Technical specifications
| Characteristics | Value |
|---|---|
| Manufacturing | Volkswagen |
| Engine make | EA888 3rd generation |
| Years of production | 2011-present |
| Cylinder block material | Cast iron |
| Power system | Direct injection + distributed injection |
| Type | Ready |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 84.2 |
| Cylinder diameter, mm | 82.5 |
| Compression ratio | 9.6 |
| Engine displacement, cc | 1798 |
| Engine power, hp/rpm | 144/3700-6200 170/4800-6200 177/4000-6200 180/5100-6200 |
| Torque, Nm/rpm | 280/1300-3600 250/1500-4500 270/1600-4200 320/1400-3850 250/1250-5000 |
| Environmental standards | Euro 5 Euro 6 |
| Engine weight, kg | 134 |
| Fuel consumption, l/100 km (for Octavia A7) | City: 8.2 Highway: 5.5 Mixed: 6.4 |
| Oil consumption, gr./1000 km | About 500 |
| Engine oil | 5W-30 5W-40 |
| How much oil in the engine, liters | 5.7 |
| Oil change is carried out, km | 15000 (7500 recommended) |
| Engine life, thousand km | Factory data: – In practice: 250+ |
| Tuning, hp | Potential: 350+ Without loss of resource: ~220 |
| The engine was installed on | Volkswagen Golf 7 VW Jetta VW Passat B8 Audi A3 Audi A4 Audi A5 Skoda Octavia Skoda Superb Audi TT SEAT Leon VW Beetle |
Design and repair of 1.8 TSI engines (3 rec.)
Motors of EA888 series of the 3rd generation started to be produced in 2011 for Audi cars, and in 2012 they reached VW, SEAT and Skoda. This generation replaced the 2nd generation EA888 (CDA and CDH) and had many differences from the 888/2. It featured a lightweight closed cylinder block with 48mm crankshaft supports and with slightly thinner cylinder walls. The block was fitted with a lightweight crankshaft with 4 counterweights, modified connecting rods and pistons.
There is a new twin-shaft cylinder head with 16 valves, with phase controllers on both shafts and with a system of changing the height of the valve on the exhaust (2 positions), which switches after 3100 rpm. This head is equipped with both direct fuel injection and distributed injection. There are new camshafts, valves, intake manifold as on the 2.0 TSI gen 3, but with sloping flaps.
The head has an exhaust manifold with an IHI IS12 turbine that blows up to 1.3 bar.
The timing system uses a chain (like on the gen 2) but with a different tensioner. According to the manufacturer’s assurance, this timing chain is enough for the whole service life. In reality, everything is a little bit different.
On Audi with longitudinal installation, these motors are called CJEB and develop 170 hp at 4800-6200 rpm, torque of 250 Nm at 1500-4500 rpm. There are versions with a different firmware at 177 hp (CJEE) and 144 hp (CJED).
Skoda, Volkswagen, SEAT, Audi A3 and Audi TT have similar CJSA engines, but with transverse mounting. Their output is 180 hp at 5100-6200 rpm, torque 250 Nm at 1250-5000 rpm.
For all-wheel drive versions produced CJSB.
In North America there are CPKA and CPRA motors, which differ in ecology, the CPRA version has a secondary air supply and meets the standard PZEV.
In 2012, the third generation 2.0 TSI was based on this motor.
These motors are still installed today, but they are being crowded out by the new 2.0 TSI of the 3B generation.
Problems and reliability of CJSA/CJEB engines
- Transmission timing chain stretching. Usually it happens after 120-140 thousand km, but starting from 100-120 thousand km it is desirable to look at the risks of the chain tensioner.
- Low oil pressure. The problem appears at a mileage of +/- 100 thousand km and is often caused by wear of camshafts and liners. It is necessary to look and change. It is possible oil pressure drop due to oil pump, filter, pressure sensor, oil itself.
- Trottling, shaking, dieseling. This is a known problem with phase shifter valves. The problem is eliminated by replacing the problematic unit.
At about 100 thousand kilometers (or earlier), adjustment of the turbine actuator is necessary. The thermostat has a low resource and may fail early. The pump can also leak early.
Unlike the past EA888, there is injection into the intake manifold, which helps to clean the valves from fouling, it certainly forms, but not as quickly as before.
In general, these motors are better and more reliable than EA888/2, oil burn is gone, now you don’t need to overhaul an almost new motor. Nevertheless, you still need to change oil twice as often as you should, use only good oil (not fake) and do not save on it, regular and quality maintenance. Then your CJSA/CJEB (or other 888/3) will drive long enough.
Tuning of engines 1.8 TSI CJSA/CJEB
Chip tuning
The 1.8 TSI engine is easy to chip and passes the 200 hp bar without problems, but the small turbo has limited potential, so you can’t get significant power.
There are two options: Stage 1 and Stage 2.
- The first is the usual ECU firmware, which will give 220-240 hp and up to 380 Nm of torque.
- The second is the installation of an intake, downpipe and more aggressive firmware. With it you will get up to 245 hp and 400 Nm of torque. That’s the limit for your turbo.
The solution to get to 300 hp is to replace the turbo with an IS20 (turbo from the 2.0 TSI 3rd generation, like on the Golf 7 GTI) with a larger intercooler from the S3 and cold intake. On a standard downpipe you’ll get about 290 hp and 425 Nm of torque. Replacing the downpipe with an APR (or something similar) will give you 310 hp, and on sport fuel up to 320 hp and up to 450 Nm of torque.
There are solutions based on the IS38 turbine (from Audi S3), but there will be questions to the gearbox and turbo looseness will increase. Such a turbine needs cold NGK plugs (caliber number 9), but the motor on the IS38 has no problem developing more than 350 hp, 460 Nm of torque and gives the car impressive dynamics.
MOTOR RATING: 4+