Engine 1.4 TSI Volkswagen-Audi

CAXA engines characteristics

Reliability, Problems and Engine Repair 1.4 TSI Volkswagen-Audi EA111

A series of low-volume Turbomotors EA111 (1.2 TSI, 1.4 TSI) gained widespread in 2005, thanks to the popular Golf 5 and the Jetta sedan. The main and initially the only engine was 1.4 TSI in various modifications, which was called to replace atmospheric 2.0 fours and 1.6 FSI.
Based on power aggregate Lies a cast iron cylinder block, covered with aluminum 16 valve head with two distributive treals, with hydraulic components, with a phase inspector on an inlet shaft and with direct injection. The GDM drive uses a chain with a service life designed for the entire period of operation of the engine, but in reality the replacement of the timing chain is required after 50-100 thousand km. Let us turn to the most important thing, and most importantly in TSI engines it is, of course, reducing. Weak versions are equipped with a regular turbocharger TD025, more powerful 1.4 TSI Twincharger and operate according to the EATON TVS + turbocharger compressor KKK K03, which practically eliminates the turboyama effect and provides significantly more power.

Despite all the manufacturability and advanced EA11 series (Motor 1.4 TSI, the repeated winner of the "Engine" contest), in 2015 it was replaced by an even more advanced series of EA211 with a new, seriously changed, 1.4 TSI engine.

Motor modifications 1.4 TSI

1. BLG (2005 - 2009) - an engine with a compressor and turbocharged, which blows 1.35 bar and the motor develops 170 hp at 98 gasoline. The engine is equipped with an air intercooler, corresponds environmental Standard Euro-4, and manages all Bosch Motronic MED ECU 9.5.10.
2. BMY (2006 - 2010) - an analogue of BLG, where the boost reduced to 0.8 bar, and the power fell to 140 hp. Here you can go around the 95th gasoline.
3. BWK (2007 - 2008) - version for Tiguan by 150 hp
4. Caxa (2007 - 2015) - Engine 1.4 TSI 122 hp It is simpler in all components than compressor with a turbine. Turbine on Caxa is a Mitsubishi TD025 (which is smaller than at Twincharger) with a maximum pressure of up to 0.8 bar, which quickly goes to the boost and allows you to abandon the compressor. In addition, modified pistons are installed here, intake manifold without dampers and with a liquid intercooler, a head with more flat inlet channels, changed camshafts, simpler exhaust valves, recycled nozzles, Bosch Motronic MED ECU 17.5.20. Motor meets Euro-4 standards.
5. CAXC (2007 - 2015) - Analog Sakha, but programmatically power increased to 125 hp
6. CFBA - Engine for the Chinese market, part-time this is the most powerful version with one turbine - power 134 hp
7. Cava (2008 - 2014) is an analogue of BWK under Euro-5.
8. Cavb (2008 - 2015) - BLG analog for Euro-5.
8. CAVC (2008 - 2015) - BMY engine for Euro-5 standard.
9. Cavd (2008 - 2015) - Motor CAVC with firmware at 160 hp Advance pressure 1.2 bar.
10. Cave (2009 - 2012) - an engine with a firmware for 180 hp For Polo GTI, Fabia RS and Ibiza Cupra. Superior pressure 1.5 bar.
11. Cavf (2009 - 2013) - version for Ibiza FR by 150 hp
12. Cavg (2010 - 2011) - Top velocity among all 1.4 TSI at 185 hp Stands on Audi A1
12. CDGA (2009 - 2014) - version for work per gas, power 150 hp
13. CTHA (2012 -2015) is an analogue of Cava with other pistons, chain and tensioner. The ecological class remained Euro-5.
14. CTHB (2012 - 2015) - CTHA analogue with a capacity of 170 hp
15. CTHC (2012 - 2015) - the same CTHA, but stitched under 140 hp
16. CTHD (2010 - 2015) - Engine with firmware for 160 hp
17. CTHE (2010 - 2014) - one of the most powerful versions 180 hp
18. CTHF (2011 - 2015) - Motor for Ibiza FR by 150 hp
19. CTHG (2011 - 2015) - Engine, Replaced Cavg, Power is the same - 185 hp

