VW 1.6 MPI

A little history of the EA111 and EA113 engine families

Since the 1970s, VAG produced two large families of 4-cylinder gasoline engines EA801 and EA827 – simple, clear and not tortured by ecology. They were offered in versions with displacements from 1.1 to 2.0 liters. Until the early 2000s, the timing drive was carried out by a belt.

The first appeared EA827 based on a cast iron block with a distance of 88 mm between the vertical axes of cylinders (the firstborn in the family – engines with designations ZA, ZB, ZC). EA801 engines were created in the late 1970s on the basis of a more compact block (with a cylinder spacing of 81 mm). These were cheaper motors, which gradually replaced the microliter versions of EA827 engines. However, they had “crossed cylinder heads” in all versions: the intake and exhaust manifolds are on different sides, while on EA827 engines until 1994, the intake and exhaust manifolds were on the same side of the engine.

But they couldn’t produce them indefinitely, of course. The change of generations began in 1993 with the release of the EA113 generation. EA827 engines became a thing of the past with the end of production of Golf III. In general, the last engine of the EA827 family – 2.0-liter 8-kl. (ABA/AWG/AWF) – was produced until 2002 on the Golf IV Cabrio.

It can be said that EA113 engines in comparison with EA827 even a little simplified mechanically. In particular, the intermediate shaft, which pierced the cylinder block lengthwise, was retired: it was stretched from the pulley on the front wall of the engine almost to the flywheel, where through the angular gear drove the shaft of the oil pump and the timing gear. The same intermediate shaft was used in the old 1.9 TDI, which we have already described.

Also, EA113 engines became lighter thanks to blocks cast from aluminum alloy. These engines were equipped with two detonation sensors from the beginning. Many versions received variable-length plastic intake manifolds (AEH, AKL, APF) or initially debuted with an aluminum intake and then switched to variable geometry plastic (AHL, ARM, ANA).

The EA111 family appeared in 1985 after modernization – in their cylinder heads appeared hydrocompensators. “Hydricks” were also received by EA827 motors, but this innovation was not marked by the change of generation.

In general, the “fours” EA801 and EA827 (and their descendants) can be conditionally divided by the following signs:

EA801/EA111 were intended only for transverse installation, were installed in the engine compartment with a forward tilt of 20°, intercylinder distance – 81 mm.
EA827/EA113 were designed for transverse and longitudinal mounting. Accordingly, they were mounted under the hood with a 15° rearward or 20° rightward tilt. The intercylinder distance was 88 mm.

In 1998, a 1.6-liter 16-valve engine (EA111, AJV) was introduced. It made its debut on the Polo GTI (6N1). At first, this engine produced 120 hp and 148 Nm, but in 1999, on the updated Polo (6N2) it was modernized: the compression ratio was raised from 10.6 to 11.5. Power increased to 125 hp and 152 Nm. This motor (ARC, AVY) retained the cast iron block.

In 1999, on the basis of this GTI-motor there was also a “quieter” version with an output of 105 hp. It made its debut on the VW Golf 4. The cylinder head is finally 16-valve (these motors are known under designations AUS, AZD, BCB). The compression ratio of this engine is high at 11.5:1, so this motor feels best on 98 gasoline. This engine worked only with MKPP. The 1.6-liter engine of EA113 family (AVU, BFQ) with an output of 102 hp was used for “automatic”.

Technical specifications.

It should also be noted that it is on the basis of this engine (1.6 liters, EA111 family) was created and direct injection version: designated by the index BAD (110 hp) it appeared in May 2001 on the VW Golf, also installed on the Bora and Audi A2 (until August 2005).

Reliability of EA111 engines on the example of 1.6 BCB motor from Golf 4

The mechanical design of the early (belt-driven) 16-valve engines of the EA111 family is quite reliable and simple. However, these engines are equipped with two lambda probes, an EGR valve and are trained to run on a lean mixture at medium loads. In addition, they got a complicated timing drive. In addition, 1.6-liter motors of this generation have a high compression ratio of 11.5:1 and do not like a large number of additives in the fuel. All these little things are troublesome for owners.

