All information and reviews about engines 1.4TSI, EA211 family
Reviews, description, modifications, characteristics, problems, resource, tuning
In 2012, to replace one of the most popular engine families of the VAG line - turbocharged EA111 (1.2TSI, 1.4TSI), new engines of the family came EA211 (1.0TSI, 1.2TSI, 1.4TSI).
The timing drive was equipped with a toothed belt instead of a chain - now the replacement of the timing kit is scheduled for 120 thousand kilometers and is less financially costly. At the same time, the condition of the timing belt is monitored for the first time at 60 thousand km of its life cycle, and then every 30 thousand km until it is replaced by 120 thousand km of run.
The cylinder block itself is made of aluminum alloy, but with cast iron sleeves. The crankshaft, thanks to the use of new ultra-light materials, has become lighter and longer-stroke - 80.0 mm, against 75.6 mm for old version. The connecting rods also became lighter, and the cylinder diameter decreased to 74.5 mm. It can also be noted in the design of the new ICE series 16 valve cover with 2 camshafts and the presence of hydraulic lifters, as well as a dual engine cooling system.
Thus, it is possible to identify 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 on the atmospheric 1.6 MPI)
- the exhaust manifold is built into the cylinder head - for fastest warm-up(as well as on atmospheric 1.6 MPI)
- fully electronic boost pressure control
- camshafts are built into the valve cover (as on the naturally aspirated 1.6 MPI)
TSI engines with a volume of 1.4 of the EA211 family are distinguished by two degrees of forcing:
- 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)
1.4 TSI (EA211) engines with Mitsubishi turbine TD025 M2 and one phase shifter
TD025 M2 (overpressure 0.8 bar) there are 9 modifications: p Anni modifications are considered CMBA, CPVA, CPVB, CPWA, and"corrected" modifications of engines, with eliminated childhood diseases, are considered CXSA, CXSB, CZCA, CZCB, CZCC.
Power | Period | Note | Installed |
|
|---|---|---|---|---|
11.2012 - 2013 | basic initial modification of the engine | VW Golf 7 1.4 TSI (11.2012 - ... |
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analogue CMBA fueled by E85 | VW Golf 7 1.4 TSI E85 (11.2012 - 05.2014) |
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analogue CPVA fueled by E85 | VW Golf 7 1.4 TSI E85 (05.2014 - ...) |
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analogue CPVA gas powered (CNG) | VW Golf 7 1.4 TGI CNG (06.2013 - ...) |
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motor that replaced CMBA, different | VW Golf 7 1.4 TSI (11.2012 - ...) |
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analogue CXSA 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) |
Engines 1.4 TSI (EA211) 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 modification of the engine |
|
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05.2013 - 2015 | analogue of CHPA with a power of 150 hp without ACT | 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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150 hp CHPB replacement 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, reduced to 130 hp power | VW Scirocco 1.4 TSI (07.2015 - ...) |
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analogue of CZDA, reduced to 125 hp power | VW Golf 7 variant 1.4 TSI (05.2014 - ...) |
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VW Polo 1.4TSI 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 2 central cylinders in certain engine operating modes. These engine versions are installed only on front-wheel drive vehicles.
The main purpose of using this system is to reduce fuel consumption by up to 20% and reduce harmful emissions from exhaust gases.
Structurally, the ACT system is based on the Valvelift System variable valve timing system, implemented at one time on Audi engines. The system uses cams in its work various shapes, located on the sliding camshaft muff.
Unfortunately, there are no Russian-language videos on the operation of the ACT cylinder deactivation system on the Internet, but below there is an English-language video by which you can understand general principles operation of the ACT system (Active Cylinder Technology)
True, this system has a number of disadvantages:
- Expensive repairs and spare parts;
- In the event of a breakdown, only half of the motor will work;
- Sophisticated balancing design uneven wear camshafts.
