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Ideal mechanisms exist, perhaps, only in futuristic worlds described by science fiction writers. In their imagination, machine components never wear out and are not affected by corrosion and various substances. There is only the basic essence conveyed by the main parts of the device.
In reality, not everything is so simple. Every part of the car requires timely care. Manufacturers establish certain frameworks for replacing consumables and diagnosing the performance of the main components of the machine. Man has not yet invented the perpetuum mobile: you have to compensate for the shortcomings with constant car maintenance.
It’s not for nothing that we’re talking about perpetual motion. Although it is not in the car, it performs the same functions as its human counterpart. The “heart” not only sets the car in motion, but also emphasizes the individual character of its owner, lives the same life with him and “grows old” at the same time.
The Volkswagen Polo sedan is a unique car created by a popular German automaker. With its own and fashionable electronic gadgets adapted for the Russian winter, it conveys the harsh temperament of our climatic and road conditions.
The engines installed in new Polo sedans since 2015 deserve special attention. Both units run on gasoline and their dynamics are ideal for driving on our roads.
With proper operation, engines from Wolfsburg can serve a careful driver for a long time. But precise German technologies can also fail. Large motor overloads affect the efficiency of its components.
Common problems and solutions
Many owners of the Polo sedan are faced with extraneous noise arising from the engine. Hearing an unexpected knock in the leading organ of a car is very unpleasant. It clearly doesn't bode well. In such a situation, the main thing is to remain calm and try to independently determine the source of the noise. The saddest outcome that can happen in this case is the crankshaft liner turning. This is the end for any car: we call a tow truck and take the “pet” to a service center.
To increase the service life of the engine liner, specialists use materials that soften the friction of parts. They don't cost that much, and you can find them in any car store. If a “cushion” is already installed in the motor, then before disassembling the “engine” you should check the condition of the auxiliary element. It is possible that it is she who is knocking, and not the liner.
What to do if the nasty tapping starts to get boring? To diagnose the problem, you can go to a car service center and pay a considerable amount of money for the service. Another option that “newbies” are afraid of is to check everything on their own.
There is nothing to be afraid of here. You just need to know which nodes should be examined.
The weakest point in the Polo sedan is the valves. These elements are most often subject to physical impact. In general, the problem of valves in the engine is typical both for cars of the domestic automobile industry and for top-end foreign cars.
The functionality of the valves can be determined by the sound. An extraneous knocking noise appears at idle or medium engine speeds. This is a ringing metallic clang, which is very noticeable against the background of the operation of the power plant. Pushers have a similar sound. But their tone is a little higher. In addition, it can change while the engine is running.
When the pistons knock, you should drive carefully so as not to overload the engine. There is no point in delaying the replacement of components - a small snag can result in an expensive repair.
If a high rhythm with a characteristic metallic ringing is observed, it means the piston fingers are knocking. The sound volume increases as the speed increases and the load on the engine increases. You can get rid of the unpleasant “chord” by removing the high-voltage wire from the ignition system. With such a problem, you should immediately seek qualified help.
Connecting rod bearings have similar symptoms. Rhythmic “rattling” and average sound tonality are the main symptoms of a malfunction. The knocking also disappears if you remove the high-voltage cable from the ignition.
A decrease in the volume of the sound that occurs in indicates a breakdown in the main bearings. Again, as the speed increases and the load on the engine increases, the tone begins to increase. Simultaneously with the appearance of the “blame”, as a rule, the oil pressure decreases. In this case, the best way out of the situation is to stop the car completely and call a tow truck (or trusted friends who will help tow the sedan to the garage).
Using low-quality fuel with a low octane number can cause detonation knocks. It is not difficult to distinguish them - they have a strong metallic echo. At medium speeds the knocks can be unheard. They become noticeable when accelerating. To get rid of this kind of “trouble”, it is enough to fill the tank with more reliable, high-quality gasoline, adjust the ignition system and reduce the load on high gears. Otherwise, the combustion chambers and engine valves will need to be cleaned.
A good assistant for independently diagnosing the sound of the Polo sedan engine is an ordinary phonendoscope used in medicine.
In cold weather, knocking can occur at any time. This usually happens at 15-30 thousand km. There are rare Polo sedan models in which problems with pistons or other elements of the power plant arise at the very beginning of the run.
