VAG started to install the 1.6 TDI engine on its cars in the second half of 2009. The following letters were used for its designation: CAYA, CAYB, CAYC. All these motors belong to the EA189 family. Power of the new engine is 75-105 hp.
Under the past designation 1.6 TDI from the beginning of 2013 began to be used modern and modernized engines, which had a large number of designations. The speed of the new engines reached 75-115 hp. They were installed on models of all brands of the VAG concern.
Modern 1.6 TDI engines are usually referred to the EA288 family. They have similarity with the original similar engine: cylinder diameter is 79.5 mm, piston stroke is 80.5 mm. The material for the production of the cylinder block is cast iron. A toothed belt is installed on the timing belt. Due to the timing belt, one camshaft starts working. The second camshaft begins to work due to the toothed gear. The 1.6 TDI engine of the 189 and 288 series had these characteristics.
The motor released in 2013 had a very different and unique cylinder head. It had pairs of intake and exhaust valves across each cylinder. Therefore, any camshaft could make the valves work.
For the modernized engine, a lot of cutting-edge solutions were used that were not typical of VW’s diesel-powered engines in the past. The intercooler is located directly in the intake manifold. It is possible to disconnect the pump for cooling. The oil pump is started by a timing belt located in the oil pan. On the modernized engine, a vacuum pump section is still attached to the housing of this pump. Neutralizer for oxidation, particulate filter are located directly under the hood, not far from the turbocharger.
The 1.6 TDI engine, unlike the 2.0 TDI, is considered to be simpler in design. It does not have balancer shafts, phase shifter.
Can the modernized motor 1.6 TDI be called reliable?
The modern motor 1.6 TDI began to be installed recently. There are no special problems with it. Serious difficulties can arise with the particulate filter, its burning. Special attention should be paid to the EGR system. There may be an opinion that the new motor does not have serious disadvantages, as the past engine.
Drive of attached units
A roller with a hydraulic tensioner is used for tensioning the belt of attachments. The engine has a crankshaft damper pulley.
Turbocharger
In the modern 1.6 TDI engine, the exhaust manifold is a module consisting of a large number of components. Its basis is a Garrett 1244VZ turbocharger. It is characterized by variable geometry. The vacuum actuator can be controlled. There is a position sensor.
On the compressor housing there is a flange used to supply fresh air from the intake tract. It also receives exhaust gases and crankcase gases from the EGR system via two separate ducts. These gases are pressed by the turbocharger and then flow through the intercooler to the intake valves.
Intercooler
The intercooler is liquid-cooled. It provides the ability to regulate the level of cooling of the air compressed by the compressor. Special sensors are used to measure the temperature before and after the intercooler. A separate electric pump is used to circulate fluid through the intercooler.
Inlet manifold
In the modernized engine 1.6 TDI in the intake manifold there are no more vortex flaps, which were installed in previous motors. The swirling of the air flow that enters the valve is due to the special shapes of the intake valve seat chamfers.
EGR system
On the modernized 1.6 TDI engine, the EGR system was developed on the basis of the use of modern components. The overall architecture remains unchanged. A separate heat exchanger is used to cool the exhaust gases. In Euro-4 engines, the EGR valve has a separate cooling circuit. Euro-5 engines may not have one.
On the first 1.6 TDI engines, the EGR heat exchanger was equipped with a damper to direct the cooling of the gases after they are exhausted. The modernized engine uses an active heat exchanger. And a bypass valve is used to control the flow of gases after they have been exhausted. In each case, vacuum actuated flapper and valves are used. However, in the first version of the 1.6 TDI engine, the EGR drive was from an electric motor.
After exhaust, the gases flow into the cylinders. While the engine and catalytic converter are cold, they are not cooled. As a result, it is possible to accelerate the process of their heating. Thus, the operation of the EGR system takes place completely on a cold engine.
Valve cover
On cars with a 1.6 TDI engine, a valve cover made of plastic was installed. It contains a vacuum receiver, oil separators of the EGR system, a diaphragm valve for controlling and changing the pressure in the crankcase. There is a centrifugal oil separator. Its purpose is fine cleaning of crankcase gases.
Fuel system
The fuel supply system in 1.6 TDI motors has an identical device, the same components. For heating the fuel filter, already heated fuel is used, obtained from the return line.
The first supplier of the fuel system was Siemens VDO/Continental. On the turbodiesel engine after its modernization, a system for fuel supply from Bosch was already installed. The original number of the fuel injector that was installed in the car is 04L130755E. The original number of the electromagnetic injectors is 04L130277AC.
In the above case, a single plunger fuel pump is used. It can generate a pressure of up to 1800 bar.
At the moment, the Bosch fuel injector, which was installed on the modernized engine, has proved itself well. However, it is characterized by the turning of the plunger tappet, which leads to a transverse arrangement of the tappet roller. As a result, there is a mutual grinding of the cam and roller, the occurrence of chips spread throughout the system for fuel supply. In such a mode, the fuel injector is able to function for a long time. The first to fail will be the injectors. The multiplier valve is subjected to wear, the injectors begin to carry out a strong drain of the fuel mixture into the return line.