Problems and disadvantages of 1.4 TSI engines

1. Tensile timing chain, tensioner problems. The most common disadvantage of 1.4 TSI, appearing during runs from 40-100 thousand km. The crack in the engine is a typical symptom, when there is such audio support, it is worth going to replace the timing chain. In order to avoid repetition, you should not leave the car on the gear.
2. Does not go. In this case, the problem is most likely lies in the turbocharger by the turbocharger valve or the turbine control valve, check and everything will be settled.
3. Troit, vibration on the cold. Motor feature 1.4 TSI, after warming up these symptoms go.
In addition, the VW-Audi TSI engines are warm and loved to eat high-quality oil, but the problem is not so critical. With timely maintenance, use quality gasoline, quiet operation and normal attitude to the turbine (after the movement to work 1-2 minutes), the motor departures for quite a long time, resource engine Volkswagen. 1.4 TSI is more than 200,000 km.

Tuning Engine Volkswagen 1.4 TSI

Chip tuning

The easiest and most reliable option for increasing power on motors data is chip tuning. The usual chip Stage 1 at 1.4 TSI 122 hp or 125 hp It is capable of turning it in 150-160 a strong motor with a torque under 260 nm. At the same time, the resource critically change - a good urban version. With Downpippe, you can remove another 10 hp
On engines Twincharger The situation is more interesting, here the stage 1 firmware can be raised power up to 200-210 hp, the torque will increase to 300 nm. You can not dwell on the achieved and go further by making the standard Stage 2: Chip + Downpipe. Such a kit will give you about 230 hp And 320 Nm of the moment, it will be relatively reliable and riding forces.Further climb does not make sense - reliability will significantly seek, and it's easier to buy 2.0 TSI, which will give 300 hp

D AUNSAIZING (from English downsizing - "Reduction of size") began in the twentieth century, and this term introduced exactly Volkswagen. Moreover, it was about the lineup of 1.8-liter engines with a superpatch and 20-valve GBC.

It was assumed that a relatively compact block 1,800 will replace the motor line up to three liters volume, which is essentially happening. Now the volume of 1.8 liters is no longer considered small. In many ways, this is the merit of the Motor family of EA113 and this is 1,800 specifically.

Moreover, the late motors of the engines with this block of cylinders and the GBC had a volume of two liters, which seems to be a downsayz, but the concept is connected not only with the working volume, but also with dimensions. Here, due to the most thin walls of the cylinders and the long-time design, it was possible to accommodate a similar volume in the dimensions of 1.6 liters of the middle of the two thousand years. Do not be surprised by comparing the AWT blocks from the VW Passat and some x 16xel from Opel: there will be almost a complete coincidence in the dimensions there. Of course, the mass is not very different.

On the picture: Volkswagen Passat. 2.0 FSI Sedan (B6) "2005-10

But it is precisely by the beginning of the new century, the compactness of the design has become much more an important characteristicthan before. Why? Just because the growing requirements for the volume of the machine salons while maintaining external dimensions And the increase in the average power in compact passengers required the use of all the smallest but powerful motors.

The experience of the EA113 line was successful: despite the complex design of the GBC, the presence of turbocharging and forcing under 200 forces Motors 1,800 calmly kept their 300 thousand or more. Inspired by success, Volkswagen went further.

Continuation of success

Based on the block of motors with a volume of up to 1.4 liters, a new series of 1.2 and 1.4 liters of EA11 series presented (do not look for simple logic in numbering). Motor power was 105-180 hp The base for new engines was atmospheric models of AUA / AUB with a volume of 1.4 liters, made using a new modular layout of attachments of attachments and with chain drive timing. Motors received the designation of TFSI / TSI, as they were equipped with a direct fuel injection and superimposed. Especially note that there is no difference between fuel systems TFSI and TSI No, these are just two marketing names of the same for audi models And Volkswagen.

