25.09.2017

Finally, my favorite motor. This is a 1.4 liter engine, turbocharged and direct injection. Meet Caxa. Personally, for me, the most reliable from the penultimate Vagovsky motors. Yes, there are some shoals, but everything is treated and the motor feels normally. Power is enough - 122 horses quite grabs and Octavia, and Yeti, and for Rapid it is generally a top motor. Not to mention a good opportunity for chip tuning. Of the features of the motor, in addition to the turbine and fuel system high pressure:

• unworthy chain GRM
• phase inspector inlet tree
• liquid intercooler, which is installed in the intake manifold, as 1.2 CBZB
• accordingly, the two-circuit cooling system

• Turbocharger. The turbine itself is reliable and feels great and large runs for normal oil. Problems arise with excess gases bypasic valve. Wastegate is called. Whether the designers did not calculate the diameter of the hole under the axis of this valve in the turbine ... and maybe the wrong material was picked up. The essence is one - to one hundred thousand mileage, or even before the valve axis in the turbine case begins to eat. Bite. Walk badly. Engine block lights error P0234 on Advance Pressure Regulation, Motor goes into emergency mode And the car does not go. Diagnosed quite simple. It is good that the adduction regulator actuator is an old type here - vacuum. Therefore, I apply a small air pressure on this actuator. I use a vacuum pistol for this. With a pressure of 0.8 - 1 bar, the rod without jams should be moved to the stop.

But the replacement is good when she is guaranteed ...

In the post-warranty car, the owner, of course, does not particularly want to part with his blood. The turbine is never cheap. Therefore, alternative methods are used. It is worth a little divorced hinged equipment The engine - and the rod of the regulator is available for influences.

Impact usually with a wire crochet. But just so there is no meaning there is no meaning there. Therefore, for a start, I spray it and the axis in the turbine solvent Rust Rost Off (or WD will also come true).

When the rod agreed well, fix the result of high temperature copper lubricant - Do not take care, I process all moving parts. Checking - the rod smoothly walks in both directions. This repair helps for half a year. All cheaper than turbine replacement.

• On this motor, the fuel is poured directly into the cylinders. Therefore, we have in addition to the usual fuel pump in the tank, the additional high pressure fuel pump. It is installed on the head of the cylinder block and drives the camshaft cam. At one time I suffered from one octavia for several months. The owner complained about the poor morning launch and a mistake on a rich mixture. The problem arose more and more often. I was able to solve this rebus only when the oil in the engine was much more than necessary, and it strongly gave gasoline. Even this was hard to call it - it hurts liquid. It turned out, gasoline through a leaky fuel pump seal straightforwards in the crankcase and rigged the mixture. Two years have not passed, as Skoda still released an revocation that on motors 1.4 TFSI CAXA and 1.2 TFSI CBZB high-pressure fuel pumps sometimes give to flow. To check this in addition to checking the level and quality of oil, it is also proposed to unscrew the pump from the engine and holding the rod, turn on the ignition. With this earns the pump low pressure In the tank. The rod on a good pump rod will remain dry, if there is a flow - the pump is changing, the repair has not mastered until.

• An innovative charge air cooling system is an intercooler, is in the intake manifold. The cooling fluid passes through it, which is driven through an additional cooling radiator with an electrical pump. TOTAL three radiator on the car - One for the air conditioner, one for the engine and the third for the intercooler and the turbine.

To be honest, in the latter is not strong, there are specialists with argon welding. This is to them. Although "to remove - put" then another adventure!

The intercooler does not particularly intend and rests on the pipes into the engine shield.

I make a correction: In previous articles, when describing the CBZB motor with the same cooling system: there it is removed perfectly, and in the case of CAXA will have to sweat.

Well, what else ... talking about suddenly dying ignition coils I will not be a trifle and happens on other motors.

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.

Question from the reader:

« Dear Blog author, now sold his car and select a new one, very much, but she has two engines, one without a turbine (I don't really want, because weak) and the TSI engine (powerful, but with a turbine). There are many different opinions. Tell me, and reliable tSI engines And is it worth taking it? Thanks in advance, Gaidar»

Good day, the question is interesting, I already wrote. However, today is locally about this model ...

The reliability of the usual atmospheric engine will be higher than the turbine is an axiom. Therefore, if you want to ride a long time and not to look at "additional" problems, take normal option. However, you will drive like a "vegetable" (locally about Skoda Rapid), all because the power of the usual unit - 102 hp Little! If we consider that classmates, such as, for example, Hyundai Solaris. - Power of about 120 hp. (if you do not consider AVEO), and the difference in 20 hp Significant! That wants our people not to be "outcast" in the stream and looks at TSI.

About turbine

It should be noted that the engines that are supplied to this version of the car have a volume of 1.4 liters (power of 90 kW, which corresponds to about 122 hp, well, can a little more). However, this motor has variations in 140, and in 180 hp, it seems to be the same, but the power is much more. If you calculate the variations of such an engine, their already - 10! You can distinguish them by power, the simplest 122 hp, the average - 140, the most powerful 180 hp

So what I want to tell - not all turbines are the same, they differ very critical. If you extend:

1) on weak models (up to 122) is one turbocharger, model - TD02

2) On powerful models (more than 122) - Eaton TVs turbocharger Superior KKK K03, that is, double supervising, which avoids the turbo pit!