The timing belt drive
The length of the timing belt in a modern turbodiesel engine is shorter than the belt in the previous engine. The width remains unchanged. It is equal to 25 mm. There is no longer a roller in the guide mechanism, located near the pulley of the fuel injector. The trajectory of the timing belt remains the same: it bypasses the crankshaft and camshaft pulleys, drives the fuel pump and pump.
VAG conducted a recall campaign for the timing belt tensioner. It covered 1.6 and 2.0 series EA288 turbocharged diesel engines that were manufactured before 02.10.2016. It was found that in certain engines, the timing belt roller started making a squeaking sound after sand ingress. If this sound occurs, the motorist should definitely check the condition of the tensioner. There is a high probability that under the influence of external factors it has failed.
Turbo diesel engines 1.6 and 2.0 series EA288 were equipped with timing drive parts from 3 manufacturers. The final squeak-free option was a roller with an aluminum idler clamp. The original part number is 04L109243C (04L109243G). The first engine parts that made the squeaking noise had a steel bracket. They were black in color.
Auto concern VAG recommends motorists to use a special grease when squeaking occurs on certain engines that were released later. Its original number is G052172M2.
Before buying a timing belt, you need to check that the seller offers to buy exactly the part 04L109119G. The German manufacturer has already changed suppliers more than 4 times for the engine part, which was installed on turbocharged diesel engines 1.6 and 2.0 series EA288.
Cooling system pump
There are 3 pumps located in the cooling system of the 1.6 series EA288 turbocharged diesel engine. The main pump of the advanced engine can be switched off. Until the engine itself is warmed up, the liquid in the cooling jackets of the cylinder block and the cylinder head will not circulate. The pump is characterized by a traditional mechanical drive. The pump impeller, which is located on the drive shaft, performs a constant rotation. To disconnect it, you need to pull the cap. The impeller will then no longer be able to pump coolant during rotation. The movement of the cut-off cap is due to the piston, which is subjected to fluid pressure when the solenoid valve closes the return channel.
The controlled pump has already been the cause of many problems. Quite often it starts to make a howling sound due to rotor bearing wear. It has been found that jamming of the shut-off cap in the closed position can occur. This can cause the pump to be unable to circulate antifreeze. You can buy passive pumps with an impeller made of metal. They are produced by proven companies. If the main pump stops working in the advanced turbodiesel engine, the engine itself will not overheat.
This is due to the fact that before the necessary warming up of the engine, the main pump does not start working. And regulation of coolant circulation through a small circuit is engaged in the pump of the passenger compartment heater. As a result, it turns out that there is a minimum cooling of the engine, there is an opportunity to redirect some of the heat to heat the car interior. The specified electric pump provides circulation of antifreeze in the cylinder block and cylinder head. The main thermostat of the 1.6 turbocharged diesel engine is considered passive.
CGB
In the advanced 1.6 turbo diesel engine, the cylinder head consists of two parts. The upper one is the frame with camshafts, which can not be removed. For this purpose, during the manufacture of the structure, special tooling is used. There is a fixation of the frames and cams in the required position, the cams are incandescent. Cooled camshaft tubes are inserted into them. As a result, it turns out that in case of any problem even with one cam, its solution will be the replacement of the entire structure.
The cooling channels of the cylinder-head center turned out to be two-tiered. The most developed channels are considered to be the lower ones. They are designed for improved cooling of combustion chambers. The connection of the upper and lower cooling channel of the cylinder-head is made inside by means of a passage hole. At the outlet of the cylinder head, the channels are joined together.
Cylinder Block
The cast iron cylinder block has a shortened cooling jacket for faster warm-up.
Lubrication system
The turbocharged diesel engine has an oil level sensor and 2 pressure sensors. One is designed to check the pressure reduction to the value of 0.3-0.6 bar.
In the pallet of the advanced turbodiesel there is an oil and vacuum pump module. To start this unit, a toothed belt is used. It has no tensioner. The belt is lubricated with oil. The belt drive of the oil pump is located under the cover. It contains the front oil seal of the crankshaft.
The capacity of the gate type oil pump can be changed at regular intervals. To the left of the cylinder block there is a valve for control. Near it is the vacuum line connection.
The design of the oil pump is completely similar to the design of the part installed on Renault motors. As an example, the H4B can be taken as an example. Regulation of the performance of this part occurs by changing the volume of the suction and compression chambers. To achieve the necessary effect, the oil pump housing, in which the rotation of the rotor, the gate, is carried out, was not fixed. Regulation of its position relative to the rotor is carried out by a control valve and a spring. Volume regulation takes place. And the regulation of the pumped oil pressure is carried out sequentially: in the first stage the pressure reaches 2 bar, in the second stage – over 3.8 bar. In order to prevent the occurrence of low lubrication pressure in the motor due to the control valve, the spring force allows the second stage of pressure to be reached. The pilot solenoid valve is then switched off.
Vacuum pump
The vacuum pump has a rotor with a single “through” gate. There have been cases of howling from this part. Howling when the motor is running comes from the sump. Significant breakages, jamming of the vacuum pump have not been recorded. However, dealers replaced them under warranty at the request of the car owner.
Pistons
Pistons have an annular channel. It receives oil, which is injected by injectors.
Crankshaft
The forged crankshaft has 4 counterweights for lightweighting.