The 1.4 TSI engine is produced by the Volkswagen concern. TSI is a technology of stratified direct fuel injection with turbocharging (Turbo Stratified Injection). Belongs to the family of low-volume motors - 1390 cubic meters. cm (1.4 liters).
Often, similar engine versions are marked as TFSI, while there are no design differences, but the characteristics are the same. This is either marketing ploy or it’s a small structural change.
The series of motors was presented at the 2005 Frankfurt Motor Show. Based on the EA111 engine family. At the same time, a fuel economy of 5% was declared with an increase in power by 14% compared to the two-liter FSI. In 2007, a 90 kW (122 hp) model was announced, using single turbocharging via a turbocharger and adding a liquid-cooled intercooler to the design.
The manufacturer focuses on the following features of the motor:
- Dual boost system with turbocharger and mechanical compressor that operates at low revs (up to 2400 rpm) to increase torque. At a slightly higher engine speed idle move The belt-driven supercharger provides a boost pressure of 1.2 bar. The turbocharger achieves maximum efficiency at medium revs. It is used on engine modifications with a capacity of more than 138 hp;
- The cylinder block is made of gray cast iron, crankshaft- forged steel conical shape, and the intake manifold is made of plastic and cools the charge air. The distance between the cylinders is 82 mm;
- Die-cast aluminum cylinder head;
- Engine pins with automatic hydraulic valve clearance compensation;
- Hot-wire sensor mass flow air;
- Light-alloy throttle body, with electronic control Bosch E-Gas;
- Gas distribution mechanism - DOHC;
- Homogeneous composition of the fuel-air mixture. When the engine is started, high pressure is created at the injection, the mixture is formed in layers, and the catalyst is also warmed up;
- The gas distribution chain is maintenance-free;
- The camshaft phases are regulated by a stepless mechanism, smoothly;
- The cooling system is dual-circuit and also regulates the charge air temperature. In versions with a capacity of 122 hp and less - a liquid-cooled intercooler;
- The fuel system is equipped with a high-pressure pump that can be limited to 150 bar and regulate the volume of gasoline supply;
- Oil pump with drive, rollers and safety valve (Duo-Centric);
- ECM - Bosch Motronic MED.
With the release of the E211 family of engines, Skoda began to produce a modified version of the 1.4 TFSI Green tec engine with a power of 103 kW (140 hp), a maximum torque of 250 Nm at 1500 rpm. The model for the USA is marked CZTA and develops a power of 150 hp, in the Chilean market it is marked as CHPA - a modification with a capacity of 140 hp. or CZDA (150 hp).
Differences in a new lightweight aluminum construction, an integrated exhaust manifold in the cylinder head and a toothed belt drive for the upper camshaft... The cylinder bore is reduced by 2 mm to 74.5 mm, and the stroke is increased to 80 mm. The changes contributed to increased torque and added power. Exhaust system cast iron, includes one catalytic converter, two heated oxygen lambda sensor controlling the exhaust gases before and after the catalyst
Specifications and modifications
Regardless of the modification, the following parameters remain unchanged:
- 4 cylinders in-line, 16 valves, 4 valves per cylinder;
- Pistons: diameter - 76.5; Stroke - 75.6 Stroke ratio: 1.01: 1;
- Peak pressure - 120 bar;
- Compression ratio - 10: 1;
- Environmental standard - Euro 4.
Comparison table of modifications
| Code | Powerful (kw) | Powerful (hp) | The effect. powerful (hp) | Max. torque | Turns to reach max. moment | Application on cars |
| — | 90 | 122 | 121 | 210 | 1500-4000 | VW Passat B6 (since 2009) |
| CAXA | 90 | 122 | 121 | 200 | 1500-3500 | VW Golf fifth generation (since 2007), VW Tiguan (since 2008), Skoda Octavia second generation, VW Scirocco 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 5th 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 | VW Golf 6th generation, VW Scirocco 3rd generation, 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
The engine variants develop power from 138 to 168 hp, while being absolutely identical in mechanical part, the only difference is in power and torque, which are determined by the firmware settings of the control unit. The recommended fuel is 95 for less powerful ones and 98 for more powerful ones, although AI-95 is also allowed, but fuel consumption will be slightly higher, and lower thrust is less.
