In pursuit of the growing demands of customers and European officials, a decade ago, manufacturers decided to greatly limit the size of engines, further improving their performance and flexibility. In theory, this should also reduce fuel consumption and, above all, emissions. One such example concern VAG is a 1.2 TSI petrol engine (TFSI in the Audi catalog), which is also installed in Seat and Skoda. Did he inherit good genes after 1.4 and 1.6 MPI?

SUCCESSOR 1.4 AND 1.6 MPI

German, four-cylinder gasoline engine became the direct successor to the well-deserved, but very durable and respected by users, 1.4 and 1.6 MPI engines with a power of 80-105 hp. The subcompact design appeared on the market in 2009. To implement the plans, Volkswagen engineers used 8-valve print head technology, a turbocharger with variable geometry electronically controlled vanes, as well as direct fuel injection and one camshaft. Another characteristic difference between the 1.2 TSI engine is the gas distribution system, which is carried out using a chain that cannot be replaced under the manufacturer's warranty. Depending on the version, the motor generates 86, 90, 105 or 110 hp. (since 2014), which, combined with a relatively light body Volkswagen Polo or Skoda Fabia, translates to sufficient performance also outside the city. 1.2 TSI under the hood of a heavy Octavia or Golf doesn't work so well. Often there is simply not enough power, especially with a set of passengers on board. Despite this, at quiet ride on the highway consumes about 5-6 liters of fuel. Attempts to dynamically drive subsequent kilometers end even with a twofold increase in fuel consumption of 10-12 l / 100 km.

In this form, the 1.2 TSI was produced in 2012. Unfortunately, before the upgrade, the engine has many operational problems. At the moment, experts do not report serious breakdowns for units manufactured after 2012. The manufacturer has removed all problematic design errors. The timing chain was replaced by a much cheaper belt to replace - the replacement interval is 210 thousand kilometers. A 16-valve head and two camshafts appeared. The number of changes was so great that after 2012 the engine received a completely new designation - EA211. Still it strong point had flexibility and low fuel consumption in quiet operation. We cannot but pay attention to the rapid achievement of operating temperature.

NOTE FOR FIRST YEAR ENGINES

Unfortunately, experts do not recommend buying cars with 1.2 TSI engines before modernization (EA111). These instances will cause many costly problems for the owner. The first few tens of thousands of kilometers of operation 1.2 TSI does not create any particular difficulties, in addition, it will please with satisfactory dynamics and low fuel consumption. But the idyll does not last long. Very quickly, defects in design and materials make themselves felt. As with other units of the Volkswagen TSI family, this motor also struggles with the main problem, which is the timing chain. It is only theoretically lifelong. Already after 50-70 thousand kilometers, it can stretch so much that it can jump a few teeth and even break the engine. Both situations result in pistons colliding with valves, which means costly engine repairs. Replacing the used chain along with the necessary attachments, it will cost hundreds of dollars for the official service center. You also need to be prepared for a head gasket failure. Despite the mileage, it may require urgent replacement.

INCREASED OIL CONSUMPTION

Unfortunately, a significant part gasoline engines In recent years, the authorship of the engineers of the VAG 1.2 TSI concern also consumes a large amount of oil. With such a disease, we will not save in any case. Experts say that this type of engine is what it is. The user only needs to regularly monitor the oil level and top up immediately. Remember that a lack of fluid will very quickly affect the condition of the turbocharger, etc. For safety, it is worth shortening the oil change interval. Before the upgrade, problems could also be with the turbocharger. Relatively often "stutters" electronic control variable geometry of the blades, which is manifested by a drop in power and an increase in flow. Violation of the operating rules significantly reduces the service life of this element - its repair will also be very expensive.

The 1.2 TSI wasn't famous for its durability until 2012. There were situations during this period when the manufacturer exchanged the engine for a new one under warranty with a run of 20-30 thousand kilometers. Before buying a car, you should carefully check the service history, and be aware of design flaws. It is better to operate the versions after the upgrade. They are much more durable and cheaper to operate. EA211, we can recommend with a pure heart.

1.2 TSI ENGINE - SERIOUS FAULTS

Unfortunately, it quickly became clear that a loaded and complex small motor has a small resource and does not travel long distances. Chain timing problems, turbocharger failures, and control electronics failures are the most common (but not all) engine failures from the start of production.

Due to obvious shortcomings, at the end of 2012, the manufacturer introduced a modified version of the TSI 1.2 engine, in which he eliminated most of the problems. Timing is driven by a belt instead of a chain, the head has 16 valves instead of 8 and they are controlled by two rollers. The changes were so great that the motor after the modification received new series EA211 (previously EA111).

ENGINE 1.2 TSI - TECHNOLOGY

From a technical point of view, the 1.2 TSI engine should be divided into a version from the beginning of production and a version after modernization. Although both use gasoline direct injection and an aluminum four-cylinder block, the timing drive (previously chain, then belt) and head design (first 8 V with one shaft, then 16 V with two) are completely different. There are many more differences.

1.2 TSI ENGINE - TYPICAL FAULTS

The breakdowns concern the version with EA111, which entered the market in 2009 and, as it soon turned out, had many problems. Later versions with EA211 (since 2012) do not yet show any significant shortcomings. What kind of breakdowns should be feared for engines before modernization? First of all, the timing chain stretches quickly - if the user does not respond in time, the chain can come off and cause serious engine damage.