In the photo: Volkswagen Golf 5-Door "2008-12

It turned out a large family of engines, of which the most famous are 1.4 liters of Caxa (122 hp), 1.2 liters of CBZB (105 hp), a little weaker CBZA on 85 hp, 130-strong 1.4 CFBA, two-trunk 140/150-strong BMY / CAVF, the infamous 160-strong versions of Cavd and the most powerful Cave / CThe with hot hatchie at 180 hp

Motors 1.2 liters of this line are very different from 1.4 liters. They have another eight-glove GBC and a slightly different block, another piston group, and there are no high-known options.

Mostly speech in this material will go about the motors of 1.4 liters. They have a unified design and similar shortcomings.

Design features

The design of the engines at first glance is as simple as possible, but there are a number of interesting solutions. Pig-iron block, aluminum 16-valve GBC - as in tens of other structures. But the GDM chain drive is made with a separate chain casing, which is more characteristic of belt engines and makes it easier to maintain it.

Full opening temperature thermostat

block cylinders

105 degrees

The timing of timber roller rockers pushers and hydrocomathers. The crankshaft position sensor is built into the rear flange of the engine. The boost system is made with an atypical liquid intercooler for most supervised engines, and the cooling system is with two main circuits, a super-air cooling circuit and an electric pump for additional cooling of the turbine.

The thermostat is a two-piece and two-stage, providing different temperatures of the cylinder block and cylinder and more smooth temperature adjustment. The thermostat of the cylinder block has a complete discovery temperature of 105 degrees, and the thermostat of the GBC is 87.

The control system is usually used by Bosch, the pump - their same, but in some embodiments a pump is installed high pressure Hitachi. Two-chand version with the ROOTS compressor - the present miracle of technology, and as a result, a small engine turned out so many additional equipment and such a complex inlet that it was heavier two-liter engines TSI.

For such a small motor, unusual to see the oilball cooling of the pistons and the floating piston finger, but everything is serious and designed for high power.

Carter ventilation is elegant and simple: there is an embedded oil separator built into the front cover and maximum simple system With a permanent pressure valve that the phenomenon is rare for the turbo vote.

The clean air supply system is also provided for crankcase ventilation, which theoretically allows oil to retain its properties for a long time and provides large intersavice intervals. The oil pump is in the crankcase and is provided with a separate chain, such a design allows you to reduce the time of oil starvation at the first and cold start, loss of tightness of the oil hilt valve or lowering the oil level.

Pump S. adjustable pressure Duocentric systems reduces power loss on lubricant and apply low-viscosity oils yearly. It provides pressure of 3.5 bars in a wide range of operating conditions. Oil pressure sensor is located in the future of the oven after hydrocompensators and reacts well to any pressure drop. Of course, there are also phaserators. At least - on the inlet shaft.

Elegant design Even with superficial analysis has many vulnerable points and should work "on the verge". Moreover, even without taking into account the peculiarities of the system of direct fuel injection system with its ripples, sensors and rapid drive eccentrics. But the bulk of claims, oddly enough, belongs to the basic elements of the design, which are not expecting a trick.

Something went wrong?

If you think that such a turbocharged motor as 1.4 EA111 with high power has a very small resource piston group And the turbine consumility, then you are right only in part. In fact, the natural wear of the piston group is small, and the turbines after the elimination of problems with the electronic bypass and the sealing drive of Wastgate are able to pass their 120-200 thousand kilometers. Fortunately, it is quite "resort".

The main reason for the discontent of the owners throughout the term of use of these motors was predictable and simple. The timing chain drive could not provide a stable resource, and the design features allowed the chain with a slight wear of the crankshaft on the lower star. In addition to this, in general, a banal reason was still one: the chain drive of the oil pump also could not stand it, the chain rushed, or she swashed.