Engine characteristics 1.4 TSI EA211 (110 hp - 150 hp)
| Production | Mlada Boleslav Plant - car factory Skoda in Mladá Boleslav (Czech Republic) Kaluga plant- VW car plant in Kaluga (Russia) - since 2019 |
| Release years | 08.2012 - present |
| Block material | aluminum |
| Type of | 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 volume | 1395 cc |
| 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 regulations | Euro 5 / Euro 6 |
| Fuel consumption (passport for VW Golf 7) | city - 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 drain 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 drain interval (G 052 577 M2 (1L) / G 052 577 M4 (5L)) (Approvals and specifications: VW 508 00 / 509 00) VAG Special C 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 (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 - once a 30,000 km/ 24 months (Europe) According to the factory regulations with a fixed replacement interval - once a 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 manifold |
| Engine weight | 104 kg |
| The engine control unit | ??? |
| Engine power CMBA, CPVA, CXSA | 122 HP(90 kW) at 5000-6000 rpm, 200 Nm at 1400-4000 rpm. |
| Engine power CPVB, CXSB, CZCA | 125 HP 200 Nm at 1400-4000 rpm. |
| Engine power CPWA | 110 HP(81 kW) at 4800-6000 rpm, 200 Nm at 1500-3500 rpm. |
| Engine power CZCB | 125 HP(92 kW) at 5000-6000 rpm, 220 Nm at 1500-4000 rpm. |
| Engine power CZCC | 116 HP(85 kW) at 5000-6000 rpm, 200 Nm at 1400-3500 rpm. |
CHPA, CHPB, CPTA, CZDA, CZDB, CZDC, CZDD, CZEA, CZTA motors
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 GTE 150 hp at 5000-6000 rpm and 250 Nm of torque at 1500-3500 rpm + 75 kW electric motor: total output 204 hp
CUKC (2015-present)- analogue of CUKB for Volkswagen Passat GTE with a power 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 engine American version VW Jetta hybrid 150 hp at 5000-6000 rpm and 250 Nm of torque at 1500-3500 rpm + 27 hp VX54 electric motor: 177 hp total
CRJA (2012-2018)- analogue of CNLA for European market under Euro 6, differs by 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 breakdown
The main problem in the engines of this family is presented by the wastegate turbine bypass valve actuator. It happens that the actuator rod jams in the lever coming from the electric motor (in the illustration, the jammed hinge is marked with a red circle), and often a fairly powerful electric drive simply breaks the rod 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 can’t replace anything in it separately.
7) Antifreeze leak 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 long. If you remove the air filter, right side The cylinder head shows traces of red liquid. It is easy to guess that the leak is just from the connection of the same “pump plus two thermostats” module.
VAGs have long been using an interesting method to check for the presence of gaskets - a small cut is made 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. Through this window in the interface between the pump module and thermostats, antifreeze begins to ooze. As our spectral analysis showed, the problem is in the gasket itself. One day, an old gasket was accidentally dripped with oil. After a while this place swelled up. It is clear that in mating parts, if oil gets on the gasket, it has nowhere to go and it sticks out through the window. Hence the flow. Some wrong gasket material was chosen - it is resistant to antifreeze, but not to other liquids.
If it has already leaked, you need to change the rubber gasket to a new one and DO NOT WASH the engine until it is replaced.
And in the future, you need to make sure that there is no oil leakage and even a droplet 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 you can’t call them sky-high either. So be afraid of the little ones Volkswagen turbo engines not worth it: just do not forget to monitor the mobility of the wastegate actuator hinge, the leakage of antifreeze from the pump and cleanliness engine compartment. The resource of engines of this family at proper maintenance and timely care can be 250 - 300 thousand km. At the same time, we must not forget that 1.4 TSI engines need to be filled with 98th gasoline, and the oil must be of high quality and change at least every 10,000 km.
Chip tuning options:
Stage 1 Firmware for Low Power 122 HP 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.
140 hp engines and 150 hp can be pumped up to 175-180 hp and get more than 300-320 Nm of torque. By flooding aggressive Stage 2 firmware and installing a downpipe, you can get about 200 hp. power and torque 300+ Nm.
Before buying a car, future owners often worry about the reliability of 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 the quality of maintenance, and do not tolerate Russian roads- and so on complete list.
Meanwhile, TSI engines with a volume of 1.4 liters. so popular among manufacturers that they are equipped with a lot of models, including restyled ones. Concerns Audi, Volkswagen, Skoda, Seat master new line engines, but this one is not forgotten.