Head gasket damage and increased oil consumption are very real. Quite often there is a problem with the cleaning system exhaust gases and turbocharging (valve sticking). There are also control issues that cause the engine to run unevenly and, in extreme cases, even burn out the piston due to the combustion temperature being too high. For this reason, the motors were replaced after a short run under warranty.

1.2 TSI ENGINE - TURBOCOMPRESSOR FAULTS

Symptoms- a decrease in engine power, interference in the operation of the turbocharger.

Repair- most often there are problems with the correct operation of the turbocharger, arising from problems in the turbine control system (this function is performed by electronics). Usually the defect appeared quite quickly and the turbines with the control system (one unit) were replaced under warranty. We also know cases mechanical problems but they are much less common.

1.2 TSI ENGINE - TIMING CHAIN ​​FAILURE

Symptoms- metallic noise from the timing drive (especially after a cold start).

Repair- the problem is well known to the VW Group service. An overstretched chain and tensioner creates problems. Moreover, there have been cases of skipping the chain and serious engine damage. Therefore, if symptoms appear that indicate a problem, you should contact a workshop as soon as possible to diagnose and fix the problem. If guarantee period expired, the cost of replacing the chain, guides and tensioner is about $ 500.

1.2 TSI ENGINE - MAINTENANCE

* or every year (in engines from the beginning of production - every 2 years); ** iridium spark plugs; *** the manufacturer does not provide for periodic replacement - drive belt auxiliary units must be replaced by a mechanic; **** Applies to retrofit EA211 engine only (timing chain used in EA111 units)

Drive synchronization- in 1.2 TSI engines after modernization (EA211) the timing system of the belt drive - the interval for its replacement is 210 thousand. km. In our conditions, it should be reduced by 50 thousand km. On the other hand, the engines before modification (EA111) used a timing chain, which, in theory, should work without problems until the main engine overhaul - unfortunately, in practice it is often replaced up to 100,000 km.

Replacement oils- in the case of EA111 engines, the manufacturer provided for an oil change every 30,000 km or every 2 years - now the time interval has been reduced to one year. Whereas mechanics advise changing the oil every 8-15 thousand. km or once a year, especially for engines with chain synchronization.

1.2 TSI ENGINE - CONSUMABLES

Motor oil- for extended oil change intervals (every 30,000 km), the manufacturer recommends using only synthetic oil 5W-30 according to VW 504.00 specification. System volume: 3.6-3.9 liters.

Synchronization- The 1.2 TSI EA111 engine uses chain synchronization, while the EA211 version uses a belt. The valve clearance is reset hydraulically.

Cooling system The manufacturer does not recommend periodic replacement. The operation of the cooling system is limited to checking the liquid level and checking for frost resistance. The volume of the system depends on the model and ranges from 5.6 to 8.3 liters.

1.2 TSI ENGINE - TECHNICAL DATA

	1.2TSI*	1.2TSI	1.2TSI	1.2TSI*	1.2TSI	1.2TSI
Year of release	2009-14	since 2012.	since 2014.	since 2009.	since 2012.	since 2014.
Engine - type, number of valves	t.benz. R4/8	t.benz. R4/16	t.benz. R4/16	t.benz. R4/8	t.benz. R4/16	t.benz. R4/16
Working volume	1197	1197	1197	1197	1197	1197
Compression ratio	10,1:1	10,1:1	10,5:1	10,0:1	10,5:1	10,5:1
timing type	OHC	DOHC	DOHC	OHC	DOHC	DOHC
Power max. (kW/HP/rpm)	63/86/4800	63/86/4800	66/90/4400	77/105/5000	77/105/5000	81/110/5000
Max. torque (Nm/rpm)	160/1500	160/1500	160/1400	175/1550	175/1400	175/1500
Injection type	straight	straight	straight	straight	straight	straight

*Engines with timing chain drive

ENGINE 1.2 TSI - ACCORDING TO THE SPECIALIST

The engine is burdened with many problems, which, due to heavy loads, sometimes occurred more often than in the first generation 1.4 TSI. The most common are timing drive problems.

ENGINE 1.2 TSI - OUR OPINION

If you choose the 1.2 TSI engine, then the version after the modification (EA211). This is a heavily rebuilt engine that has been stripped of many important issues, exciting its predecessor, EA111. When the car is properly serviced, the 1.2 TSI engine really does a good job of combining low fuel consumption with decent performance, especially in B-segment cars.

Vehicles with 1.2 TSI engines

Engine 1.2 TSI - year 2012 | The modified block (code EA211) debuted in the 3rd generation Octavia. 1.2 TSI engine in Seat Ibiza | Only the 105-horsepower version (2010) went under the hood of Ibiza. Engine 1.2 TSI on Volkswagen Golf| For modernization: engines 86 and 105 hp, and in a later version - 90- and 110-horsepower options. 1.2 TSI engine - turbocharger failures | Symptoms - a decrease in engine power, interference in the operation of the turbocharger.
Repair - most often there are problems with the correct operation of the turbocharger, arising from problems with the turbine control system (electronics perform this function). Usually the defect appeared quite quickly and the turbines with the control system (one unit) were replaced under warranty. We also know cases of mechanical problems, but they are much less common. 1.2 TSI Engine - Timing Chain Failure | Symptoms - metallic noise from the timing drive (especially after a cold start).
Repair - the problem is well known to the VW Group service. An overstretched chain and tensioner creates problems. Moreover, there have been cases of skipping the chain and serious engine damage. Therefore, if symptoms appear that indicate a problem, you should contact a workshop as soon as possible to diagnose and fix the problem.

