What a turbo engine is to a German, a tangle of doubts is to a Russian. Russians perceived the lack of conventional naturally-aspirated engines in the new Octavia with caution, especially since the basic versions received a small 1.2 TSI. Some did not like the image of a car with an engine capacity “like a Corsa”, some were afraid of freezing in the winter, and the majority simply did not want an engine with direct injection and supercharging. And this is understandable: okay, when there are 180 hp under the hood. and 1.8 TSI. But if we are talking about 105 “horses”, is it worth making a fence?
And now Skoda has returned the 1.6 MPI engine to the lineup. Just make no mistake - this is not the 1.6 CFNA engine that we are familiar with from the Polo Sedan and Skoda Rapid models. This is a completely new motor with the CWVA index and a completely different architecture, the production of which will soon be launched in Kaluga.
The Skoda Octavia III is built on the MQB platform, which was also accompanied by a new line of engines of the EA211 family. Several standard sizes of these engines (1.2 TSI, 1.4 TSI, 1.8 TSI) had little in common with the engines of the EA111 family that were installed on the previous Octavia, although the same indices confused customers. So, the 1.6 MPI engine on the modern Octavia also belongs to the new EA211 family, but is devoid of supercharging and direct injection. But the rest of the generic features are in place: an aluminum block, an exhaust manifold integrated into the head of the block, variable valve timing, and a timing belt drive. Why didn't they install the engine from the Polo Sedan? Firstly, it is rather weak for Octavia, and secondly, the MQB platform is, in principle, compatible only with engines of the EA211 family. Read more about the differences between the two generations of engines in our material.
In general, I liked the outgoing 1.2 TSI engine: it exceeded expectations. Responsive character and good traction throughout the entire range except the very bottom allowed the Skoda Octavia to accelerate more vigorously than most competitors with naturally aspirated 1.6. However, they don’t cry over spilled milk...
But the 1.6 MPI, although structurally similar to turbo engines, does not have supercharging and direct injection, which means it should be more unpretentious. In addition, this engine is equipped with a regular, hydromechanical automatic transmission, and not the notorious DSG. There is, in fact, only one question: is a 1.6-liter naturally aspirated engine enough for such a large car?
The test was an Octavia with manual transmission. First impressions are rather positive: the engine accelerates the car honestly and even naturally, as if the Octavia is not an overgrown golf class, but some kind of B-class. There is no striking contrast with the turbo engine, and it seemed so strange to me that I started studying the characteristics. In acceleration to 100 km/h, the naturally aspirated Octavia loses only a third of a second to the 1.2 TSI version - 10.6 versus 10.3 seconds - so the numbers confirm subjective feelings.
Comparison of Skoda Octavia characteristics with different engines
Acceleration is helped by moderate weight: due to the chassis made of high-strength steel, the base Octavia 1.6 MPI weighs 1225 kg, which is quite good for a car more than 4.6 m long. For comparison, the similar-sized Peugeot 408 is 150 kg heavier. In addition, Skoda has an excellent gearbox with a clear shift mechanism and good selection of numbers.
And yet there are differences. The engines' limits are close, but to squeeze 100% out of the 1.6 MPI engine, you need to work harder. First of all, the gear lever. Where the 1.2 TSI picked up the car with a twinkle from 2000 rpm, the naturally aspirated engine falls into a reverie. If you want to accelerate intensively, don’t be lazy to engage lower gears, keeping the speed in the range of 3000 rpm. Sometimes, forgetting to drop 1-2 gears, you get a weak response because the engine sleeps at 2000 rpm.
Not to say that this creates big problems. In the end, with such a box, unnecessary shifting is not a burden, and at the peak of its capabilities the engine is quite peppy for an aspirated engine of this volume. It’s a pity that the test didn’t come with an automatic transmission: wouldn’t it choke the engine? In the Polo Sedan, this version seems sluggish largely due to the very damped gas pedal.
There is also a difference in efficiency: judging by the passport data, on average, a “turbo-octave” would save 1 l/100 km. On the other hand, it is sensitive to fuel quality, while the 1.6 MPI engine should be more omnivorous: it can be fed with 92-grade gasoline.
If we abstract from the comparison with the 1.2 TSI, the Octavia 1.6 MPI rides at the level of most competitors with engines of the same size. In the end, for speed lovers, Skoda offers the 1.4 TSI (140 hp), which is more energetic than 2-liter naturally aspirated ones, and for up to a million rubles you can buy an Octavia 1.8 TSI (180 hp) with dynamics almost like at the hot hatch. But I am sure that many clients of the Octavia 1.6 MPI will like it: after all, pragmatists buy it, and the engine is the same - for family needs.
