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 are hidden within themselves two camshafts, hydraulic components, lightweight pistons and reinforced crankshaft.
Mostly the TSI engine with a volume of 1.4 liters. And 150 horsepower 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 specifications 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 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, the firmware of the electronic control unit to the level of Stage 1 can be added to the power to 180 hp, and 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 concern "Volkswagen" - this is reliable force aggregatewhich can be reeded. 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.
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 the usual 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 It is more difficult, 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 at a high level is subject to 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) System direct injection.
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. Cars since 2014 even powerful versions Go to 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 a new Rapid with TSI, then there is most likely the "second generation", take not be afraid.
Engine 1.4 TSI produces Volkswagen concern. TSI - Technology of layer-by-layer fuel injection using turbocarddu (Turbo Stratified Injection). Refers to the family of low-pass motors - 1390 cubic meters. cm (1.4 liters).
Often similar versions of the engine are marked as TFSI, there are no constructive differences, and the characteristics coincide. It is either marketing strokeor case in small structural changes.
The series of engines is presented in 2005 on the Frankfurt Motor Show. Based on the EA111 motors family. Then the fuel savings are claimed at 5% with an increase in power by 14% compared with two-liter FSI. In 2007, a model with a capacity of 90 kW (122 liters p) was announced, it used a single turbocharger through a turbocharger, and an intercooler with liquid cooling was added to the design.
The manufacturer sharpens attention on the following features of the motor:
- Double supercharge system with a turbocharger and a mechanical compressor that works on low revs (up to 2400 rpm), increasing torque. At the engine speed slightly above idle move The supercharger with belt drive provides pressure of 1.2 bar. The maximum efficiency of the turbocharger is achieved on medium turnover. Applied on engine modifications with a capacity of more than 138 hp;
- The cylinder block is made of gray cast iron, the crankshaft is a wrought steel conical shape, and the intake manifold is from plastic and cools the air of the superior. The distance between the cylinders is 82 mm;
- Head cylinder head aluminum alloy;
- Engine fingers with automatic gap compensation in hydroclap;
- Thermoelectric sensor mass flow air;
- Throttle housing Alloy, with electronically control Bosch E-Gas;
- Gas distribution mechanism - DOHC;
- Homogeneous composition of the fuel and air mixture. During the engine launch, high pressure is created on the injection, the formation of the mixture occurs with layers, and the catalyst is heated;
- The chain of the gas distribution mechanism is non-liable;
- The camshaft phases are adjusted by a stepless mechanism, smoothly;
- The cooling system is a double-circuit, also adjusts the air temperature. In versions of 122 hp and less - intercooler of liquid cooling;
- The fuel system is equipped with a high pressure pump with the possibility of limiting up to 150 bar and adjusting the volume of gasoline supply;
- Oil pump with drive, rollers and protective valve (DUO-CENTRIC);
- Esud - Bosch Motronic Med.
With the release of the E211 engines family at the Skoda plant, it began to produce a modified version of the engine 1.4 TFSI Green Tec with a capacity of 103 kW (140 hp), the maximum torque is 250 nm at 1500 rpm. The model for the United States has a CZTA marking and develops the power of 150 hp, on the Chilean market is marked as CHPA - a modification with a capacity of 140 hp. or CZDA (150 hp).
Differences in the new lightweight aluminum design, built into the GBC exhaust manifold and the toothed belt drive for the top distribution Vala.. The cylinder opening is reduced by 2 mm and amounted to 74.5 mm, and the move is increased to 80 mm. Changes contributed to an increase in torque and the addition of power. Graduation system from cast iron, includes one catalytic neutralizer, two heated oxygen lambda sensorcontrolling exhaust gases before and after catalyst
Specifications and modifications
Regardless of the modification, the following parameters remain unchanged:
- 4 cylinders are located in a row, 16 valves, 4 valves per cylinder;
- Pistons: diameter - 76.5; Stroke - 75,6 turn coefficient: 1.01: 1;
- Peak pressure - 120 bar;
- Compression ratio - 10: 1;
- Ecological standard - Euro 4.