In an attempt to eliminate annoying troubles, the company changed the tensioner three times, replaced the chain and stars to more small-grained, changed the design of the front cover of the engine, and eventually replaced the roller chain of the oil pump on the plate, at the same time changing the drive ratio to increase the operating pressure. Latest version Tensioner - 03c 109 507 BA, it is recommended to change in any case. The wear of the calm is usually insignificant, but they are inexpensive.

Timing sets There are two types: 03C 198 229 B and 03C 198 229 C. The first set is used for motor-roller pump roller chain, motors with CAX 001000 numbers to CAX 011199, the second option - for upgraded, with CAX 011200 numbers. If you want at the same time Improve the oil pump drive and use more new version Kit, then you need to replace the storing of the oil pump, its drive chain and tensioner. Details codes 03C 115 121 J, 03C 115 225 A and 03C 109 507 AD, respectively. When ordering details, it is necessary to be very attentive, some of the parts of the kit may be incompatible among themselves.

The resource of the first chain options before replacement was sometimes less than 60 thousand kilometers. After replacing the tensioner to a more resistant and setting less drawing chains, the average resource was about 120-150 thousand before the appearance of unpleasant chain stacks on the lid.

Another chain resource was added to the revealed trouble with the check valve 03F103 156A, which pulled the oil from the pressure line back into the crankcase, which led to a long operation of the timing operation. In the inhabitants of warm regions who ignore hazardous tapping, the chains are quite successful and more than 250 thousand, but there is a nuance: after the appearance of the first tapping at a cold start, a sign of a weaker tensioner, the probability of a chain's slippery begins to grow. And the lower the temperature, and the longer the motor goes to the working turnover, the probability is higher. At the same time, during the care of the phases, the thrust deteriorates and the fuel consumption is growing, so it's not so cheap risk. In addition, 100-120 thousand runs are an exemplary resource of the latest modifications of the latest modifications in urban environments and on original oil. Early options began to knock after 60-70 thousand mileage. So you still need to open the motor, and an amazing way the resource of the chain drive components is associated with the resource of the phase student, which is not officially consumable.

An error in the 93rd group is not always manifested, so that the electronic "diagnostics" fans need to be alert anyway. But for the services, this nuance was just a golden bottom, because in this case it is possible to eliminate unnecessary sounds ...

The timing chain and noise, as the most common problems, are leading in the list of troubles for 1.4 TSI motors. Each owner of such a car faces with them. As with the "Masedor", which over time necessarily appears. But the oil appetite also has a reverse side.

The system is arranged in such a way that the oil appetite and all related problems are not only inevitable, so in the absence of any actions from the owner of the car, they enhance 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 in all versions of the engine more powerful than 122 forces, or the path of the piston due to excess oil and the occurrence of piston rings.

What to do?

Most of the material read before this place logically made the conclusion "do not need to be". That in general is not deprived of meaning. But if you have already contacted such a motor on a used machine, do not rush to urgently get rid of it. You can live with EA111, just this motor age need only an integrated approach to diagnosis and recovery. You can't finish the timing. The "Ryzoka", which includes most of the owners of modern cars, the engine will certainly arise completely and irrevocably due to the death of the cylindrophone group. In the best case, the rolling valves, detonation and errors will lead the car in good service. And after a thorough repair, the engine will rejoice again and economy. Unless, of course, the power system does not fail.

The motor was repeatedly upgraded, and quite a lot of performance options. In general, until 2010, the design of the piston group was unsuccessful mascal ring, and before 2012, piston rings were also thin and quickly wear out. And only at the end of the release of the series Motors appeared, which are practically not subject to rings and a number of accompanying problems. At the same time began to set kits of crankcase ventilation at a slightly higher working pressure. It turned out that the efficiency of the oil separator strongly depends on the vacuum, and that the reducing motor was higher than the planned. This in turn led to an increased oil tool through the ventilation of the crankcase.

