All information and reviews about engines 1.4 TSI, family EA211
Reviews, description, modifications, characteristics, problems, resource, tuning
In 2012, one of the most popular engine families of the VAG line - turbocharged EA111 (1.2 TSI, 1.4 TSI), new engines of the family have arrived EA211 (1.0 TSI, 1.2 TSI, 1.4 TSI).
The timing drive was equipped with a toothed belt instead of a chain - now the timing kit is being replaced as planned for 120 thousand kilometers and is less financially costly. In this case, the condition of the timing belt is monitored for the first time for 60 thousand km of its life cycle, and then every 30 thousand km until it is replaced by 120 thousand km.
The cylinder block itself is made of aluminum alloy, but with cast iron liners. The crankshaft, thanks to the use of new ultra-light materials, has become lighter and longer-stroke - 80.0 mm, against 75.6 mm in the old version. The connecting rods have also become lighter, and the cylinder diameter has decreased to 74.5 mm. It can also be noted in the design new series Internal combustion engine 16-valve cover with 2 camshafts and the presence of hydraulic lifters, as well as a double engine cooling system.
Thus, the main design features turbo engines of the EA211 family:
- intake manifold with integrated intercooler
- dual-circuit cooling system with two thermostats (as in atmospheric 1.6 MPI)
- the cooling pump is combined with these thermostats and is driven by a separate belt from the camshaft (as in the atmospheric 1.6 MPI)
- the exhaust manifold is built into the cylinder head - for the fastest warming up (as in the atmospheric 1.6 MPI)
- totally electronic control boost pressure
- camshafts integrated in the valve cover (as on naturally aspirated 1.6 MPI)
The 1.4 TSI engines of the EA211 family differ in two levels of boost:
- 110 - 125 HP (with turbine TD025 M2 and phase shifter on the intake shaft)
- 140 - 150 HP (with turbine IHI RHF3 and phase shifters on both shafts)
Engines 1.4 TSI (EA211) with Mitsubishi turbine TD025 M2 and one phase shifter
TD025 M2 (overpressure 0.8 bar) there are 9 modifications: p these modifications are considered CMBA, CPVA, CPVB, CPWA, andCXSA, CXSB, CZCA, CZCB, CZCC are considered "corrected" engine modifications with eliminated childhood illnesses.
Power | Period | Note: | Installed |
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|---|---|---|---|---|
11.2012 - 2013 | basic initial engine modification | VW Golf 7 1.4 TSI (11.2012 - ... |
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analogue CMBApowered by E85 fuel | VW Golf 7 1.4 TSI E85 (11.2012 - 05.2014) |
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analogue CPVApowered by E85 fuel | VW Golf 7 1.4 TSI E85 (05.2014 - ...) |
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analogue CPVAgas fueled (CNG) | VW Golf 7 1.4 TGI CNG (06.2013 - ...) |
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motor that replaced CMBA, differed | VW Golf 7 1.4 TSI (11.2012 - ...) |
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analogue CXSA with a capacity of 125 hp | ||||
replacement CXSB under Euro-6, with other camshafts | VW Golf 7 1.4 TSI (11.2013 - ...) |
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engine version CZCA with increased | VW Caddy 1.4 TSI (05.2015 - ...) |
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engine version CZCA for Audi A3 (8V) |
1.4 TSI (EA211) engines with turbine IHI RHF3
and two phase shifters
CHPA, CHPB, CPTA, CZDA, CZDB, CZDC, CZDD, CZEA, CZTA
Among the 1.4 TSI EA211 engines equipped with a turbine IHI RHF3 (overpressure 1.2 bar) there are 7 modifications:
Power | Period | Note: | Installed |
|
|---|---|---|---|---|
08.2012 - 2015 | basic initial engine modification |
|
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05.2013 - 2015 | analogue CHPA with a capacity of 150 hp without ACT system | VW Golf 7 1.4 TSI (11.2013 - ...) |
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08.2012 - 2016 | VW Golf 7 1.4 TSI (08.2012 - ...) |
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replacement CHPB with a capacity of 150 hp under Euro 6, | VW Passat CC 1.4 TSI (05.2015 - ...) |
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05.2015 - 2016 |
| VW Tiguan 1.4 TSI (05.2015 - ...) |
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analogue of CZDA, with reduced to 130 hp power | VW Scirocco 1.4 TSI (07.2015 - ...) |
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analogue of CZDA, with reduced to 125 hp power | VW Golf 7 variant 1.4 TSI (05.2014 - ...) |
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VW Polo 1.4 TSI BlueGT (02.2014 - ...) |
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analogue of CZDA for North America | VW Jetta 1.4 TSI "NA" (06.2015 - ...) |
As you can see, on the CPTA and CZEA engine models, the ACT system is installed, which can turn off the 2 central cylinders in certain engine operating modes. These engine versions are only fitted to front wheel drive vehicles.