Engine 1.2 TSI - year 2014 | Polo V after the facelift, in which new versions of the TSI 1.2 engine with a capacity of 90 and 110 hp appeared. Engine 1.2 TSI on Audi A3 | Only more powerful 105 hp. (engine EA111) was installed in the Audi A3. Engine 1.2 TSI - 2009 | The debut of the 1.2 TSI engine with direct injection- Volkswagen Polo V. Its design was based on a 1.4 TSI engine. Engine 1.2 TSI - typical faults| The failures concern the version with EA111, which entered the market in 2009 and, as it soon turned out, had many problems. Later modifications of the EA211 (since 2012) do not yet show any significant shortcomings. What failures should be feared for engines before the change? First of all, the timing chain stretches quickly - if the user does not react in time, the chain can jump in the event of a serious engine failure. Head gasket damage and increased oil consumption are very real. Quite often there is a problem with the exhaust gas cleaning system and turbocharging (the valve sticks). There are also steering problems that cause the engine to run unevenly and in extreme cases even burn out the piston due to the combustion temperature being too high. Everything about the 1.2 TSI engine - durability is not its advantage | 1.2 EA111 TSI - designation of a unit with a timing chain and one shaft in the head.

Engine 1.2 TSI - year 2012 | Due to many quality issues, the engine was heavily modified - including a belt-driven gear train. Everything about the 1.2 TSI engine - durability is not its advantage | From a technical point of view, the 1.2 TSI engine should be divided into a version from the beginning of production and a version after modernization. Although both used gasoline direct injection and an aluminum four-cylinder block, the timing drive (previously chain, then belt) and head design (first 8V with one shaft, then 16V with two) are completely different. There are many more differences. Engine 1.2 TSI in Skoda Octavia | Octavia uses an upgraded motor - EA211 - in two power options: 86 and 105 hp. Engine 1.2 TSI - 2010 | 1.2 TSI (86 and 105 hp) went under the hood small cars VW Group including Audi A1 - TFSI designation

Volkswagen-Audi EA111 1.2 TSI / TFSI engine

Characteristics of the EA111 engine

Production	Mlada Boleslav Plant
Engine brand	EA111
Release years	2009-2017
Block material	aluminum
Supply system	injector
A type	in-line
Number of cylinders	4
Valves per cylinder	2
Piston stroke, mm	75.6
Cylinder diameter, mm	71
Compression ratio	10
Engine volume, cc	1197
Engine power, hp / rpm	86/4800 90/4500 105/5000
Torque, Nm/rpm	160/1500-3500 160/1500-3500 175/1550-4100
Fuel	95
Environmental regulations	Euro 5
Engine weight, kg	—
Fuel consumption, l/100 km - town - track - mixed.	5.9 4.2 4.9
Oil consumption, g/1000 km	up to 500
Engine oil	5W-30 5W-40
How much oil is in the engine	3.8
Oil change is carried out, km	15000 (preferably 7500)
Operating temperature of the engine, hail.	~90
Engine resource, thousand km - according to the plant - on practice	— 250-300
Tuning, HP — potential - no loss of resource	140+ n.a.
The engine was installed	Audi A1 Audi A3 Seat Altea Seat Ibiza Seat Leon Seat Toledo Skoda Fabia Skoda Octavia Skoda Rapid Skoda Yeti Skoda Roomster Volkswagen Jetta Volkswagen Caddy Volkswagen Golf Volkswagen Beetle Volkswagen Polo

Reliability, problems and engine repair Volkswagen-Audi EA111 1.2 TSI / TFSI

The junior power unit of the EA111 series is a modified 1.4 TSI, where the cast-iron cylinder block was replaced with an aluminum one with cast-iron wet liners. The piston diameter was reduced from 76.5 mm to 71 mm, the piston itself was lightened, a new crankshaft was installed.

To further emphasize the bottoms, the block was covered with a single-shaft 8-valve head, inlet / outlet valves diameter - 35.5 / 30 mm, with hydraulic lifters, with direct fuel injection and without a variable valve timing system.
The timing drive uses a chain. Similar to the 1.4 TSI, the chain here also likes to stretch and jump, despite claims to be maintenance-free.
All 1.2 TSI versions are equipped with IHI 1634 turbochargers, with a maximum pressure of 0.6 bar. Controls the engine of the Siemens Simos 10 ECU. There is a manifold without dampers on the intake.
In general, this engine is nothing more than a lightweight and simplified 1.4 TSI on all fronts, and this is associated with a reduced liter power. The motor weighs 24.5 kg less than 1.4 liters.
The purpose of this engine is to replace the popular 8-valve 1.6 liter engines that have long been in production.
In 2015, this engine was completely replaced with a modernized 1.2 TSI EA211 series, only SEAT Ibiza was equipped with 1.2 EA111 until 2017.

Engine modifications VW 1.2 TSI / TFSI

1. CBZA (2010 - 2015) - a weak modification, with a capacity of 86 hp, was installed on the Audi A1, Volkswagen Golf 6.
2. CBZB (2009 - 2015) - top version, 105 hp, for all other cars.
3. CBZC (2011-2017) - 90-strong variation for Volkswagen Polo and SEAT Ibiza.

