New engine 2 0 tfsi 249. Solution to the problem of increased oil consumption. TDI – durable and economical
Audi cars are one of the most desirable representatives of the secondary market. There are several reasons for this interest: the high durability of many models, pleasant finishes, good equipment and excellent technical data. But when choosing a used “car with rings”, you should be careful.
Firstly, low prices are often a harbinger of low mileage or hidden defects. Secondly, parts and repairs are often expensive. Even if nothing breaks, maintenance costs will be high. At the same time, with the increase in the Audi class, the cost of ownership increases like an avalanche.
If the Audi A3 is not yet so expensive to maintain, then the Audi A6 may turn out to be unaffordable. It's all about a more complex suspension, electronics and a tightly packed engine compartment.
Both petrol and diesel engines can generate unexpectedly high costs. Among gasoline units, a breakthrough occurred in 2007. Then the 1.4, 1.8 and 2.0 TFSI came under the Audi hood. At the same time, numerous troubles arose: the timing drive failed, oil wasted, pistons were destroyed. The V6 deteriorated somewhat earlier, when the fast and durable 2.4 was replaced by the 2.4 FSI.
The story in the diesel branch is no less complicated. An example of this is the successful 1.9 TDI and the failed 2.5 V6 TDI (the latest versions of which, for example, BAU, have already been practically freed from the defect). Then came the unsuccessful 2.0 TDI PD with pump injectors and the decent 3.0 TDI V6. Later, the 2.0 TDI PD was replaced by an improved 2.0 TDI CR with a common rail injection system.
Gasoline engines
1.6 8V – low operating costs
You shouldn't expect good dynamics and efficiency from a 1.6-liter naturally aspirated petrol engine. However, the Audi A3 with 1.6 8V is the cheapest Audi to maintain. Those who love dynamic driving should stay away from cars with such an engine.
This engine can be found under the hood of the Audi A3 (1st and 2nd generation) and A4 (B5 and B6). It was also widely used in other VW Group vehicles. Only the first A3, which weighs just over a ton, drives moderately well. A4 B6 is too heavy for 1.6. Disadvantages include fuel consumption. 9 liters per 100 km seems disproportionately high for mediocre dynamics.
However, in the era of complex engines, this is the only unit that guarantees low operating costs. Among the typical malfunctions, one can only note failing ignition coils and contamination of the throttle valve. Nothing expensive. Replacing the timing belt? Installation of gas equipment? It doesn’t get any cheaper, especially when compared to engines with direct injection and timing chain drive.
The motor uses an aluminum body and head. The crankshaft rests on five bearings, and multi-point (distributed) injection is responsible for fuel supply. The camshaft is located in the cylinder head.
Advantages:
Simple design;
Cheap repairs;
Tolerates the introduction of HBO well;
Low cost of the car.
Flaws:
Poor dynamics (overtaking is difficult, especially in the case of the A4);
Relatively high fuel consumption.
1.8 Turbo – powerful and reliable
The 1.8-liter turbocharged engine is still worthy of attention. It is durable and fairly cheap to repair. The possibility of tuning is also appreciated.
The 1.8 T provides decent performance and reasonable fuel consumption. This is one of the first turbo engines to become widespread. It can be found not only in Audi, but also in Volkswagen, Skoda and Seat. The engine was even used in industry.
The unit has a cast iron block, a forged steel crankshaft and an aluminum cylinder head with 20 valves (3 inlet and 2 exhaust per cylinder). A toothed belt is used to drive one camshaft, and the second shaft is connected to the first by a short chain. The KKK turbine has no moving blades (constant geometry), and fuel injection is distributed. The block in a “dry state” weighs about 150 kg.
It soon became clear that the 1.8 Turbo has very great potential. It was produced as standard at 240 hp, and during the tuning process it can easily withstand boost up to 300 hp. Of course, in the case of a tuning unit, you should increase your vigilance, since it may already be worn out.
And yet, more often the turbo engine was not used for sports trips. Under normal conditions, a car with such an engine consumes from 9 to 14 liters per 100 km.
With age, a number of shortcomings have emerged (timing timing belt and thermostat), but their elimination does not require large expenses.
Advantages:
Good compromise between performance and fuel consumption;
Availability and availability of spare parts;
Wide choice on the market.
Flaws:
Several unpleasant typical defects in old cars with high mileage (oil consumption and timing faults).