Otherwise, the 1.6 MPI version is typical Octavia with spacious rear seats, class-leading boot, cool ergonomics and properly tuned controls. They say they have retuned the rear suspension, and although I can’t compare, I liked the Octavia 1.6 MPI in terms of vibration comfort: it’s sensitive to small things, but it goes over the rails with a bang. Definitely one of the best cars in the class.
To summarize, let's say this: the appearance of an atmospheric engine is the right step. He didn’t spoil the concept of the car, but he made it “clearer” for the Russian clientele. The hegemony of turbo engines has been broken, and for Russia this is good news.
Price analysis
Unfortunately, installing a naturally aspirated engine did not reduce the cost of the base Octavia. So, if a year ago the 1.2 TSI version with air conditioning cost 632 thousand, now a car with a similar equipment with a 1.6 MPI engine will cost almost 688 thousand.
And yet the price is adequate, because over the past year competitors have also rewritten their price lists. In the table below, we compared Octavia with oversized golf class over 4.6 meters long with naturally aspirated engines, and it turned out that it is one of the most affordable. However, there are nuances: for example, most competitors offer heated seats, while in the basic Active version it cannot be ordered even for an additional fee, and the next trim level, Ambition, costs from 749 thousand rubles.
An Octavia with a six-speed automatic transmission will cost 704 thousand, if equipped with air conditioning and a radio - about 748 thousand. Detailed price list is available at
Czech repeatedly Octavia pleased consumers. Sales of this car are growing all over the world, which is no exception for the CIS countries. Based on an analysis of all indicators, the manufacturer decided to return to the use of an atmospheric internal combustion engine MPi instead of TSi. This happened because the TSi did not justify itself and often broke down. Engineers Skoda Octavia decided to return to service the reliable 1.6 engine with modifications.
Appearance
Skoda Octavia- Famous for its elegant and beautiful design. The shapes look gentle and smooth. Streamlined shapes and excellent aerodynamic properties make the car more luxurious.
The front part of the body is made in a classic style Skoda Octavia. The radiator grille inspires massiveness and has a chrome trim, which is typical for these cars. In the middle of the front bumper there is a full-strip air intake grille, into which fog lights are mounted. Classic 3rd generation front fenders Skoda Octavia.
The sides of the body and doors are harmoniously combined with the rest of the parts and have both stiffening ribs and smooth lines. The rear of the car remains massive, with a large rear bumper and an impressive trunk lid, under which there is a spacious luggage compartment. Outdoor lighting devices are bright and provide good visibility even at night. They fit harmoniously into the overall exterior Octavia.
Interior
Interior Skoda Octavia not much different from previous models. It adds some new elements, but everything remains the same. Comfortable and comfortable seats. The interior still has the nice colors and flowing shapes that enhance the car.
The differences appeared on the dashboard. New forms of stove air ducts. The functional panel of the air conditioner has changed slightly, which did not affect the quality in any way. The gearshift knob has become more pleasant and fits better in the hand.
The large luggage compartment will not leave car enthusiasts indifferent, because Skoda Octavia has always been famous for its spacious trunk. For those who have little space, the rear seats can be folded down, which will allow you to fit more luggage, but at the same time take away the number of seats.
Specifications
Now Skoda Octavia will be equipped with two naturally aspirated versions: 1.4l and 1.6l. The first changes can be seen in the fact that at low speeds you don't feel the pulling power like on the TSi. MPi-the engine became 250 kg heavier due to its design features. The car's voice appears only at 4 thousand revolutions, but this is more due to the fact that the next gear should be engaged. The rest of the time the internal combustion engine is almost inaudible.
Manufacturers Skoda Octavia we returned to the old traditions, when the car should operate at medium speeds, which is very good for the urban cycle. To make the car start faster, you should press the gas pedal more and increase the speed to 2.5 - 2.7 thousand. Some owners do not like this, because they expected that Skoda would still achieve MPi so that the power appears at low speeds and the start is more playful. This fact scared me away, but after test drives, fans of this car still agreed that this drawback was not significant.
In the new MPi a new type of timing belt was installed, which was not typical for these cars. The belt has become wider and stronger, which makes it possible to carry out the first replacement of the gas distribution kit with a mileage of 200,000 - 250,000 km. This point significantly reduces the cost of service. Also, it is worth noting that the new engine is not as picky about fuel as its predecessor.
The technical side of the design simplifies maintenance and makes engine maintenance cheaper. But, replacing the internal combustion engine with MPi, did not in any way affect the overall harmony outside and inside the engine compartment.
On Skoda Octavia 1.6 naturally aspirated engine is installed MPi, which has a power of 110 horsepower. This is an in-line four, which came to replace the TSi class internal combustion engines due to their frequent failure. The manufacturer promises that the new engine will be more reliable and cheaper to maintain.
