VW 1.4 TSI CAXA engine

It’s about time to talk about the legendary motor – 1.4 TSI. This particular internal combustion engine was among the first and became the most common downsizing power unit. The first time – it was very good, it was flatteringly spoken about, and awards were not forgotten. But only after some time, motorists had to spend massively on overhaul, and almost always due to the fault of this motor. So it is quite fair that the price of cars with this internal combustion engine went down sharply. But for some reason after that, cars with 1.4 engine sharply began to praise and advise to purchase. Perhaps there were simply no better offers on the market….

Let’s put aside lyrics and go to specifics. Since 2005 on cars of concern VAG began to put 1.4 turbo motors, the capacity of which reached 180 “horses”. Moreover, there were models, as with one turbocharger, and with a combined supercharger, where the turbine was assisted by a supercharger Eaton. By the way, twin-inflated power units were the first to be produced, and the model with turbochargers saw the light only in 2007.

The technical characteristics of the motor VW CAXA 1.4 TSI 122 hp

Which cars were equipped with CAXA 1.4 122 engine

1. Audi A1 1 (8X) (2010 – 2015)
2. Seat Toledo 4 (KG) (2012 – 2015)
3. Skoda Octavia 2 (1Z) (2008 – 2013)
4. Skoda Rapid 1 (NH) (2012 – 2015)
5. Skoda Yeti 1 (5L) (2010 – 2015)
6. Volkswagen Golf 5 (1K) (2007 – 2008)
7. Volkswagen Golf 6 (5K) (2008 – 2013)
8. Volkswagen Golf Plus 1 (5M) (2009 – 2014)
9. Volkswagen Eos 1 (1F) (2007 – 2014)
10. Volkswagen Jetta 5 (1K) (2007 – 2010)
11. Volkswagen Jetta 6 (1B) (2010 – 2016)
12. Volkswagen Passat B6 (3C) (2007 – 2010)
13. Volkswagen Passat B7 (36) (2010 – 2014)
14. Volkswagen Scirocco 3 (137) (2008 – 2014)
15. Volkswagen Tiguan 1 (5N) (2010 – 2015)

In our review, we will talk about the 1.54 TSI engine with 122 hp, labeled SAHA. This engine can be seen on all models of the Golf platform of 5-6 generations, this includes Scirocco, Jetta, Tiguan and Eos. Apart from this, it is also on the Skoda Yeti and Octavia, as well as the Seat Toledo, Altea and Leon. Moreover, the engine was put on Passat 6-7 generations, Skoda Suberb and Audi A1 and A3. This powertrain was produced until 2015.

What is the motor under consideration today? It is a typical representative of the EA111 family. It has a cast-iron block, 16-valve cylinder-head with hydrides, chain-driven timing. The intercooler is liquid cooled, and it is integrated into the intake manifold. There is also direct injection. There is a phase shifter on the intake camshaft. The oil pump does not have a variable displacement option. Subsequently, the engine under consideration today was replaced by an updated 1.4 TSI with belt-driven timing.

What’s up with the reliability of the 1.4 TSI (SAHA) motor?

So is this motor reliable? Let’s find out. In addition, it is worth adding that the review will talk about the weaknesses of the model with a monocharger. So if you are interested in the 1.4 TSI motor with chain-driven timing for 122 “horses” (the most common model) – then this review is for you.

Turbocharger

The powertrain under review today has a Mitsubishi TD025M2 turbo. And yes, the turbocharger took part in a service action, the purpose of which was to eliminate the seizure of the bypass flap axis. Simply put: the damper was jammed in the open position, which caused the engine to lose thrust from underboost. Sometimes the choke remained closed, but in this case the ECU began to complain about overblowing.

The mobility of the damper is checked with the help of a vacuum pump: it is enough to connect it to the damper actuator. And by the mobility of the rod to understand whether the damper is jammed. Or you can remove the turbine and manually “pat” the damper.

Here the problem lies in the rapid wear of the axle bushing, because of this there is a backlash, provoking a wedge.

To eliminate this problem, it was necessary to put a new cast-iron part of the turbocharger, in which the bushing of the flapper axis is pressed.