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.
Engine reliability 1.4 TSI 122 hp and 150 hp was evaluated both by auto sales dealers and repairmen from different service stations. We also took into account the opinions of people who have driven cars with these engines for more than one day and covered more than one thousand kilometers.
Care is the key to longevity
Where the suspicions of incredulous drivers are justified is that without proper scrupulous supervision and care, TSI will not last long. The minimum required services required by a turbocharged engine is not that great, but the list must be followed quite meticulously.
- Gasoline must be filled in recommended by the manufacturer. Trying to save on fuel leads to maximum mileage 100 thousand km, after which the time comes for a major overhaul;
- Oil change is supposed to be done every 10 thousand km, and failure to comply with this rule leads to premature death of the turbine. However, the rest of the engine components also begin to crumble. Master repairmen believe that the bulk of the frightening stories are just caused by non-compliance with the time frame;
- Frequent operation of the TSI at high speeds is also bad and quickly affects his well-being.
This is especially true in winter cold. The engine warms up longer than others; if he doesn't get full cycle warming up, it starts to have a bad effect on him. If it is not possible to avoid short runs, spark plugs should be changed more often in winter.
Vulnerable parts
There are also very individual character traits in the engine in question. And they need to show increased attention and special vigilance.
Oil on these engines is consumed abnormally much. Even for new models, factories lay down a consumption of 1 liter. per 1000 km., and as the mileage increases, it increases even more. There are frequent cases of throwing candles with oil.
TSI often has problems with chain drive Timing. There may be several reasons for them: the chain tensioner on such motors is not very reliable; the chain often stretches prematurely. The result is the chain jumping over the teeth of the sprockets and the pistons meeting the valves. The worst thing is that there is no scheduled mileage: the chain can act up already after 50 thousand km, and it can function cheerfully even after 100 thousand km.
Only one thing can be recommended here: listen to the motor, change the chain at the slightest knock. Yes, and prophylactically inspect it does not hurt. Another piece of advice from experienced mechanics: don't leave your car in gear without the handbrake in, even for a short while. A rollback can cause a chain slip with all the consequences.
Quite often, coking of the oil receiver or valves occurs. Valve coking is especially characteristic of machines whose owners love high revs: crankcase ventilation can't handle the load. The oil receiver is coked most often due to unsuitable oil or its rare replacement. One could say that we are again returning to the issue of car care; but some owners of cars with TSI treated them very carefully, and with similar problems nevertheless encountered.
But with turbines (if you remember the oil) up to 150 thousand km, as a rule, no problems are foreseen. The same applies to nozzles and other elements. fuel injection: regarding their repair / replacement, careful owners apply only after a solid and intensive use of the machine. So the reliability of 1.4 TSI 122 hp engines. and 150 hp approved from very different sides and recognized as quite high. New ones can be safely taken; 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 the machine will be determined by the same qualities on your part.
The 1.4 TSI engine is produced by the Volkswagen concern. TSI - technology of layered direct fuel injection using turbocharging (Turbo Stratified Injection). Belongs to the family of small engines - 1390 cc. cm (1.4 liters).
Often similar engine versions are marked as TFSI, while design differences No, but the characteristics are the same. It's either marketing ploy, or the matter is in small structural changes.
A series of motors was presented in 2005 at the Frankfurt Motor Show. Based on the EA111 engine family. At the same time, fuel savings of 5% were claimed with a 14% increase in power compared to the two-liter FSI. In 2007, a 90 kW (122 hp) model was announced, using a single turbo via turbocharger and adding a liquid-cooled intercooler to the design.