Planning release Skoda Octavia with the second version of the class engine MPi and volume 1.4l. It will be the same as the 1.6, only with reduced consumption by 20%, which will allow urban driving enthusiasts to save more on fuel. The reliability and quality of the 1.4 engine will remain the same as that of its older brother.
Advantages and disadvantages
Advantages of the motor MPi:
- dynamic starting from medium speed;
- reliable, new improved design will allow maintenance of many parts less frequently, which will enable owners to save their costs;
- simplicity in design will allow you to make repairs with ease;
- service life up to 1 million km, which betrays confidence and quality;
- fuel consumption is 9 liters in the city and 6.5 liters on the highway, which will significantly save the owner’s money.
Disadvantages of the MPi motor:
- at low speeds MPi, does not develop sufficient dynamics;
- acceleration picks up less quickly than the TSi.
As you can see, the new engine surpasses the advantages offered by the manufacturer Skoda Octavia.
Equipment and prices
Equipment for Skoda Octavia only one so far. This is a 1.6l/110hp engine. The average cost of a car with these characteristics is about 800,000 rubles. It is also planned that the Octavia will receive another 1.4 liter engine. But while sales from 1.6 are growing and the manufacturer is in no hurry to release a second engine to the market.
Conclusion
The new motor performed well during presentation and testing. There are nuances that the owners would like to change - dynamics and acceleration speed, but the manufacturer believes that now the engine is normal and nothing needs to be changed. I am very pleased with the consumption and the promised reliability. Some owners Skoda Octavia We have already felt that maintenance has become a little cheaper, as promised. But, its price not only depends on the cost of the work, but also on the foreign exchange rate at which spare parts are imported. So, it’s too early to rejoice.
The engine is the main part of any “iron horse”; it is the heart of the car, without which it is a pile of iron. The Skoda company produces high-quality and reliable power units, but Volkswagen engines are also installed on the Octavia. This article will tell you which engines were and are installed on the Skoda Octavia, consider the characteristics and compare them with each other.
The production of engines for Skoda cars began with engineers thinking how to make a good quality engine, reliable and at the same time affordable. The decision came naturally. After developing the first prototype, the company realized that it needed to implement other solutions to find a solution. Together, Skoda and Volkswagen developed the first gasoline engine, which was used in the first generation.
Subsequently, all other engine models were designed together, and it did not matter that the Skoda emblem was on the top cover. VW engineers added power indicators and compliance calculations to the engine for each generation of the Czech car.
Today, all engines that are installed on Skoda are designed and assembled by the Volkswagen concern. This gave rise to the opinion among motorists that the engines were reliable and of high quality because they were made by Germans.
Engine MPi
MPi is the latest generation of internal combustion engines that are installed on the Octavia. They came to replace the unreliable TSi. This is an aspirated engine with a volume of 1.6 liters and a power of 110 horses. Quite simple and easy to maintain, but compared to others, it has increased fuel consumption.
In the future, Skoda plans to release another 2.0-volume autosphere, which should produce up to 160 hp. Car enthusiasts don’t really believe in this revision and development, but time will tell.
Engine TSi
The TSi is a turbocharged petrol engine. The manufacturer has several volumes in which it was produced: 1.2, 1.4, 1.8. Of course, it is worth noting that the price of the car also fluctuates depending on the volume. Let's look at each motor separately:
1,2 TSi- a small-displacement engine, which, according to CIS buyers, does not justify itself because it lacks power characteristics. 105 horses, which this in-line four is equipped with, is certainly not enough for those who like to “drive”. The cylinder of 71.0 mm and the piston stroke of 75.6 do not give a feeling of drive. There is another side, the average consumption is about 7 liters, which allows you to save on fuel. To date, the model with this engine is not produced in the CIS and is intended only for European consumers.
1,4 TSi– gasoline engine with a mid-class turbine. Customers really like it because 140 hp. quite enough for a good trip on the highway. They were equipped with pretty good gearboxes: 6-speed manual transmission and 7-automatic transmission, which provided more power and dynamics when traveling. Also, the owners were pleased with the fuel consumption of 7 liters, although according to technical data it should be 5.5-6 liters. A car with this internal combustion engine picked up dynamics quite well and showed sharp transitions from a smooth to a jerky rhythm of the trip. The disadvantage of the engine was a weak timing system, which repeatedly led to belt breaks and bent valves.
1,8 TSi– the most powerful petrol engine in the entire line. The turbine only added power, but even without it the car behaved confidently. It was equipped with a 7-speed automatic transmission, which responded quite well and quickly to all driver commands. The advantage of this internal combustion engine was that the operating range was wide and the power of 180 horses was felt already at 1500 rpm. Average fuel consumption is 7-7.5 liters, instead of the stated 6.2-6.5.
According to reviews from owners and mechanics, one disadvantage of this line of Skoda Octavia engines remains the weak gas distribution mechanism. Of course, there are a number of other issues to consider - slightly expensive parts and maintenance.