Problems VW 1.2 TSI

The weak points of this motor repeat the older brother 1.4 TSI, here there is a problem with the timing chain jumping (later fixed), vibrations at idle, love for good oil and gasoline, etc. In addition, this motor warms up for a rather long time in the cold season.
In terms of reliability, the engine is average, when moving in a calm mode and regular maintenance, engine life 1.2 TSI about ~ 250.000 km. Accordingly, with increased loads, the motor resource decreases.

Volkswagen-Audi 1.2 TSI / TFSI engine tuning

Chip tuning

Tuning of such a power unit is carried out by the method of ordinary chip tuning. Well-known tuning companies offer their Stage 1 firmware for 86 hp engines. and 105 hp For little money, you can change the engine to 130-145 hp. and significantly change the dynamics of the car. This option is very good for such a working volume.
In addition to this, you can replace the catalysts with sports ones, put a cold inlet. Just right for the city.

In 2009, the Czech automobile manufacturer Skoda presented a new compact crossover called Yeti. The car turned out to be successful, as evidenced by the sales statistics of the model. In just 4 years, over 290 thousand copies of the car were sold. Unprecedented success is associated with fitting the crossover to the corporate style.

The design of the model appealed to many motorists in Europe: Yeti is characterized by the rigor and conciseness of the exterior, combined with structurally successful power plants. It is about what the resource of the Skoda Yeti engine is that we will tell in this article.

Crossover powertrain options

Crossover sales in Russia began in November 2009. In general, motorists and independent critics warmly received new car from the Czech manufacturer. Skoda took into account the nuances of operating a car in Russia, especially in distant lands with a harsh climate. Yeti appeared before the domestic buyer in several modifications at once. Sales began with a front-wheel drive version with a 1.2-liter TSI and 1.6 MPI engine, after which other crossover layouts became available - all-wheel drive 1.8 TSI.

Crossover assemblies have the following advantages:

• McPherson independent front suspension;
• independent multi-link rear suspension;
• front ventilated disc brakes;
• rear disc brakes.

As a transmission available not only mechanical box gear shifting, but also the "robot" DSG. Moreover, gasoline power units can work both with mechanics and with a “robot”, but diesel engine only DSG is aggregated. The variety of transmissions also contributed to the increase in sales of the model and protected the Czechs from the failure that happened, for example, with the Ford Kuga, sold in Russia only with a manual gearbox.

About reliability Czech cars say not the first year. Over the past few years, Skoda has significantly upgraded production technology power units. base engine Skoda Yeti is a 1.2 liter naturally aspirated TSI motor. Among the owners of the crossover, there are different opinions about this engine. We can say that the drivers were divided into two large camps: supporters and opponents of a small-capacity installation. Let this modification will not allow you to fully feel the whole drive from driving, but what can you not blame her for - reliability and a large resource. With proper maintenance, a 1.2-liter engine will travel at least 280 thousand kilometers.

The remaining versions of 1.6 and 1.8 liters are not inferior to the younger one in terms of resource. It is important for owners of a crossover with a turbocharged engine to monitor the condition of the turbine and carry out its timely maintenance. Proper care power plant will significantly extend the life of the main unit of the car. It is important to change the engine oil, spark plugs and filters at the scheduled time. In the frosty season, as well as in regions where critical low temperatures, it is recommended to warm up the power unit. Due to this, it will be possible to preserve the integrity of the parts of the cylinder-piston group. Therefore, a 1.6 and 1.8 liter engine can last at least 300 thousand kilometers.

Owner reviews

The diesel modification of the Skoda Yeti feels good on domestic diesel fuel. The engine is distinguished not only by moderate fuel consumption, but also by a fairly solid resource - 320 or more thousand kilometers. To increase the life of the motor, professionals recommend using the RVS-Master. The repair and recovery composition paired with the FuelEXx combustion catalyst will protect the power unit from the negative effects of low-quality fuel. Owner reviews will tell you more about the resource of the Skoda Yeti engine for 1.2, 1.6, 1.8 liters.

Engine 1.2

1. Yuri, Nizhny Novgorod. In 2014, he bought a Skoda Yeti with a 1.2-liter turbocharged low-power engine. Of course, it will not be possible to particularly accelerate on such a machine, but it is moderately voracious and reliable enough. I sold it four years later, at that time the mileage was about 80 thousand kilometers. There were no problems with the engine, before the sale I went to a car repair shop more than once in order to conduct a thorough diagnosis of the car. The turbine was also perfect condition, its resource before the first repair is 120-150 thousand kilometers. Although, there is an opinion that the 1.2-liter engine is short-lived. I completely disagree with this, for 80 thousand there were no problems. Of course, if you do not follow the car, then it will break down after 50 thousand. In general, do not hesitate and buy a Yeti with a 1.2 engine if the efficiency and reliability of the engine are important to you.
2. Anatoly, Moscow. I have been driving a Skoda Yeti since 2013. Mileage has already exceeded 120 thousand km. During this time, I only changed the washer on the turbine under warranty. There were no more breakdowns. As for the increased oil consumption. It is indeed observed in crossover assemblies until 2014, after the manufacturer solved this problem. How did I deal with increased consumption- switched from native oil to Elf 5W30 and the “appetite” of the car returned to normal. I replace it every 9,000 km, I immediately change the filters, I changed the pump once. Now about the timing chain. Serves for 150 thousand, as many experts say, and I trust them, because my car has already passed more than a hundred thousand. The network often writes that the chain does not live up to this mark, but this is absolutely not the case.
3. Nikolay, Voronezh. I am Skoda owner Yeti 1.2 TSI from 2015. The car is very comfortable, adapted for operation in our country. I have never had any problems with it, the service from the dealer is top notch. The timing chain is resource-intensive, I have already covered 70 thousand km by car, the engine is still like new. I want to give crossover owners some advice: do not leave the car without hand brake, because in the event of any shift of the car from its place, the chain may slip, which is fraught with unnecessary trouble. Regarding oil consumption: the manufacturer himself said that for every 1 thousand, a car normally consumes 1 liter of oil, and over time, the figure can really increase.