The main methods of combating engine knocking, which are offered by service technicians and experienced motorists:
- When starting the engine, it is necessary to increase the load on the electronic systems.
- Fuel your car only with a proven brand of fuel. 95 is optimal, 98 is even better.
- As soon as we park, we bring the speed up to 3000 and hold it for a minute. Then, without slowing down, turn off the engine.
- You need to change the engine oil in accordance with the car manufacturer's recommendations. On the Polo sedan, the best option is 9000 km.
- Warm-up should be carried out at increased speeds at around 1500.
Everything would be fine, the engine is just like an engine, if not for the knocking of the engine when cold. Very many CFNA engines begin to knock before they even reach one hundred thousand kilometers, and in some cases the defect occurs already in the first 30 thousand.
Be careful when purchasing. A common problem is a progressive knocking noise after a cold start.
Polo Sedan Engine - CFNA
At one time, the Polo Sedan model, priced from 399 rubles, entered the Russian market. (!) became a sensation and was considered an achievement of the Volkswagen concern. Still would! Getting Volkswagen quality for that kind of money is a dream for many. But, as often happens, the low price had a bad effect on the quality of the product - the Polo Sedan engineCFNA 1.6 l 105 hpturned out to be not as reliable as expected.
Engine CFNA 1.6 was installed not only on the Polo Sedan, but also on other models of the Volkswagen concern, including those assembled abroad. From 2010 to 2015, this engine was installed on the following models:
- Volkswagen
- Polo Sedan
- Jetta
- Vento
- Lavida
- Skoda
- Rapid
- Fabia
- Roomster
If you don’t know what engine is installed in a given car, you can find out by looking at its VIN code.
CFNA motor problems
The main problem of the engineCFNA 1.6 is knocking when cold. At first, the knock of the pistons on the cylinder walls manifests itself as a slight tinkling sound in the first minutes after a cold start. As it warms up, the piston expands, pressing against the cylinder walls, so the knocking noise disappears until the next cold start.
At first, the owner may not attach any importance to this, but the knocking progresses and soon even the inattentive car owner realizes that there is something wrong with the engine. The very appearance of a knock (impact of the piston on the cylinder wall) indicates the beginning of the active phase of engine destruction. With the arrival of summer, the knocking may subside, but with the first frost, CFNA will begin to knock again.
Gradually, the CFNA engine knocking “when cold” increases its duration, and one day, it remains even after the engine has warmed up.
Engine knock
The knock of the engine piston on the cylinder wall occurs when the pistons are repositioned at top dead center. This becomes possible as a result of wear of the pistons and cylinder walls. The graphite coating on the skirts quickly wears down to the metal of the piston
In places where the piston rubs against the cylinder walls, significant wear occurs
Then the metal of the piston begins to hit the cylinder wall and then scuffing occurs on the piston skirt
And on the cylinder wall
Despite the large number of complaints, the Volkswagen concern over the years of production CFNA engine(2010-2015) never declared a revocable company. Instead of replacing the entire unit, the manufacturer performs piston group repair, and even then only in the case of a warranty claim.
The Volkswagen group does not disclose the results of its research, but from the scant explanations it follows that cause of defect supposedly consists in an unsuccessful piston design. In case of a warranty claim, service centers replace standard EM pistons with modified ET ones, which supposedly should completely solve problem of piston knocking in cylinders.
But as practice shows, CFNA engine overhaul is not the final solution to the problem and half of the owners again complain about the appearance of engine knocking, after several thousand km. mileage The other half of those who have encountered knocking from this engine try to sell the car as quickly as possible after major repairs.
There is a version that the real reason for the rapid wear of the CFNA engine may be chronic oil starvation caused by low oil pressure. The oil pump does not provide sufficient pressure when the engine is running at idle speed, so the engine is regularly in oil starvation mode, which leads to accelerated wear.
Resource
Declared by the manufacturer Polo Sedan engine life is 200 thousand km, but traditionally naturally aspirated 1.6 liter engines produced by Volkswagen should run at least 300-400 thousand km.
