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 what real resource and potential it has.
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 Jetta and Golf 5 vehicles. This motor was developed specifically to replace the EA111, which did not perform well. The cast-iron block and 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 the technical characteristics of the power unit:
Power unit 1.4 tsi 150 hp With. has an engine resource:
- According to the manufacturer's technical documentation - 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 the bypass valve and improved heating. As for the repair, the motor can be repaired with your own hands in the garage, which pleases many owners.
As for maintenance, it must be carried out every 12-15 thousand kilometers. Replacing the timing belt should be done after 60-75 thousand km.
The rest of the repair work is carried out in accordance with the regulations and repair manuals. Overhaul of the engine is carried out only in the conditions of a car service using special equipment.
Tuning of the motor is almost not carried out, since it has just entered the domestic market, but chipping of the power unit is already being carried out. So, by flashing the electronic control unit 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.
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 versions of the engine are labeled as TFSI, while there are no design differences, but the characteristics are the same. This is either a marketing ploy, or it's a matter of 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 at low speeds (up to 2400 rpm), increasing torque. At engine speeds just above idle, the belt-driven supercharger delivers 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, the crankshaft is made of conical forged steel, 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 mass air flow sensor;
- Alloy throttle body, electronically controlled Bosch E-Gas;
- Gas distribution mechanism - DOHC;
- Homogeneous composition of the fuel-air mixture. During engine start, high pressure is created at the injection, the formation of the mixture occurs in layers, and the catalyst warms up;
- 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 release of the E211 engine family, Skoda 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 overhead 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. Cast iron exhaust system, includes one catalytic converter, two heated oxygen lambda sensors that monitor exhaust gases before and after the 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 for two belts: one is designed for the coolant pump, generator and air conditioning unit, 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. The oil pump drive is driven by a spring-loaded 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 older FSI engines. So, the crankshaft is more rigid, which reduces engine noise, the diameter of the piston rings has become 2 mm larger 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 to the 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 contributes to a rapid increase in power, the development of a high torque on the bottoms.
In addition, the compressor is independent of external cooling and lubrication systems. 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 high efficiency, but requires a serious approach to cooling, because. generates heat (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 body, pressure and temperature sensors. Runs from the air filter to the intake valves through the intake manifold. An intercooler is used to cool the charge air, 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
Since power is limited to 122 hp, there is no need for a mechanical compressor, and all the boost comes from the turbocharger alone. High torque is achieved at low engine speeds. The turbocharger module is connected to the exhaust manifold - a common feature of 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).
The boost is regulated by two sensors - pressure and temperature, the maximum pressure is 1.8 bar.
Camshaft
Cooling system
In addition to the classic engine cooling system, the version of 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
The low pressure circuit has not changed compared to other TSI engines, everything is implemented with the concept of reducing fuel consumption - the amount of gasoline that is currently needed is supplied.
The injection pump includes a safety valve that protects the fuel line from the low pressure circuit to the fuel rail against leakage. 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 the closed fuel pressure valve.
ECM
The 17th generation Bosch Motronic has been redesigned to meet the requirements of the system. An increased power processor was installed, the setting was made to work with two lambda sensors and an engine start mode with a layered formation of a 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 a 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 of engine parts, which leads to a decrease in resource and fault tolerance.
Downsizing (from the English downsizing - “downsizing”) began in the twentieth century, and it was Volkswagen that introduced this term. And then it was about a line of 1.8-liter supercharged engines and 20-valve cylinder heads.
It was assumed that a relatively compact 1.8T block would replace a line of engines up to three liters in volume, which in fact happened. Now a volume of 1.8 liters is no longer considered small. In many ways, this is the merit of the EA113 engine family and specifically this 1.8T engine.
Moreover, the later versions of engines with this block of cylinders and cylinder head had a volume of two liters, which you can’t seem to call a downsize, but this concept is connected not only with the working volume, but also with the dimensions. Here, due to the thinnest cylinder walls and long-stroke design, it was possible to fit a similar volume into the dimensions of 1.6-liter engines in the mid-2000s. Do not be surprised when comparing AWT blocks from VW Passat and some X 16XEL from Opel: in terms of dimensions, there will be an almost complete match. Of course, the mass is not much different.
Pictured: Volkswagen Passat 2.0 FSI Sedan (B6) "2005–10
But it was precisely by the beginning of the new century that the compactness of the design became a much more important characteristic than before. Why? Only because the growing requirements for the volume of car interiors while maintaining external dimensions and an increase in average power in compact cars required the use of ever smaller but more powerful engines.
The experience of the EA113 line turned out to be successful: despite the complex design of the cylinder head, the presence of turbocharging and boosting for 200 forces, 1.8T engines calmly nursed their 300 thousand or more. Encouraged by the success, Volkswagen went further.
Continued success
Based on a block of a family of engines with a volume of up to 1.4 liters, new series of 1.2 and 1.4 liters of the EA111 series were introduced (do not look for simple logic in numbering). The power of the motors was 105-180 hp. The basis for the new engines was the 1.4-liter AUA / AUB atmospheric models, made using a new modular arrangement of attachments and with a timing chain drive. The motors received the designation TFSI / TSI, as they were equipped with direct fuel injection and supercharging. We especially note that there is no difference between TFSI and TSI fuel systems, these are just two marketing names for the same thing for Audi and Volkswagen models.