The manufacturer focuses on the following features of the motor:
- Dual-charging system with turbocharger and mechanical compressor that runs on low revs(up to 2400 rpm), increasing torque. At engine speed slightly higher idle move a belt-driven supercharger provides a boost pressure of 1.2 bar. The maximum efficiency of the turbocharger is achieved at medium speeds. It is used on engine modifications with a power of more than 138 hp;
- The cylinder block is made of gray cast iron, crankshaft- forged steel conical shape, and the intake manifold is made of plastic and cools the charge air. The distance between the cylinders is 82 mm;
- Cast aluminum alloy cylinder head;
- Engine fingers with automatic gap compensation in the hydraulic valve;
- hot-wire sensor mass flow air;
- Throttle body light alloy, with electronic control Bosch E Gas;
- Gas distribution mechanism - DOHC;
- Homogeneous composition fuel-air mixture. During engine start, injection creates high pressure, the mixture is formed in layers, and the catalyst is also heated;
- The timing chain is maintenance-free;
- The camshaft phases are regulated by a stepless mechanism, smoothly;
- The cooling system is dual-circuit, it also regulates the temperature of the boost air. In versions with a capacity of 122 hp. and less - liquid-cooled intercooler;
- The fuel system is equipped with a high pressure pump with the possibility of limiting up to 150 bar and adjusting the volume of gasoline supply;
- Oil pump with drive, rollers and safety valve (Duo-Centric);
- ECM - Bosch Motronic MED.
With the introduction of the E211 engine family on Skoda factory began to produce a modified version of the 1.4 TFSI Green tec engine with a power of 103 kW (140 hp), a maximum torque of 250 Nm at 1500 rpm. The US model is marked CZTA and develops 150 hp, in the Chilean market it is marked as CHPA - a modification with 140 hp. or CZDA (150 hp).
Differences in a new lightweight design made of aluminum, an exhaust manifold integrated in the cylinder head and a toothed belt drive for the upper camshaft. The cylinder bore has been reduced by 2mm to 74.5mm and the stroke has been increased to 80mm. The changes contributed to the increase in torque and the addition of power. exhaust system cast iron, includes one catalytic converter, two heated oxygen lambda sensor controlling traffic fumes before and after catalyst
Specifications and modifications
Regardless of the modification, the following parameters remain unchanged:
- 4 cylinders in line, 16 valves, 4 valves per cylinder;
- Pistons: diameter - 76.5; Stroke - 75.6 Stroke ratio: 1.01:1;
- Peak pressure - 120 bar;
- The compression ratio is 10:1;
- Environmental standard - Euro 4.
Comparative table of modifications
| The code | Power (kW) | Power (hp) | Effect. powerful (hp) | Max. torque | RPM to reach max. moment | Application on cars |
| — | 90 | 122 | 121 | 210 | 1500-4000 | VW Passat B6 (since 2009) |
| CAXA | 90 | 122 | 121 | 200 | 1500-3500 | 5th generation VW Golf (since 2007), VW Tiguan (since 2008), second generation Skoda Octavia, third generation VW Scirocco, Audi A1, third generation Audi A3 |
| CAXC | 92 | 125 | 123 | 200 | 1500-4000 | Audi A3, Seat Leon |
| CFBA | 96 | 131 | 129 | 220 | 1750-3500 | VW Golf Mk6, fifth generation VW Jetta, VW Passat B6, second generation Skoda Octavia, VW Lavida, VW Bora |
| BMY | 103 | 140 | 138 | 220 | 1500-4000 | VW Touran 2006, fifth generation VW Golf, VW Jetta |
| CAVF | 110 | 150 | 148 | 220 | 1250-4500 | Seat Ibiza FR |
| BWK/CAVA | 110 | 150 | 148 | 240 | 1750-4000 | VW Tiguan |
| CDGA | 110 | 150 | 148 | 240 | 1750-4000 | VW Touran, VW Passat B7 EcoFuel |
| CAVD | 118 | 160 | 158 | 240 | 1750-4500 | 6th generation VW Golf, 3rd generation VW Scirocco, VW Jetta TSI Sport |
| BLG | 125 | 170 | 168 | 240 | 1750-4500 | VW Golf GT fifth generation, VW Jetta, VW golf plus, VW Touran |
| CAVE/CTHE | 132 | 179 | 177 | 250 | 2000-4500 | SEAT Ibiza Cupra, VW Polo GTI, VW Fabia RS, Audi A1 |
1.4 TSI with double supercharger
Engine options develop power from 138 to 168 hp, while they are absolutely identical in mechanical terms, the difference is only in power and torque, which are determined by the control unit firmware settings. The recommended fuel is 95 for less powerful ones and 98 for more powerful ones, although AI-95 is also allowed, but fuel consumption will be slightly higher, and lower traction will be less.