The direct injection fuel apparatus makes its nuances in the process of aging motor. Like any high operating pressure system, it is rather capric. And the price of components that are almost not repaired, high. In addition to the expected substitutions of the nozzles and the pump, you can also change the notched pressure sensors of the fuel ramp assembly with the ramp, a bunch of tubes and gaskets. But for now, let it be costly, but the most "understandable" part of the problems with the engine. In addition, it is relatively not bad diagnosed with experienced masters.

To take or not take a car with such a motor? If the car is in good condition and with a guaranteed little mileage, then why not? Especially if you move 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 purchase. This is the price of a good diagnosis with the replacement of timing new option, and you can simultaneously identify all the accumulated problems and eliminate them.

Closer to 200 thousand mileage money will need again. Most likely, it will be necessary to repair fuel equipment and supervision system. As a result, the chances reach up to 300 thousand runs and more - there is, although there will be much more difficulties on the way than in the case of some simple "atmospheric" from the 90s with twice as high fuel consumption. But unsuitable for repair is an explicit exaggeration.

In general, the motor was really originally unsuccessful, demanding of the service, and only in recent iterations got rid of annoying childhood diseases. But this is the inevitable consequence of the global trend on the run of technology by buyers. In this regard, the EA111 experimental series is not the first and far from the last. Your voice

Many motorists are familiar with the TSI engine with a 1.4 liter volume, which contains 150 liters. from. From the famous Germans Audi-Volkswagen. But, not everyone knows which cars it is installed, as well as what real resource And the potential has.

Engine specifications

The TSI 1.4 engine still has the name - the EA211, which the manufacturer laid him. This is a small motor with a turbine that has gained quite widespread on the VOLKSWAGEN concern cars.

For the first time, the installation of force aggregates began on vehicles Jetta and Golf 5. This motor was developed specifically to come to replace the EA111, which showed itself not from the best side. The cast iron unit and the aluminum head hide two camshafts, hydrocomathers, lightweight pistons and reinforced crankshaft.

Mostly the TSI engine with a volume of 1.4 liters. and 150. horsepower - This is reliability. The main advantage is the presence of turbocharging. The motor is put in charge - 1.4 TSI Twincharger, which practically eliminates the turboyama.

Consider the technical characteristics of the power unit:

Power unit 1.4 TSI 150 l. from. has an engine resource:

• According to the technical documentation of the manufacturer - 250-300 thousand km.
• According to the practical data received from motorists - 300,000 km and above. It all depends on the maintenance.

Applicability

1.4 TSI 150 l engine. from. Received a fairly large prevalence on the cars of the Volkswagen concern. 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

Special problems during operation of the engine are not detected. So, the motor turned out to be sufficiently reliable and lightly in repair. The constructor office of the Volkswagen concern has taken into account all the flaws and wishes of consumers, and eliminated the problems of the predecessor: refused to use the chain of the gas distribution mechanism and equipped the motor belt, replaced the bypass valve and improved heating. As for repair, the motor can be repaired with their own hands in the garage, which pleases many owners.

Concerning maintenanceIt must be carried out every 12-15 thousand km of mileage. The replacement of the belt of the gas distribution mechanism should be done after 60-75 thousand km.

Rest repair work Performed according to the regulations and manuals for repair. Overhaul The engine is carried out only under car service with the use of special equipment.

The tuning of the motor is almost not carried out, because he only hit the domestic market, but the chipping of the power unit is already being held. So, firmware electronic block Control to Stage 1 level can be added to the power to 180 hp, but if you flash the Stage 3+ firmware, you can already develop up to 230 hp

Output

TSI engine with a 1.4 liter volume, which contains 150 liters. from. From the "Volkswagen" concern is a reliable power unit that can be rejected. The high resource of the power unit, as well as the simple design of the motor made a very popular and favorite among motorists. But with the correct firmware you can add power up to 230 hp and higher.