Floating RPMs

The most common problem with 16-valve EA111 engines is floating idle speeds, trolling, which can be all the time or after warming up. There are many reasons for “floating”: from a dirty throttle valve, wedged EGR valve, air intake to absolute pressure sensor malfunction, ignition coils, contaminated injectors and clogged catalytic converter.

Throttle valve

The throttle is electronic and needs to be cleaned periodically. It is removed and installed quite easily, but after installation it requires adaptation, otherwise the engine will throb even more than before cleaning.

Lambda probe

The 1.6 BCB engine has two lambda probes. Usually they go about 50 000 km, they fail because of poor quality gasoline. Malfunction of lambda probes is indicated by corresponding errors during diagnostics, as well as increased fuel consumption. The probes are expensive: 150 – 200 dollars for a substitute and the original. Although in rare cases their malfunction can be caused by broken wiring.

Also, the manufacturer recognized some errors incorrectly indicating the malfunction of lambda probes. These errors were resolved by re-flashing the control units.

Thermostat and antifreeze leak

The thermostat is flimsy – in a plastic case, which over time simply falls apart. As a result, the engine stops warming up normally.

There are also leaks of antifreeze from under the plastic “spider”, in which the thermostat is installed. To eliminate the leak, it is enough to change the gasket under it.

Coolant temperature sensor

The coolant temperature sensor often fails. If its failure is associated with incorrect temperature readings, then usually the diagnostic system immediately informs about it, check engine lights up. In some cases, the sensor can give the control unit incorrect data about the engine (antifreeze) temperature, which leads to a very uncertain engine start.

The sensor needs to be changed. With good manual dexterity, this can be done without significant antifreeze leaks.

Also sometimes there are leaks on the sensor connector. In this case, you need to change the o-ring in the connector.

Oil separator

On early EA111 16-valve engines, the oil separator is located directly on the block. It should be cleaned at least once every few years, check the integrity of the membrane. And in regions with severe frosts you should not make short trips without warming up the engine, because the crankcase ventilation system tubes may freeze (condensate freezes), which will eventually lead to the fact that gases will start to squeeze oil out through the dipstick.

EGR

16-valve engines are equipped with an exhaust gas recirculation system. Because of the EGR valve jamming, the engine runs unstable, drops revs slowly and irregularly when the accelerator pedal is released.

Disconnecting the chip from the EGR valve stops the symptoms and faults.

The EGR valve must be removed, cleaned and adapted, otherwise it will malfunction. It is possible and better to clean with ultrasound.

Also, the EGR is blown off together with the second (control) lambda probe, dismantle and silence the vacated channels.

Oil leaks

On the 1.6 engine, oil leaks are observed through the oil filler neck seals. These can be changed.

But if oil appears in the plug wells or oozes from under the aluminum timing cover, which is the bed of the camshafts, then it (the cover) will have to be removed and installed on the sealant. The large timing belt has to be removed during this procedure.

Ignition coils

The 1.6 BCB engine and its early AZD variant are equipped with individual ignition coils. Although there are 16-valve 1.6-liter engines with a single ignition coil with commutator (and high voltage wires).

The coils are sensitive to the condition of the spark plugs. If the coil fails, it is indicated by a fault code. The engine starts to tremble badly due to ignition skips.

G timing belts

The timing mechanism on 16-valve EA111 family engines (available from 1997 through 2005, including the 1.6 FSI (BAD) direct injection) is driven by two timing belts. There are two idler pulleys and two guides in the drive, as well as a water pump and mounting bolts. According to the manufacturer, timing belts last 90,000 km and then should be checked every 30,000 km. There is no prescribed replacement interval, they should be replaced as they wear. For inspection you need to remove the upper cover of the timing cover.

About 10 years ago, the timing belt for these engines cost an obscene amount of money (about $300), now the original set is almost twice as cheap. But there are nuances.

The cage is rubbed off or the plastic of the roller breaks around the circumference. Barely lasts 70,000 kilometers. It was clearly a factory defect. Some are unlucky: pistons and valves met because of the destruction of the roller and the subsequent cutting of the timing belt.

The small timing belt tensioner can wear out: its geometry is disturbed – it becomes tapered. Because of this, the timing belt is pressed to its edge, there is excessive noise and whistling, the edge of the belt is frayed. There are known cases of small timing belt breakage.