Comparative modifications table
| The code | Power. (kW) | Power. (hp) | Effect. Power. (hp) | Max. torque | Turns to achieve max. Moment | Application on cars |
| — | 90 | 122 | 121 | 210 | 1500-4000 | VW Passat B6 (since 2009) |
| Caxa. | 90 | 122 | 121 | 200 | 1500-3500 | VW Golf Fifth Conditioning (since 2007), VW Tiguan (since 2008), Skoda Octavia second generation, VW Scirocco of the Third Generation, Audi A1, Audi A3 Third Generation |
| Caxc. | 92 | 125 | 123 | 200 | 1500-4000 | Audi A3, SEAT LEON |
| CFBA | 96 | 131 | 129 | 220 | 1750-3500 | VW Golf MK6, VW Jetta Fifth Generation, VW Passat B6, Skoda Octavia Second Generation, VW Lavida, VW Bora |
| BMY. | 103 | 140 | 138 | 220 | 1500-4000 | VW Touran 2006, VW Golf Fifth Generation, VW Jetta |
| Cavf. | 110 | 150 | 148 | 220 | 1250-4500 | Seat Ibiza Fr. |
| BWK / CAVA. | 110 | 150 | 148 | 240 | 1750-4000 | VW Tiguan. |
| CDGA. | 110 | 150 | 148 | 240 | 1750-4000 | VW Touran, VW Passat B7 Ecofuel |
| Cavd. | 118 | 160 | 158 | 240 | 1750-4500 | Sixth Generation VW Golf, Third Generation VW Scirocco, VW Jetta Tsi Sport |
| BLG. | 125 | 170 | 168 | 240 | 1750-4500 | VW Golf GT Fifth Generation, VW Jetta, VW Golf Plus., VW Touran |
| Cave / CThe | 132 | 179 | 177 | 250 | 2000-4500 | Seat Ibiza Cupra, VW Polo GTI, VW Fabia RS, Audi A1 |
1.4 TSI with dual supercharger
Motor options are developing power from 138 to 168 hp, while absolutely identical to the mechanical part, the difference is only in power and torque, which is determined by the firmware settings of the control unit. Recommended fuel is 95 for less powerful and 98 for more powerful, although AI-95 is allowed, but the fuel consumption will be slightly larger, and the straggings are less.
Klinorenny drive
Two belt is provided in the design: one is intended for the coolant pump, the generator and operation of the climate installation, the second is responsible for the compressor.
Chain drive
Conduct camshaft and oil pump. The camshaft drive is tensioned by a special hydraulic tensioner. The oil pump drive is driven by spring-loaded tensioner.
Cylinder block
In the manufacture, gray cast iron is used to avoid the destruction of the design details, because High pressure in the cylinders creates serious loads. By analogy with FSI engines, the cylinder block is made in the Open-Deck style (block wall and cylinders without jumpers). This design eliminates problems with cooling and optimizing oil consumption.
The crank-connecting mechanism also has undergone changes compared to the old FSI engines. So, the crankshaft is tougher, which reduces the noise from the engine, the diameter of the piston rings has become more than 2 mm to withstand the increased pressure. The rod is made according to the cracking scheme.
GBC and valves
The head of the cylinder block did not undergo significant changes, but the increased temperature of the coolant and large loads were forced to make changes to exhaust valves In the direction of increasing rigidity and cooling optimization. This design reduces the temperature of the exhaust gases by 100 degrees.
Basically, the work on the superior is performed by the turbocharger if it is necessary to increase the torque, the mechanical compressor is activated by means of a magnetic coupling. This approach is good, because Promotes the rapid increase in power, the development of the high moment of rotation on the Nizakh.
In addition, the compressor does not depend on external systems Cooling and lubrication. The disadvantages include a reduction in the engine power during the compressor is turned on.
The range of compressor operation is from 0 to 2400 revolutions (blue range 1), then it turns on in the range of 2400-3500 (range 2) if the rapid acceleration is required. As a result, this excludes the turboyam.