A defect such as piston knocking when cold makes these figures irrelevant. The Volkswagen group does not disclose official statistics, but judging by the activity on the forums, 5 out of 10 CFNA engines begin to knock at mileage from 30 to 100 thousand km. There are also known cases of defect manifestation on runs of less than 10 thousand km.
However, it should be noted that there have been no cases of a jammed CFNA motor. This is probably due to the fact that the knocking progresses gradually and gives time to make a decision about repairing the engine or selling the car.
Among the large number of complaints about knocking, there are isolated reports of successful long-term operation of an engine that has a knocking noise when cold, which supposedly does not progress and does not bother. Unfortunately, such reports are not confirmed by video recordings and, most likely, it is not the pistons that are knocking, but the hydraulic compensators. According to reviews from car owners whose engines began to knock for real, it soon becomes impossible to ignore this knocking. The ringing becomes so loud that “it’s embarrassing to stand next to the car” and “it can be heard from the 7th floor balcony.”
CFNA Engine Replacement
If the car is under warranty, the manufacturer performs free warranty repairs, replacing standard EM pistons with modified ET ones. The cylinder block and crankshaft can also be replaced, but these expensive parts are not always replaced under warranty.
Engine CFNA equipped timing chain drive, and the chain tensioner does not have a reverse lock. There are no grooves on the pistons either, so chain break/jump leads to "Armageddon" - the motor bends the valve. The steel chain is designed to provide higher service life and reliability compared to a belt drive. In fact, the timing chain of this engine stretches quite quickly and requires replacement at 100 thousand kilometers.
The chain tensioner does not have a backstop and works only due to oil pressure, which is pumped by the oil pump and appears only after the engine is started. Thus, the chain tension occurs only when the engine is running, and while the engine is turned off, the stretched chain can move along with the tensioner.
Due to this it is not recommended to park the car with the gear engaged, But without parking brake. When starting the engine, the stretched chain on the camshaft gears may jump. In this case, the valves may encounter the piston, which leads to expensive engine repairs.
Over time, during operation, the standard CFNA exhaust manifold cracks and the car begins to growl loudly. It is advisable to replace the exhaust manifold free of charge, before the end of the warranty, otherwise it will either have to be replaced (for 47 thousand rubles) or welded (as in the photo), which will be cheaper.
CFNA Motor Characteristics
Manufacturer: Volkswagen
Years of issue: October 2010 - November 2015
Engine CFNA 1.6 l. 105 hp belongs to the series EA 111. It was produced for 5 years, from October 2010 to November 2015, and then was discontinued and replaced by an engine C.W.V.A. from the new generation EA211.
Engine Configuration
In-line, 4 cylinders
2 camshafts without phase shifters
4 valves/cylinder, hydraulic lifters
Timing drive: Chain
Cylinder block: Aluminum + Cast iron sleeves
Power: 105 hp(77 kW).
Torque 153 N*m
Compression ratio: 10.5
Bore/Stroke: 76.5/86.9
Aluminum pistons. Piston diameter, taking into account the thermal gap for expansion, is 76.460 mm
In addition, there is a CFNB version, which is completely identical, but is equipped with different firmware, thanks to which the engine power is reduced to 85 hp.
CFNA oil
Engine oil volume: 3.6 l
Recommended tolerance: VW 502 00, VW 504 00
The oil must comply with 502 approval, or the alternative 504 approval of the Volkswagen concern
The tolerance is indicated on the packaging, and can also be clarified on the oil manufacturer’s website
Recommended oil viscosity: 5W-40, 5W-30.
Filled from the factory 5W-30 Castrol EDGE Professional LongLife III, however, there is an opinion that this brand of oil does NOT provide high engine protection. And certainly, you should not change this oil with an interval of 30 tkm. If you need engine durability, oil change in our country should be a maximum of every 10 tkm.
What kind of oil should I use?
Here are a few brands of oil that meet the VW 502.00 approval
- MOTUL Specific 502 505
- Shell Helix Ultra Extra 5W-30
- LIQUI MOLY Synthoil High Tech 5W-40
- Mobil 1 ESP Formula 5W-30
- ZIC XQ LS 5W30
CFNA engine: reviews
Judging by the reviews of the owners, there have been NO cases of a jammed CFNA motor. The knocking of the pistons, gradually increasing, causes inconvenience to the owner, but does not lead to sudden engine failure.