The main point of using this system is to reduce fuel consumption by up to 20% and reduce harmful emissions with exhaust gases.
Structurally, the ACT system is based on the valve timing system Valvelift System, implemented at one time on Audi engines. The system uses in its work cams of various shapes located on a clutch sliding on the camshaft.
Unfortunately, there are no Russian-language videos about the operation of the ACT cylinder shutdown system on the Internet, but below there is an English-language video by which you can understand general principles ACT (Active Cylinder Technology) system operation
True, this system also has a number of disadvantages:
- Expensive repairs and spare parts;
- In the event of a breakdown, only half of the motor will work;
- Complex balancing design and uneven camshaft wear.
Characteristics of 1.4 TSI EA211 engines (110 HP - 150 HP)
| Production | Mlada Boleslav Plant - Car factory Skoda in Mlada Boleslav (Czech Republic) Kaluga plant - VW car plant in Kaluga (Russia) - from 2019 |
| Years of release | 08.2012 - present |
| Cylinder block material | aluminum |
| A type | inline 4-cylinder (R4), 16 valves (4 valves per cylinder) |
| Piston stroke | 80.0 mm |
| Cylinder diameter | 74.5 mm |
| Compression ratio | 10,0 |
| Engine capacity | 1395 cc |
| 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 / Euro 6 |
| Fuel consumption (passport for VW Golf 7) | city \u200b\u200b- 6.6 l / 100 km track - 4.3 l / 100 km mixed - 5.2 l / 100 km |
| Engine oil Euro 5 | VAG LongLife III 5W-30 (G 052 195 M2 (1l) / G 052 195 M4 (5l)) (Approvals and specifications: VW 504 00/507 00) VAG LongLife III 0W-30- for Europe with flexible replacement interval VAG Special Plus 5W-40 - for Russia with a fixed replacement interval (until 11.2018) VAG Special G 5W-40 - for Russia with a fixed replacement interval (from 11.2018) |
| Engine oil Euro 6 | VAG LongLife IV 0W-20 - for Europe with flexible replacement interval (G 052 577 M2 (1l) / G 052 577 M4 (5l)) (Approvals and specifications: VW 508 00/509 00) VAG Special С 0W-30 - for Russia with a fixed replacement interval |
| Engine oil volume | 3.8 l |
| 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 - once every 30,000 km / 24 months (Europe) According to the factory regulations with a fixed replacement interval - once every 15,000 km / 12 months (Russia) |
EnginesCMBA, CPVA, CPVB, CPWA, CXSA, CXSB, CZCA, CZCB, CZCC
| Turbine | TD025 M2 |
| Absolute boost pressure | up to 1.8 bar |
| Overpressure | up to 0.8 bar |
| Phase shifter | on the intake camshaft |
| Engine weight | 104 kg |
| The engine control unit | ??? |
| Engine power CMBA, CPVA, CXSA | 122 h.p. (90 kW) at 5000-6000 rpm, 200 Nm at 1400-4000 rpm. |
| Engine power CPVB, CXSB, CZCA | 125 h.p. 200 Nm at 1400-4000 rpm. |
| Engine power CPWA | 110 h.p. (81 kW) at 4800-6000 rpm, 200 Nm at 1500-3500 rpm. |
| Engine power CZCB | 125 h.p. (92 kW) at 5000-6000 rpm, 220 Nm at 1500-4000 rpm. |
| Engine power CZCC | 116 h.p. (85 kW) at 5000-6000 rpm, 200 Nm at 1400-3500 rpm. |
Engines CHPA, CHPB, CPTA, CZDA, CZDB, CZDC, CZDD, CZEA, CZTA
1.4 TSI EA211 engines were installed on following models concern:
- Audi A1 (8X) (2015-2018),
- Audi A3 (8V) (2012-present),
- Audi Q3 (2014-2018),
- Volkswagen Polo 5 (2015-present),
- Volkswagen Golf 7 (11.2012-present)