Engine TDi
TDi is a diesel engine with a turbine. As you know, diesel internal combustion engines are designed for power, which is what the manufacturer proves. 143 horsepower with a volume of two liters is enough to feel confident in the suburban and urban cycles. Quite a good consumption figure - 5.5 liters.
Every diesel owner knows that it is reliable, economical and of high quality. The resource is designed for 650-700 km, which allows you to travel a lot with confidence.
The disadvantage is expensive maintenance, since the manufacturer recommends pouring only branded oil and using Skoda consumables. At the same time, low-quality domestic diesel fuel leads to repairs of the injection pump and fuel pump every 60-70 thousand km. In turn, consumables cost quite a lot of money, which affects the size of the owner’s wallet.
Limited edition
Limited version or deluxe engine L&K, which are assembled by hand and placed onOctaviawith a volume of 1.8 turbo. The engine has fairly high power characteristics.V-shaped engine with 20 valves produces 180 horsepower. The main difference from the others is that they are a limited edition and are installed on cars. Skoda Octavia premium class. At the moment, this line is considered one of the best and most reliable, but its price is too high.
Comparison of engine characteristics
It is quite difficult to compare one and another engine with each other, since you need to take into account many factors that play a role in this. This may include everything from engine size to maintenance costs.
It is best to consider the main characteristics for comparison in the table:
| Engine | 1.6 MPi | 2.0 TDi | 1.2TSi | 1.4TSi | 1.8TSi |
| Fuel type | petrol | diesel with turbine | gasoline with turbine | gasoline with turbine | gasoline with turbine |
| Volume | 1598 | 1968 | 1197 | 1395 | 1798 |
| Cylinders, quantity | 4 | 4 | 4 | 4 | 4 |
| Cylinder arrangement | rower | rower | rower | rower | rower |
| Compression | — | 16,2 | 10,5 | 10,5 | 9,6 |
| Valves, quantity | 16 | 16 | 16 | 16 | 16 |
| Power characteristics, hp | 110 | 143 | 105 | 140 | 179 |
| Torque, N*m | 155 | 320 | 175 | 250 | 250 |
Which engine is better
The engine that every car enthusiast likes is the best. If we consider it from the point of view of traction power, then of course diesel is beyond competition. It withstands loads better than gasoline ones. The option, on the speed side, is a gasoline engine with a turbine, which develops speed quickly and sharply.
If you look at a practical point, then the best option is a small-displacement turbine or naturally aspirated engine. The 1.2 TSi consumes the least amount of fuel, and the 1.6 MPi is inexpensive to maintain and repair.
When considering the question of which engine is better, we can definitely say the one that doesn’t break down. But there are none. Therefore, each owner approaches the choice of engine individually and looks at what is best for him. Some people can afford to pay for the repair of the fuel and injection pump, but for others a simple aspirated engine will become a burden.
Lack of engines in the Octavia line
The main drawback of the entire Octavia series is that the ECU is not flashed correctly, and in order to achieve maximum power and reduce consumption, some owners flash their cars with “Custom” software. Of course, this may lead to problems with the on-board computer, but this does not stop Octavia owners.
Often, there have been cases when, after such firmware, the internal combustion engine failed, and the owner had to shell out a considerable amount for repairs, or, worse, replacement of the power unit itself. So, you should not flash control units with unknown software.
Conclusion
Having examined the entire range of Octavia engines, it should be noted that they were all quite good, reliable and easy to operate and repair. With each new generation, designers and manufacturers improve characteristics. The only thing that is missing compared to the rest of the manufacturer is reduced consumption. It remained at about 9-10 liters and remained there. In all other respects, the entire line of Skoda Octavia internal combustion engines performed quite well.
It was equipped with several power plant options, including both naturally aspirated and turbocharged engines. The modification with a 1.6-liter naturally aspirated BSE engine producing 102 hp was very popular. This engine, which has received many positive reviews, is considered one of the most reliable and trouble-free units in the line of Volkswagen Group units.
The start of production of 1.6 MPI engines with the BSE index dates back to 2005. The engine was developed on the basis of the 1.6-liter BGU petrol four. In principle, both of these engines have a similar design, which is a development of an even older line of engines, which includes, for example, a unit with the ADP index. In general, all of these power plants belong to the EA827 family, which dates back to 1972.