Application examples:
Audi A3 I (8L);
Audi TT I (8N);
Audi A4 B5, B6 and B7.
2.4 V6 – only until 2005
Despite the emergence of increasingly powerful in-line turbo-fours, Audi fans still prefer naturally aspirated petrol V6s, especially in early versions. Of course, you shouldn’t count on low fuel consumption - at least 10 liters per 100 km. In the city you will have to reckon with even 20 liters. But the trip will seem pleasant.
It is necessary to clearly distinguish between two generations of the 2.4-liter engine. They have the same volume and dimensions, but modernization took place in 2004. Before the update, the block was cast iron, and the head had 30 valves (5 per cylinder). Afterwards, the block became aluminum, the number of valves was reduced to 24, direct injection and a timing chain appeared.
The latest innovations have let us down. Due to the direct injection system (FSI), carbon deposits accumulated on the valves after only a few tens of thousands of kilometers. There were problems with the timing chain tensioner and a small strainer in the lubrication system. Completely ignoring the noise often resulted in chain jumping and serious damage. In 2008, Audi eliminated the vulnerability of the timing drive, but the engine could not withstand the pressure of 4-cylinder turbo engines.
Advantages:
Good elasticity;
High reliability (only before updating);
Versions with distributed injection easily tolerate the installation of gas equipment.
Flaws:
Limited sense of installing HBO in the updated version of FSI;
Expensive timing faults (FSI);
Quite high fuel consumption.
Application examples:
Audi A4 II (B6);
Audi A6 C5 and C6.
Diesel engines
1.9 TDI – durable and economical.
This is the most recognizable diesel engine of recent years. Even an older Audi with a 1.9 TDI is worth a look - robust construction and inexpensive repairs.
1.9 TDI is a legend engine. Produced since 1991 and modernized many times. It has found its way into many other VW Group vehicles.
The 90-horsepower version with a distribution-type injection pump is recognized as the most reliable and cheapest to operate and repair. The engine has a simple design, a constant geometry turbine and a single-mass flywheel.
Yes, minor problems happen sometimes. For example, with an exhaust gas recirculation valve, an air flow meter and a fuel pump. But for the most part, malfunctions are caused not by design flaws or poor quality, but by considerable age and high mileage.
The younger and more powerful versions of the 1.9 TDI have introduced more solutions that can create problems. We are talking about a variable geometry turbine, a dual-mass flywheel, pump injectors and a DPF. However, even these versions appear in a more favorable light against the background of diesel engines.
The exception is the 2006-2008 BXE version, which fell, for example, under the hood of the second generation Audi A3. There are many cases of bearings turning after 120-150 thousand km.
Advantages:
Simple design;
Good endurance;
Low fuel consumption.
Flaws:
There are many worn-out examples (the engine was installed until 2009, and since 2004 it has been gradually replaced by a 2-liter turbodiesel);
Poor work culture: noise and vibration, especially after starting a cold engine.
Application examples:
Audi A3 I (8L) and II (8P);
Audi A4 B6 and B7;
Audi A6 C4 and C5.
2.0 TDI CR – everything is finally good
A 2-liter diesel engine is the main unit for most Audi models. Since 2007, he began to use the Common Rail injection system.
The design flaws of the 2.0 TDI with unit injectors prompted Volkswagen engineers to thoroughly modernize it. Changing the way we eat is the most important new thing. The pistons were also updated, problems with the oil pump drive were eliminated, a new cylinder head and camshafts were installed. As a result, engine durability was significantly improved, but disadvantages also appeared.
When buying an Audi with a 2.0 TDI engine, you should check the car's history. Often, these were cheap and economical versions purchased for commercial or corporate garages. They have huge miles and have not always been well maintained.
Typical faults affect the dual-mass flywheel and turbocharger. Piezoelectric injectors fail here no more often than their competitors. Fortunately, they can be restored. As part of the service campaign, the manufacturer replaced the high-pressure lines.
Advantages:
Good performance with acceptable fuel consumption;
Good durability (especially compared to the 2.0 TDI PD);
Wide variety of versions.
Flaws:
Expensive maintenance (complex design and expensive spare parts);
Significant mileage of many copies, despite their relatively young age.
Application examples:
Audi A4 III (B8);
Audi A6 III (C6).