The turbocharger works on the basis of exhaust gas, issuing a high efficiency, but requires a serious approach to cooling, because Creates a high temperature (green range 3).
Fuel supply system
Cooling system
Intercooler
Lubrication system
Scheme of the lubrication system. Yellow - oil suction, brown - straight oil pipeline, orange - reverse oil pipeline.
Inlet system
1.4 TSI with turbocharged
Difference from two blowers modifications:
- no compressor;
- changed air cooler cooling system.
Inlet system
Includes turbocharger, throttle valve, Pressure and temperature sensors. Passes from air filter Before the intake valves through the intake manifold. An intercooler is used to cool the upward air, which circulates the coolant with a circulation pump.
Head block cylinder
There are no differences from the engine with double supervision, only there are no switching valves on the inlet. The camshaft bearings are reduced in diameter, the housing itself also has become a little less. The walls of the pistons are as thin as possible.
Turbocharger
Due to the fact that the power is limited to 122 hp, there is no need for a mechanical compressor, and the entire supervision occurs only at the expense of the turbocharger. Large torque is achieved at a low engine speed. The turbocharger module is connected to the exhaust manifold - this is a characteristic feature of all TSI engines. The module is connected to cooling and oil circuits.
The exhaust gas turbocharger module has a reduced geometry of parts (turbine and compressor wheels).
Advance is regulated using two sensors - pressure and temperature, maximum pressure - 1.8 bar.
Camshaft
Cooling system
In addition to classic system Engine cooling version this engine Also also contains a boost air cooling system. They have common points, so in the design of just one expansion tank.
Engine cooling is a dual-circuit with a single-stage thermostat.
The compound air cooling includes an intercooler, the recycling pump of the cooling fluid V50.
Fuel system
Circuit low pressure Not changed compared to other TSI engines, everything is implemented with the concept of reducing fuel consumption - the amount of gasoline is supplied to the current moment.
In TNVD included safety valveprotecting against leakage fuel line, which comes from the loop of low pressure to the fuel ramp. To increase the efficiency of the cold engine starting, the gasoline enters the fuel raver, while the pressure is not regulated due to the closed fuel pressure valve.
Esud.
Bosch Motronic 17 generation has been finalized to meet the requirements of the system. A high-power processor has been installed, configured to work with two lambda sensors and a motor start mode with a layer-by-layer formation of the fuel and air mixture.
Malfunctions and repair
Each modification and generation has their sores and features. At later versions, some disadvantages can be eliminated, but others appear.
Service
The turbocharged engine is much more capricious in operation than atmospheric. However, extend the service life of the engine by observing a set of simple rules:
- Follow the quality of gasoline;
- Regularly check the flow rate and oil level, with you, have an additional bubble of oils so as not to get into trouble on the road. Oil is recommended to change every 8-10 thousand kilometers;
- Replacing the ignition candles every 30,000 km;
- Do not forget to drive a car for regular maintenance;
- After a long trip, do not rush to join the engine, drive it at idle 1 minute;
- Replacing the timing chain after 100-120 thousand runs.
There is no guarantee that compliance with these principles will save from the motor breakdowns is a common problem of high-tech engines, however, increase the likelihood of longevity in your power. With a successful coincidence, the engine resource may well be more than 300 thousand kilometers.
Tuning
Considering that some modifications of the engines do not differ constructively, and the power is regulated by the engine control unit, chip tuning increases the power to a couple of dozen horse powerthat does not affect the engine resource. Engine potential 122 hp Allows you to develop power up to 150 hp, and on the engines with double turbocharging you can accelerate to 200 hp.
Aggressive techniques of chipovka increase power up to 250 hp, which is the maximum limit, overcoming which begins the increased wear of the engine parts, which leads to a decrease in resource and fault tolerance.
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 return provides exclusively firmware of the control unit, mechanical part 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 more weak Engine It comes 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 the optimal operating temperature of the 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 superfluous kilograms, worthy of replacement for this material for turbobes with a high degree of forcing is 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 wear cylinder. Piston rings are 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. The maximum injection pressure reaches 150 atm.