Pictured: Volkswagen Golf 5-door "2008–12
It turned out a large family of engines, of which the most famous are 1.4 l CAXA (122 hp), 1.2 l CBZB (105 hp), a slightly weaker CBZA with 85 hp, 130 hp 1.4 CFBA, twin-aspirated 140/150 hp BMY/CAVF, the infamous 160 hp CAVD and the most powerful 180 hp hot hatch CAVE/CTHE.
The 1.2 liter engines of this line are very different from the 1.4 liter engines. They have a different eight-valve cylinder head and a slightly different block, a different piston group, and there are also no highly boosted options.
Basically, this material will focus on 1.4 liter engines. They have a unified design and similar disadvantages.
Design features
The design of engines at first glance is as simple as possible, but there are a number of interesting solutions. Cast iron block, aluminum 16-valve cylinder head - like dozens of other designs. But the timing chain drive is made with a separate chain cover, which is more typical for belt motors and greatly facilitates its maintenance.
Thermostat fully open temperature
cylinder block
105 degrees
The timing drive has roller rockers-pushers and hydraulic lifters. The crankshaft position sensor is built into the rear flange of the engine. The pressurization system is made with a liquid intercooler, which is atypical for most supercharged engines, and the cooling system has two main circuits, a charge air cooling circuit and an electric pump for additional cooling of the turbine.
The thermostat is two-section and two-stage, providing different temperatures for the cylinder block and cylinder head and smoother temperature control. The cylinder block thermostat has a full opening temperature of 105 degrees, and the cylinder head thermostat is 87.
The control system is usually used by Bosch, the injection pump is theirs, but in some variants a Hitachi high pressure pump is installed. The twin-aspirated version with a Roots compressor is a marvel of technology, and the small engine ended up with so much extra equipment and such a complicated intake that it was heavier than the two-liter TSI engines.
For such a small engine, it is unusual to see oil nozzles for cooling pistons and a floating piston pin, but everything is serious and designed for high power.
The crankcase ventilation is elegant and simple: there is an oil separator built into the front cover of the engine and the most simple system with a constant pressure valve, which is rare for a turbo engine.
A system for supplying clean air for crankcase ventilation is also provided, which theoretically allows the oil to retain its properties for a long time and provides long service intervals. The oil pump is located in the crankcase and is driven by a separate circuit, this design allows you to reduce the time of oil starvation during the first and cold start, loss of tightness of the oil line check valve or lowering the oil level.
DuoCentric's variable pressure pump reduces lubrication power loss and allows for year-round use of low viscosity oils. It provides a pressure of 3.5 bar in a wide range of operating conditions. The oil pressure sensor is located in the farthest part of the oil line after the hydraulic lifters and responds well to any pressure drop. Of course, there are also phase shifters. At least on the intake shaft.
Pictured: Volkswagen Tiguan "2008–11 An elegant design, even with a superficial analysis, has many weak points and should work "on the verge". Moreover, even without taking into account the peculiarities of the operation of the direct fuel injection system with its pulsations, sensors and worn drive eccentrics. But the main volume of claims, oddly enough, refers to the basic elements of the design, from which you do not expect a dirty trick.
Something went wrong?
If you think that such a turbocharged engine as a 1.4 EA111 with high power has a very small piston group resource and a consumable turbine, then you are only partly right. In fact, the natural wear of the piston group is small, and the turbines, after eliminating problems with the electronic bypass and the sticky wastegate drive, are able to cover their 120-200 thousand kilometers. Fortunately, her working conditions are quite “resort”.
In the photo: Under the hood of the Volkswagen Golf GTI "2011 The main reason for the dissatisfaction of the owners throughout the entire period of use of these motors turned out to be predictable and simple. The timing chain drive could not provide a stable resource, and the design features allowed the chain to jump on the lower crankshaft star with little wear. In addition to this, in general, banal reason, there was another one: the chain drive of the oil pump also could not stand it, the chain tore, or it jumped off.
In an attempt to eliminate an annoying nuisance, the company changed the tensioner three times, replaced the chain and sprockets with smaller ones, changed the design of the engine front cover, and in the end replaced the oil pump roller chain with a lamellar one, at the same time changing the drive gear ratio to increase operating pressure. The latest version of the tensioner is 03C 109 507 BA, it is recommended to change it in any case. The wear of dampers is usually insignificant, but they are inexpensive.
There are two types of timing kits: 03C 198 229 B and 03C 198 229 C. The first kit is used for motors with an oil pump roller chain, motors with numbers CAX 001000 to CAX 011199, the second option is for upgraded ones, from CAX 011200. If you want at the same time improve the oil pump drive and use a newer version of the kit, then you still need to replace the oil pump star, its drive chain and tensioner. Part numbers 03C 115 121 J, 03C 115 225 A and 03C 109 507 AD respectively. When ordering parts separately, you need to be very careful, some parts of the kit may be incompatible with each other.