Design features and characteristics of the 1.6 MPI BSE engine
The key to the reliability of BSE engines is a simple, time-tested design. An aluminum cylinder block with cast iron liners is used as the base. The cylinder diameter is 81 mm, the piston stroke is 77.4 mm, the compression ratio of the working mixture is 10.5:1. Multipoint distributed injection, Simos 7 control system. Fuel is supplied through injectors into a plastic intake manifold with variable geometry. The amount of air required for the mixture is calculated based on the readings of the absolute pressure sensor (MAP sensor). The gas distribution mechanism has eight valves, two for each cylinder. Adjusting the valve clearance is not required, since hydraulic compensators solve this problem. Neutralization of exhaust gases is carried out using a catalyst, before and after which there are lambda probes. An additional air supply pump is built into the exhaust system, which helps to warm up the catalytic converter faster.
The maintenance schedule for the 1.6 BSE engine includes a standard set of measures for engines. The frequency of routine maintenance is the same as for other Skoda Octavia A5 power units. The engine oil is replaced every 15,000 km (under severe operating conditions, it is advisable to do so more often), spark plugs are replaced every 60,000 km, and the timing belt is replaced every 120,000 km (checked every 30,000 km). It is necessary to monitor the condition of the timing belt in strict accordance with the regulations, since if it breaks, the valves bend, which can lead to expensive repairs.
Engine specifications 1.6 MPI 102 hp (BSE index):
| Engine | 1.6 MPI 102 hp |
|---|---|
| Engine code | B.S.E. |
| engine's type | petrol |
| Injection type | distributed |
| Supercharging | No |
| Cylinder block material | aluminum |
| Engine location | front, transverse |
| Cylinder arrangement | in-line |
| Number of cylinders | 4 |
| Number of valves | 8 |
| Working volume, cubic meters cm. | 1595 |
| Compression ratio | 10.5:1 |
| Cylinder diameter, mm | 81.0 |
| Piston stroke, mm | 77.4 |
| The order of operation of the cylinders | 1-3-4-2 |
| Power (at rpm), hp | 102 (5600) |
| Maximum torque (at rpm), N*m | 148 (3800) |
| Environmental class | Euro 4 |
| Fuel | Gasoline with an octane rating of at least 91 |
| Injection system | Simos 7 |
| Automatic valve clearance adjustment | Yes |
| Catalyst | Yes |
| Lambda probe | 2 probes |
| Exhaust gas recirculation | No |
| Changing the intake manifold geometry | Yes |
| Secondary air supply system | Yes |
| Changing valve timing | yes (inlet) |
| Engine oil volume, liters | 4.5 |
| Approximate engine life, thousand km | 250-300 |
Technical data Skoda Octavia A5 1.6 MPI
With all the advantages of the 102-horsepower 1.6 MPI, it is obvious that the owner of an Octavia can only count on a calm, measured ride with it. The engine's traction characteristics are barely enough to provide the 1.3-tonne car with more or less acceptable acceleration. When equipped with a 5-speed manual transmission, acceleration to 100 km/h takes 12.3 seconds, while the version with a 6-speed automatic transmission is even slower – 14.1 seconds. If in a city crowd such dynamics are quite enough for successful maneuvering, then when driving on a suburban highway with one lane in each direction, the moment for overtaking must be chosen very carefully.
Chip tuning can add a little speed to the car, but it will not give a significant increase. At best, the increase in power and torque will be 5-10%, which is almost not noticeable. In addition, it is unknown how manipulations with the control unit will affect the engine life. But with factory settings and timely maintenance, the engine is capable of “running” 250-300 thousand km.
Detailed technical specifications of the Skoda Octavia A5 with 1.6 MPI 102 hp engine:
| Modification | Skoda Octavia A5 1.6 MPI 102 hp liftback | Skoda Octavia A5 1.6 MPI 102 hp station wagon |
|---|---|---|
| Engine | ||
| engine's type | petrol | |
| Engine location | front, transverse | |
| Working volume, cubic meters cm. | 1595 | |
| Number of cylinders | 4 | |
| Cylinder arrangement | in-line | |
| Power, hp (at rpm) | 102 (5600) | |
| Maximum torque, N*m (at rpm) | 148 (3800) | |
| Transmission | ||
| Manual transmission (MT) | 5-speed | |
| Automatic transmission (AT) | 6-speed | |
| Drive unit | front | |
| Suspension | ||
| Front suspension | independent, MacPherson type with anti-roll bar | |
| Rear suspension | independent, multi-link | |
| Brakes | ||
| Front brakes | ventilated disc | |
| Rear brakes | disk | |
| Dimensions | ||
| Length, mm | 4569 | |
| Width, mm | 1769 | |
| Height, mm | 1462 | 1468 |
| Wheelbase, mm | 2578 | |
| Front wheel track, mm | 1541 | |
| Rear wheel track, mm | 1514 | |
| Front overhang length, mm | 915 | |
| Rear overhang length, mm | 1076 | |
| Ground clearance, mm | 164 | |
| Trunk volume, l | 585 | 605 |
| Weight characteristics | ||
| Curb weight, kg | 1280 (1315) | 1295 (1330) |
| Total weight, kg | 1880 (1915) | 1895 (1930) |
| Fuel figures | ||
| Fuel consumption in the urban cycle, l. per 100 km | 10.0 (11.2) | |
| Fuel consumption in the extra-urban cycle, l. per 100 km | 5.8 (6.1) | |
| Fuel consumption in the combined cycle, l. per 100 km | 7.4 (7.9) | |
| Fuel | ||
| Tank volume, l | ||
| Speed indicators | ||
| Maximum speed, km/h | 190 (184) | 188 (184) |
| Acceleration time to 100 km/h, s | 12.3 (14.1) | 12.4 (14.2) |
Note: data in brackets is for modifications with automatic transmission.
