A very interesting modification of the modern engine is the 1.4 TSI, which has a power from 150hp, which is equipped with a turbine and a wired supercharger.
Previously told about the motor 1.4 TSI, the novelty is more powerful, and a little problematic. But about everything in order.
Progenitors of the novelty went from the conveyor belt 2006 – 2018, in this period was released about 20 modifications, where the greatest power reached 180 hp. They were equipped with front-wheel drive cars, for example, Golf 5 and Golf 6, and twincharger motors were put on the Jetta 5 and 6. Both generations of Touran – Scirocco, Tiguan and Eos were equipped with Passat B6 and B7. Sharan Seat Ibiza, Alhambra and Audi A1.
Technical specifications
| Parameter | Characteristic |
|---|---|
| Precise volume | 1390 cm³ |
| Power system | Direct injection |
| Power | 150 hp |
| Torque | 240 Nm |
| Cylinder block | Cast iron R4 |
| Cylinder head | Aluminum 16v |
| Cylinder diameter | 76.5 mm |
| Piston stroke | 75.6 mm |
| Compression ratio | 10 |
| Engine Features | DOHC |
| Hydrocompensators | Yes |
| Transmission timing | Chain |
| Fasoregulator | Inlet |
| Turbocharger | KKKK K03 and Eaton TVS |
| Recommended Oil | 3.6 liters 5W-30 |
| Fuel type | AI-98 |
| Ecological class | Euro 5 |
| Example service life | 260,000 km |
| Engine weight | 130 kg |
Reliability and durability
VW admirers who chose 1.4 TSI, released before the onset of 2010, have learned not a few inconveniences. And let most of the breakdowns fell on the warranty period, and therefore did not lead to significant financial losses. But still it took place. And what exactly we will consider further, having analyzed the problematic moments of the engine, which has a combined supercharger Twincharger.
Compressor system
Roots, which in this case is a natural supercharger, consisting of a pair of parallel-mounted, coupled propeller shafts. Motion is transmitted from the pulley by an electromagnetic clutch, which in turn is coupled to the crankshaft by means of a belt on the attachment side. The clutch additionally contacts the upper shaft via an additional strap.
In addition, the two shafts within the supercharger are connected by toothed gears. The supercharger is mounted on the side of the motor under the control damper and throttle. Atmospheric air is drawn into the supercharger system where it is compressed and discharged into the intake duct located in the rear lobe of the housing. The supercharger operates continuously up to a crankshaft speed of 2,400 rpm, which is the average torque figure. If you need to achieve more significant power figures up to 3,500 rpm, no problem, the supercharger will run up to those figures.
Otherwise, the turbocharger operates alone. Disengagement of the supercharger is via a magnetic clutch. Disengagement of which causes the shafts to disengage and the air enters the engine bypassing the supercharger, which is done by acting on a special flap. Something similar happens at the moment when torque rises to 3600 rpm. It turns out that the supercharger almost never works in conjunction with the turbo. That’s all well and good, but the supercharger is tied to the damper, which sometimes jams. As a result, it doesn’t close and the supercharger doesn’t activate. This results in “turbo slack”, as air does not get into the supercharger and it does not work.
The electromagnetic clutch is durable in this case.
Pompa
The electromagnetic clutch associated with the supercharger is inside the cooling system pump, so when it stops working, the pump will have to be replaced. The original (03C121004J) will cost $230.
Turbine
Quite a problematic area in 1.4 TSI, because the tube for draining oil from the cartridge had a peculiarity to overheat under the influence of heat from the exhaust valve. It would get clogged, which stopped the oil draining. Further, the engine burns not only gasoline vapors, but also the oil getting into it, which is squeezed out of the cartridge into the engine, not out of it. The designers found it at once, they quickly sealed the oil outlet tube with a thermo-insulating layer.
Regular and timely oil change allows the turbine to work faithfully and faithfully at least 200,000 kilometers of mileage.