The resource of the first variants of the chain before replacement was sometimes less than 60 thousand kilometers. After replacing the tensioner with a more resistant one and installing less stretchable chains, the average resource was about 120-150 thousand before the appearance of unpleasant chain knocks on the cover.
The identified nuisance with the check valve 03F103 156A added another resource to the chains, which too quickly drained oil from the pressure line back into the crankcase, which led to long-term operation of the timing without pressure. Residents of warm regions, ignoring dangerous taps, quite successfully nurse the chains and more than 250 thousand, but there is a nuance: after the first taps appear during a cold start, a sign of a weakened tensioner, the likelihood of a chain slip begins to grow. And the lower the temperature, and the longer the engine goes to operating speed, the higher the probability. At the same time, when the phases leave, traction worsens and fuel consumption increases, so taking risks is not so cheap. In addition, 100-120 thousand mileage is an approximate resource for a phase shifter of the latest modifications in urban conditions and on original oil. Earlier versions began to knock after 60-70 thousand run. So all the same, the motor needs to be opened, and in an amazing way, the resource of the chain drive components is connected with the resource of the phase shifter, which is not officially a consumable.
An error in the 93rd group does not always appear, so fans of electronic "diagnostics" need to be on the alert anyway. But for services, this nuance turned out to be just a gold mine, because in this case it is possible to eliminate unnecessary sounds ...
Timing chain and noise, as the most common problems, lead the list of troubles for 1.4 TSI engines. Every owner of such a machine faces them. As with the “oil burner”, which inevitably appears over time. But the oil appetite also has a downside.
The system is designed in such a way that oil appetite and all related problems are not only inevitable, but also in the absence of any action on the part of the owner of the car, they mutually reinforce each other. And this leads to a rapid increase in negative factors. The final chord is usually either cracks in the piston due to detonation, especially on all engine options more powerful than 122 forces, or burnout of the piston due to excess oil and piston rings.
What to do?
Most of those who have read the material up to this point have logically concluded “do not take it”. Which doesn't make any sense at all. But if you have already contacted such a motor on a used car, do not rush to get rid of it urgently. You can live with EA111, it's just that this aged motor needs only an integrated approach to diagnostics and restoration. Timing alone won't get you off. For a “rider”, which includes most owners of modern cars, the engine will most likely fail completely and irrevocably due to the death of the cylinder-piston group. At best, sticking valves, detonation and errors will put the car in good service. And now, after a thorough repair, the motor will again please with traction and efficiency. Unless, of course, the power system fails.
The motor has been repeatedly upgraded, and there are quite a few options. In general, until 2010, the design of the piston group was distinguished by an unsuccessful oil scraper ring, and until 2012, the piston rings were also thin and wore out quickly. And only at the end of the release of the series, motors appeared that are practically not subject to the occurrence of rings and a number of related problems. At the same time, crankcase ventilation kits began to be set to a slightly higher operating pressure. It turned out that the efficiency of the oil separator is highly dependent on vacuum, and that the vacuum in the supercharged engine turned out to be higher than planned. This, in turn, led to increased oil consumption through the crankcase ventilation.
In the photo: Under the hood of the Volkswagen Golf R 3-door "2009–13 Direct injection fuel equipment introduces its own nuances into the aging process of the motor. Like any system with high operating pressure, it is quite capricious. And the price of components that are almost beyond repair is high. In addition to the expected replacement of injectors and high pressure fuel pumps, you can also change the expensive fuel rail pressure sensors assembly with the rail, a bunch of pipes and gaskets. But so far, this, albeit costly, but the most “understandable” part of the problems with the motor. In addition, it is relatively well diagnosed by experienced craftsmen.
To take or not to take a car with such a motor? If the car is in good condition and with guaranteed low mileage, then why not? Especially if you move around a lot, and low fuel consumption will be a pleasant incentive. And, of course, if you are not afraid of one-time investments in the amount of 30-50 thousand rubles after the purchase. This is the price of a good diagnosis with the replacement of the timing with a new version, and along the way, you can identify all the accumulated problems and eliminate them.
Closer to 200 thousand mileage, money will be required again. Most likely, it will be necessary to repair the fuel equipment and the pressurization system. As a result, there are chances to reach 300 thousand mileage or more, although there will be much more difficulties on the way than in the case of some simple "aspirated" vehicles from the 90s with twice the fuel consumption. But unsuitability for repair is a clear exaggeration.
