The Skoda Fabia 1.2 engine is produced by the VolksWagen concern. The motor has high technical characteristics and resource. Engines with a volume of 1.2 were installed on the first, second and generation. The vehicle designers claim that 1.6 cars will not be equipped in the fourth generation.
Specifications
Skoda Fabia 1.2 is a family car class developed on the A4 platform. The installed motor has high technical characteristics. Repair and maintenance is quite easy to do with your own hands.
Skoda Fabia 1.2.
The first generation Fabius was equipped with power units:
The second generation of Fabii was equipped with the following engines:
Fabius motor circuit 1.2.
VAG TSi engine for Skoda Fabia.
The third generation received only one motor with a volume of 1.2:
Service
Maintenance of Skoda Fabia 1.2 engines began with TO-0, which is done after a run of 2500 km. Each subsequent maintenance must be carried out every 15,000 km for petrol operation and 12,000 km for gas.
Every second maintenance requires checking systems such as valve train, powertrain electronics, and sensors. The valve mechanism is adjusted after 50,000 km, or earlier, if necessary.
Often, by 70,000, hydraulic lifters fail, which need to be changed all together, since it is not known when the working ones will fail. The valve cover gasket is changed every 40,000 km or when a leak forms from under it.
Motor Fabia 1.2 - top view.
Many car enthusiasts ask themselves the eternal question - how much oil to pour into the engine? It is recommended to fill the Skoda Fabia 1.2 motor with semi-synthetic oil marked 5W-30, 5W-40, 10W-30, 10W-40, 15W-40, 20W-40.
To change the oil, you need 5.4 liters, which are poured into the power unit. As practice shows, most motorists perform motor maintenance on their own.
Output
Skoda Fabia 1.2 is a Swedish-made family car from the VW concern. The engine has a small volume, but rather high technical characteristics. Repair and maintenance can be done by hand.
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 "bottom", 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 the 1.4 TSI, but the local chain of the first revisions loves to stretch and jump even more.
All versions 1.2 TSI EA111 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:
- Redesigned aluminum cylinder block with innovative gray cast iron cylinder liners;
- Cylinder head with two valves per cylinder, timing belt with inclined valves and roller pushers 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 coolant 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.
ATTENTION! To discuss motor oils and their choice, there is a special topic dedicated to... We discuss all the questions about butter there, there is no 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 | 03.2010 - | analogue CBZB with reduced 86 h.p.(63 kW) at 4 800 rpm, |
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CBZB | 11.2008 - | basic initial modification 105 h.p.(77 kW) at 5000 rpm, |
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CBZC | 05.2011 - | analogue CBZB with reduced 90 h.p.(66 kW) at 4 500 rpm, |
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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) |
| Type of | 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 volume | 1197 cc |
| Turbine | IHI 1634 |
| Absolute boost pressure | 1.6 bar |
| Excessive boost pressure | 0.6 bar |
| Phaser | absent |
| Engine weight | 102 kg |
| The engine control unit | ??? |
| Fuel | Unleaded gasoline RON-95(for Europe) In Russia it is allowed to use AI-95 but it is recommended to use AI-98 |
| Environmental standards | Euro 5 |
| Fuel consumption (passport for VW Polo 6R) | town - 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) VAG Special G 5W-40- for Russia with a fixed replacement interval (from 11.2018) |
| 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 (according to the 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 the 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 warms up for a rather long time in the cold season.
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 engine 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 standard 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 the spark plugs, for some unknown reason, the patch on the negative electrode licks off. Most likely this is 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 minus 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 (tricksters).
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) Ignition misfires due to coil malfunction
Together, the ignition coil also 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 all of them are diluted with something (especially in the regions). This has no effect on atmospheric engines, but the 1.2 TSI is not like that! Not only is it turbocharged, it also has a 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), and also 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 they may not twist out on runs from 100 km, 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 "to cold". The reason for this behavior of the car may 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) Leakage of oil from under the seal of the oil cooler
Sometimes, but still it 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 at the bottom - both the generator, and 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 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 indicated 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 family EA111
In terms of reliability, the engine has proven itself not at all the best way (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, in order 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 family EA111
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 =)
Hello everyone.
My Golf-7 with a 1.2TSI (CJZA) engine and a DSG-7 (PNA) gearbox exceeded 120,000 km. and 4 years of operation. And I have something to tell you about him!
For a start, about the good)
It is still a lively, comfortable and economical car that makes me happy every day.
I feed him only 98 gasoline, he eats 5 liters on the highway and 7-9 liters in the city (depending on traffic jams). I change the oil every 7500 km (5w40). As you know, this series of engines (EA211) eats 5w30 oil from birth, the manufacturer recommends filling in 5w30 or 5w40 with VW 502 approval, respectively, I switched to 5w40 - the zhor was gone. Approximately 70,000 km. mileage maslozhor appeared already on 5w40, began to top up. At first, half a liter was enough from replacement to replacement, now I add 2.5 liters. Thus, now the oil consumption for waste is 333 ml per 1000 km.
For all the time there were only two breakdowns: the gearbox broke down and the size light bulb burned out. I'll tell you about the box below.
There are no questions on the body. The paintwork is good, there are few chips, those that do not bloom. There is no rust anywhere, under the bottom too.
The salon does not creak. The ergoActive seats are excellent, nothing frayed, they still look like new. No noticeable operational damage or abrasions appeared in the cabin. In general, the quality of the cabin is a well-deserved five.