At many services you can try to repress the worn bushing. And it will cost much cheaper than to change the hot part of the turbine. Well, “garage wizards” have long since learned to kolkhozhivat limiter, so that it will not allow the stem to open the damper to the maximum, because it is in this position it and wedges. The stem itself is under the control of the valve N75. On the cold part is a bypass valve N249, which is responsible for the passage of excess supercharged air in a circle. As practice shows, there are no questions about their work.

The cartridge of this turbine is cooled by antifreeze. Sometimes you may encounter its leakage from under the tubes. During its evaporation, you can feel an unpleasant odor in the cabin, in addition, you can notice traces of boiling out near the tubes. To deal with this problem, you will have to put two new o-rings (WHT 003 366).

But for the most part, the turbo on this motor is quite good. Of course, you may encounter a situation when the intake manifold from under the impeller starts to squeeze grease. But this happens because of a clogged tube, through which the lubricating fluid flows out of the cartridge. Sometimes this is also caused by a clogged labyrinth oil separator. It is located inside the front cover of the engine. And on the most poorly maintained motors, the turbine can begin to “snot” and squeeze lubricant into the inlet because of a clogged catalytic converter or air filter.

Inlet manifold

The liquid cooler located directly in the intake manifold can crack, causing antifreeze to start leaking into the cylinders. Leaks are minimal at first, but can be traced by looking closely at the constantly dropping coolant level. But in the process of inspection, the leak will not be noticed.

And all because it is necessary to remove the intake manifold, because the leak appears here. Prolonged ignoring of this problem will lead to increased leakage. The fluid will begin to accumulate in the inlet and there may be a situation when it begins to get into the cylinders and provoke a hydrostroke. The radiator-intercooler in the intake manifold will have to be replaced to take care of the problem.

TNVD

This motor is equipped with direct injection. And there are no questions about the fuel system. Yes, with mileage they appear. For example, with a mileage of more than 300 thousand, there may be wear of the rod of the fuel injector, because of which fuel begins to ooze from under the gland that seals the rod.

It is clear that in this way fuel begins to get into the cylinder head and mix with lubricant. The main symptom, indicating the ingress of fuel into the lubricating fluid, is the error of over-enrichment of fuel mixture, because during the operation of the engine, gasoline begins to evaporate from the heated oil. Fuel vapors through the VKG get into the intake and enrich the mixture. And this is a very common problem with this motor. It is solved by replacing the fuel injector, in addition, before starting the engine it will not hurt to carry out the procedure of deflating the fuel system.

There are also cases of breaking off the pump rod. Of course, in this case, gasoline also gets into the lubricant. If the required fuel pressure is not achieved: the engine will start for a long time, the traction will be lost, errors in the operation of the entire system will appear.

Jets

There is nothing much to say about the injectors of direct injection, they are quite good, but still the soot from low-quality gasoline, with a lot of incomprehensible additives, is formed in the area of the nozzle. Violations in the atomization of fuel are reflected in the engine shaking not only at idle, but also under load. In addition, ignition misses may appear, here too, soot is to blame. If you react to the situation in time, the soot can be cleaned, there are special means for this, but we strongly recommend replacing the injectors, so it will be much more reliable.

Oil separator

The internal combustion engine under consideration today has a very good crankcase ventilation system, without weaknesses. Here we did not use a diaphragm valve. Instead, there are throttling valves, responsible for controlling the suction of gases, collected in a small tube, located on the valve cover. On engines with solid kilometers, we advise you to regularly check the channels from the front cover of the motor through the tube from the valve on the intake manifold. If there are cracks, then through them will begin to suck unaccounted air, and this causes ignition skips. Not infrequently, when a worn valve VKG begins to rattle. Similar sounds the valve will make and with excessive contamination.

But in general, there are no questions about the operation of the oil separator. It is installed in not the most obvious place – under the timing cover.

The timing chain

These motors are notorious for rapid wear of the chain, it rarely lives even up to 80 thousand, which is simply ridiculous. This problem appeared en masse already in 2008-9, and at once in all markets. Only VAG has not recognized this problem yet, there was no recall campaign, as well as some clear comments. Yes, on warranty motors this problem was solved, still warranty. But if a non-warranty engine died because of a jump, VAG only partially compensated the repair costs.