Skoda Yeti 1.2 TSI does not like short trips. A turbocharged engine is demanding for full warm-up, if this does not happen, problems with the engine and minor breakdowns begin. To increase its service life, it is important to carry out timely replacement spark plugs, as well as use repair and restoration compounds.

Engine 1.6

1. Alexey, Tyumen. I have a Skoda Yeti 1.6 MPI 105 Horse power, plus manual. This is a completely new motor that has practically nothing to do with the previous CFNA series. It is part of the TSI family of engines, but it lacks a turbine and direct fuel injection system. By car, I have already skated 120,000 km, except for regulated work, I did nothing. Service at the dealer is inexpensive and of sufficient quality. I tried not to clog the engine with cheap fuel and oil, I refuel only AI-95 at Lukoil, I pour native oil. Up to half a million is unlikely to get through, but why do I need it? By that time, the car will already be morally obsolete, but 300-350 thousand km for such a crossover is a very real resource.
2. Maxim, Volgograd. He became a shkodovod in 2015, when he acquired Yeti 1.6 MPI on secondary market The car itself is from 2012. I got a crossover in excellent condition, the previous owner followed the car and passed MOT on time. Now the mileage is already 200 thousand kilometers. The chain has been changed once and as far as I know it is much more reliable than the 1.2 liter version. Like it or not, but the MPI power unit is less prone to breakdowns due to the lack of a turbocharging system. The system of distributed fuel injection allows you to fill the car with almost any gasoline. No, it is desirable, nevertheless, to purchase fuel from a reliable supplier. But the probability of failure of such an engine due to refueling with low-quality fuel is much less.
3. Kirill, Moscow. Very reliable car I enjoy every ride. There were no problems with the car for 4 years of operation. The engine has passed 100 thousand, which surprises me, the chain is still in excellent condition. The 1.6 MPI engine is the same 1.4 TSI, but without a turbine, and also without an oil temperature pressure sensor. In general, this engine can be called the standard of resource intensity and maintainability. Also I didn't have any problems with the transmission, the box works great. At the expense of the suspension - I had to change the wheel bearing, as well as rubber seals. But, as you know, these are trifles.

Skoda Yeti 1.6 MPI is characterized by high power and long service life. In this modification of the engine there is no turbine, which has a positive effect on the duration of the stable operation of the power unit. The owners of the crossover speak positively about the 1.6-liter engine, calling it the average and most acceptable option for operation in Russia.

Engine 1.8

Skoda Yeti 1.8 is one of the most preferred options for Russian motorists. A crossover with this power unit is unpretentious, stable, and has a long resource. With proper maintenance, 280-300 thousand kilometers will pass before the first overhaul.

Engine 1.2TSI EA111- the younger brother of the reduced 1.4 TSI. In general, it performed quite well. Especially on cars where the chain stretch and jump problem has been fixed. By and large, it was the questions to the timing drive that were the main ones for this motor. Unlike a larger engine, where the cylinder block was cast iron, aluminum was used here with cast iron sleeves. The volume was reduced due to the piston stroke from 76.5 mm to 71 mm.

Structurally, the motor is not complicated, and therefore quite reliable. But weak spots, sometimes critical, still exist. An eight-valve single-shaft head is installed here and there is no system for changing the valve timing. True, the engine is equipped with hydraulic lifters and a turbine that produces a pressure of 0.6 bar. Fuel injection is direct.

This motor, as well as 1.4 TSI, sins with increased oil appetite and vibrations on idling, at cold engine. Also, it was distinguished by a very long set of operating temperatures during the cold season, which annoyed many motorists very much. The engine had factory indexes: EA111 CBZA CBZC CBZB.

Later, since 2012, a new motor has appeared 1.2 TSI, EA211 (CJZA, CJZB, CJZC, CJZD). The new motor removed a lot of annoying problems. The most important change is the doubling of the number of valves, the head has become a 16-valve. The engine was turned 180 degrees, against the direction of travel, and now the cylinder head is made with the exhaust manifold as one piece.

A valve timing regulator was added to the system, and, which is also important, the chain, which never became a model of reliability, was replaced with a timing belt. Now questions about the timing have been removed. Even in the new EA211 motor, the issue of long warm-up was solved by complicating the design of the thermostat, in the body of which a water pump was built.

