Characteristics of 2.0 VW FSI engines
| Characteristics | VW BVY | VW BVZ |
|---|---|---|
| Definite displacement | 1984 cm³ | 1984 cm³ |
| Power system | Direct injection | Direct injection |
| Engine power | 150 hp | 150 hp |
| Torque | 200 Nm | 200 Nm |
| Cylinder block | Aluminum R4 | Aluminum R4 |
| Cylinder head | Aluminum, 16 valves | Aluminum, 16 valves |
| Cylinder diameter | 82.5 mm | 82.5 mm |
| Piston stroke | 92.8 mm | 92.8 mm |
| Compression ratio | 11.5 | 10.5 |
| Engine Features | DOHC | DOHC |
| Hydrocompensators | Yes | Yes |
| Transmission timing | Belt plus chain | Belt plus chain |
| Fasoregulator | Inlet | Inlet |
| Turbocharger | No | No |
| Oil volume | 4.6 liters 5W-30 | 4.6 liters 5W-30 |
| Ecological class | EURO 4 | EBRO 2 |
| Example service life | 250,000 km | 260,000 km |
| Models on which it was installed | Audi A3, VW Golf, Jetta, Passat, Skoda Octavia | Audi A3, VW Golf, Jetta, Passat, Skoda Octavia |
Design and repair of 2.0 FSI engines
The release of the family of Volkswagen 2.0 FSI engines was launched in 2002, and they were a further development of the 8-valve 2.0 MPi. For the first time such motors appeared on Audi A4, where they were designated as AWA, and in 2003 there was an analog for Audi A3 and VW – AXW. They differed in that the AWA was mounted longitudinally, whereas the AXW was transversely mounted. The motor was based on an aluminum cylinder block with cast iron liners (block height 220 mm) inside which the crankshaft with a stroke of 92.8 mm, cylinder diameter 82.5 mm, connecting rods length 144 mm, piston height 29.6 mm, compression ratio increased to 11.5.
On top of the block is a new aluminum head with two camshafts and 16 valves. The diameter of the intake valves is 34 mm, the exhaust valves 28 mm, the thickness of the valve stem is 6 mm. But the main innovation here is direct fuel injection, which is what the abbreviation FSI (fuel-stratified injection) tells us. Also here is applied a system of continuous change of gas distribution phases on the intake shaft.
The timing system uses a belt, which must be changed every 180 thousand kilometers in Europe or every 90 thousand kilometers in Russia. It is not worth it, if the belt breaks, the motor will bend the valves, such cases happen.
On the inlet there is a manifold with variable geometry, on the outlet there is EGR and 2 catalysts. AWA and AXW engines are controlled by Bosch Motronic MED 9.5 ECU. These engines comply with Euro-4 environmental class and can operate on both homogeneous and layer-by-layer mixture.
In 2004, Volkswagen BLX engine for all-wheel drive cars was launched, as well as its analog – BLY, which had no EGR system, accumulating catalyst, different pistons for compression ratio of 10.5, other plugs, and instead of 4 lambda probes, there were only 2. As a result, the ecological class of BLY engine was reduced to Euro 2. In addition, the BLY runs on a homogeneous mixture.
Its BLX counterpart is Euro 4 compliant and runs on homogeneous or layered mixture.
There was also an engine with 5 lambda probes and no storage catalyst – BLR. It runs on a homogeneous mixture and meets Euro 4 in terms of ecology.
Another year later, the BVY, BVZ and BVX engines were launched.
Volkswagen BVZ replaced BLY (it still meets the requirements of Euro 2), BVX replaced BLX, and BVY began to be put instead of BLR. The BVY uses 4 lambda probes instead of 5.
New motors differ in cooling system, fuel system, have separate timing belt protection (since January 2006) – there are no deep differences.
All above described engines have the same characteristics: power 150 hp at 6000 rpm, torque 200 Nm at 3500 rpm.
On the basis of Volkswagen BVY, BVZ, BLY and other 2.0 FSI engines, a series of 2.0 TFSI turbo engines was developed.
Production of VW 2.0 FSI engines continued until 2010, but from 2006 they were gradually replaced by turbocharged 1.8 TSI engines.
Disadvantages and problems of BVY BVZ BLY engines
| Problem | Description |
|---|---|
| Cold Weather Difficulties | The two engines are sensitive to low temperatures and may not start in winter |
| Fuel Quality | The direct injection system requires high quality fuel |
| Inlet valve fouling | Fast accumulation of soot, which leads to valve closing problems |
| Fuel pump drive phasoregulator and tappet | Low life of the fuel pump drive phasoregulator and tappet |
| Oil rings | Often buried by 100,000 km, leading to increased oil consumption |
| Ignition system wear (BVZ) | Long-lasting ignition coils |
| Thermostat wear | In the case of the BVZ, the thermostat may need to be replaced at relatively low mileage |
Oil consumption. There is a high probability that your rings are pitted, it is common for such motors with their thin rings and rather high mileage. You need to go to the service, look at the condition of the cylinders and decide what to do next.
Loss of power. The reason is the formation of fouling on the valves due to the direct injection itself: the incoming fuel does not clean the valve from fouling, and it begins to block the channels. It is necessary to disassemble the engine and check. This happens about every 100 thousand kilometers or even faster.
Here you need to periodically clean the EGR valve or plug it and flash the brain to work without EGR. Also you should pour recommended 98 gasoline for Euro-4 motors or 95 for Euro-2, low-quality fuel should be avoided, otherwise there may be problems.
Practice has shown that the resource of 2.0 FSI engines plus or minus 250-300 thousand kilometers, and under the conditions of proper operation, it can go more, but in general, it is not the best option for purchase.
Tuning of 2.0 FSI engines
Tuning the ECU with cold intake and exhaust without catalytic converters can give you about 15 hp. This is where the budget tuning of the VW 2.0 FSI ends. Everything else (shafts, throttles, turbine installation, etc.) is wasted money, it is better to buy a car with 2.0 TSI right away.
MOTOR RATING: 4-