Valve N75, which controls the flap responsible for the bypass, fails much faster. It costs (03C906283B) is available and is mounted on the valve cover. When disconnected, it should not be vented at either the rear or front connection. In this condition, the airflow goes from the rear to the perpendicular. If the valve cannot hold pressure, or responds with delay, the engine starts to stall or accelerate jerkily, or goes into an emergency operating condition due to an overinflated condition.
There is a solenoid valve in the cold lobe area of the turbine, which can be mistaken for a bypass valve. It is triggered after a signal from the ECU to release excess air after closing the throttle. The valve is N249, and it fails very rarely.
Intercooler or intake manifold
In Twincharger engines, it is located near the radiator, that is different from the 1.4 TSI motors, which have only a turbine. Consequently, it cannot be flooded with antifreeze.
TPSI
With the 1.4 TSI motor, the fuel system is rarely troublesome. Even low-quality fuel led to rapid wear of the pistons, and the fuel injector and injectors endure without much difficulty.
The fuel injector (03C127026R) only begins to leak fuel after 300,000 kilometers of mileage. It flows into the area under the cap and then leaks into the oil. On VAG engines (with direct injection), the fuel injector is mounted on the valve cover and is driven by the camshaft, or rather by a specially allocated cam. This is how the gasoline fuel gets into the oil. This can be corrected by replacing the fuel injector with a new one. The original one will cost $400.
The most troublesome is the submersible pump, the last one (1K0919051DB) was modified in 2011.
Nozzle
These have been modified many times, the newest (03C90606036N) hit production in 2012. So many upgrades were required to achieve smooth motor operation.
The timing system
VAG enthusiasts have been frustrated by the rapid stretching of the 1.4 TSI timing chain. The chain not only stretches out quickly, but also jumps over – this kills the engine, and it happens at low mileage.
To protect the motor, the timing chain should be changed after no more than 100,000 kilometers of mileage. The original set includes:
- chain,
- a set of tensioners,
- some shoes,
- shaft sprockets,
- phase shifter,
- gasket kit (03C198229C).
It costs 800$. It is good to change shaft oil seals together with it.
In operation, it is not desirable to put the car in gear, especially where rollback is possible.
Fasoregulators
In 1.4 TSI engines, the phasoregulator does not have time to wear out, because it is included in the timing kit. We use the original – everything is super. We take an analog – be sure to look at the mark of the phase shifter. It must be (03C109088E).
Cylinder Head
In 1.4 TSI engines, the cylinder-head works without any complaints. With significant mileage, the intake valve system is prone to “fouling” with soot, which prevents it from closing tightly. Do the cleaning and continue to use.
Cylinders
The cylinders of the “engine” 1.4 TSI, if compared with single-turbine analogs does not have amplification. The cylinder block is similar, but differs in the presence of a mounting system for the supercharger.
There is no hassle with them. It will be necessary to make an overhaul or replace it if scoring is detected in the cylinders or if they burst.
Piston system
In 1.4 TSI motors, the piston “falls apart” due to detonation of low-octane fuel. The last modification of pistons took place in 2010. Since then, they have been produced by Kolbenschmidt. In the new product, the problem with the piston system is excluded.
Today, it is possible to “drive” the engine of the 1.4 TSI model, which has a double supercharger, if you foolishly save on the quality of oil poured into the engine. Destruction of pistons, at which the edges burn out and crack inter-ring partitions, which are quickly nakoklasovativayutsya, at the bottom is collected a lot of soot. That disrupts heat dissipation, and the piston burns.
The 1.4 TSI engines are sensitive to city driving and not regular oil change services. They don’t warm up enough and soot forms even faster on the pistons. It is recommended to change engine oil every 8,000 kilometers. And allow yourself to “walk” the car on the expressway.
Totals
Engines 1.4 TSI from the EA111 series are the most interesting with the latest refinements that brought them to a state of greater reliability and resistance to breakdowns. The main thing is not to miss timing replacement periods and stop saving on replacement and quality of engine oil. Then they will serve at least 300000 km.