Volkswagen 1.4 TSI EA211 engine

VW 1.4 TSI EA211 CZCA/CZDA engine specifications

Volkswagen 1.4 TSI EA211 engine reliability and problems

The 1.4 TSI engine of the new EA211 series (1.0 TSI, 1.2 TSI) replaces the popular 1.4 TSI EA111 series and is a seriously revised, practically new, motor with a 12° rearward angle. In the power unit completely replaced the bottom: the cylinder block is now aluminum with cast iron liners, cylinder diameter decreased by 2 mm, now it is 74.5 mm, the crankshaft is replaced by a lighter and longer stroke (stroke 80 mm, was 75.6 mm), light connecting rods are used. All this is covered with a 16-valve head with two camshafts, but unlike the last generation, the cylinder head is turned 180° and now the exhaust manifold is located at the rear, the manifold itself is now integrated into the head. The 1.4 TSI engine is equipped with hydrocompensators, direct fuel injection system is used. The 122-horsepower version has a phase shifter on the intake shaft, the modification with an output of 140 hp is equipped with phase shifters on the intake and exhaust. There are also changes in the timing drive, now instead of the chain is used timing belt, which should be checked every 60,000 km.

A new dual-circuit cooling system is used here, and on the 140 hp version, the ACT dual cylinder deactivation system is available.

In addition, this motor is equipped with a turbocharging system, with an intercooler built into the intake manifold. On different modifications turbines are different: the 122 hp version uses a slightly smaller turbine (with a pressure of 0.8 bar), 140-horsepower modification, respectively, is larger and the pressure is 1.2 bar.

Motor control lies on the ECU Bosch Motronic MED 17.5.21.

This engine is produced even today, but since 2016 it is replaced by a new 1.5 TSI.

Modifications of the 1.4 TSI EA211 engines

• CMBA (2012 – 2013) – modification with an output of 122 hp, where a TD025 M2 turbine is installed, and the supercharging pressure is 0.8 bar. The motor complies with Euro-5 standard.
• CPVA (2012 – 2014) – analog of CMBA with reinforced seats, valves, other oil caps. The motor is oriented to work on E85.
• CPVB (2012 – 2014) – analog of CPVA with an output of 125 hp.
• CHPA (2012 – 2015) – 140 hp version without ACT system and with the system of changing the gas distribution phases on the intake and exhaust. Here is installed turbine IHI RHF3, boost pressure of 1.2 bar. The motor meets the Euro-5 environmental standard.
• CHPB (2012 – 2015) – analog of CHPA for 150 hp.
• CPTA (2012 – 2016) – analog of CHPA with two cylinder deactivation system AST and meets the requirements of Euro 6 environmental class.
• CXSA (2013 – 2014) – the motor that replaced the CMBA and featured a revised cylinder head. Its output is 122 hp
• CXSB (2013 – 2014) – analog of CXSA with an output of 125 hp
• CZCA (2013 – present) – replacement of CXSA under Euro-6, with other camshafts and increased power to 125 hp
• CZCB (2015 – present) – CZCA analog for Caddy.
• CZCC (2016 – present) – CZCA analog for Audi A3 with 116 hp
• CPWA (2013 – present) – analog of CPVA, but for gas operation. Engine power is reduced to 110 hp
• CZDA (2014 – present) – CHPA replacement for Euro 6. This motor is without AST, and its power is 150 hp
• CZDB (2015 – 2016) – CZDA analog, but the power is reduced to 125 hp and it is found on the VW Tiguan.
• CZEA (2014 – present) – CZDA analog with AST system.
• CZTA (2015 – 2018) – motor for North America, 150 hp.
• CUKB (2014 – present) – hybrid engine for the Audi A3 e-tron and Golf 7 GTE. Here, the 150 hp engine is paired with a 75 kW electric motor. Together they develop 204 hp
• CUKC (2015 – present) – analog of CUKB for Volkswagen Passat GTE, where the electric motor develops 85 kW, the gasoline engine has 156 hp, and their total power reaches 218 hp
• CNLA (2012 – 2018) is a hybrid motor for the United States. Here stands a gasoline engine with 150 hp + electric motor VX54 with up to 27 hp. It was put on the Jetta Hybrid.
• CRJA (2012 – 2018) – hybrid for the European market under Euro 6, from CNLA differs from the CNLA by the absence of secondary air supply. From the conventional motor differs mainly by the crankshaft crown to which the electric motor is connected, as well as the damper of torsional vibration on the crankshaft, cooling system channels in the block and ECU firmware.

Problems and disadvantages of VW 1.4 TSI EA211 engines

1. Oil consumption. The first versions suffered from high oil consumption due to a defective cylinder head, which was recommended for replacement, newer versions consumed oil in excess of the norm because of the rings and required overhaul at mileage of 50 thousand kilometers or more.
2. Loss of traction. When driving constantly in the same rhythm (and also because of the peculiarities of the turbine), there is a probability that you may jam the vestgate axis or the actuator may fail. You need to see what the cause is and then it will be clear what to do next: replace the actuator or develop the axle sufficiently. To reduce the likelihood of this, you need to press the gas properly from time to time.

Tuning Volkswagen 1.4 TSI engines

Chip tuning

The Stage 1 firmware for the weaker 122 hp and 125 hp versions gives you 165 hp and about 280 Nm of torque. You can put downpipe and pour the evil firmware Stage 2, which will give up to 10 hp.

Engines with 140 hp and 150 hp can be pumped up to 175-180 hp and get more than 300-320 Nm of torque. By pouring aggressive Stage 2 firmware and installing a downpipe, you can get about 200 hp of power and 300++ Nm of torque.

ENGINE RATING: 4-