The first 1.2TSI engine, the EA111 series, was actively installed mainly on the Skoda Fabia from 2010 to 2014; Volkswagen Polo (6R) since 2009, and a number of other VAG cars. New generation EA211 engines have found their place under the hoods of the new generations of VW Polo and Skoda Fabia and many other models. It is also worth noting that the motor resource of both engines, with proper maintenance, tends to reach the mark of 250 thousand kilometers.

Where the cast-iron cylinder block was replaced with an aluminum one with wet-iron liners, the piston diameter was reduced from 76.5 mm to 71.0 mm, and the piston itself was lightened. This engine was created to replace obsolete units 1.6 MPI (BGU, BSE, BSF, CCSA) EA113. New motor became lighter, more dynamic and more economical than its predecessor, but not everything is as smooth as it might seem at first glance. So let's figure it out together.

In the process of changing the 1.4 TSI EA111 engine, the junior 1.2 TSI unit was covered with a single-shaft 8-valve block head to further emphasize the “bottoms”. This cylinder head is a simple design with hydraulic lifters, direct fuel injection, but without a variable valve timing system, where the intake valves are 35.5 mm in diameter and the exhaust valves are 30.0 mm. In the timing drive, a chain is used here by analogy with the 1.4 TSI, but the local chain of the first revisions even more likes to stretch and jump.

All 1.2 TSI EA111 versions are equipped with turbochargers IHI 1634, with a maximum overpressure of 0.6 bar. In general, this engine is nothing more than a 1.4 TSI EA111 simplified on all fronts - hence the reduced specific liter power of this unit.

The manufacturer describes the main design features of the 1.2 TSI engines of the EA111 family as:

• Newly developed aluminum cylinder block with innovative gray cast iron cylinder liners;
• Cylinder head with two valves per cylinder, tilt-valve timing with chain-driven roller tappets, valve seat angle 12°, hemispherical combustion chamber;
• Steel crankshaft with diameters of connecting rod and main bearings reduced to 42 mm;
• Lightweight, low friction piston group with package piston rings with reduced friction;
• Oil circuit with reduced oil consumption and efficiency optimized oil pump;
• Switchable cooling system pump;
• Detachable, easy-to-service timing case of lightweight design, with covers made of plastic and magnesium alloy;
• Turbocharger module with electric guide vane;
• Crankcase ventilation system integrated into the cylinder block and cylinder head with oil separation system.

More details about the device, features and principles of operation of the base unit 1.2 TSI (CBZB) EA111 can be found in the factory

ATTENTION! For discussion engine oils and their choice, there is a special topic dedicated to. We discuss all questions about oil there, there is no need to flood on this topic. This topic is intended to discuss the design and problems of the engine, and not its technical fluids.

1.1. Engines 1.2 TSI (EA111) with IHI 1634 turbine and without phase shifter
CBZA, CBZB, CBZC

Among the 1.2 TSI EA111 engines equipped with an IHI 1634 turbine (0.6 bar overpressure), there are 3 modifications in different boost levels: CBZA, CBZB and CBZC (only for VW Polo).

Model	Power	Period installations	Note	Installed
CBZA Euro 5​		03.2010 - 05.2015​	analogue CBZB with reduced up to 86 hp power on 95 petrol, Euro-5 86 HP(63 kW) at 4,800 rpm, 160 Nm at 1500-3500 rpm.​	Audi A1 (8X) 1.2 TFSI (05.2010 - 04.2015) Audi A1 (8X) sportback 1.2 TFSI (01.2012 - 04.2015) SEAT Ibiza 5 1.2 TSI (08.2012 -) SEAT Ibiza 5 SC 1.2 TSI (08.2012 -) SEAT Ibiza 5 ST 1.2 TSI (09.2012 -) Skoda Rapid (NH) LPG 1.2 TSI (07.2012 -) Skoda Rapid (NH) sportback LPG 1.2 TSI (07.2012 -) Skoda Praktik (5J) 1.2 TSI (03.2010 - 05.2015) VW Golf 6 (5K) 1.2TSI (05.2010 - 11.2012) VW Golf 6 (5K) variant 1.2 TSI (07.2010 - 07.2013) VW Golf Plus 1.2 TSI (05.2010 - 12.2013)
CBZB Euro 5​		11.2008 - 06.2015​	basic initial modification engine 1.2 TSI EA111 with IHI 1634 turbine, without phase shifter on 95 petrol, Euro-5 105 HP(77 kW) at 5,000 rpm, 175 Nm at 1550-4100 rpm.​	Audi A3 (8P) 1.2 TFSI (04.2010 - 08.2012) Audi A3 (8P) sportback 1.2 TFSI (04.2010 - 03.2013) Audi A3 (8P) cabriolet 1.2 TFSI (03.2010 - 05.2013) SEAT Ibiza 5 1.2 TSI (09.2010 -) SEAT Ibiza 5 SC 1.2 TSI (09.2010 -) SEAT Ibiza 5 ST 1.2 TSI (09.2010 -) SEAT Leon 2 (1P) 1.2 TSI (02.2010 - 02.2012) SEAT Toledo 4 (NH) 1.2 TSI (07.2012 - 06.2015) SEAT Altea 1.2TSI (04.2010-) Skoda Octavia A5 (1Z) 1.2 TSI (02.2010 - 06.2013) Skoda Octavia A5 (1Z) combi 1.2 TSI (02.2010 - 04.2013) Skoda Fabia 2 (5J) 1.2TSI (03.2010 - 12.2014) Skoda Fabia 2 (5J) combi 1.2 TSI (03.2010 - 12.2014) Skoda Rapid (NH) 1.2 TSI (07.2012 -) Skoda Rapid (NH) sportback 1.2 TSI (07.2012 -) Skoda Roomster (5J) 1.2 TSI (03.2010 - 05.2015) Skoda Yeti (5L) 1.2 TSI (09.2009 - 05.2015) VW Polo (6R) 1.2TSI (11.2009 -) VW Polo (6R) 1.2 TSI Bluemotion (11.2009 - 05.2014) VW Golf 6 (5K) 1.2 TSI (11.2008 - 11.2012) VW Golf 6 (5K) variant 1.2 TSI (07.2009 - 07.2013) VW Golf 6 (5K) cabriolet 1.2 TSI (03.2011 - 05.2016) VW Golf 6 (5K) 1.2TSI Bluemotion (05.2009 - 11.2012) VW Jetta 6 (1B) 1.2TSI (10.2010 -) VW Touran 2 (5T) 1.2TSI (05.2010 - 05.2015) VW Caddy 3 (2C) 1.2 TSI (09.2010 - 05.2015) VW Golf Plus 1.2 TSI (11.2009 - 08.2014) VW Beetle A5 1.2 TSI (07.2011 - 07.2019) VW Beetle A5 cabriolet 1.2 TSI (12.2011 - 07.2019)
CBZC Euro 5​		05.2011 - 05.2014​	analogue CBZB with reduced up to 90 hp power for VW Polo (6R) on 95 petrol, Euro-5 90 HP(66 kW) at 4,500 rpm, 160 Nm at 1500-3500 rpm.​	VW Polo (6R) 1.2TSI (05.2011 - 05.2014)