Motor raisin is a two-stage supervision consisting of a supercharger with a mechanical drive and a turbocharger. The unit is offered in two versions: 140 hp and 220 N.M. torque or 170 hp and 240 N.M. The difference in the return provides exclusively firmware of the control unit, the mechanical part is unchanged.

Up to 2400 rpm works only mechanical compressor: speed exhaust gases Too low to promote the turbo units. In the range of 2400-3500 rpm, it works with an effective impact, but with a sharp acceleration he still helps mechanics, covering the inevitable turboyam. After 3500 rpm, the adjusting flap on the inlet is fully open and directs the entire volume of air into the turbocharger. As a result, a weaker engine goes to the maximum torque from one and a half thousand revolutions, 170-strong - by 250 rpm above. By the way, in the control unit of a more powerful unit, an interesting feature is sewn: the driver can activate the winter movement mode even when mechanical box Transmissions. The engine in this case works softer, minimizing the wheel slip.

The two-circuit cooling system has already been tested on the Motors of the FSI family: one contour for the cylinder block, the other for the head. With such a scheme it is easier to maintain optimal operating temperature Engine, and therefore below emissions and fuel consumption. For example, to speed up the heating and reduce the likelihood of overheating in power modes, a hotter head must be cooled intensively. Therefore, the volume of fluid circulating in the head is twice as much as in the block, and the thermostat (they are naturally two) opens at 80 and 95 ºC, respectively. In addition, to protect the turbine from overheating, thereby extinguishing its life, helps auxiliary water pump with an electric drive, which for 15 minutes after stopping the engine chases fluid on a separate circuit.

The engine is extremely saturated modern technologiesthat raises the unit in the eyes of technical experts. Just don't forget about properly operation. The guidance of the health of this engine is good fluids and consumables And, of course, qualified and timely service. Complex combination in our conditions. And the cost of the main nodes and aggregates with interest overlaps all the amounts that high tech allow you to save on gasoline.

The pulley of the coolant pump is simultaneously pulley compressor magnetic clutch. Through it goes both drive belt. The compressor is located on the side of the engine facing the cabin:

Therefore, to reduce noise, the unit was dressed in an additional body with the walls of sound-absorbing foam, and the incoming and emerging air flows pass through the noiselessness. To develop the maximum pressurization pressure of 1.75 atm, a gearbox (right photo) is installed in the mechanical compressor housing, which increases the speed of rotation five times up to 17,500 rpm.

The block of cylinders is made of cast iron:

Despite the universal struggle with extra kilograms, worthy of replacement of this material for turbobs with high degree Forces not yet. The so-called open block (between the walls of the block and the cylinder wells there is no jumpers) provides best cooling and more uniform cylinder wear. Piston rings It is easier to compensate for it, which helps to reduce oil consumption. But the wells of cylinders are connected to each other - this is the need for a turbogue: with elevated loads, the separate cylinders lack stiffness in the upper belt.

The high pressure fuel pump is located on the casing of camshaft bearings.

It is activated by a separate cam on the inlet shaft. To raise injection pressure and increase productivity, the pump has increased the stroke of the piston compared to FSI atmospheric motors.

Nozzles with six holes in sprayers in the main modes of operation injected fuel on intake tact:

But if you need to quickly warm the catalytic neutralizer, they additionally give out the second fuel charge when the crankshaft turn is about 50º to the top of the dead point. Maximum pressure Injection reaches 150 atm.

First portion of the theory and numbers.

Whole ruler gasoline engines For golf (and other A / m MQB platforms) New (EA211 line, was EA111), with the exception of 2.0tsi (EA888 line), there is modernization. The main goal and idea was to reduce the entire line of engines (including diesel engines) to a single standard of location under the hood (the same slope, inlet and release in all in the same direction) and the maximum to unify the line of gasoline engines among themselves. As VW writes from the old engines, only the distance between the axes of the cylinders remains.

Main changes:

GRM drive belt

Aluminum cylinder block at all

4 valves on the cylinder at all

Exhaust manifold built into the GBC

Separate circuits Cooling CLP (Cold - 87C) and Cylinder Block (hot - 105C).