Another of the frequent problems, this motor likes to arrange a meeting of valves and pistons, which is to blame for the unsuccessful design of the hydraulic tensioner. The problem is that the tensioner lacks a stopper, so it can push in, causing the chain to sag. Parking the car on the gear, or under a backward slope, as well as an attempt to start the car on a tow, causes the tensioner to be pressed in instantly, which causes the chain to jump.

On the first models of 1.4 TSI power units there could be a rustling of the chain, as well as errors on the mismatch of data coming from the crankshaft and camshaft. To solve the problem, it is necessary to replace the entire timing drive, and on modernized. The problem was solved only in 2012.

And yes, there are no marks in the drive, so you will have to use special clamps to set the shafts.

Different timing kits

The modernized drive kit includes almost everything: from the chain to the phase shifter. In most cases, the replacement was still under warranty. But in general, to find an original kit can be “only” for 550 dollars. There are also good substitutes, except that there is no star of the intake camshaft.

VAG offers updated gears in the drive kit. In the latest 1.4 TSI monocharged model, the sprocket has 19 teeth (was 18), and the row to drive the oil pump always has 18 teeth. So to the new crankshaft sprocket will have to put a new chain and camshaft sprockets.

And the design of the hydraulic tensioner has not changed much: there is still no stopper, and the internal spring protects from pushing in.

In addition, on power units with marking CAH* it will be necessary to replace the bushing chain of the oil pump drive with a toothed one. It will cost 150 dollars. Motors with numbers from CAH_011200 to 102045, have a bushing oil pump chain. It’s also a replacement. And in motors with marking CAH**, before removing the front cover of the motor, it is sometimes unclear what is in the timing chain.

In the event that you put in a complete new timing chain set, the engine will last for years to come. It is best to track the chain stretching with the help of special software on the parameter of camshaft adaptation. If the position of the shaft is less than zero, or goes beyond -2 °, then it is time to replace the chain, and in addition to it guides and tensioner. Even with a deviation of -1.5°, there will be a loud rustling noise immediately after starting the engine. A new chain withstands in the neighborhood of 200 thousand mileage.

Summing up, we can say that on the updated and refined engines 1.4 TSI with one turbine, only the timing chain is problematic. Under conditions of qualitative service and careful attitude, other motor units will work 200 thousand mileage and more.

Phase shifter

The situation with phase shifters is similar, as they have been completed for a long time. The first models failed very quickly, which manifested itself in the engine rumbling during operation. So when replacing the chain, it is strongly recommended to check the phase shifters as well. A normal phase shifter will have a catalog number (03C 109 088 E).

Cylinder Block Head

In general, there are no major problems with the cylinder head, but with mileage they appear, in addition, problems can also occur when driving on low-quality gasoline and saving on oil. You will have to regularly dismantle the cylinder-head and clean the intake valves, followed by lapping. It may even come to the replacement of valve guides.

To clean the valves from fouling will have to buy special chemistry, applied to the valves through the intake channels in the cylinder-head.

Oil oil

The power unit under consideration today has never been characterized by a special appetite for lubrication, but still, some motors need a minimum refill of lubricating fluid between scheduled replacements. The piston group will only need to be changed on engines that are too “beat up”.

Piston group life

In practice, some owners of cars with a 1.4 TSI internal combustion engine have encountered the destruction of pistons. This happens due to detonation, provoked by low-quality gasoline, or soot on the intake valves. Flashing the ECU with the latest version plus regular cleaning of the intake ducts and valves solves this problem at the root.

Malfunctions with gasoline atomization by injectors lead to piston burnout. But this is rare.

According to all of the above, you can decide that the 1.4 TSI engine is terrible, but this is far from reality. This monocharged internal combustion engine in the SAHA version is quite good and reliable. The vast majority of similar motors have handled mileage of 500k or more. Yes, in the process you will have to spend on a couple of timing chain replacements, but that’s all. If you do not save on gasoline and lubrication, you will only have to change consumables.