- Volkswagen Golf Sportvan
- Volkswagen Tiguan 2 (2017-present),
- Volkswagen Jetta 6 (2015-present),
- Volkswagen Passat B8 (2014-present),
- Volkswagen Caddy (2015-present),
- Skoda Rapid (2012-present)
- Skoda Yeti (5L) restyling (12.2015 - 02.2018) - 125 HP CZCA
- Skoda Karoq (NU) (09.2019 - present)
- Skoda Octavia (2013-present)
- Skoda Superb 3 (2015-present)
- Skoda Kodiaq (2016-present)
- Seat Leon 3 (2012-present)
CUKB (2014-present) - hybrid engine for Audi A3 e-tron and Golf 7 GTEpower 150 HP at 5000-6000 rpm and torque 250 Nm at 1500-3500 rpm + 75 kW electric motor: 204 hp total output
CUKC (2015-present) - analogue of CUKB for Volkswagen Passat GTE with a capacity of 156 hp at 5000-6000 rpm and a torque of 250 Nm at 1500-3500 rpm) + 85 kW electric motor: total output 218 hp
CNLA (2012-2018) - hybrid motor for the American version of the VW Jetta hybrid power 150 hp at 5000-6000 rpm and torque 250 Nm at 1500-3500 rpm + 27 hp VX54 electric motor: total output 177 hp
CRJA (2012-2018) - analogue of CNLA for the European market under Euro 6, differs in the absence of secondary air supply.
Engines with a hybrid system were installed on following cars concern:
- Audi A3 e-tron (2014-present),
- Volkswagen Golf 7 GTE (2014-present),
- Volkswagen Passat GTE (2015-present),
- Volkswagen Jetta Hybrid (2014-2018)
The main problems and disadvantages of 1.4 TSI engines of the EA211 family:
1) Jamming of the wastegate actuator rod and its breakage
The main problem in engines of this family is presented by the wastegate wastegate valve actuator. It happens that the thrust of the actuator gets stuck in the lever coming from the electric motor (in the illustration, the jammed hinge is marked with a red circle), and often a rather powerful electric drive simply breaks the thrust or lever:
This pump on motors of the EA211 family is driven by its own strap, which works without a tensioner and rollers. Accordingly, this element has less deformation under load, which pleases. But the only bad thing is that it is monoblock and you cannot replace anything separately in it.
7) Leakage of antifreeze from under the pump
Recently, the problem with the leakage of antifreeze on these motors has become more frequent. You don't have to search for a long time. If you remove the air filter, traces of red liquid are visible on the right side of the cylinder head. It is easy to guess that the leak is just from the connection of the same module "pump plus two thermostats".
VAG employees have long been using an interesting method to check for the presence of gaskets - they make a small cutout on one of the mating parts. It turns out a window and a gasket made of bright material can be seen if it is there. Antifreeze begins to ooze through this window at the interface of the pump module and thermostats. As our spectral analysis showed, the problem is in the gasket itself. Once they accidentally dripped oil onto an old gasket. After a while, this place swelled up. It is clear that in the mating of parts, if oil gets on the gasket, it has nowhere to go and it sticks out through the window. From here and flow. Some wrong gasket material was chosen - it is resistant to antifreeze, but not to other liquids.
If it is already leaking, replace the rubber gasket with a new one and DO NOT WASH the engine before replacing it.