V-belt drive
There are two belts in the design: one is designed for the coolant pump, generator and the operation of the air conditioner, the second is responsible for the compressor.
Chain drive
The camshaft and oil pump are driven. The camshaft drive is tensioned by a special hydraulic tensioner. The oil pump is driven by a spring loaded tensioner.
Cylinder block
In the manufacture, gray cast iron is used to avoid the destruction of structural parts, because the 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 bridges). This design eliminates cooling problems and optimizes oil consumption.
The crank mechanism has also undergone changes compared to the older FSI engines. So, the crankshaft is more rigid, which reduces engine noise, the diameter of the piston rings has become 2 mm larger in order to withstand the increased pressure. The connecting rod is made according to the cracking scheme.
Cylinder head and valves
The cylinder head has not undergone significant changes, but the increased coolant temperature and heavy loads forced to make changes in exhaust valves in the direction of increasing rigidity and optimizing cooling. This design lowers the temperature of the exhaust gases by 100 degrees.
Basically, the turbocharger does the work on boosting, if it is necessary to increase the torque, the mechanical compressor is activated by means of a magnetic clutch. This approach is good because contributes to a rapid increase in power, the development of high torque at the bottom.
In addition, the compressor is independent of external systems cooling and lubrication. The disadvantages include a decrease in engine power when the compressor is turned on.
Compressor operation range is 0 to 2400 rpm (blue range 1), then it will turn on in the range 2400-3500 (range 2) if rapid acceleration is required. As a result, this eliminates turbo lag.
The turbocharger operates on energy from the exhaust gas, producing high efficiency, but requires a serious approach to cooling. creates a high temperature (green range 3).
Fuel supply system
Cooling system
Intercooler
Lubrication system
Scheme of the lubrication system. Yellow - oil suction, brown - oil straight line, Orange - oil return line.
Intake system
1.4 TSI turbocharged
Difference from modifications with two superchargers:
- no compressor;
- modified charge air cooling system.
Intake system
Includes turbocharger, throttle, pressure and temperature sensors. Passes from air filter to the intake valves through the intake manifold. To cool the charge air, an intercooler is used, through which coolant is circulated using a circulation pump.
Cylinder head
There are no differences from the dual-supercharged engine, only there are no shift flaps at the intake. The camshaft bearings have been reduced in diameter, and the housing itself has also become slightly smaller. The piston walls are as thin as possible.
Turbocharger
As the power is limited to 122 hp, there is no need for a mechanical compressor, and all of the boost comes from the turbocharger alone. High torque is achieved at low engine speeds. The turbocharger module is connected to the exhaust manifold - a feature of all TSI engines. The module is connected to the cooling and oil circuits.
The exhaust gas turbocharger module has reduced geometry of the parts (turbine and compressor wheels).
The boost is regulated by two sensors - pressure and temperature, the maximum pressure is 1.8 bar.
Camshaft
Cooling system
In addition to classical system engine cooling version this engine also contains a charge air cooling system. They have common points, so there is only one expansion tank in the design.
Engine cooling is dual-circuit with a single-stage thermostat.
The charge air cooling includes an intercooler and a V50 coolant recirculation pump.
Fuel system
Circuit low pressure has not changed in comparison with other TSI engines, everything is implemented with the concept of reducing fuel consumption - the amount of gasoline that is needed at the moment is supplied.
Included in the injection pump safety valve Leak-proof fuel line from the low pressure circuit to the fuel rail. To improve the efficiency of starting a cold engine when the engine is not running, gasoline enters the fuel rail, while the pressure is not regulated due to the closed fuel pressure valve.
ECM
The 17th generation Bosch Motronic has been redesigned to meet the requirements of the system. A processor with increased power was installed, the setting was made to work with two lambda sensors and an engine start mode with a layer-by-layer formation of a fuel-air mixture.