To replace engines 1.2TSI EA111 (CBZA, CBZB, CBZC) engines of the EA211 family came. At the same time, atmospheric engines with a volume of 1.6 returned to the production line, which received a new design: . Along with these atmospheric engines, they began to produce turbocharged ones - 1.2 TSI EA211.

2. Characteristics of engines 1.2 TSI EA111 (86 hp - 105 hp)

Production	Mlada Boleslav Plant- Automotive Skoda factory in Mladá Boleslav (Czech Republic)
Release years	2009-2015
Block material	aluminum(with cast iron wet sleeves)
A type	inline 4-cylinder (R4), 8 valves(2 valves per cylinder - intake 35.5mm, exhaust 30.0mm)
piston stroke	75.6 mm
Cylinder diameter	71.0 mm
Compression ratio	10,0
Engine capacity	1197 cc
Turbine	IHI 1634
Absolute boost pressure	1.6 bar
Excess boost pressure	0.6 bar
Phase shifter	missing
Engine weight	102 kg
The engine control unit	???
Fuel	Unleaded gasoline RON-95(for Europe) In Russia it is allowed to use AI-95 but it is recommended to use AI-98
Environmental regulations	Euro 5
Fuel consumption (passport for VW Polo 6R)	town - 5.9 l/100 km track - 4.2 l/100 km mixed - 4.9 l/100 km
Engine oil Euro 5	VAG LongLife III 5W-30- for Europe with flexible drain interval (G 052 195 M2 (1L) / G 052 195 M4 (5L)) (Approvals and specifications: VW 504 00 / 507 00) VAG Special Plus 5W-40- for Russia with a fixed replacement interval (until 11.2018) (G 052 167 M2 (1L) / G 052 167 M4 (5L)) (Approvals and specifications: VW 502 00 / 505 00 / 505 01) VAG Special G 5W-40- for Russia with a fixed replacement interval (from 11.2018) (G 052 502 M2 (1L) / G 052 502 M4 (5L)) (Approvals and specifications: VW 502 00 / 505 00)
Engine oil volume	3.8 l(when replacing, 3.6-3.8 liters are poured)
Oil consumption (permissible)	up to 0.5 l per 1000 km (according to the factory), but a really serviceable motor should not consume more than 0.1 liters per 1000 km in standard mode
Oil change is carried out	according to factory regulations with a flexible replacement interval QI6 - once a 30,000 km/ 24 months (Europe) according to the factory regulations with a fixed replacement interval QI4 - once a 15,000 km/ 12 months (Russia) (in the Russian Federation it is recommended to do an intermediate replacement every 7,500 km according to the QI2 regulations)

3. The main problems and disadvantages of engines 1.2 TSI EA111 (86 hp - 105 hp)

inherent design flaws

• vibrations at idle;
• love for good oil and gasoline with an octane rating of 98;
• the engine takes a long time to warm up in the cold season.

Problems

1) Extremely weak timing chain

The 1.2 TSI EA111 motor has a low chain resource. Before the modernization of 2011, it sometimes did not pass even 30 thousand kilometers before being replaced. The problem with the chain was solved from 10.2011 (3rd revision - replacement of the timing chain kit along with the stars), if the motor was made earlier, then the chain life is about 30,000 km - then stretching and jumping. The difference between the modified chain (wide - on the right) and the problematic (narrow - on the left) can be seen in the photo below. But this modification does not finally solve the problem, so we advise you to regularly check the exhaust even of a modified chain (at least once every 60,000 km).

The chain also had a 2nd revision, it was put on regular sprockets, without repressing the gear on the crankshaft.