How it becomes clear - powerful models are harder, so they have more to break. But the "weak" models, "simpler", so reliability is slightly higher.

If you take a simple option (as in our case), then the reliability of its turbine on high level - when complying with all operational norms (oil replacement, fuel, etc.), this turbine runs 150-200,000 kilometers. And even poor-quality fuel immediately will not "kill" it, 70 - 90,000 leaving. If you live in a small town, then the mileage will have about 15 - 20,000 per year, it means even with the worst combination of events (poor fuel), ride 3 to 4 years, freely. I have a friend who has been driving with such an aggregate for 7 years and everything is fine. Wow, with a turbine dealt with, go on.

Building and inside

What to say the reliability of the block itself and internal parts is no doubt at a high level, with the exception of one node. Let's in order.

Consists (simplified scheme) :

1) cast iron cylinder block

2) and "rods"

3) Aluminum, 16 valve head block with two shafts and hydraulic system system with phase inspection on the inlet shaft.

4) direct injection system.

5) Systems distribution system - chain.

As you see the TSI itself, a standard reliable unit. But it has one "weak link", which spoils the whole picture, especially in powerful versions (from 140 and higher) is a timing chain.

Here it is "unemployed" and is designed for the entire service life. However, as practice has shown, it is pulled out after 50 - 70,000 on "powerful" versions, and after 100 - 120,000 on weaker. After it happened - noise in the engine appears, a strong crackle seems to be a diesel (it is impossible to confuse it with anything), it can also jump on one thing - two levels, then you will not start the engine at all.

Now Volkswagen engineers are "fighting" over solving the problem, the resource has slightly increased. From 2014 since 2014, even powerful versions run 150,000, but the fact remains a fact - the chain is now stretched. Again, you will be enough for a long time if you drive 15,000 per year, then almost 10 years old.

About oil and fuel

What to say reliability TSI directly depends on what you have in it! Do not save on oil, buy only engine desired synthetic oils. Also these aggregates, have a small "appetite", spend gradually oil - this is normal, per 10000 km, consumption can reach 0.5 - 1 liter (tribute for the turbine). Gasoline is required not less than 95, it is not necessary to buy on 92, then the consumption will decrease and the resource will increase a little. Place on proven gas stations (do not leave "Surogat") - although it concerns all cars.

About vibration and warming

Many owners are 1,4 TSI in the cold period of time, notice - "Trojections" or vibration. But after everything is warming up. Guys are not a breakdown, it is such a principle of work. It is worth noting that these aggregates are warming up longer than ordinary "atmospheric" it is also normal, all turbocharged units have "cold blood".

Finally

Despite all the few sores of this model, it is one of the most reliable turbocharged engines, as the manufacturer itself assures, with proper and calm operation, you can ride 150,000 km, without looking into it, then change the chain, we look at it (repair - change the turbine) and still At least 150,000.

The old EA111 model gathered a lot of awards and recognition, since 2014, the release of the EA211 model was launched, according to the manufacturer, the engine resource was much increased.

So if you thought to take new Rapid. With TSI, then there is most likely "second generation", take not be afraid.

Of course, such recommendations should be not only for tSI motorsBut in general for all ICA. However, the TSI engine does not like short-term driving in cold conditions. This type of motor requires a good heating, and if you ride a short distance, and even in a strong frost, it leads to the rapid wear of the details of the cylinder-piston group. But, if you still have to ride for minor distances in harsh climatic conditions, then you need to often change the spark plugs.

Weak places of such engines

• FURS of modern cars require a careful relationship and timely passage of car maintenance.
• TSI engines eat a lot motor oil. Even new such engines consume 1 liter of oil per 1000 km of run. Therefore, it often happens that the spark plugs splashes with oil.
• In the design of the car with the engine TSI chain drive of the gas distribution mechanism (timing). Weak link in the chain drive of such engines is not a reliable chain tensioner. In addition, the chain is extended earlier than the development of its resource. The links of the stretched chain are jumping through the tooth and provide a set of valves with pistons. The exact mileage on the chain on the regulations does not give manufacturers. The chain may fail by 50 thousand km, and it can regularly work up to 150 thousand km.
• It happens that oil workers or valves are clogged. This is especially true of such cars whose drivers chase on maximum speed. With high engine speed, ventilation in the crankcase cannot be properly carried out. Cocking the oil worker is obtained due to the use of low-quality engine oil or simply not a suitable brand. Therefore, it is necessary to check periodic and, if instead of a clear oil on the dipstick already dirty oil, then forward to replace.

To increase the engine frequency period, it is recommended to listen to how the motor works that knocks. If the operation of the chain is heard, then you need to diagnose, perhaps the chain has already stretched. Also, while the car has a new and little "ran", it is recommended to pour specialists. We have already considered that better, eco or euros.
Specialists in repair and maintenance modern cars Recommend not to leave the car at speed without raised manual brakes. They explain this by the fact that if the car rolling back back being activated on any transmission of the box, then the chain links can occur on one tooth.

Turbines from TSI engines easily pass to 150 thousand km of run. From this point of view, the DVS TSI 1.4 122 and 150 hp Reliable. New such engines can be safely acquired, and used used well to examine well, to diagnose as it should, otherwise you can buy a cat in a bag.

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