Malfunctions and repairs
Each modification and generation has its own sores and features. Later versions may fix some of the shortcomings, but others appear.
Service
A turbocharged engine is much more capricious in operation than an atmospheric one. However, you can extend the life of the engine by following a set of simple rules:
- Monitor the quality of gasoline;
- Check oil consumption and oil level regularly, and carry an extra bottle of oil with you to avoid getting into trouble on the road. It is recommended to change the oil every 8-10 thousand kilometers;
- Replacement of spark plugs every 30,000 km;
- Do not forget to drive the car for regular maintenance;
- After a long trip, do not rush to turn off the engine, run it at idle for 1 minute;
- Replacing the timing chain after 100-120 thousand runs.
There is no guarantee that adhering to these principles will save you from engine breakdowns - this is a common problem with high-tech engines, but you can increase the likelihood of longevity. With a successful combination of circumstances, the engine resource may well be more than 300 thousand kilometers.
Tuning
Considering that some engine modifications do not differ structurally, and the power is regulated by the engine control unit, chip tuning increases the power by a couple of dozen Horse power, which will not affect the engine resource in any way. Engine potential 122 hp allows you to develop power up to 150 hp, and on engines with twin turbocharging, you can accelerate to 200 hp.
Aggressive chipping techniques increase power up to 250 hp, which is the maximum limit, overcoming which increased wear of engine parts begins, which leads to a decrease in resource and fault tolerance.
The highlight of the engine is a two-stage supercharging, consisting of a mechanically driven supercharger and a turbocharger. The unit is offered in two versions: 140 hp. and 220 Nm of torque or 170 hp. and 240 N.m. The difference in recoil is provided exclusively by the firmware of the control unit, mechanical part unchanged.
Up to 2400 rpm, only the mechanical compressor works: speed exhaust gases too low to spin the turbine. In the range of 2400-3500 rpm, he works with effective recoil, but with a sharp acceleration, he is still helped by a mechanic, covering the inevitable turbo lag. After 3500 rpm, the intake control flap is fully open and directs the entire volume of air to the turbocharger. As a result, more weak engine reaches maximum torque from one and a half thousand revolutions, 170-horsepower - 250 rpm higher. By the way, an interesting function is sewn into the control unit of a more powerful unit: the driver can activate the winter driving mode with the key, even when mechanical box gear. In this case, the engine runs smoother, minimizing wheel slip.
The two-circuit cooling system has already been tested on engines of the FSI family: one circuit for the cylinder block, the other for the head. With such a scheme, it is easier to maintain the optimal working temperature engine, which means lower emissions and fuel consumption. For example, to speed up the warm-up and reduce the likelihood of overheating in power modes, the hotter head needs to be cooled more intensively. Therefore, the volume of liquid circulating in the head is twice that in the block, and the thermostat (of course, there are also two of them) opens at 80 and 95 ºC, respectively. In addition, an electrically driven auxiliary water pump helps to protect the turbine from overheating, thereby extending its life, which drives fluid along a separate circuit within 15 minutes after the engine stops.
The engine is extremely saturated modern technologies, which raises the unit in the eyes of technical experts. Just don't forget about correct operation... The key to the health of this motor is solid fluids and expendable materials and, of course, qualified and timely service. A complex combination in our conditions. And the cost of the main components and assemblies more than covers all the amounts that high tech allow you to save on gasoline.
The coolant pump pulley is also the compressor magnetic clutch pulley. Both pass through it drive belt... The compressor is located on the passenger compartment side of the engine:
Therefore, to reduce noise, the unit was dressed in an additional housing with walls made of sound-absorbing foam, and the air flows entering and leaving it pass through the silencers. To develop the maximum boost pressure of 1.75 atm, a gearbox (right photo) is installed in the mechanical compressor housing, which increases the rotation speed five times, up to 17,500 rpm.
The cylinder block is made of cast iron:
Despite the general struggle with extra pounds, there is still no worthy replacement for this material for turbo engines with a high degree of boost. The so-called open block (there are no bridges between the block walls and the cylinder wells) provides better cooling and more uniform wear cylinder. It is easier for the piston rings to compensate for this, which helps to reduce oil consumption. But the wells of the cylinders are connected to each other - this is a necessity for the turbo engine: at increased loads, the free-standing cylinders lack rigidity in the upper belt.