Pictured: Volkswagen Golf 5-door "2008–12 In general, the motor really turned out to be initially unsuccessful, demanding on service, and only in the last iterations did it get rid of annoying childhood diseases. But this is an inevitable consequence of the global trend towards the testing of technologies by the forces of buyers. In this regard, the EA111 experimental series is not the first and far from the last. Your voice
VW Golf Highline Bluemotion 1.4 TSI. Price: 1 767 600 rubles On sale (with new engine): from February 2016
The result of this test for me consists of two clearly defined components - technical and operational with a philosophical color. I'll start with the first one. Engine 1.4 TSI with a power of 125 liters. s., which, at first glance, differs from its predecessor only in marking and does not represent anything special, in reality it is completely new. The cylinder block is aluminum, not cast iron. The entire body kit of the turbo engine has also lost weight. As a result, the engine dropped more than 20 kg. Forgive me for the details, but as an engine engineer it was difficult to get past the "delicious" design solutions. The exhaust manifold, for example, and the cylinder head are a monoblock with a personal cooling circuit. That during a cold start, firstly, it speeds up the output of the converter to the operating mode (which, frankly, we are not very concerned about), and secondly, and this is the main thing, the warm-up time of the cabin is reduced in the cold season (!). And further. In full power mode, this arrangement allows you to reduce the temperature of the exhaust gases, thereby increasing the resource of the turbocharger. By association with turbine cooling, I remembered that during the VW Golf Bluemotion test, when the temperature overboard (let's call it that) exceeded 30 degrees, the car began to cool the interior with such zeal that no tricks could save me from the dagger flow of icy air. As a result - a cold shoulder and all subsequent pleasures for a month and a half. I don’t know, perhaps, out of a thousand options for blowing the cabin, it was safe, but my qualifications were not enough to detect it.
But let's move from theory to practice and from the general to the particular. Let's start with the actual cost. On the section of the route from Moscow to the border with Belarus (about 500 km), under fear of running into a camouflaged camera (average speed 89 km / h), the consumption of VW Golf 1.4 TSI is 5.7 l / 100 km. In Belarus, on an ideal highway with a constant (real) speed of 115 km / h - 6.6 l / 100 km. In Poland, on the autobahn at a speed of 150 km / h (actually, the limit is 140, but everyone is rushing 150 or more) - 7.6 l / 100 km. In Germany (a lot of repaired areas) - 6.8 l / 100 km. In France, on toll highways (limit 130 km/h) - 6.6 l/100 km. 3200 km of driving in European towns - about 7.0 l / 100 km. If we calculate the average consumption of the VW Golf 1.4 TSI over the entire test for 10,000-odd kilometers, we get 7.4 l / 100 km. A cunning educated reader will look at all the previous figures and say that somehow such an average does not work out. I agree. But I have not yet indicated the expense in Moscow. And he is 9.3 l / 100 km, and believe me, no switchable cylinders will help here! After all, if in the early-early morning (at 5 o’clock) I can easily get from home to work in 35-40 minutes, then in the afternoon even three hours may not be enough. And here it's, you guessed it, not in the car.
Navigation in geography can be safely put five, but for the pronunciation of names in French - a solid stake!
Finally, about my surprises. The first time I was surprised to see the price of VW Golf Bluemotion - 1,767,600 rubles. Too much, I thought. The second time I mentally uttered this phrase, seeing the package. There was everything and a little more, except for the already described system for deactivating two cylinders - and this is also with a plus sign! At first, I decided that it was just a so-called demo car, where everything is there, including systems that are absolutely useless for us. For example, a system for keeping the car in a busy lane or automatically switching the light from far to near and vice versa. And then I realized: this is not a demo car, but an ordinary alien who was accidentally brought to us from the future (perhaps far). Therefore, by the time such cars with their capabilities become a real necessity for Russians, the ruble will strengthen twice and the price will become very real and widely available. But for this we must become Europe.
Driving
On roads of normal quality (even by our standards) is a pleasure
Salon
With the right ergonomics for city driving
Comfort
For four (2 + 2) in the city - "eight", for two - "ten". I don’t evaluate on long hauls, therefore, in the habitat, a total of “nine”
Safety
Everything is in full. With a tough assessment, you can find fault with the glare on the windshield in the bright oncoming sun
Price
Adequate for this configuration, where there is everything, and even more than necessary
Average score
- The car is functionally integral, well-balanced in handling, with adequate response throughout the entire speed range.
- Inconvenient for long hauls (over 500 km). Even more so on Russian roads
Specifications VW Golf 1.4 TSI Dimensions 4255x1799x1452 mm Base 2637 mm Curb weight 1225 kg Full mass 1730 kg Clearance 142 mm Trunk volume 380/1270 l Fuel tank volume 50 l Engine gasoline, 4-cyl., 1395 cm 3, 125/5700 l. s./min -1 , 256/3250 Nm/min -1 Transmission 7-speed, automatic drive DSG Tire size 205/55R16 Dynamics 204 km/h; 9.1 s to 100 km/h Fuel consumption (city/highway/mixed) 6.1/4.3/5.0 l per 100 km Operating costs VW Golf 1.4 TSI* Transport tax 3125 r. TO-1/TO-2 5285 / 21 100 rubles OSAGO / Casco 12 500 / 108 11 0 rub. * Transport tax is calculated in Moscow. The cost of TO-1 / TO-2 is taken according to the dealer. OSAGO and Casco are calculated on the basis of: one male driver, single, age 30 years, driving experience 10 years.
Verdict
Comfortable. Especially in cities with heavy traffic. Not suitable for use as a family car for long trips. One of the leaders in its segment in terms of price / quality ratio. But since this is a kind of demo car, I find it difficult to adequately evaluate a real car.
1.4 TSI engines, EA111 families
Description, modifications, characteristics, problems, resource
Turbocharged engines of the family EA111 (1.2 TSI, 1.4 TSI) VAG was presented to the public at the Frankfurt Motor Show back in 2005. These internal combustion engines have a wide range of various modifications, and have replaced the four-cylinder aspirated 2.0 FSI.