And in the future, you need to make sure that there is no oil leak and even a drop does not fall on this gasket.
Engine resource:
Otherwise, the 1.4 TSI engines of the EA211 family are quite reliable. The prices for spare parts are considerable, but they cannot be called exorbitant either. So do not be afraid of small Volkswagen turbo engines: just do not forget to monitor the mobility of the wastegate actuator hinge, the antifreeze leak from the pump and cleanliness engine compartment... The resource of engines of this family, with proper maintenance and timely maintenance, can be 250 - 300 thousand km. At the same time, we must not forget that the 1.4 TSI engines need to be refueled with 98th gasoline, and the oil must be of high quality and change at least every 10,000 km.
Chip tuning capabilities:
Stage 1 firmware for low-power 122hp versions and 125 hp. makes it possible to get 165 hp. and a torque of about 280 Nm.
You can put a downpipe and fill in the evil Stage 2 firmware, which will give about 10 more hp.
Engines for 140 hp and 150 hp. can be pumped up to 175-180 hp. and get more than 300-320 Nm of torque. Filling the aggressive Stage 2 firmware and installing a downpipe, you can get about 200 hp. power and torque 300+ Nm.
Hello! I finally got new car... And after a week of operation I want to write my own review, maybe someone can help make a choice.
I must say right away that I wanted a tall car so that I would not be afraid of curbs and feel confident on a dirt road, and not cross myself in front of another pit or tram tracks.
Before that I went to Sandero - I would definitely not agree to a car lower, I would like a little higher and, of course, more powerful, but at the same time, without fanaticism (no "on the thresholds in the mud", etc.) In accordance with the voiced criteria, I didn't even consider sedans and hatchbacks, I was looking for a crossover right away.
For a long time I was tormented by the choice - to take a new or used one, but in the end I decided that this time I want to be the first owner and not worry about what they were doing with the car before.
Initially, as the most budgetary crossovers, Captyur and Creta were considered with four-wheel drive and in a good package. But the closer the day of buying a car approached, the more I realized that these cars were a compromise that would begin to strain me at most in a year.
In general, I will not describe all my doubts for a long time, but as a result I went to the VW salon to find out what discounts there are on the Tiguan in the old body. As it turned out, all budget Tiguanas in the old body were disassembled back in January.
The manager said that it was easy to take front-wheel drive for 1.1 million, and now there are 1.6+ million cars left. However, he immediately advised to pay attention to new volkswagen Tiguan II, saying that they had quite good discounts until the end of April.
After taking a test drive, I realized that I fell in love with this car. And although on the test drive there was a maximum configuration with a 2.0 engine (gasoline) and four-wheel drive, according to the operating experience of his father's seventh Golf with a turbocharged engine, only 1.2! I knew that even this volume provides excellent acceleration dynamics, while being reasonably economical.
In general, after a visit to a car dealership, I thought hard about buying this car and started reading forums, reviews and other sources available. The reviews about the reliability of the DSG box were very embarrassing, but most of the complaints were about the dry DSG-7. There were fewer complaints about the engines, and I'm going to drive 15-20 thousand km. per year, so the reliability of the turbine worried me less.
In general, having already decided to buy, I decided to take a ride through the main competitors I was considering: RAV4, Tucson and Sportage. I started with Toyota and after a test drive I realized that the car was not mine at all.
Poor quality of interior materials and their assembly (strong backlash of the center console, gaps between the upholstery and plastic sills, seals, etc.), strange operation of the variator in sport mode, which squealed like an electric drill.
At the same time (or because of this), there was no special acceleration dynamics, dubious sound insulation - all this did not suit me. Maybe the car will travel 300,000 km, but for me it would be bleak kilometers, and I don't drive that much.
Then there was Tusson. I can't say anything bad about him, but very good too. The machine is very good, but some average. It seems that everything is in place, the machine behaves better than the variator, but at the same time, everything equal does not want to say "WOW, how cool". In the end, I drove into the KIA salon, got into the Sportage and didn't even want to take a test drive - I really didn't like getting into the car.