The high pressure fuel pump is located on the camshaft bearing housing.
It is driven by a separate cam on the intake shaft. To raise injection pressure and increase performance, the pump has increased piston stroke compared to naturally aspirated FSI engines.
Injectors with six holes in the nozzles in main modes of operation inject fuel on the intake stroke:
But if you need to quickly warm up the catalytic converter, they additionally issue a second fuel charge when the crankshaft is cranked approximately 50º to top dead center. The maximum injection pressure reaches 150 atm.
A question from a reader:
« Dear blog author, I have now sold my car and am looking for a new one, I really like it, but it has two engines, one without a turbine (I don’t really want to, because it’s weak) and a TSI engine (powerful, but with a turbine). There are many different opinions. Tell me, is it reliable TSI engines and is it worth taking? Thanks in advance, Gaidar»
Good afternoon, an interesting question, I already wrote. However, today locally about this model ...
The reliability of a conventional naturally aspirated engine will be higher than that of a turbocharged engine - this is an axiom. Therefore, if you want to travel for a long time and not look for "additional" problems, take the usual option. However, you will drive like a “vegetable” (locally about SKODA RAPID), all because the power of a conventional unit is 102 hp. Little! Considering that classmates, such as for example -, Hyundai solaris- power approx. 120 hp (excluding AVEO), and the difference is 20 hp. essential! So our people want not to be an outcast in the stream and look at TSI.
About turbine
It should be noted that the engines supplied for this version of the car have a volume of 1.4 liters (power 90 kW, which corresponds to about 122 hp, well, maybe a little more). However, this engine has variations in both 140 and 180 hp, it seems the volume is the same, but the power is much more. If you count the variations of such an engine, there are already 10 of them! You can distinguish them by power, the simplest is 122 hp, the average is 140, the most powerful is 180 hp.
So this is what I want to tell you - not all turbines are the same, they are very critically different. To exaggerate:
1) On weak models (up to 122) there is one turbocharger, model - TD02
2) ON powerful models (more than 122) - Eaton TVS turbocharger + KKK K03 supercharging, that is, double supercharging, which avoids a turbo pit!
As it becomes clear - powerful models are more complicated, so they have more to break. But the "weak" models are "simpler", so the reliability is slightly higher.
If we take a simple option (as in our case), then the reliability of its turbine is at a high level - subject to all operating standards (oil change, fuel, etc.), this turbine runs for 150-200,000 kilometers. And even low-quality fuel will not immediately "kill" her, 70 - 90,000 leave. If you live in a small town, then you will have about 15 - 20,000 mileage per year, which means that even with the worst combination of events (bad fuel), you will ride for 3 - 4 years, freely. I have a friend who has been driving with such a unit for 7 years and everything is fine. Wow, we figured out the turbine, let's move on.
Structure and entrails
What can I say, the reliability of the unit itself and of the internal parts is undoubtedly at a high level, with the exception of one unit. Let's go in order.
Consists (simplified diagram) :
1) Cast iron cylinder block
2) and "connecting rods"
3) Aluminum, 16-valve head of the block with two shafts and a system of hydraulic compensators with phase rotation on the intake shaft.
4) Direct injection system.
5) The gas distribution system is a chain.
As you can see, the TSI itself is a standard reliable unit. BUT there is one "weak link" in it, which spoils the whole picture, especially in powerful versions (from 140 and above) - this is the timing chain.
Here it is "irreplaceable" and is designed for the entire service life of the motor. However, as practice has shown, it stretches after 50 - 70,000 on "powerful" versions, and after 100 - 120,000 on weaker versions. After this has happened, there is a noise in the engine, a strong crackle, it looks like a diesel engine (you cannot confuse it with anything), it can also jump one or two links, then your engine will not start at all.