BSE Engine Maintenance Materials
In conclusion, here is a list of spare parts for maintenance of the 1.6 MPI (BSE) engine:
- Oil filter - 06A115561B;
- Air filter filter element - 1F0129620;
- Toothed timing belt - 06A109119C;
- Fuel filter - 6Q0201051C;
- Spark plug - 101000033AA.
All information and reviews about engines
1.6MPI, EA211 family
Reviews, description, modifications, characteristics, problems, resource, tuning
Engine 1.6 MPI (CWVA) appeared in 2014, it is a new unit of the family EA211(you can read more about this family in the factory), which differs from its predecessors in the family EA111 (CFNA, CFNB) a cylinder head rotated 180° (intake in front) with a built-in exhaust manifold at the rear, a phase shifter on the intake shaft, a modified cooling system and compliance with Euro-5 environmental standards. This engine received the designation CWVA, and its power increased to 110 hp. at 5800 rpm. Junior version CWVB, similar to the previous generation CFNB, a software-strangled modification, otherwise there is no difference between CWVA and CWVB.
This unit replaced atmospheric units on the Russian market , , as well as a turbocharged engine, which was very demanding on fuel quality and had problems with a catastrophically stretching timing chain.
1.6 MPI (CWVA, CWVB) is a four-cylinder 16-valve engine with a timing belt drive. By the way, the EA111 family, including the 1.2 TSI, had a timing chain. Here the engineers not only replaced the chain with a belt, but also connected the exhaust manifold to the cylinder head - it turned out to be a single whole. According to the regulations, the timing belt on this engine runs 120,000 km (the same as on the BSE (1.6 102 hp)), but its condition should be checked every 60,000 km or more often (once every 30,000 km) to avoid misunderstandings .
Engines 1.6 MPI (CWVA, CWVB) are not supplied to the European market and were developed specifically for the CIS market, where car enthusiasts prefer the simplicity and reliability of the unit, its power and efficiency. Initially, these engines were assembled on the same line with other units of the EA211 family (1.4 TSI, 1.2 TSI, 1.0 TSI) at the VW engine plant in Chemnitz (Germany), which is located very close to the border with the Czech Republic (you get the idea =)).
To develop production in Russia and reduce logistics costs, from September 4, 2015, 1.6 MPI engines (CWVA, CWVB) are produced and assembled at the plant in Kaluga, where the assembly shop can produce up to 150,000 such units per year. For engine assembly, local suppliers of parts are also involved, including the Ulyanovsk plant of the Nemak group (cylinder block and cylinder head blanks). The assembly and production cycle completely replicates the company’s European factories, and the equipment of the engine plant consists, among other things, of 13 robots from European companies, which allows processing parts with an accuracy of up to 1 micron, and cylinders with an accuracy of up to 6 microns. In addition to assembly, the plant in Kaluga also performs machining of the cylinder block, cylinder head, crankshaft, and also carries out complete assembly of the power unit.
Despite the fact that dealers sometimes get confused and offer to fill completely different oils into 1.6 MPI engines of the EA211 family: 0W-30, 5W-30, 0W-40 and 5W-40, in Russian conditions, 5W-40 engine oil with VW approvals 502.00/505.00 should be used. This solution was demonstrated both by operating practice and recommendations of VW Group RUS. Since oils with VW 504.00/507.00 approval are not friendly with low-quality fuel, which we can easily run into even at good gas stations, and fluid “zeros” (0W-30 / 0W-40), due to the design features of the unit, burn badly.
ATTENTION! To discuss motor oils and their choice, there is a special topic dedicated to. We discuss all questions about oil there, there is no need to flood on this topic here. This topic is intended to discuss the design and problems of the engine, and not its technical fluids.
ATTENTION!!! On 1.6 MPI EA211 (CWVA, CWVB) engines there is no oil level sensor. If the oil goes below the minimum, the light on the dash will not light up! You need to monitor the oil level exclusively using the dipstick and check it at least once every 500 km, especially if you have 0W-30 or 0W-40 oil. Yes, on the previous 1.6 MPI EA111 (BTS, CFNA, CFNB) and 1.6 MPI EA113 (BSE) engines there was an engine oil level sensor, but here it is not. This is important to remember.
