipped with a lightweight 1.4 new generation EA211 engine with a capacity of 140 hp.

External speed characteristics of engines 1.2 TSI and 1.4 TSI

For a measured ride, 122 strength is quite enough - the low-inertia turbocharger starts to "blow" almost from idle, and the maximum 200 Nm of torque is available already from 1500 rpm. In the city - no problem. The Yeti accelerates briskly up to the 120 km / h permitted on the Spanish autobahns, and on winding mountain paths it is able to ignite, albeit a small, but still a spark of driver's pleasure. The main thing is to keep the tachometer needle in the region of 4000-5000 rpm, between the edge of the "shelf" of torque and the peak of maximum power.

All is good, but the version with the 1.2 TSI engine rides almost the same! The "younger" engine is weaker by only 17 hp, and the torque is less by 25 Nm (this is only 12.5%). In urban conditions, the difference is not felt at all, and on the track additional two hundred "cubes" will show themselves only during intense overtaking or with a full load.

Fuel consumption? After a whole day of active driving on country roads with short arrivals into cities, the on-board computer of a crossover with a 1.4 TSI engine showed an acceptable 8.6 liters per 100 km. If you drive in "DSG mode", carefully handling the accelerator pedal and not letting the engine spin above 2000 rpm, you can save about a liter per hundred. But the Yeti 1.2 TSI's appetite is half a liter more modest.

Both modifications are equally reluctant to brake the engine, and the difference in the speed of heating the cabin is completely leveled: since December 2011, an electric air heater in the cabin has been installed on Yeti with small motors. Its power is low (1 kW - like a household hair dryer), but it starts working immediately after starting the engine.

Getting the calculator out? With similar "driving" capabilities, the Yeti 1.4 TSI is more expensive than the 1.2 TSI version by 48 thousand rubles (787 thousand rubles against 739 thousand rubles for the basic Active package). Fuel costs for 100 thousand kilometers will be higher by 15,600 rubles (based on the price of AI-95 gasoline - 31 rubles 10 kopecks per liter), and for routine maintenance you will have to pay 6,400 rubles more. In total - 70 thousand rubles overpayment.

But an additional two hundred "cubes".

So far, the Yeti 1.4 TSI is offered in Russia only with "mechanics", although cars with a DSG "robot" should appear in early spring (surcharge - about 60 thousand rubles). But if I chose the Yeti for myself, I would save on options and prefer a car with a powerful 1.8 TSI engine - and with all-wheel drive.

Passport data
Car		Skoda yeti
Modification		1.2 TSI	1.4 TSI
Body type		five-door station wagon
Trunk volume, l		405-1580*	405-1580*
Curb weight, kg		1265 (1295)**	1300
Full weight, kg		1885 (1915)	1920
Engine		petrol, direct injection and turbocharging
Number and arrangement of cylinders		4, in a row	4, in a row
Working volume, cm3		1197	1390
Cylinder diameter / piston stroke, mm		71,0/75,6	76,5/75,6
Compression ratio		10,0:1	10,0:1
Number of valves		8	16
Max. power, hp / kW / rpm		105/77/5000	122/90/5000
Max. torque, Nm / rpm		175/1550-4100	200/1500-4000
Transmission		mechanical, 6-speed (robotic, preselective, 7-speed)	mechanical, 6-speed
Drive unit		front	front
Front suspension		independent, spring, McPherson
Rear suspension		independent, spring, multi-link
Front brakes		disc, ventilated	disc, ventilated
Rear brakes		disk	disk
Tires		215/60 R16	215/60 R16
Maximum speed, km / h		175 (173)	185
Acceleration time 0-100 km / h, s		11,8 (12,0)	10,5
Fuel consumption, l / 100 km	urban cycle	7,6 (8,0)	8,9
	extra-urban cycle	5,9 (5,8)	5,9
	mixed cycle	6,4 (6,6)	6,8
CO 2 emissions, g / km		149 (154)	159
Fuel tank capacity, l		55	55
Fuel		aI-91-95 gasoline	aI-95 gasoline
* With folded seats of the second and third rows