Now VOLKSWAGEN engineers are "fighting" to solve the problem, the resource has been slightly increased. Cars from 2014 even powerful versions go for 150,000, but the fact remains - the chain is now stretching. Again, it will be enough for you for a long time, if you drive 15,000 a year, then practically for 10 years.
About oil and fuel
What can I say, the reliability of TSI directly depends on what you pour into it! Don't skimp on oil, buy only needed by the engine synthetic oils... Also, these units, have a small "appetite", consume a little oil - this is normal, for 10,000 km, the consumption can go up to 0.5 - 1 liter (tribute for the turbine). Gasoline is required at least 95, it is not worth buying for 92, here the consumption will decrease and the resource will slightly increase. Refuel at proven gas stations (do not pour "surrogat") - although this applies to all cars.
About vibration and warming up
Many owners of 1.4 TSI in the cold period of time, notice - "triplet" or vibration. But after it warms up, everything goes away. Guys, this is not a breakdown, this is the principle of work. It is also worth noting that these units warm up longer than conventional “aspirated” units, this is also normal, all turbocharged units have “cold blood”.
Finally
Despite all the few sores of this model, this is one of the most reliable turbocharged engines, as the manufacturer himself assures, with correct and quiet operation, you can drive 150,000 km without looking into it, then change the chain, look (repair - change the turbine) and more at least 150,000.
The old model EA111 has collected many awards and recognitions, since 2014 the release of the EA211 model has begun, according to the manufacturer, the engine resource has been significantly increased.
So if you are planning to take a new RAPID with TSI, then there is most likely a "second generation", do not be afraid to take it.
The 1.4 TSI / TFSI engine of the EA111 series debuted in the spring of 2006. The 140-horsepower variant came under the hood of the Volkswagen Golf V. Modern motor with direct injection and four valves per cylinder quickly won the hearts of the jury of the "Engine of the Year" competition. Since then, the powertrain has collected leading awards in various categories every year. But no prestigious titles guarantee reliability, which tens of thousands of clients around the world unexpectedly learned, with regret and annoyance.
2010 brought a welcome upgrade. The timing belt tensioner was improved, and a timing belt was installed instead of the chain. In 2013, a version of the engine was introduced to the market, equipped with the COD (Cylinder-On-Demand) system, which, while driving without load, disables two cylinders, which reduces fuel consumption.
The 1.4 TSI / TFSI engine has 8 modifications from 122 to 185 hp. Weak versions (122 and 125 hp) were equipped with a turbocharger, and strong ones (from 140 hp) were also equipped with a mechanical compressor. The last combination allowed to solve the problem of "turbolag" (failure and lack of traction at low revs). In everyday use, the advantages of 1.4 TSI / TFSI engines were appreciated not only by drivers who prefer good dynamics... The engines have shown good fuel efficiency (about 7-8 l / 100 km). This motor is very widely used in lineup Volkswagen Group: Volkswagen polo, Skoda Fabia, Tiguan, Octavia and Seat Alhambra.
Problems and malfunctions
Neither the infamous 2.0 TDI with unit injectors nor the 1.4 TSI / TFSI was exemplary in terms of reliability. Unfortunately, "childhood illnesses" severely damaged the brand's reputation and undermined customer confidence. The most numerous allegations were a defective timing chain tensioner and a prematurely stretched timing chain. Mainly 140 and 170 hp engines suffered. The cost of the repair is about $ 300. The variable valve timing system ($ 300-500) also failed - a characteristic "diesel" noise appeared.
However, this is nothing compared to collapsing rings and pistons. The cost of such repairs is already colossal. Mechanics believe that piston problems are related to poor quality fuel, causing destructive detonation.
Other defects worth noting frequent problems with a pump (about $ 300) and with an injection system (set about $ 300). In the first case, the electromagnetic clutch of the pulley slips during acceleration between 2500 and 3500 rpm. In the second case, there are problems with launching, and error messages appear.
The least problematic were modifications without a compressor - with a capacity of 122-125 hp.
Should you buy cars with 1.4 TSI / TFSI?