3.0 TDI – for the demanding
High performance and dynamics are not the only advantages of the 3.0 TDI. Therefore, many choose it with pleasure, even despite the rather high maintenance costs.
The 3-liter turbodiesel was designed to correct the bad reputation of Audi V6 diesels, spoiled by the 2.5 TDI V6. The 3.0 TDI earns respect not only for its performance, but also for its durability. The block, cylinder head and crank mechanism turned out to be very strong. There are 4 valves and one piezoelectric injector for each cylinder.
The problems mainly concern equipment. The most common problem is the timing drive, the replacement cost of which is very expensive. Before 2011, 4 chains were used, and after - two. The drive chain is located on the gearbox side. To replace it, you have to remove the engine.
The flap in the intake manifold (repair kits are available for sale) and the DPF are not free from shortcomings. The engine is constantly being improved, and in later versions malfunctions are much less common.
Advantages:
High work culture;
Good performance;
Low fuel consumption;
Good service life for many engine parts.
Flaws:
Expensive in troubleshooting timing belt, intake manifold and DPF faults;
Many examples on the market have high mileage and questionable technical condition.
Application examples:
Audi A5 I (8T/8F);
Audi Q7 I (4L);
Audi A8 II (D3).
Risky choice!
Audi's range includes engines that are great in theory but painfully disappointing in practice. In particular, mention should be made of the first generation 1.4 TFSI with a problematic timing chain drive. Currently, a more reliable version with a timing belt drive is used.
The 1.8 and 2.0 TFSI engines with the code designation “EA888” are tempting with their high output. However, they suffer from high engine oil consumption. There are also problems with the turbine, camshafts and electronics.
There are also black sheep among diesel units. For example, the Audi A2 was equipped with a 1.4 TDI with pump injectors. The problem is the appearance of crankshaft play, the elimination of which is not economically feasible. The 2.0 TDI PD is known for its cracking cylinder head and poor equipment durability. The 2.5 TDI V6 is plagued by numerous mistakes with the timing belt, as well as with the lubrication and power system.
Conclusion
Once upon a time, buying an Audi was easier - the engines guaranteed quiet operation. Nowadays you need to pay attention to the version. Along with truly successful engines, they also used those for which the designers should be ashamed. At the same time, even a fairly reliable modern engine will be expensive to maintain and maintain.
The TFSI 2.0 power unit is a German-made motor from the Volkswagen concern labeled EA113. This engine has gained popular popularity due to its high technical characteristics, as well as ease of design, repair and maintenance.
Specifications
The TFSI 2.0 engine from VW-Group is an atmospheric turbocharged engine that is installed on Audi, Skoda and Seat cars. The power unit first saw the world back in 2004.
Audi with TFSI 2.0 engine
The engine was turbocharged, and a number of components were changed, unlike the FSI. So, a cast iron block and an aluminum head in which two camshafts were located. As for the crankshaft, it received thick persistent bosses. As an improvement, hydraulic compensators were installed, but the disadvantage is the timing belt, and not the chain, like its predecessor.
Let's look at the main technical characteristics of the EA113 motor:
In addition to the standard motor, there are a number of modifications. Let's consider the main ones:
- BPJ - the weakest version 2.0 TFSI, power 170 hp. Installed on Audi A6, VW Tiguan. One turbine with a maximum pressure of 1.8 bar is used.
- BWA - 185 hp version for SEAT Leon.
- AXX, BWA, BWE, BPY - the most popular version with a power of 200 hp. Installed on Audi A3, Audi A4, Audi TT, Seat Altea, Seat Exeo, Seat Leon FR, Seat Toledo, Skoda Octavia RS, Volkwagen Golf V GTI, VW Jetta, VW Passat B6.
- BUL - 220 hp version for the Audi A4 DTM Edition.
- BYD - reinforced block, reinforced connecting rods, more efficient injectors, KKK K04 turbine with a pressure of 0.9 bar, power 230 hp. Installed on Volkswagen Golf 5 GTI Edition 30, VW Golf 6 GTI Edition 35.
- BWJ is a slightly more powerful version (241 hp) for the Seat Leon Cupra.
- CDL is an analogue of BYD with increased boost pressure to 1.2 bar, power 256-271 hp, depending on settings. Installed on Audi S3, Audi TTS, Seat Leon Cupra R, Volkswagen Golf R.
- BHZ - 265 hp version for the Audi S3.