V-belt drive
The design provides two belts: one is for the coolant pump, generator and work air conditioner, the second is responsible for the compressor.
chain drive
The camshaft and oil pump are driven. The camshaft drive is tensioned by a special hydraulic tensioner. Drive unit oil pump actuated by a spring tensioner.
Cylinder block
In the manufacture, gray cast iron is used to avoid the destruction of structural parts, because. high pressure in the cylinders creates serious stress. By analogy with FSI engines, the cylinder block is made in the open-deck style (block wall and cylinders without jumpers). This design eliminates cooling problems and optimizes oil consumption.
The crank mechanism has also undergone changes compared to the old ones. FSI engines. So, the crankshaft is more rigid, which reduces engine noise, diameter piston rings increased by 2 mm to withstand increased pressure. The connecting rod is made according to the cracking scheme.
cylinder head and valves
The cylinder head has not undergone significant changes, but the increased temperature of the coolant and heavy loads forced changes in exhaust valves in the direction of increasing rigidity and optimizing cooling. This design lowers the temperature of the exhaust gases by 100 degrees.
Basically, the work of supercharging is performed by the turbocharger, if it is necessary to increase the torque, the mechanical compressor is activated by means of a magnetic coupling. This approach is good, because promotes rapid increase power, the development of high torque on the bottoms.
In addition, the compressor does not depend on external systems cooling and lubrication. The disadvantages include a decrease in engine power when the compressor is turned on.
The compressor ranges from 0 to 2400 rpm (blue range 1), then it turns on in the range of 2400-3500 (range 2) if rapid acceleration is required. As a result, this eliminates the turbo lag.
The turbocharger works on the basis of the energy of the exhaust gases, giving out high efficiency, but requires a serious approach to cooling, because creates high temperature(green range 3).
Fuel supply system
Cooling system
intercooler
Lubrication system
Scheme of the lubrication system. Yellow is oil suction, brown is direct oil line, orange is oil return line.
intake system
1.4 TSI turbocharged
Difference from modifications with two superchargers:
- no compressor;
- modified charge air cooling system.
intake system
Includes turbocharger, throttle valve, pressure and temperature sensors. Passes from air filter to the intake valves through the intake manifold. For cooling charge air an intercooler is used, through which coolant circulates using a circulation pump.
cylinder head
There are no differences from the twin-supercharged engine, only there are no switching flaps on the intake. Camshaft bearings are reduced in diameter, the housing itself has also become slightly smaller. The piston walls are as thin as possible.
Turbocharger
Due to the fact that the power is limited to 122 hp, there is no need for mechanical compressor, and all the pressurization occurs only due to the turbocharger. High torque is achieved at low engine speeds. The turbocharger module is connected to exhaust manifold- this is feature all TSI engines. The module is connected to the cooling and oil circuits.
The exhaust gas turbocharger module has a reduced geometry of parts (turbine and compressor wheels).
Boost is controlled by two sensors - pressure and temperature, maximum pressure- 1.8 bar.
Camshaft
Cooling system
Apart from classical system engine cooling version this engine also contains a charge air cooling system. They have common points, so there is only one expansion tank in the design.
Engine cooling is dual-circuit with a single-stage thermostat.
The charge air cooling includes an intercooler, a V50 coolant recirculation pump.
Fuel system
Circuit low pressure has not changed compared to other TSI engines, everything is implemented with the concept of reducing fuel consumption - the amount of gasoline that is needed at the moment is supplied.
Included in high pressure fuel pump safety valve leak-proof fuel line from the low pressure circuit to the fuel rail. To increase the efficiency of starting a cold engine when the engine is not running, gasoline enters the fuel rail, while the pressure is not regulated due to closed valve fuel pressure.
ECM
The 17th generation Bosch Motronic has been redesigned to meet the requirements of the system. Processor installed increased power, the setting has been made for operation with two lambda sensors and engine start mode with layered formation of the fuel-air mixture.