The new design claimed fuel savings of 5% for a 14% increase in power over the two-litre FSI.
The manufacturer describes the main design features of the EA111 family motors with the following list:
- Availability of versions of the 1.4 TSI engine with a dual charge system with a turbocharger and a mechanical compressor that operates at low speeds (up to 2400 rpm), increasing torque. At engine speeds just above idle, the belt-driven supercharger delivers 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, the crankshaft is made of conical forged steel, 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;
- Homogeneous composition of the fuel-air mixture. During engine start, high pressure is created at the injection, the formation of the mixture occurs in layers, and the catalyst warms up;
- Timing chain;
- 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).
The power unit is based on a cast-iron cylinder block, covered with an aluminum 16 valve head with two camshafts, with hydraulic compensators, with a phase shifter on the intake shaft and with direct injection.
The timing drive uses a chain with a service life designed for the entire period of operation of the motor, however, in reality, the replacement of the timing chain is required after 50-60 thousand kilometers on pre-styling chains (until 2010) and after 90-100 thousand km. on a modified timing mechanism (after 2010 release).
Engines 1.4 TSI family EA111 differs in two degrees of forcing. Weak versions are equipped with a conventional turbocharger MHI Turbo TD025 M2(122 - 131 hp), more powerful 1.4 TSI Twincharger, work according to the compressor scheme Eaton TVS+ turbo KKK K03(140 - 185 hp), which virtually eliminates the turbo-lag effect and provides significantly more power. In order to understand the main differences between these engines, just look at the schematic diagrams of their device:
Basic versions of engines 1.4 TSI (EA111)
CAXA (122 HP), CAXC (125 HP), CFBA (131 HP)
Among the 1.4 TSI EA111 engines equipped with a turbine MHI Turbo TD025 M2(overpressure 0.8 bar) there are 3 modifications:
- CAXA (2006-2015)(122 hp): basic initial modification of the 1.4 TSI engine of the EA111 family,
- CAXC (2007-2015)(125 hp): analogue of CAXA with increased power up to 125 hp,
- CFBA (2007-2015)(131 hp): similar to CAXA with increased power to 131 hp. (motor for the Chinese market),
- Audi A1 (8X) (2010-2015),
- Audi A3 (8P) (2007-2012),
- Volkswagen Jetta (2006-2015)
- Skoda Octavia a5 (2006-2013)
- Skoda Yeti (5L) (04.2013 - 01.2014) - 122 hp CAXA
- Skoda Yeti (5L) restyling (02.2014 - 11.2015) - 122 hp CAXA
- Seat Leon 1P (2007-2012)
- Seat Toledo (2006-2009)
Forced versions of engines 1.4 TSI (EA111) with twin turbocharging
BLG (170 HP), BMY (140 HP), BWK (150 HP), CAVA / CTHA (150 HP), CAVB / CTHB (170 HP), CAVC / CTHC (140 HP), CAVD / CTHD (160 HP), CAVE / CTHE (180 HP), CAVF / CTHF (150 HP), CAVG / CTHG (185 HP) s.), CDGA (150 hp)
Engine modifications 1.4 TSI twincharger EA111 with power from 140 hp up to 185 hp
Among the 1.4 TSI EA111 engines equipped with a KKK K03 turbine and an Eaton TVS compressor (overpressure from 0.8 to 1.5 bar), there are 18 modifications:
- BMY (2006-2010)(140 hp): 0.8 bar overpressure on 95 petrol. Euro 4,
- BLG (2005-2009)(170 hp): 1.35 bar overpressure on 98 petrol. The engine is equipped with an air intercooler. Euro 4,
- BWK (2007-2008)(150 hp): overpressure 1 bar on 95 gasoline. BMY analogue for VW Tiguan. Euro 4,
- CAVA (2008-2014)(150 hp): analogue of BWK for Euro-5,
- CAVB (2008-2015)(170 hp): analogue of BLG for Euro-5,
- CAVC (2008-2015)(140 hp): analogue of BMY for Euro-5,
- CAVD (2008-2015)(160 hp): CAVC motor with 160 hp firmware Boost pressure raised to 1.2 bar. Euro 5,
- CAVE (2009-2012)(180 hp): engine with 180 hp firmware. for Polo GTI, Fabia RS and Ibiza Cupra. Boost pressure 1.5 bar. Euro 5,
- CAVF (2009-2013)(150 hp): Ibiza FR version with 150 hp Boost pressure 1 bar. Euro 5,
- CAVG (2010-2011)(185 hp): top-of-the-range 1.4 TSI with 185 hp for Audi A1. Boost pressure 1.5 bar. Euro 5,
- CDGA (2009-2014)(150 hp): LPG version for gas operation, 150 hp,
- CTHA (2012-2015)(150 hp): modernized analogue of CAVA,
- CTHB (2012-2015)(170 hp): upgraded analogue of CAVB,
- CTHC (2012-2015)(140 hp): modernized analogue of CAVC,
- CTHD (2010-2015)(160 hp): modernized analogue of CAVD,
- CTHE (2010-2014)(180 hp): modernized analogue of CAVE,
- CTHF (2011-2015)(150 hp): modernized analogue of CAVF,
- CTHG (2011-2015)(185 hp): an upgraded analogue of the CAVG.