Raising the seat to the maximum and leaning against the ceiling (with my height of 184 cm, this is already strange), I still did not understand where the hood of the car ends. Yes, and rather narrow windows and a strongly inclined windshield created the feeling of driving "in a tank".
In general, having once again passed the Tiguan test drive, I realized that apart from doubts about the reliability of the car after 100,000 km. run, find fault with it and there is nothing. I really liked everything - the work of the suspension, engine, gearbox, very good quality of the interior, comfortable seats, armrest, moderately conservative, but comfortable dashboard.
Well, then everything is simple - I chose a suitable price from a batch of arriving cars: Comfortline equipment (average), with an automatic gearbox, 1.4 engine and front-wheel drive. Cars without additional the option packages have already been disassembled, there are only two packages left - media and an electric tailgate.
If I had, I would have chosen just these packages, so the machine fit just perfect. Thanks to the manager of Avtomir, as we already bought the second car in the showroom and made a very good discount as part of the April action.
With a price of 1.75 million in the configurator, taking into account the trade-in discount, I got the car for exactly 1.5 million. In addition, I bought floor mats (7,000 rubles) and mud flaps (unfortunately, as much as 14,000 rubles), a protective mesh in the bumper (RUB 4,500) they gave me a gift.
Impression
At the moment I have driven 600 km, of which 250 are on the highway. Impressions are just wonderful.
1. The dynamics of acceleration is simply wonderful, it is felt both on the highway at a speed of over 100 km / h, and when starting from a traffic light.
2. The new Tiguan perfectly goes through deep holes, curbs, etc., the suspension works out absolutely silently.
3. On fresh or just good asphalt, the noise of the wheels is not audible at all, the car seems to be floating.
4. DSG box works with a bang, switching is absolutely invisible, no hint of a jerk. If you do not hear a slight difference in engine speed, it seems that the speed does not change at all.
5. Three-zone climate, AutoHold system, rear view camera - all this makes the ride so comfortable that you don't want to leave the car.
6. The 4 additional parking sensors located on the sides of the car on the front and rear bumpers proved to be excellent. Thanks to them, there are no dead zones at all, which makes getting used to the dimensions of the car very comfortable.
7. The electric tailgate is very convenient, although it does not know how to open on the movement of the foot, as in the Ford Kuga. But in the absence of keyless entry, this option is not particularly needed.
8. Controllability, especially in corners, is simply amazing - the car does not roll, feels great steering. Again, turning around on a two-lane road presents no problems.
In general, this is the main thing. Pointing out the shortcomings, especially after the experience of owning Sandero, the language does not turn, but for the objectivity of the review I will try.
1. On the old asphalt, the noise of the wheels and the operation of the suspension on small irregularities (cracks, patches, etc.) are very audible. But here miracles were not worth waiting for, and you can always make soundproofing of the arches.
2. System " Parking autopilot"absolutely useless, albeit quite funny. After 5 minutes of driving through the parking lot at 7 km / h, he found a place for me and parked. He missed 50 places, although they were all marked. A couple of times I tried to offer parallel parking across two parking spaces But, in fact, the manager spoke about it right away.
3. Sometimes, especially when driving uphill, the gearbox early switches to a higher speed (about 1,500 rpm), which creates the illusion of a lack of power. You have to switch to the lowered paddle shifters (which are very convenient), or press the gas pedal so that the box itself switches to the lowered one.
4. On a dirt road or small bumps, the stiffness of the suspension affects and every bump is felt in the chair, if you try to quickly drive along a bumpy dirt road - the driver is thrown on the seat, but after passing the bump, the car does not swing.
In principle, with such confident cornering, it was foolish to expect the opposite. On Sandero, the bumps were much softer, but at the same time the car began to shake, and when cornering, the car heeled terribly.
I did not find any more shortcomings, although I tried. As for the consumption: on the highway the average is about 8 liters, in the city about 10.
Outcome
As a result: I am very pleased with the new Volkswagen Tiguan 2 - I never regret that I bought it. I hope that there will be no problems with further operation. So far, the impressions, both from the interior and from the car, are extremely positive.
