Today we would like to talk about a small downsizing motor, developed by the efforts of the German auto giant VAG. Actually, please love and complain turbine tiny 1.2 TSI.
This internal combustion engine was released in 2009 and attributed to the EA111 family. The unit under consideration today was put to replace the atmospheric 1.6-liter of EA113 family. We have already made a review on it.
The 1.2 TSI is not a stripped-down variation of the 1.4 TSI, after all, they are very different, with some common parts, which, for example, include the oil filter.
It is a 4-cylinder motor with an alloy block, though, the cylinders are formed by cast iron liners. The cylinder head is equipped with a pair of camshafts that drive 8 valves. So there are 2 valves per cylinder and no phase shifters. The timing is a conventional Morse tooth chain. And yes, direct injection, as it is without it.
There were several variations of this engine, but all of them have a turbocharger. The bypass flap is opened by a special electromechanical actuator by means of a rod. German engineers decided that the usual vacuum system with a valve N75 is no longer relevant. There is no bypass in the intake. The intercooler is integrated into the intake, the same situation with the power game 1.4 TSI.
Technical specifications
| Characteristics | Value |
|---|---|
| Exact volume | 1197 cm³ |
| Power system | Direct injection |
| Engine power | 86 hp |
| Torque | 160 Nm |
| Cylinder block | Aluminum R4 |
| Cylinder head | Aluminum 8v |
| Cylinder diameter | 71 mm |
| Piston stroke | 75.6 mm |
| Compression ratio | 10 |
| Engine Features | SOHC |
| Hydrocompensators | Yes |
| Transmission timing | Chain |
| Fasoregulator | No |
| Turbocharger | IHI 1634 |
| What oil to use | 3.8 liters 5W-30 |
| Environmental class | Euro 5 |
| Example service life | 250,000 km |
| Engine weight | 102 kg |
Auto with this engine
The internal combustion engine was produced in two variations: 86 and 105 “horses”. For the first time this engine was put on VW Golf 6, then on Touran 2 and Jetta 6. In addition, this power unit can be seen under the hood of Polo 5 and Caddy 3. Let’s move on to Audi, here the engine stands A1 and A3. 1.2 TSI was put on Seat Ibiza 4, Altea, Leon 2, Skoda Fabia 2, Octavia 2, Roomster and Yeti.
Reliability
This micro-motor has a very solid resource. Yes, the first years of its existence it caused a lot of problems. The timing chain rarely lived even up to 30 thousand, because of what many internal combustion engines bent valves. German engineers were able to solve this problem, but only many car owners had to pay from their own pockets to install new timing units. But let’s talk in more detail about all the most vulnerable 1.2 TSI with which you can face in the process of operation.
Throttle valve
Occasionally, you may encounter a breakdown, when the ECU starts to generate errors on the throttle. Most often it is a matter of broken contacts. To solve the problem, you will have to remove the plastic cover and arm yourself with a soldering iron.
But if the motor at idle runs at too high a speed, then it will be necessary to clean the throttle.
Intercooler in the intake manifold
As we mentioned above, the intercooler is integrated into the intake. Antifreeze is fed into it, but the air blown by the turbine goes past it and is cooled by it. An elegant solution.
In general, experience shows that there are no problems with the intercooler, simply put, there are no cracks in it.
However, with mileage on the perimeter of the intercooler begin to appear traces of lubricating fluid. Only inexperienced motorists often do not notice them at all, because the intercooler is located on the side of the engine shield.
Where does the oil come from? Everything is simple, during the operation of the car, in the intake under the intercooler gradually collects oil, good, it is not much here, about 15-30 grams. If you are going to change the gasket between the inlet and the intercooler, then do not forget to clean it.
Turbocharger
On this engine is an IHI RHF3 turbo, to which is added an actuator from Mahle. Inside it is a small motor, a gearbox with a couple of gears and a Hall sensor. And here is the actuator, from time to time, but can give you a headache.
Before 2011, to remove errors associated with the actuator, German experts recommended a spacer washer placed between the body of the actuator and the cold “volute”. After that the control unit should have been re-flashed.
But this does not give any guarantees. As practice shows, problems with the actuator provokes the ingress of water under its cover. So do not be surprised if you lose traction and the car goes into emergency mode when driving in too wet weather.
To fix the problem, you will need to clean the electric connector of the actuator. There is another option: dismantle the actuator, disassemble it and clean it thoroughly. In the case when both methods did not help to solve the problem, then you are faced with a breakage of the winding of its electric motor, here only replacement. A new actuator will cost 250 dollars.