The main discussion of the problems of the CFNA 1.6 liter engine. 105 hp hosted at the Volkswagen Technical Forum - vwts.ru
Also, a separate website has been created for problems with the CFNA engine - cfnainfo.ru, where you can find a lot of useful information, including step-by-step instructions for obtaining free repairs.
And you will find a detailed photo report on the CFNA repair at a mileage of 57 tkm
The CFNA engine unit is produced at the engine plant in Chemnitz (Germany). In addition to purely German cars, they are also available for certain Skoda Fabia and Skoda Roomster models. Unfortunately, the excellent engine began to lose its brilliant reputation due to numerous complaints from POLO owners about sluggish dynamics and suspicious “diesel” knocks after a run of 70 thousand km.
Polo Sedan engine problems - reasons?
The initial inspection and analysis of the cylinder-piston group (CPG) showed the presence of contact marks on the side surface of the heads and traces of wear on the piston skirts in the swing plane of the part. In addition, on the cylinder walls, on the mirror, there are loops and marks left by the piston skirts.
According to the preliminary conclusion of experts, the reason for such a deplorable state of the CPG was the undesigned, extremely harsh combustion of the fuel mixture at a high compression ratio, reaching 10.5:1. In addition, the small area of the piston skirt led to a high contact load with a decrease in guiding properties. “hard” than expected. At the same time, there was partial washing of the oil from the cylinder surfaces with unburned gasoline, which increased friction and wear of the part.
During 2011-2012 official Volkswagen dealers carried out warranty repairs of the CPG, replacing worn pistons with new parts. This repair was able to partially solve the problem. In many cases, POLO owners contacted the service again with the same breakdown. At the same time, the breakdown occurred both in relatively “young” units with a mileage of up to 40 thousand km and in “older” products with a mileage of 100-150 thousand km.
A solution to the problem was found by German engineers in 2013, when the previous piston (EM marking) was replaced with a modernized version (ET marking) with an increased skirt ovality and a reduced piston head diameter. The redesign increased the contact area of the skirt, which contributed to its guiding characteristics. Now the piston was in the calculated position at the moment of fuel combustion, the possibility of contact of the side surface of the piston head with the cylinder mirror was eliminated.
According to VW experts, the incident with the pistons has been settled.
In addition to the indicated defect, a characteristic malfunction for the CFNA Engine, the formation of cracks and burnouts was observed on the exhaust manifold, which was made in one unit with the catalyst box. After additional refinement and modernization of the collector design, cracks were no longer observed. Further, no problems with the engine were observed in the Volkswagen Polo Sedan.
For information regarding knocking in the engine after replacing ShPG with modernized ET:Initially, the car came off the assembly line with EM modification pistons. Later, due to the owner's complaints about knocking, the pistons were replaced with modernized ET ones. And now, after a year of operation and 30,000 km, the owner complained about the knocking again. That is, knocks appeared in the “old” block and the ET pistons .
..................
But let's move on to the description of what he saw and the photo.
So, our “patient” was prescribed a new cylinder block, supplied complete with a crankshaft and connecting rod-piston group. In the photo you can see a business center with a number and other markings on it, including the word “Germany”. Visually, the presence of cylinder liners is not observed in the block, incl. "flooded".
At the time of our visit, the cylinder head was already prepared for assembly, the combustion chamber was cleared of carbon deposits. Inspection of the intake channels and valves revealed their pristine cleanliness and the absence of any deposits. The exhaust channels are covered with an even layer of black velvety soot. The condition and markings of the cylinder head can also be assessed from the photo.
Finally we come to the main thing - so what about the “rejected” old block and ShPG? You know, nothing. The cylinders have visible “tracks” from the piston skirts, but the amount of wear on this diameter is only one hundredth of a millimeter relative to a new block. There is no development around the circumference of the cylinder in the form of a step, which is usually clearly felt to the touch at the location of the upper compression ring when passing TDC. The mirror is intact, no trace of the piston was noticed. This particular unit was ordered to be replaced due to unusual marks on the mirror. As a rule, the skirt track is only on the working side of the cylinder, facing the engine shield, but on this block it is also on the opposite side of the mirror.