Engine versions 1.6 MPI (EA211) - CWVA, CWVB
Engines CWVA, CWVB were installed on the following models of the concern:
- Volkswagen Polo Sedan (6R) restyling (2015 - present)
- Volkswagen Jetta 6 (NF) restyling (2014 - present)
- Volkswagen Golf 7 (2014 - 2017)
- Volkswagen Caddy 4 (2K) (2015 - present)
- Skoda Octavia A7 (5E) (2014 - 2017)
- Skoda Octavia A7 (5E) restyling (2016 - present)
- Skoda Rapid (NH) (2014 - 2017)
- Skoda Rapid (NH) restyling (2017 - present)
- Skoda Yeti (5L) restyling (10.2014 - 02.2018)
- Skoda Karoq (NU) (09.2019 - present)
Engine characteristics 1.6 MPI EA211 (90/110 hp)
Engines CWVA, CWVB
Aspiration | atmospheric |
Phase shifter | on the intake shaft |
Engine weight | ? |
Engine power C.W.V.A. | 110 hp(81 kW) at 5,800 rpm, 155 Nm at 3800-4000 rpm. |
Engine power CWVB | 90 hp(66 kW) at 5,200 rpm, 155 Nm at 3800-4000 rpm. |
Fuel | Unleaded gasoline RON-95(for Europe) In Russia it is allowed to use AI-92, but it is recommended to use AI-95/98 |
Environmental standards | Euro 5 |
Fuel consumption | city - 8.2 l/100 km route - 5.1 l/100 km mixed - 5.9 l/100 km |
Engine oil | 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 volume | 3.6 l |
Oil consumption (permissible) | up to 0.5 l per 1000 km (factory), but a really serviceable engine should not consume more than 0.1 liters per 1000 km in standard mode |
Oil change is carried out | according to 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) |
The main problems and disadvantages of the 1.6 MPI EA211 engine (90/110 hp):
1) High engine oil consumption
Zhor oil on 1.6 MPI (CWVA) occurs very often. Moreover, the dealers themselves say that before the break-in, this is a completely normal story. For example, 1000 km may require 0.2-0.4 liters of oil, which is actually a lot. It is recommended to check the engine oil level at least once a week, otherwise you can miss the minimum mark, and then - oil starvation and all the accompanying results.
The problem may primarily be related to the quality of the oil itself (there are a lot of reviews that oil burn is typical when using Castrol 5w-30 oil, which is offered by the dealer). Then, as a result, you can get coked oil scraper rings, and even when replacing the oil with another, the oil seal may remain.
In no case should you turn a blind eye to this by simply adding oil, as the problem will only get worse and the rings will eventually clog completely and completely.
Therefore, the oil scraper rings must not be allowed to become coked. This can only be achieved by using good oil and changing it frequently (change interval 7,500 km - 10,000 km). Essentially, the rings become clogged because they have too narrow oil drainage channels (a result of production savings). The use of oils based on PAO synthetics, which are more stable to heat and will be quickly removed by the oil scraper ring (will not coke in the process), which in turn will prevent the unfortunate coking, can also help in preventing this problem.
It is worth choosing a good oil from analogues (you should not buy the original, which is actually Castrol) with tolerances 502/505. Even Volkswagen prescribes in Russia to use only VW 502.00 oil in these engines, since there are more working additives to reduce friction, which are more difficult to “wash out” with low-quality fuel, which means the oil retains its lubricating properties longer. And do not forget that the engine must operate over the entire range of loads and speeds, since slow and quiet driving up to 2000-3000 rpm also contributes to coking of the rings.
2) Very high consumption of engine oil and black carbon deposits in some cylinders
It even happens that the engine from birth consumes almost 0.5 liters per 1000 km (and sometimes more), and the situation is stable regardless of mileage. This, to put it mildly, saddens the owners. In this case, the first thing we do is check the compression in the cylinders - it is most likely normal. But pay attention to the spark plugs and the condition of the chamber: one or two combustion chambers should be blacker from oil soot than the others - this is clearly visible from the spark plugs (they will be black from soot in the corresponding cylinders).
Practice has shown that on some engines the oil scraper piston rings are installed incorrectly. They have combined locks (on assembled oil scraper rings you can make such a mistake), which should not happen:
Do you see the gap through which the oil flows to the compression rings? Since compression rings do not remove oil from the wall, they easily allow oil into the combustion chamber. You can clearly see on the piston how carbon deposits become more characteristic closer to the top of the piston. Here is a corresponding example of a cylinder head in which the oil scraper rings were installed without offset on the third cylinder, and with offset on the others:
As a result, after assembling the oil scraper rings in the correct position, the engine began to consume the permissible 0.5 liters per 5000 km (this is with original oil, since the work was carried out under warranty). When replacing with higher quality PAO synthetics, oil consumption will most likely decrease even more. Yes, this case was recognized as a warranty case, so you need to fight to open the engine, and for the dealer to confirm that if the rings are installed incorrectly, all repair work will be paid for by the factory.