- Audi A1 (8X) (2010-2015),
- Volkswagen Polo GTI (2010-2015)
- Volkswagen Golf 5 (2006-2008),
- Volkswagen Golf 6 (2008-2012),
- Volkswagen Touran (2006-2015),
- Volkswagen Tiguan (2006-2015),
- Volkswagen Scirocco (2008-2014),
- Volkswgen Jetta (2006-2015),
- Volkswagen Passat B6/B7 (2006-2014),
- Skoda Fabia RS (2010-2015),
- Seat Ibiza FR (2009-2015),
- Seat Ibiza Cupra (2010-2015).
Engine characteristics 1.4 TSI EA111 (122 hp - 185 hp)
Engines: CAXA, CAXC, CFBA
Engines BLG, BMY, BWK, CAVA, CAVB, CAVC, CAVD, CAVE, CAVF, CAVG, CDGA, CTHA, CTHB, CTHC, CTHD, CTHE, CTHF, CTHG
Turbine | KKK K03+ compressor Eaton TVS |
Absolute boost pressure | 1.8 - 2.5 bar |
Excess boost pressure | 0.8 - 1.5 bar |
Phase shifter | on the intake shaft |
Engine weight | ? kg |
Engine power BMY, CAVC, CTHC | 140 HP(103 kW) at 6000 rpm, 220 Nm at 1500-4000 rpm. |
Engine power BLG, CAVB, CTHB | 170 HP(125 kW) at 6000 rpm, 240 Nm at 1750-4500 rpm. |
Engine power BWK, CAVA, CTHA | 150 HP(110 kW) at 5800 rpm, 240 Nm at 1750-4000 rpm. |
Engine power CVD, CTHD | 160 HP(118 kW) at 5800 rpm, 240 Nm at 1500-4500 rpm. |
Engine power CAVE, CTHE | 180 HP(132 kW) at 6200 rpm, 250 Nm at 2000-4500 rpm. |
Engine power CAVF, CTHF | 150 HP(110 kW) at 5800 rpm, 240 Nm at 1750-4000 rpm. |
Engine power CAVG, CTHG | 185 HP(136 kW) at 6200 rpm, 250 Nm at 2000-4500 rpm. |
Engine power CDGA | 150 HP(110 kW) at 5800 rpm, 240 Nm at 1750-4000 rpm. |
Fuel | AI-95/98(highly recommended 98 gasoline, to avoid problems with injectors and detonation) |
Environmental standards | Euro 4 / Euro 5 |
Fuel consumption | city - 8.2 l / 100 km highway - 5.1 l / 100 km mixed - 6.2 l / 100 km |
Oil in the engine | VAG LongLife III 5W-30 (G 052 195 M2) (Tolerances and specifications: VW 504 00 / 507 00) - flexible replacement interval VAG LongLife III 0W-30 (G 052 545 M2) (Tolerances and specifications: VW 504 00 / 507 00) - flexible replacement interval VAG Special Plus 5W-40 (G 052 167 M2) (Tolerances and specifications: VW 502 00 / 505 00 / 505 01) - fixed interval |
Engine oil volume | 3.6 l |
Oil consumption (permissible) | up to 500 g/1000 km |
Oil change is carried out | after 15,000 km(but it is necessary to do an intermediate replacement every 7,500 - 10,000 km) |
The main problems and disadvantages of 1.4 TSI engines of the EA111 family:
1) Stretching the timing chain and problems with its tensioner
The most common drawback is 1.4 TSI, which can appear already at runs from 40 thousand km. Cracking in the engine is its typical symptom, when such a sound accompaniment appears, it is worth going to replace the timing chain. In order to avoid repetition, do not leave the car on a slope in gear.
The timing drive of 1.4 TSI EA111 engines is carried out by a chain. The chain was very short lived. It must be changed at intervals of no more than 80,000 km. The timing chain is replaced with the installation of a repair kit. If this requires replacing the crankshaft sprocket and phase regulator. Why do you have to change the chain? It just expands over time. The VW concern blamed the chain supplier for this - they say that they did not do it well enough.
Stretching the timing chain is fraught with its jump, which ultimately leads to the death of the motor: the valves hit the pistons. However, this trouble can be predicted. The fact is that with excessive stretching of the chain, the 1.4 TSI engine rattles and chirps immediately after starting. If a suspicious sound appeared immediately after starting the engine, you should sign up for a chain replacement.
However, the chain in the 1.4 TSI engine can jump without stretching it. The fact is that the chain tensioner is very poorly designed in this engine. The tensioner plunger performs its function - extends the tensioner bar - only when there is working oil pressure. When the engine is stopped, there is no oil pressure, and nothing prevents the tensioner plunger from loosening the stop. Moreover, the 1.4 TSI engine simply does not provide a mechanism for blocking the plunger counter. Therefore, every owner of a car with a 1.4-liter engine from the VAG group knows that it is impossible to leave it in gear in the parking lot. In this case, the chain will stretch, move the bar and plunger and will literally hang on the timing sprockets. When starting the engine, the chain will easily jump 1-2 teeth, which will be enough for the piston to hit the valves.