The pistons are also intact, even the graphite on the skirts is not completely worn. According to Alexey, this is the usual nature of wear on ET pistons, without any special crime. Unlike EM, where there were serious abrasions on the skirt. There is carbon deposits, but not critical; there is also a characteristic mark on the heat zone. The fit of the piston pins in the bosses and the upper head of the connecting rod is normal, not tight or loose. There is a lubrication system channel in the connecting rod itself, which is clearly visible in the photo. Although it should be noted here that oil is supplied pulsed to the piston pin. There is slight but visible wear on the connecting rod bearings...
To summarize what has been said, I will express my personal opinion regarding this particular motor, with which you are free to agree or disagree. I believe that the BC and ShPG that we saw with the sentence “to the landfill” could run for more than a dozen, or even more than one hundred thousand kilometers. Of course, knocking gives us a certain psychological discomfort and makes us think about increased wear and deformation of colliding parts. However, if the engine does not show alarming symptoms in the form of oil consumption, loss of dynamic performance and compression variation, then I see no point in opening the engine assembled at the factory. It reaches its 200-300 thousand km, although, of course, you want it not to knock and take care of 500 thousand.
While other automakers have begun to produce hybrid and electric cars en masse, Volkswagen continues to improve its legacy line of gasoline engines with the goal of taking a leading position in the powertrain market. In order to extract maximum power from a minimum volume, the German manufacturer is expanding the line of TSI series motors.
TSI engines are used in all types of vehicles manufactured by the concern. The Volkswagen Polo engine also belongs to this series. The features of this type of internal combustion engine include the ability to extract the greatest amount of torque from the bottom and maintain a certain level of torque in a wide speed range, which makes operation more economical and, when driving, gives faster acceleration at low speeds.
TSI engines use the principle of direct injection of fuel into each cylinder under high pressure. In fact, it is a hybrid of the injection system of diesel and gasoline engines.
The Volkswagen Polo, which has six generations and has a production history dating back to 1975, has been equipped with gasoline and diesel internal combustion engines. Since the car belongs to the mini-class and is based in a modern version on the A0 platform, engines with a volume of 1.1 to 1.6 liters were installed on the car.
Depending on the year of production and place of manufacture of the car, there are both classic power plants made according to the in-line L4 layout, and units of non-classical layout L3 v6, L3 v12, L4 v20.
Row three rubles
For the Volkswagen Polo sedan, as well as for hatchbacks, a Czech-made engine of the EA 111 series was offered. These internal combustion engines were first introduced in the mid-70s and were originally installed on the Audi 50. The unit is liquid cooled. The gas distribution scheme is made according to a single-shaft or two-shaft arrangement. Accordingly, the designation of the engines was L3 EA 111 SOHC and L3 EA 111 DOHC.
The working volume of the combustion chambers is 1200 cm3. Compression ratio 10.3 and 10.5. The power unit was designed to use 92 gasoline. In its top-end configuration with two camshafts, the engine produced 70 hp. and 112 Nm, which allowed the VW Polo to accelerate to 165 km/h, consuming 5.2 liters of fuel per 100 km. The in-line petrol three-wheeler was produced until 2014.
The most economical is the 1.0 liter baby. The 1.0 TSI Blue Motion engine is configured according to the L3 DOHC 12 v scheme. Develops 95 hp. and produces 160Nm of torque. Consumption figures are 4.1 l/100 km.
Its forced brother produces 110 horses and 200 Nm of torque, while consuming only 200 grams more fuel. Winning in terms of volume and consumption, the engines are in no way inferior to the 1.6-liter in-line four supplied to equip the car at the Russian plant.
Diesel variants were also produced based on a shortened in-line design. The motor had the same index EA 111. It was produced until 2014 in the same place, at a Czech enterprise. The last modification of the diesel engine was made in 2009, and the unit was designated 1.2 TDI BlueMotion.
The turbocharged engine of the Polo sedan was equipped with a Common Rail injection system and had a particulate filter. This high-torque baby developed 180 Nm of low-end thrust (2000 rpm) and produced 75 hp, which, taking into account the low weight of the car, made it possible to reduce diesel fuel consumption to 3.4 l/100 km and accelerate the car to 173 km/h.