On a solid mileage (from 200 thousand), often shows wear of the bushing of the bypass flap, which leads to loose overlap vestgate. So at higher revolutions you can see errors on the supercharger, also in the work of the turbine is heard a soft ringing. Here it is already necessary to replace the turbine, or try to repair it. Some motorists have encountered the formation of a crack in the turbine part. In such cases, it is also desirable to change the compressor.
The oil separator of the VKG system
In the right side of the motor there is a small plastic cover. This is the oil separator. The higher the mileage – the higher the chance that lubricant will start to leak from under it. This is where you will have to replace the oil separator seal. It is done simply: remove the oil separator, clean it and put it on the sealant.
Lubricant Leak
In the left side of the cylinder block is the oil filter housing, on which the heat exchanger and the condenser compressor are installed. Here grease is pumped in for further filtration. And here there is already a gasket, and it is the most usual, i.e. – rubber. So, it is quite logical that over time it will harden and there will be a leak between the cylinder block and the bracket. It will be necessary to dismantle the bracket and change the gasket for a new one, it costs about 9 dollars. In addition, you will have to put a new bushing.
TNVD
The pump stands on the valve cover and is driven from the camshaft. With a mileage of more than 200 thousand, it can start to leak fuel through the stem gland, especially often it happens at subzero temperatures. In this way, gasoline gets into the oil.
This causes various errors on the enriched fuel mixture, in addition to this, the revs begin to randomly rise. Of course, the lubricant will smell of fuel.
Here only replacement of the fuel pump (about 270 dollars), well, and lubricating fluid will help.
Ignition coil
The power unit considered today is equipped with an ignition system with a common coil, which connects to the plugs by means of wires. In general, it is not bad, it lasts from 100 thousand. The factory coil costs about 190 dollars, but there are enough quality analogs, the cost of which starts from 40 dollars. Usually problems appear from oxidation of wires. The motor stands plugs forward, so do not be surprised that a lot of water and dirt flies into the plug wells. For many years, German specialists tried to improve the design of wires to solve the problem with oxidation. But they did not achieve anything special.
VAC valves
In the rear part of the valve cover, you can see the VKG valve, which is connected by means of a tube with the air filter. In this way, clean air enters under the valve cover. It is not uncommon for this valve to burst, which leads to a gap, through which dirty and unaccounted air enters inside.
Sometimes it sweats grease, this is solved by replacing a small ring that stands under the valve.
Other valves are fine.
Pompa
To the pump of the motor through the valve N513 goes a tube, the task of which is to disconnect the pump until the cooler temperature has not risen above 30 °.
In principle, the pump does not give headaches and lives up to 150 thousand. It is possible to understand about its wear by unpleasant sound. The factory pump costs about 100 dollars.
GTM chain
There was a real trouble with chains. Everything was so bad that they had to be finalized three times. Adequate chains were released only in 2011. And it was not without changes in the design of the drive. So, in addition to the chain it was necessary to put gears, calipers, a lot of bolts and a hydraulic tensioner. It is unlikely that in the aftermarket now you can find a car where they have not replaced them, but there are rempomplektov with these parts on sale. Such a set will cost 120 dollars.
If we are talking about cars that came off the assembly line later than October 23, 2011, then there rempomplekt is the default. But all engines that came out earlier, require replacement. And, it would seem, what is difficult, put five washers, a couple of gears and it’s done. But everything is not so simple, the problem is that the gear standing on the crankshaft, you need to represso, because the new chain has an increased width. Here you have to ask for help from specialists, because even with the right equipment there is a great chance of damaging the shaft. Modern chains often last up to 150 thousand and more, which is not bad.
If you want to check the chain for stretching, you will have to get a special tool.
Cylinder Head
Everything is fine with the cylinder head. But on the intake valves, the plaque gradually builds up. True, this plaque in no way interferes with the operation of the valves. But we still advise you to clean it off regularly, although we warn you that it will be quite difficult to do this.
Cylinder block
As many years of observation show, the cylinder piston group works just fine. Scuffing and piston failure are very rare and are primarily caused by poor handling of the car. Unfortunately, there are no factory repair sizes, but there are good substitutes.
Crankshaft
The shaft and its main liners are sold only as a set with the cylinder block. Once the liners are removed, the block must not be used because the geometry of the crankshaft is disturbed. In addition, the instruction manual does not say how tight to tighten the main bearing bolts.
Total
To summarize, this motor is quite good, and most of its problems appear only with mileage (around 150 thousand). With proper care, the engine is able to serve faithfully and faithfully for many years without serious breakdowns and overhauls.