"Cold contour" cools incl. Turbine and intercooler. The circuit has an electric pump that works when required, regardless of whether the ignition is included, so on. The turbine can be cooled and when the engine is turned off. Butter does not pump up, so in the manual there is a recommendation after the long operation of the engine at high revs to give it before turning off to work a couple of minutes. In conventional operating modes, this is not required.

The built-in exhaust manifold in the theory warms the coarse, which is positively affected by the engine, and the salon can begin to warm earlier. In addition, the temperature of gases falling into the turbine is reduced, which is also good. As far as it works in practice, it is difficult to say hard. At the forum of raising speed estimates, compared with the engines of the previous generation, they separated from "insignificantly faster" to "an order of magnitude faster."

Motor 1,4TSI 140HP (4500-6000RPM) 250NM (1500-3500RPM) differs from the engine 1,4TSI 122HP (5000-6000RPM) 200NM (1400-4000RPM) increased turbine and the presence of gas distribution phases and on the release.

Interesting technical information According to the recommended gasoline. All golf engines (1,2tsi, 1,4tsi, 1,6mpi 85-140l.sc.) And GTI golf (2.0TSI 211-230Л.) recommended 95th gasoline. But the 1,4TSI and 1,6MPI engines have a footnote: in exceptional cases, the use of gasoline with octane number 91 is allowed, however, the engine power is slightly reduced.

For golf engines R (2.0TSI 280-300L.), 98th gasoline with a footnote is recommended: the use of unleaded gasoline with octane number 95 is allowed, but with a decrease in engine power.

Now practice and personal feelings.

Basic conclusions / Impressions 2:

1. Engine when driving, even on small / medium speeds, implements its capabilities. Those. Its not necessarily turn to get almost everything from him.

2. Golf with this engine to GT (Gran Turismo), in sensations, does not reach.

Now in more detail.

The first paragraph refers to urban ride and pay a surprise / trap. When driving in a stream on the pedal, it is necessary to put it barely, at first I had to get used to it. If necessary, the pedal is just stronger (up to a third-half of the stroke) and the acceleration is already noticeable. With constant movement in this mode (in the flooded with good accelerations), the feeling is formed that press the pedal to the floor and the car takes off. And when such a rare case appears and the pedal is asleep "in the floor", then ... nothing happens, the acceleration is practically no increase. Surprise this, but shout "deceived!" You do not have time, the second part of the marlevion ballet comes. Instead of switching to increased gear around 3-4 thousand. revolutions, with an appropriate drop of acceleration, the checkpoint continues to turn the engine (when the pedal "in the floor" - before the cut-off) and the speed continues to grow rapidly.

In general, it seemed that the position of the gas pedal determines not the acceleration (it is so close to the maximum even with a non-completely pressed pedal), namely the moment of switching to increased gear: the pedal is pressed - switching to 2 thousand, half - for 3-4 thousand ., "In the floor" - on the cut-off. Those. Acceleration is lengthened by time, and does not grow largely.

In general, the engine completely gives out its capabilities even from 2 to 3 thousand revolutions, and it is in this range of DSG in mode s holding turns with a calm ride.

As a result, I travel a little touching the pedals in the city, at first I even used the DSG Eco mode, in which the pedal is not so acute and it can be very rude to it, without fear that it will affect the smooth driving. Pedal "To the floor" means that now we will violate, and not so much traffic rules as common sense and caution. In our city there are not so many places where you can safely accelerate to 100-110km / h, and even more so to go with such a speed for some time.

On the track, the engine is where to turn around, even in my ride style: PDD + 20KM / h. I usually go to 110km / h, on overtaking, as it turns out (usually up to 130, but also 150). It is convenient that you can follow the 80-90 truck, and at the right moment, simply by pressing the gas, jump out and overtake it.