Faults and repairs
Each modification and generation has its own sores and features. Later versions may fix some bugs, but still show up others.
Service
A turbocharged engine is much more capricious to operate than a naturally aspirated one. However, you can extend the life of the engine by observing a set of simple rules:
- Monitor the quality of gasoline;
- Regularly check the oil consumption and level, and carry an extra bottle of oil with you so as not to get into trouble on the road. Oil is recommended to be changed every 8-10 thousand kilometers;
- Replacement of spark plugs every 30,000 km;
- Do not forget to drive the car for regular maintenance;
- After long trip do not rush to turn off the engine, drive it at idle for 1 minute;
- Replacing the timing chain after 100-120 thousand mileage.
There is no guarantee that following these principles will save you from engine breakdowns - this is a common problem with high-tech engines, but you can increase the likelihood of longevity. With a successful combination of circumstances, the engine resource may well be more than 300 thousand kilometers.
tuning
Considering that some engine modifications do not differ structurally, and the power is regulated by the engine control unit, chip tuning increases the power by a couple of tens of horsepower, which will not affect the engine life in any way. Engine potential 122 hp allows you to develop power up to 150 hp, and on engines with twin turbocharging you can accelerate to 200 hp.
Aggressive chipping techniques increase power to 250 hp, which is the maximum limit, overcoming which begins increased wear motor parts, which leads to a decrease in resource and fault tolerance.
Many motorists are familiar with the 1.4-liter TSi engine, which contains 150 hp. With. from the famous Germans Audi-Volkswagen. But, not everyone knows which cars it was installed on, as well as which real resource and has potential.
Engine Specifications
The TSI 1.4 engine also has a name - EA211, which was assigned to it by the manufacturer. This is a small-capacity turbine engine, which has become quite widespread on Volkswagen cars.
For the first time, the installation of power units began on vehicles Jetta and Golf 5. This motor was developed specifically to replace the EA111, which showed itself not with better side. cast iron block and an aluminum head hide two camshafts, hydraulic lifters, lightweight pistons and a reinforced crankshaft inside.
Basically a TSi engine with a volume of 1.4 liters. and 150 horsepower is reliability. The main plus is the presence of turbocharging. Supercharging is put into the engine - 1.4 TSI Twincharger, which practically eliminates turbo lags.
Consider, specifications power unit:
Power unit 1.4 tsi 150 hp With. has an engine resource:
- According to technical documentation manufacturer's plant - 250-300 thousand km.
- According to practical data received from motorists - 300,000 km and above. It all depends on the service.
Applicability
Engine 1.4 tsi 150 hp With. received a fairly large prevalence on the cars of the concern "Volkswagen". So, the motor can be found on cars: Audi A3, Audi A4, Skoda Octavia, Skoda Rapid, Skoda Superb, Volkswagen Golf, Volkswagen Jetta, Volkswagen Passat.
Repair and tuning
No special problems were found during the operation of the engine. So, the motor turned out to be quite reliable and easy to repair. The design bureau of the Volkswagen concern took into account all the shortcomings and wishes of consumers, and eliminated the problems of its predecessor: it refused to use the timing chain and equipped the motor with a belt, replaced bypass valve and improved heating. As for the repair, the motor can be repaired with my own hands in the garage, which pleases many owners.
Concerning Maintenance, then it must be carried out every 12-15 thousand kilometers. Replacing the timing belt should be done after 60-75 thousand km.
Rest repair work carried out in accordance with the regulations and repair manuals. Overhaul engine is carried out only in a car service using special equipment.
Motor tuning is almost not carried out, since it just got on domestic market, but chipping of the power unit is already underway. Yes, firmware electronic block control up to the Stage 1 level, you can achieve an increase in power up to 180 hp, but if you flash it with Stage 3+ firmware, you can already develop up to 230 hp.
Conclusion
TSi engine with a volume of 1.4 liters, which contains 150 liters. With. from the Volkswagen Group is a reliable power unit that you can rely on. The high resource of the power unit, as well as the simple design, made the motor very popular and loved among motorists. But with the right firmware, you can add power up to 230 hp. and higher.