3) Oil leak in the timing belt housing
It's the camshaft seal seals that are leaking. Only replacing the seals themselves will help. This does not happen often, but dealers also fix this problem under warranty.
4) Uneven heating of the cylinders and piston group
Since naturally aspirated and turbocharged engines of the EA211 family have a single architecture, in both cases the exhaust manifold of the block head is made as a single unit with the block head itself. The casting of the part is the same, but is intended specifically for the TSI motor. On a turbo engine, to optimize its operation, it is necessary to technically increase the speed of gas flow, which is why the channels are specially made to be narrower. There will be a lot of resistance at the outlet, but there is nothing to worry about, since the turbine will spin up much faster and work more efficiently.
On atmospheric versions of CWVA/CWVB, this manifold can even be said to be contraindicated, since exhaust gases will break into adjacent cylinders, and this will affect uneven heating of the CPG, which entails a thermal imbalance, and in the future, uneven wear of the CPG.
5) Poor purging and filling of cylinders
Based on what is written above that the EA211 family is still initially turbocharged, then another problem arises on naturally aspirated engines:
At the place where the turbine should initially stand, a catalyst is installed, which creates a reverse wave for the gas flow. Because of this, it prevents good purging and normal filling of the cylinders. And if in 1.6 CFNA engines (pre-restyling Polo sedan, Skoda Fabia 5J/Roomster and others) the problem of purging and filling the cylinders could be solved by installing a spider (advanced exhaust system), then on the CWVA this cannot be done, since the exhaust and head made as a single unit.
This is bad because the engine does not run on a clean mixture, but also on exhaust gases. And this leads to an uneven combustion process, vibrations and wear.
6) The pump with two thermostats is complex in design and can be replaced as an assembly
This complex unit can make itself felt over long runs (more than 200 thousand km). Moreover, the system is almost entirely plastic, which does not mean it will last forever. Plus the second thermostat, which is not visible, is made on a bimetallic plate. This plate heats up, after which its deflection changes and the coolant flows along a large circuit. The number of these cycles for a plate is not infinite. As practice shows, its service life does not exceed 8-10 years. And this will be our mileage of 200-350 thousand km. in moderate operating conditions.
This pump, powered by a CWVA motor, is driven by its own belt, which operates without a tensioner or rollers. Accordingly, this element has less deformation under load, which is good. But the only bad thing is that it is monoblock and you can’t replace anything in it separately.
7) Antifreeze leaking from under the pump
Since the design of the pump on all engines (turbo and atmospheric) of the EA211 family is the same, the problem with the leakage of the pump gasket can appear on any engine from this family. It is not difficult to check the condition of the pump gasket and identify an antifreeze leak: to do this, you need to remove the air filter and look for traces of red liquid on the right side of the cylinder head. It is easy to guess that the leak occurs precisely from the connection of that same “pump plus two thermostats” module.
VAG workers have long been using an interesting method to check 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 is visible, 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, oil was accidentally dripped onto an old gasket. After some time, this place swelled. It is clear that in the mating of parts, if oil gets on the gasket, it has nowhere to go and sticks out through the window. This is where the leak comes from. They chose some wrong gasket material - it is resistant to antifreeze, but not to other liquids.
8) Knock of hydraulic compensators on a cold engine
Some owners of such engines have noticed that when the oil level drops along the dipstick from the MAX mark closer to the middle of the measuring segment of the dipstick, the hydraulic compensators begin to knock when starting a cold engine. Those who keep the oil level constantly at maximum note that hydraulic compensators always operate quietly.
Engine life 1.6 MPI EA211 (90/110 hp)
Compared to the engine, this aspirated engine is less technologically advanced and has less thrust, however, buyers treat it more calmly due to the absence of a turbine and timing chain. As for the resource, it will easily pass without major repairs 350 t.km, and even more, provided that the owner closely monitors the oil level and changes it on time. It is also important to fill in high-quality gasoline - it is recommended to use fuel no lower than AI-95.
Engine tuning options 1.6 MPI EA211 (90/110 hp)
This engine does not have extensive chip tuning capabilities, since it is an atmospheric unit designed for civilian use. Large tuning studios such as REVO and APR do not offer ready-made solutions for engine chips 1.6 MPI (CWVA), but nevertheless, some small companies are ready to offer an increase in the power of this engine to 10 hp. due to chip tuning. But in general, this idea is useless, since for its size the engine already drives well and consumes a moderate amount of fuel.