Sagging of the timing chain of the 1.4 TSI engine also occurs when trying to start the car in tow or while replacing the clutch. There were cases that after installing a new clutch (both on the manual gearbox and on the DSG), it was necessary to resort to replacing the motor, which “died” at the same service station immediately after the starter was turned on. Due to negligence or ignorance of such a feature of the 1.4 TSI engine, people encountered problems even with a run of literally 10,000 km or a short time after replacing the timing chain repair kit. If the 1.4-liter engine has failed due to the timing chain stretching, then it is more profitable to buy a contract unit and replace it.
How to independently replace the timing chain on a 1.4 TSI engine of the EA111 family can be found in.
2) The engine does not pull, the car does not move, the engine does not spin above 4000 rpm (by blowing through the turbine)
In this case, the problem most likely lies in the bypass valve of the pipe compressor.
It happens that 1.4 TSI ceases to produce maximum power. What does this happen quite unexpectedly: the driver accelerates the car, squeezing the gas to the floor in all gears, and upon reaching the maximum speed, the thrust disappears abruptly and does not return. Symptoms such as uneven traction during acceleration (jerk acceleration) or a drop in engine power when driving downhill are also possible. True, if you turn off the engine and start it again, the forces to the engine may return (or may not return).
The reason for this behavior lies in the sticking of the wastegate wastegate valve stem, which is installed in the exhaust manifold after the turbine. When the engine speed, and accordingly the exhaust gas pressure and the speed of the turbine wheel, increases, the bypass valve opens, through which the gases pass by the turbine wheel. If this valve opens unevenly, sticks, or closes tightly, then there are problems with the performance control of the turbine (it simply does not create enough boost pressure), which leads to the symptoms described above.
In fact, the turbine itself has nothing to do with it, but the bypass valve and its stem need to be replaced. And they come assembled with the body (both "snails") of the turbine. This is what the damper looks like in a jammed position from the inside:
To make sure that the damper is wedged, it must be fully opened and released. She must go back herself. If it gets stuck in an extreme position, then it simply wedges there. This is how it should work:
You can check using a conventional manual compressor, as shown in the video.
Some put limiters so that the actuator rod does not reach the extreme position in which the damper wedges. But as a rule, even with the use of high-temperature lubricants, the problem still comes back. As a temporary solution for accumulating funds for a new turbine, it’s quite, but one way or another, in this situation, you still have to change the turbocharger. Repair kit in the form of an exhaust manifold 03C 198 722 costs the same as the whole aftermarket turbocharger BorgWarner, so it makes no sense to change only the collector. This is how it looks like a turbo repair kit 03C 198 722(gaskets and nuts are ordered separately):
And this is how one of the examples of the wastegate gate opening limiter looks like:
3) The engine troit and vibrates when cold
Often, 1.4 TSI EA111 engines, during a cold start, begin to triple the engine and work with diesel rattling. In fact, this is their regular mode of operation, during which an increased portion of fuel is injected into the cylinders. This is necessary for accelerated heating of the catalyst by hotter exhaust gases. "Tripling" disappears as the engine warms up.
4) Maslozhor
The 1.4 TSI EA111 engine consumes engine oil in much more modest volumes than its older brother 1.8 TSI or 2.0 TSI. However, this does not eliminate the need to monitor the oil level. It is recommended to remove the dipstick weekly and check the level.
It is also recommended to let the 1.4 TSI engine run for about a minute at idle before turning it off. During this time, the exhaust manifold and turbocharger parts will cool. After the engine stops, the recirculation pump built into the engine cooling system will work for a while. It can work for some time after the ignition is turned off, driving the coolant through the entire circuit of the cooling system. Therefore, do not be alarmed when, after turning off the engine, you get out of the car, and noise is still heard from under the hood.
5) Demanding quality of fuel
Of course, any motors prefer high-quality fuel, but here the story is special. Due to poor-quality fuel, soot occurs on the fuel injectors, which are located in the combustion chamber of the 1.4 TSI EA111 engine - the injection is direct here. Deposits on the injectors change the flow of fuel spray, which can lead, in the most unfortunate set of circumstances, to burning the piston.
In general, the pistons of the 1.4 TSI EA111 engine, which Mahle produced for VW, are quite fragile. And the fuel injection pressure is very high. And if low-quality fuel gets into the combustion chambers of this engine, then the inevitable detonation will very quickly break the small, light and thin-walled pistons. Refueling the 1.4 TSI engine with low-quality fuel quickly leads to burnout of the pistons and destruction of the cylinder walls. In addition, injectors and even the fuel pump fail from low-quality fuel.
Also, on low-quality gasoline, the intake valves of the 1.4 TSI engine are covered with soot. The point is direct injection, which is not able to clean the intake valves with fuel flow. On engines with multipoint injection, passing through the valve stem and its working surfaces as part of the fuel mixture, most of the carbon washes away and it burns out in the chamber. But on 1.4 TSI engines with their direct injection, carbon deposits constantly accumulate on “cold” intake valves. A critical amount of soot accumulates for a run of 100,000 - 150,000 km. As a result, the valves no longer fit snugly into their seats, compression decreases, and the engine starts to run unevenly, loses power and consumes more fuel. Therefore, a fairly common procedure for 1.4 TSI engines is the removal of the block head, its complete disassembly and cleaning of the tracts and valves.