They will type these 30-40km / h quickly. Moreover, there will be no particular difference between the modes D and S, S simply will not be a second pause to reduce the transfer.

But to get out to overtake the long column in the calculation on the engine is not worth it. The main stall is the same as in the city: the engine will immediately give all its capabilities and even if we overtake in the flooded, then there is almost no reserve for it, noticeably accelerate, the pedal "in the floor" will not work.

And then we go to the second item (not GT). With prepared and routine overtakers, everything is fine. But it happens when the possibility appears unexpectedly. For example, I am going for a truck along a two-way road, a solid and large counter stream, the possibilities of overtaking in the near future is not foreseen, respectively, the distance to the truck is kept much. And then suddenly before the intersection of the wagon goes to the brake / acceleration strip, passing me. I press the gas to the floor, the car starts smartly accelerate, but it takes time to overcome the distance to the truck. In general, you have to help the engine, mumbling to yourself: "Come on, come on!". Here, as in the case of the overtakers of the long columns, we rest in the ceiling of the engine capabilities.

Overclocking confident, uniform, without failures, pickups and skews. On the acceleration, the engine is heard, on high revs quite clearly (even through aerodynamic and wheeled noise), but not annoying. The sensations of violence over the engine will not be folded, however, like the fact that the engine loves high revs.

In general, after polo, the difference is felt on the highway. Not the sky and the earth, but it has become more comfortable, especially to overtake. In the city, it is not possible to notice the increase in power as often and then, half of the cases, a banal shutdown. In the city, explicit difference is that the engine is not necessary to twist. Those. I go, I'm the same, but it is much easier for the car, and the engine is not heard. So (for my conditions) the engine is excessive.

For the track ... Well, I always want more, but I still caught myself on risky maneuvers. I can be sideways excessive power go out.

Brief summary.

The engine is powerful for the city, comfortable for the route. But if there is often a lot of mileage on a complex track, then you need to consider this option carefully, you may need a more powerful engine.

Another sensitive numbers.

There are two trips on the highway:

1. Length - 400km, Mileage a / m Before the trip 2000Km, Summer, relatively free track, consumption 6,2l / 100 for BC (6.76 on checks)

2. Length - 800km, Mileage a / m Before a trip 13000km, Summer, relatively free track, consumption 5,5l / 100 for BC (5.81 on checks)

This is a complete trip:

There was no intermediate refueling and BC argues that it can drive another 65 km. In fact, 5.5 liters remained in the tank (that is, 100km at the same consumption) plus about 5 liters "below zero", when the benzodatchik will show zero. Those. Up to 1000km, it would be better to reach theoretically, but I do not see the risk.

And this is the only way back:

Back drove faster and consumption slightly higher. Sorry did not take a picture of the consumption of the first half of the way, there was 5.3l / 100km.

The first route is composite part second. Well, i.e. The second time I just left, and at first we went along the same road, on the same gasoline, at the same time of the year, at the same time, the day, with the same workload of the A / m and the track and with the same driving style (traffic rules + 20km / h). Is that when returning on the second route, overtaking, with the rotation of the engine to the cut-off, were frequent, and in the first case they were not almost completely. Surprised the noticeable difference in the flow rate, does the run-in exists ...

And then I put records of economy, the truth is not very ideal conditions.

But this is more theory. Really, only a toast phlegmatic will be able to ride at such speeds on the highway.

In general, my consumption:

Route

6l / 100km (plus minus half a liter depending on the conditions);

minimum 4.6 l / 100km (at 80km / h);

passport 4.4l / 100km (if desired, it can be achieved, it is enough to set a cruise at 70km / h);

City

from 7l / 100km (summer, kilometer 15+) to 11 (winter, kilometer of about 10);

really, my consumption is 8-10 in the summer, 9-11 in winter, the wife almost per liter is less;

the minimum 6.1l / 100km (coincides with the passport)

passport 6.0l / 100km

In general, with a large (very large) desire you can ride quite economically. Well, with ordinary ride we have a completely normal consumption.