The modern 1.4 liter TDI BlueMotion engine, coupled with a 5-speed gearbox and made according to the L3 12 v DOHC scheme, has such indicators of power and torque. The three-piston engine of the Polo sedan is not so common.
There is a preconceived opinion about the low operational reliability of this arrangement and low maintainability, which is refuted by mileages of over 300,000 km before the first major overhaul. Repair of such internal combustion engines is usually carried out in a service station.
Inline fours
Volkswagen Polo is equipped with in-line fours, both petrol and diesel. The most common volume of power units used is 1.4 and 1.6. It should be noted that the 1400 cc engine of the Volkswagen Polo sedan has improved characteristics in terms of power and efficiency. The torques of this unit have a constant value of 200 Nm in the operating range from 1400 to 4000 rpm.
All currently produced in-line gasoline fours installed on standard car models are DOHC with two camshafts that control 16 valves.
The more popular and cheaper vehicle configuration involves the installation of two versions of the 1600 cc engine of the EA 211 series. There are two versions of this engine. They differ in power characteristics and place of production. The Czech version develops 90 hp, and the engine produced by the Chinese division of VW produces 110 hp.
At the same time, the maximum torque of the engines is the same - 155 Nm, and is achieved in the crankshaft rotation range from 3800 to 4000 rpm. The service life of the 1.6 EA 211 engine is 250-300,000 km. It is not specifically regulated by the manufacturer. Despite the fact that the engine is positioned as modern and meets EURO5 requirements, it is being actively pushed out of the European market and replaced with power units of 1.2 and 1.4 liters.
The 1.2 TSI is an in-line petrol four that uses an improved fuel injection system. Depending on the settings, the internal combustion engine is capable of developing 90 or 110 hp and 160-175 Nm of thrust, respectively. This engine is combined with manual and automatic. In its maximum version, the car accelerates to 196 km/h. At the same time, the appetite of the Polo sedan engine is very moderate - only 4.7-4.9 l/100 km.
Operating fluids for Volkswagen Polo engines
It is recommended to use gasoline with an octane rating of 95 as fuel. Using 92 gasoline will result in loss of power and increased consumption. Therefore, using fuel with a lower octane number will not lead to the desired savings.
Synthetic based motor oil is recommended. Although, taking into account the fact that the 1.6 engine was developed in 2004, you can pour semi-synthetic oil for the Volkswagen Polo. This does not apply to 1.4 liter engines. Only synthetics should be poured into them. What viscosity oil to pour into the crankcase is determined by the climate of the place where the car is operated and driving style.
If you use the recommended 5w30 synthetic, but at the same time operate the car in mountainous areas or drive with constant sharp acceleration, then major repairs will have to be done a little earlier. For loaded operating conditions, it is better to use a more modern fully synthetic motor oil with 5w40 or 5w50 characteristics.
Maintenance
The service interval for VW Polo engines is determined by the period of normal operation of the engine lubricant and the service life of the filter filter element. Maintenance is performed every 15,000 km during normal operation. When the vehicle is operating under heavy load, it is recommended to reduce the interval by half.
According to global operating experience, when choosing a service interval of 10,000 km and replacing, including the engine air filter, every service, and not after 30,000 km, as prescribed in the passport, major repairs can be delayed up to 500,000 km.
Engine repair
Most of the mechanical work required to repair an internal combustion engine is not difficult. The main thing during assembly is to tighten the bolted connections in accordance with the recommendations set out in the repair manual. Setting up the electrical part is usually carried out in a service station.
Operational features, including detected malfunctions, depend on the model of the power unit installed in a particular vehicle.
Tuning options
Power units can be modified by removing environmental restrictions built into the ECM control program. This is done by flashing.
Installing turbines, replacing camshafts and other mechanical modifications can only be justified if you want to get individual engine settings. For higher power, it's quicker, easier and cheaper to purchase more advanced engine options, such as the unit supplied with the Polo GTI, which is capable of developing 180 or 190 hp. depending on the year of production. Or install a two-liter 2.0 TSI (2.0 WRC) internal combustion engine, developing 220 hp. and accelerating the car to 243 km/h, exchanging a hundred in 6.4 s.