In fact, such an engine is not exactly news for Volkswagen models. It is installed on Seat cars (Leon, Ibiza), Skoda (Superb, Kodiaq), and even Audi (A1, A3). The working volume is 1395 cubic centimeters, the block is aluminum with sleeves made of gray cast iron (on two-liter engines, by the way, the entire block is made of the same gray cast iron), and there is only one turbine. Recoil - 150 horse power and 250 Nm of torque.
According to the passport, all this thrust is already available from close to idle 1500 rpm, but in fact a tangible increase in torque occurs only closer to two thousand rpm. And not that after this mark the Tiguan would shoot like a cork from a bottle of Prosecco, but the pressure is quite enough for confident movement around the city. And in the claimed 9.2 seconds to hundreds for the version with DSG and all-wheel drive, we believe without question.
On the highways, everything is also quite good for itself: the crossover begins to surrender only at indecent 140 kilometers per hour, and it is simply a shame to demand more from it. Because the competitors, whom we massively tested last summer, often cannot even do this: with a power of about 150 forces, none of them exchanges the first hundred in less than ten seconds. And the 150-horsepower VW - exchanges.
Before buying a car, future owners are often worried about the reliability of the 1.4 TSI 122 hp engines. and 150 hp. Some mistrust just haunts these motors. They say that they should not be trusted, because they are capricious, have a number of fragile components, are demanding on fuel and quality of maintenance, they do not tolerate Russian roads well - and so on according to the full list.
Meanwhile, TSI engines with a volume of 1.4 liters. so popular among manufacturers that many models are equipped with them, including restyled ones. Concerns Audi, Volkswagen, Skoda, Seat are mastering a new line of engines, but this one is not forgotten either.
A person who is not ready to be content with the old carburetor model needs to somehow overcome doubts and suspicions. And we decided to help in this matter.
Reliability of engines 1.4 TSI 122 hp and 150 hp. was evaluated by both auto dealers and repairmen from different service stations. We also took into account the opinions of people who have traveled in cars with these engines for more than one day and have covered more than one thousand kilometers.
Care is the key to a long service
Where suspicions of distrustful drivers are justified, it is that without proper scrupulous supervision and care, TSI will not last long. The minimum of mandatory services required by a turbocharged engine is not that great, but you need to follow the list rather pedantic.
- Gasoline must be filled with the recommended manufacturer. An attempt to save on fuel leads to a maximum mileage of 100 thousand km, after which it is time for a major overhaul;
- An oil change is supposed to be done every 10 thousand km, and non-observance of this rule leads to the premature death of the turbine. However, at the same time, the rest of the engine components begin to crumble. Repairmen believe that most of the scary stories are caused by the failure to comply with the time frame;
- Frequent operation of the TSI at high revs is also bad and quickly affects its well-being.
This is especially true for the winter cold. The engine warms up longer than others; if he does not get a full warm-up cycle, it starts to be bad for him. If it is not possible to avoid low mileage, candles should be changed more often in winter.
Vulnerable details
There are also very individual character traits in the engine in question. And to them you need to show increased attention and special vigilance.
An abnormally large amount of oil is consumed on these engines. Even for new models, factories set a consumption of 1 liter. by 1000 km., and as the mileage increases, it increases even more. There are frequent cases of throwing oil at candles.
TSI often has problems with the timing chain drive. There may be several reasons for them: the chain tensioner on such motors is not very reliable; the chain is often stretched prematurely. The consequence is the chain jumping over the teeth of the sprockets and the meeting of the pistons with the valves. The worst thing is that there is no scheduled mileage: the chain can be capricious after 50 thousand km, or it can function cheerfully even after 100 thousand kilometers.
There is only one recommendation here: listen to the motor, change the chain at the slightest knock. And it will not hurt to examine her prophylactically. Another tip from experienced mechanics: do not leave the car in gear without a stuck parking brake, even for a short time. Rollback can cause chain slip with all the consequences.