6) Antifreeze is leaving (coolant leak)
Usually, an antifreeze leak on 1.4 TSI EA111 engines develops gradually: at first it has to be topped up once a month (approximately "from an almost empty tank to the max level"), then the problem becomes more annoying, and topping up is required already "every 2-3 weeks". At the same time, visual smudges are not visible anywhere (looking ahead, I will say that this is due to the fact that the escaping antifreeze immediately evaporates from contact with the hot parts of the outlet).
For diagnostics, you need to remove the thermal screen from the turbine, which will allow you to make an initial visual inspection. Usually in this situation, there are traces of "scale" on the connection of the hot part of the outlet and the downpipe.
At the same time, there are no traces of antifreeze in the turbine itself, since it manages to evaporate from contact with a very hot supercharger housing. Therefore, to search for a leak, you should move up the intake, where the liquid-cooled intercooler is located. That is, it uses antifreeze to cool the charge air, which means there may be a coolant leak. This miracle cooler is located behind the intake manifold, between the engine shield and the engine.
At an early stage, you can get by with a simple replacement of the cooler itself, which leaked, but if you do everything in a smart way, and if the case is already running, then you need to remove the cylinder head, clean it and completely troubleshoot it, since the antifreeze in the combustion chamber leads to improper combustion mixture and the corresponding consequences.
7) The turbine drives oil into the intake manifold (while the turbine is working)
It happens that the increased oil consumption is not associated with waste through the piston group, but due to the fact that the turbine drives oil into the intake manifold. At the same time, the diagnostics of the turbo-compressor itself does not reveal problems. As a result, the throttle body and intake tract are covered with oil, and the air filter is clean.
You can see how oil oozes from the turbine by removing the suitable air pipe and the air filter box. At idle speed, everything will most likely look normal, but with an increase in speed over 2000, oil will begin to ooze from under the cold impeller.
In this case, most likely, the crankcase ventilation system is not working properly or the oil separator, which is located under the timing mechanism cover, is clogged. There are other possible reasons for this behavior of the turbine, which are described in a separate topic.
8) The inlet pipe of the turbocharger deck part has traces of oil fogging
If you see traces of oil fogging on the inlet from the side of the air pipe, which brings air from the air filter to the cold part of the turbine, you should not grab your head - everything is in order with the turbine, but the sealing ring located at the junction of the pipe and the turbine must be replaced. At the same time, the pipe itself needs to be finalized and the traces of the injection mold on the plastic must be removed - burrs through which oil vapors escape (shown by arrows).
9) Antifreeze leaks through the seals in the turbine cooling system
The problem, although a penny, but still the smell of burnt antifreeze in the cabin can slightly scare the owners of 1.4 TSI EA111 engines. The thing is that from high temperatures, the seals in the cooling system of the TD025 M2 turbocharger become unusable and begin to let the coolant out to the hot part of the turbine. Antifreeze burns, and in the process of its evaporation, a specific unpleasant odor appears, which enters the cabin through the air conditioning system. It is necessary to look for the presence of greenish stains from the coolant on the tubes supplying antifreeze to the turbine.
To eliminate this unpleasant jamb, you just need to replace the VAG o-rings WHT 003 366(2 pcs). And the replacement technique is described in the corresponding topic.
Engine resource
1.4 TSI EA111 (122 - 125 hp, 140 - 185 hp):
With timely maintenance, the use of high-quality 98th gasoline, quiet operation and a normal attitude to the turbine (after driving, let it run for 1-2 minutes), the engine will leave for quite a long time, the resource of the Volkswagen 1.4 TSI EA111 engine is about 300,000 km, thanks to a strong cast-iron block cylinders and reliable cylinder head.
At the same time, we must not forget that the oil must be of high quality and change at least every 10,000 km.
1.4TSI EA111 (122 - 125 hp):
The simplest and most reliable option for increasing power on these motors is chip tuning.
Conventional Stage 1 chip on 1.4 TSI 122 hp or 125 hp able to turn it into a 150-160 horsepower motor with a torque of 260 Nm. At the same time, the resource will not change critically - a good urban option. With a downpipe, you can get another 10 hp.
Engine tuning options
1.4TSI EA111 (140 - 185 hp):
On Twincharger engines, the situation is more interesting, here Stage 1 firmware can increase power to 200-210 hp, while the torque will increase to 300 Nm.
You can not stop there and go further by making a standard Stage 2: chip + downpipe. Such a kit will give you about 230 hp. and 320 Nm of torque, these will be relatively reliable and driving forces. It doesn’t make sense to climb further - reliability will significantly decrease, and it’s easier to buy a 2.0 TSI, which will immediately give 300 hp.
VAG drive rating: 4-
(Good- a reliable but demanding engine, has a number of known problems that can be fixed for more or less adequate money, and the cylinder block and cylinder head are distinguished by typical Volkswagen reliability)