03F_109_158B (v1)
03F_109_158K (v2)
03F_109_158G (v3)

In the new repair kit, the chain is made in Japan.

2) Misfire due to failed spark plugs

At spark plugs, for unknown reasons, it licks a patch on the negative electrode. Most likely this is due to design features and decent boost pressure (1.5 atm.). It seems like a small dot, less than a millimeter in diameter. And without it, the negative electrode, as if with a file, is cut off by spark erosion. This is how it starts misfiring.

3) Oxidation of high voltage ignition wires

On this motor they like to oxidize high voltage wires. This often leads to misfiring, due to insufficiently tight connection of the coil and wire, although you can’t tell by sight that the connection is not tight. As a result, the contacts are oxidized and covered with a green coating. Initially, Volkswagen engineers referred to the fact that this was not a problem and oxidation did not affect the operation of the engine, although then they nevertheless released modified wires (tricks).

New modified high-voltage wires have article numbers:
03F 905 409 C- for a set of in / in wires for 4 cylinders
03F905430H- in / in the wire to the first cylinder
03F 905 430J- in / in the wire to the second cylinder
03F 905 430K- in / in the wire to the third cylinder
03F 905 430L- in / in the wire to the fourth cylinder

4) Misfiring due to bad coil

Together, the ignition coil begins to suffer from the oxidation of the I / O wires, which at some point stops sparking the cylinder. And this does not happen all the time, but sometimes. It manifests itself as bumps or dots during acceleration. At the same time, you need to look at the instrument in which cylinder the passes are. In order to further eliminate the candle and wire. This is often confused with DSG clutch wear.

5) Very demanding on fuel quality

Fuel in Russia is bad, because almost everyone dilutes it with something (especially in the regions). This does not affect atmospheric engines in any way, but 1.2 TSI is not like that! Not only is it turbocharged, it also has 0.6 bar of excess, which, to be honest, is not enough for such a volume. So he requires good fuel with a high octane number. Otherwise, the car will stop driving and the error will light up P0171 - lean mixture.

Low-quality fuel with such pressurization causes detonation and coking of the injectors. In order to avoid such problems, it is necessary to regularly flush the injector as a preventive measure (you can use additives in fuel tank from liquid moly or motul), as well as fill in the 98th proven gasoline. Also, if the problem has already made itself felt, then you need to go to the service station and do an intensive flushing of the injector for professional equipment. Yes, and before you try to remove the TSI injectors yourself, if you want to thoroughly clean them, remember that they may not unscrew on runs from 100 km, but break in half.

6) Failure of high pressure fuel pump

At some point, it may happen that the machine will issue rich mixture error and also there may be a problem with poor starting of the engine "on a cold". The reason for this behavior of the car may be a breakdown fuel pump high pressure. As a result of this malfunction, fuel flows through a broken seal from the high pressure pump along the pusher rod. Then gasoline gets into the oil and dilutes it, resulting in a highly liquid oil and rich mixture. In this case, replacing the high pressure fuel pump itself will help.

8) Oil leak from under the oil cooler seal

Sometimes, but it still happens (even at low mileage) that the low oil level light comes on, and a puddle of oil collects under the engine on the crankcase protection. At the same time, the engine is dry and beautiful from above, and everything is covered in oil below - the generator, the air conditioning compressor and the oil pan. A terrible problem at first glance lies in a small gasket between the cylinder block and the oil cooler, the replacement of which eliminates an unpleasant leak.

9) Possible oil leak from under the bracket oil filter

In addition to a possible oil leak due to the oil cooler gasket, oil can also leak from under the oil filter housing. If oil leaked from there, then you need to replace the bushing of the VAG oil filter bracket 03F 121 215 and VAG oil filter bracket gasket 03F 115 111A.

10) The smell of exhaust in the cabin due to the failure of the VKG valve

Systematically, once every 40-50 thousand km, the crankcase ventilation valve (VAG) fails 030 103 175 B). This breakdown is evidenced by the appearance in the cabin of the smell of exhaust gases. Instead of sending crankcase gases to intake manifold, they fall into engine compartment, and from there they are drawn into the cabin through the climate system.

4. Engine resource 1.2 TSI family EA111

In terms of reliability, the engine proved to be not at all the best (due to the timing chain and problems with wastegate control), but with regular and proper maintenance, the life of the 1.2 TSI engine can be extended up to ~ 300.000 km due to the fact that it has a strong block with good piston group and a simple and reliable cylinder head. However, in order to get to such a mileage, the timing chain will have to be changed, in any case, quite often.

5. Engine tuning options 1.2 TSI family EA111

Tuning of such a power unit is carried out by the method of ordinary chip tuning. Well-known tuning companies offer their Stage 1 firmware for 86 hp engines. and 105 hp For little money, you can change the engine to 130-145 hp. and significantly change the dynamics of the car. This option is very good for such a working volume.

In addition to this, you can replace the catalysts with sports ones, put a cold inlet.

VAG drive rating: 3+
(satisfactorily- a problematic timing chain, failure of the ignition system, breakdown of the turbine actuator and other unpleasant little things are brightened up only by the fact that the block itself, the cylinder head and the piston are distinguished by very good reliability and a resource of 300+ thousand km)

Last edit: Friday at 5:35 pm

My cars: Skoda Octavia A5 ambition 1.6 MPI (BSE) 102 hp Automatic transmission-6 09G and some other German garbage dumps =)