I have not changed anything on the suspension and still does not need to be changed. There is a beam at the back at 1.2, it behaves very reliably, structurally the same as on the fourth golf course. ESP has a very precise control over the car, so you don't have to worry about losing trajectory in a corner due to the peculiarities of the rear suspension. At speeds up to 150 km / h Golf behaves reliably, then it becomes wadded (but I have tires 195/65 r15). Clearance of 145 mm. he has enough, I rarely cling to the bottom. But such a clearance goes only in Golfs with a package for bad roads, which were officially supplied to Russia and the CIS, the European ones have much less clearance.
The brake pads are still native and, apparently, they will not require replacement for the next couple of years. However, the rear pads creak when reversing in damp weather after parking, the creak passes quickly, but I really want to change the pads for a long time)
Now about the bad ... about the DSG-7 :)
I really like the box, it is ideal for my operating conditions - few traffic jams, a little city, a lot of highway. Fast-firing, economical, it really makes me happy every day. But its reliability is not at all!
On a run of 90,000 km, a mechatronic driver died, without any symptoms, just at one "perfect" moment he exploded on the road. The car was completely immobilized for a whole month, until the new mechatronic was brought from Germany. And this cannot be accelerated in any way, tk. mechatronics supply only from the factory for a specific VIN.
The repair was done for me free of charge. I have a five-year warranty on the DSG-7, but the residue remains. If it were not for the guarantee, then the mechatronics would have cost me 90 thousand rubles.
Unlike the clutch block, the mechatronic device, in theory, can be repaired, only there are no such masters!
It is also noteworthy that I changed the oil in the box two (!) Times before the breakdown. And the clutch block is still alive and there are no jerks on the switchings.
So would I buy my Golf again? Probably not! And the point here is not in the "disposable" motor, there are no special problems with it just after the modernization, I just do not want to buy a car in which I cannot be completely sure. In fact, because of the DSG-7, I cannot move further from the dealer than the tow trucks are taking to him, and it's scary to travel abroad!)
Volkswagen-Audi EA111 1.2 TSI / TFSI engine
Characteristics of the EA111 engine
| Production | Mlada Boleslav Plant |
| Engine brand | EA111 |
| Years of release | 2009-2017 |
| Cylinder block material | aluminum |
| Supply system | injector |
| Type of | inline |
| Number of cylinders | 4 |
| Valves per cylinder | 2 |
| Piston stroke, mm | 75.6 |
| Cylinder diameter, mm | 71 |
| Compression ratio | 10 |
| Engine displacement, cubic cm | 1197 |
| Engine power, hp / rpm | 86/4800 90/4500 105/5000 |
| Torque, Nm / rpm | 160/1500-3500 160/1500-3500 175/1550-4100 |
| Fuel | 95 |
| Environmental standards | Euro 5 |
| Engine weight, kg | — |
| Fuel consumption, l / 100 km - town - track - mixed. |
5.9 4.2 4.9 |
| Oil consumption, gr. / 1000 km | up to 500 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine | 3.8 |
| Oil change is carried out, km | 15000
(better than 7500) |
| Engine operating temperature, deg. | ~90 |
| Engine resource, thousand km - according to the plant - on practice |
— 250-300 |
| Tuning, h.p. - potential - without loss of resource |
140+ n.d. |
| The engine was installed | Audi A1 Audi A3 Seat altea Seat Ibiza Seat leon Seat toledo Skoda Fabia Skoda Octavia Skoda Rapid Skoda yeti Skoda Roomster Volkswagen Jetta Volkswagen Caddy Volkswagen golf Volkswagen beetle Volkswagen polo |
Engine reliability, problems and repair Volkswagen-Audi EA111 1.2 TSI / TFSI
The junior power unit of the EA111 series is a modified 1.4 TSI, where the cast iron cylinder block was replaced with an aluminum one with cast iron wet liners. The diameter of the pistons was reduced from 76.5 mm to 71 mm, the piston itself is lightweight, a new crankshaft was installed.
To further emphasize the bottom, the block was covered with a single-shaft 8 valve head, the diameter of the inlet / outlet valves is 35.5 / 30 mm, with hydraulic lifters, with direct fuel injection and without a variable valve timing system.
The timing chain uses a chain. Similar to the 1.4 TSI, the chain here also loves to stretch and jump, despite claims to be maintenance-free.
All 1.2 TSI versions are equipped with IHI 1634 turbochargers, with a maximum pressure of 0.6 bar. The motor is controlled by the Siemens Simos 10 ECU. At the inlet there is a manifold without dampers.
In general, this engine is nothing more than a lightweight and simplified on all fronts 1.4 TSI, and this is the reason for the reduced liter power. The motor weighs 24.5 kg less than 1.4 liters.
The purpose of this engine is to replace the popular, long-standing in production, 8-valve 1.6 liter engines.
In 2015, this engine was completely replaced with the upgraded 1.2 TSI EA211 series, only the SEAT Ibiza was equipped with a 1.2 EA111 until 2017.
Engine modifications VW 1.2 TSI / TFSI
1.CBZA (2010 - 2015) - weak modification, 86 hp, installed on Audi A1, Volkswagen Golf 6.
2. CBZB (2009 - 2015) - top version, 105 hp, for all other cars.
3. CBZC (2011-2017) - 90-horsepower variation for Volkswagen Polo and SEAT Ibiza.
VW 1.2 TSI problems
The weak points of this motor, repeat the older brother 1.4 TSI, there is a problem with the timing chain jumping (later eliminated), vibration at idle, love for good oil and gasoline, etc. In addition, this motor takes a long time to warm up in the cold season.
In terms of reliability, the engine is average, when traveling in a quiet mode and regular maintenance, the resource of the 1.2 TSI engine is about ~ 250,000 km. Accordingly, with increased loads, the motor resource decreases.
Volkswagen-Audi 1.2 TSI / TFSI engine tuning
Chip tuning
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. For the city just right.