Cars with 1.4 TSI / TFSI built before 2010 can be a risky choice. But not all of them must necessarily bring problems. It all depends on the previous owner and operating conditions. It is advisable to entrust the inspection of the engine to an experienced specialist. The chances of encountering serious malfunctions in younger vehicles (from 2010) are slim. Therefore, it is worth focusing on finding copies with upgraded engines. Although they are more expensive, they will save your money, time and nerves in the future.
The choice of a car was not easy. Long collected thoughts about the DSG and the turbo engine. Initially considered for purchase korean car industry... I was captivated by a 5 year warranty, naturally aspirated engines (of similar power) and proven automatic boxes gear. I watched Cretu, Kia Sportage, Mazda CX-5, at first I did not look closely at Tiguan at all. But, at one point everything changed! For fun, I drove into one of the car dealerships to see it, and, sitting in the salon, I realized that it was mine!
In short, here are the subjective feelings:
1) In Tiguan, it is most convenient for me, driving so for sure. In Kia, no matter how I sat down, I still rested my knee on steering column... In Tiguan, he sat down like a glove.
2) The tactile sensations are correct, that's nice in it.
3) Tiguan rides somehow easier than rivals.
And then the agony of choice began power unit... Initially it was tuned to diesel, with the same 150 forces, the torque of the scrap. But here the overpayment was embarrassing. In addition, a diesel engine, in my understanding, is the right solution for large mileage, which are not so many in my operation. Soon I realized that about 200+ thousand for a diesel engine will pay off for a long time, and I don’t need it. So the choice fell on 1.4-liter petrol 150 liters. with. For a quiet move with your family, it is quite enough. I don’t go on highways with prolonged climbs and overtaking, the main trips are to Ryazan along the M5. The track is flat and wide.
For a year and 18,000 km, I have never regretted my choice, the car has never failed.
During this time, the oil in the internal combustion engine was changed three times: with a mileage of 5700 km (dealer Shell), 10000 km (Motul Specific 502.00 admission) and 16000 km (Shell purchased independently). Worse car from this it will not. For 10 thousand km, the air and cabin filters were also replaced.
Gas consumption on the highway from 6 liters, depending on traffic and driving style. In general, I'm not very smart, especially with my family on board. But the car accelerates confidently and 150 forces are enough for itself, in order not to feel flawed.
There are a couple of drawbacks, these are more nitpicking about the car, but they need to be noted:
1) very annoying how the plastic jabot is made at the base windshield... Like a scoop that collects all the dirt and foliage falling from the trees. Not critical, of course, but once I already cleaned the debris under this pad. Since he did not want to disassemble it entirely, he simply turned it back and held it, while his wife, with her miniature hand, took out everything that was poured from there, including small particles of the crown of trees;
2) the second minus in continuation of the first is that the brushes cannot be bent away from the glass outside the service position. Somehow not very convenient. Although over the past cold season I taught myself to leave them upright;
3) sometimes, when starting on a cold one, the car trembles a little, as it warms up everything disappears;
5) in winter, when starting the car and turning on the heaters, I hear an increased load on the generator and (sort of like) some tapping. I asked associates and owners of the same engine, many also.
Neither me nor my wife have any complaints about the cabin, it is spacious enough. Especially considering the fact that when traveling to Rep. Belarus, she had to sit in the back between two child car seats.
In the past cold season in Moscow, it helped out a lot four-wheel drive(although I used to get along fine without it). After heavy snowfalls, communal services were in no hurry to clear the yard and park the car or leave the parking lot through the snow parapet created by the tractor on a mono drive would have been more difficult. Although here, too, I previously leveled it a little, underestimated it or cleared it with a shovel, so as not to damage the car.
As a dry summary:
1) average consumption gasoline according to the BC (confirmed by receipts from the gas station) 7.6-8.7 liters (depending on the frequency of out-of-town trips);
2) the oil does not burn out, its amount does not decrease from replacement to replacement (well, or simply does not have time). I try to check the level once a week, I did it more often before, but I realized that in this case such vigilance is excessive;
3) I am satisfied with the car, its characteristics are enough for me.
All smooth roads!