Coking of the oil receiver or valves occurs quite often. Valve coking is especially common in machines whose owners love high revs: crankcase ventilation does not cope with the load. The oil receiver, on the other hand, cokes most often due to unsuitable oil or a rare replacement. One could say that we are again returning to the issue of car care; but some of the owners of cars with TSI were very careful about them, but they still faced similar problems.
But with turbines (if you remember about oil) up to 150 thousand km, as a rule, no problems are expected. The same applies to injectors and other fuel injection elements: regarding their repair / replacement, careful owners turn to only after a solid and intensive use of the machine. So the reliability of the 1.4 TSI 122 hp engines. and 150 hp. approved from very different sides and recognized as high enough. New ones can be taken safely; used ones should be well examined, since their condition directly depends on the driving style and attentiveness to the car of the previous owner. And the service life of your machine will be determined by the same qualities already on your part.
Engines 1.4 TSI, EA111 families
Description, modifications, characteristics, problems, resource
Turbocharged engine family 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 of the EA111 family motors 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 operates at low speeds (up to 2400 rpm), increasing 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, the crankshaft is 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 compensation of hydraulic valve clearance;
- 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 - 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 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 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 dorestyling 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 virtually eliminates the turbo lag effect and provides significantly more power. In order to understand the main differences between these engines, it is enough to look at the schematic diagrams of their device:
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) s.), 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 180 hp firmware. for Polo GTI, Fabia RS and Ibiza Cupra. Boost pressure 1.5 bar. Euro-5,
- CAVF (2009-2013) (150 hp): version for Ibiza FR with 150 hp. Boost pressure 1 bar. Euro-5,
- CAVG (2010-2011)(185 hp): the 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 CAVE,
- CTHF (2011-2015) (150 hp): a modernized analogue of 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 |
Phase shifter | 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 \u200b\u200b- 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) (Tolerances 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. The timing chain is replaced 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 trouble 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 stops, 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 such a 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 the maximum speed, the thrust abruptly disappears 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. However, if you turn off the engine and start it again, the forces may return to the engine (or may not return).
The reason for this behavior lies in the sticking of the wastegate valve stem, which is installed in the exhaust manifold after the turbine. When the engine speed, and, accordingly, the exhaust gas pressure and the speed of the turbine wheel, increase, 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 problems arise 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, it must be opened and released until it stops. 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 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 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
Motor 1.4 TSI EA111 consumes engine oil in much more modest volumes 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 engine run for about a minute at idle before turning it off. During this time, the exhaust manifold and turbocharger parts will cool. After stopping the engine, the recirculation pump, built into the engine cooling system, will operate for a while. It can work for some time 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 motors are preferred quality fuel, but this is a special story. Low-quality fuel causes carbon deposits on fuel injectors, which are in the combustion chamber in the 1.4 TSI EA111 engine - the injection is direct here. Carbon deposits on the injectors change 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 petrol 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 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, passing through the valve stem and its working surfaces as part of the fuel mixture, most of the carbon deposits are washed away and it is burned 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 consumes 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 max level"), then the problem becomes more annoying, and topping up is required "once every 2-3 weeks". At the same time, visual smudges are not visible anywhere (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 intake, where there is a liquid-cooled intercooler. 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 your mind, 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 the 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 other possible reasons for this 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 on the inlet from the side of the air pipe that supplies air from the air filter to the cold part of the turbine, do 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 - burrs through which oil vapors escape (shown by arrows) - should be removed.
9) Antifreeze leaks through the seals in the turbine cooling system
The problem, although a penny, but still the smell of burnt 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 the hot part of the turbine. Antifreeze burns, and in the process of its evaporation, a specific unpleasant odor appears, which enters the interior through the air conditioning system. You need 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 of the Volkswagen 1.4 TSI EA111 engine is about 300,000 km, thanks to a strong cast-iron block cylinders and a reliable cylinder head.
At the same time, we must not forget that the oil must be of high quality and change at least in 10,000 km of run.
1.4 TSI EA111 (122 - 125 HP):
The simplest and most reliable option for increasing power on these motors is chip tuning.
Conventional Stage 1 Chip 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 raise 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. This 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-
(well - 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)
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