Service
Like all power units produced by the VW-Group, the naturally aspirated TFSI 2.0 has a recommended service interval of 15,000 km. But, some motorists argue that to preserve the engine, it is necessary to reduce this figure to 10,000 km.
Engine with TFSI 2.0 injection system
Repairs and malfunctions
Any engine has its pros and cons, and the EA113 TFSI 2.0 was no different. The use of this engine left a significant imprint on the owners. It starts poorly in cold weather, and may even not start at all. Let's consider the main problems:
Binge on butter. On cars with more than average mileage, increased oil consumption (oil consumption) may be observed; this issue can be resolved by replacing the VCG valve (crankcase ventilation) or, if necessary, replacing the valve stem seals and rings.
Knock. Dieselization. The reason is a worn camshaft chain tensioner; replacement will help solve the problem.
Doesn't run at high speeds. The reason is the wear of the injection pump pusher; the issue is resolved by replacing it. Its service life is approximately 40 thousand km, the condition needs to be monitored every 15-20 thousand km.
TFSI 2.0 engine diagram
Failures in acceleration, loss of power. The problem lies in the bypass valve N249 and is solved by replacing it.
Doesn't start after refueling. The problem is in the fuel tank ventilation valve; replacing it will solve everything. The problem is relevant for American cars.
Conclusion
The EA113 TFSI 2.0 engine is a good representative of turbocharged aspirated engines, which are economical and environmentally friendly. But, along with this, a significant number of shortcomings emerge that cannot be eliminated, since they are of a constructive nature.
Multimedia material
In this self-study program
there are so-called QR codes,
which allow you to open
additional interactive forms
presentation of material (for example,
animation); more details
see "QR code information"
on page 50.
Purpose of this self-study program
This self-study program introduces the reader to the device
Audi TFSI engines 1.2 l and 1.4 l.
After working through this self-study program, the reader will
able to answer the following questions:
Engine 1.2 l TFSI
What is the general design of these engines?
How is the cooling system of this engine designed?
How does the intake and charging system of this engine work?
How does the engine cylinder deactivation system work?
1.4 l TFSI (103 kW version)?
The developers of the new TFSI engine series were faced with
clearly defined goals: a new small petrol engine
a vehicle with a working volume of 1.2 or 1.4 liters should be economical
smaller, lighter, more compact. It must also be suitable for
installations on different platforms of the concern, and also have
sufficient development potential in terms of future use
introduction of alternative fuels and new technical
decisions.
Results achieved:
reduction of CO emissions
by 20 g/km;
reduction in fuel consumption by almost 1 liter;
reduction in engine weight by 30%;
reduction in engine length by 18%;
more favorable position of the engine in the engine compartment.
The new EA211 series will occupy a niche in Audi products
four-cylinder gasoline engines, specially
designed for the modular transverse platform (MQB).
The EA211 series motors are a completely new development,
unchanged compared to predecessors (EA111 series)
only the distance between the cylinder axes remains - 82 mm.
New position of the engine in the engine compartment (12° tilted)
made it possible to unify the connection with the gearbox, polo-
the drive shafts and the overall length of the gearbox. Behind
due to this number of different engine-gearbox combinations
within the group's platform, MQB has decreased by almost 90%.
The 1.4 l 103 kW engine uses special
A particularly interesting technical solution is to turn off some
ry cylinders. In situations where full engine power
is not required, two of the four cylinders are switched off, and this
occurs completely unnoticed by the driver and passengers.
As a result, fuel consumption in the NEFZ cycle is reduced
by 0.4 l/100 km (8 g CO
/km). When driving with moderate
speeds, especially in the city, but also outside the city
highways, fuel savings can reach 10%
up to 20%. This was an important achievement in engine development
such a small working volume.
Introduction
Mechanical part of the engine
Lubrication system
Cooling system
Intake and charging system
Cylinder shutdown - cylinder on demand
Engine control system
Sensors and actuators 1.4 l TFSI (103 kW ) _______________________________________________________________________________________44
Engine speed sensor body G28 ________________________________________________________________________________________________________________46
This self-study program contains basic information on the design of new car models.
lei, design and operating principles of new systems and components.
It is not a repair manual! The values given are for illustrative purposes only.
presentation and ease of understanding, they are valid for those available at the time of compilation
self-learning data programs.
When carrying out maintenance and repair work, be sure to use
current literature on maintenance.
Note
Additional
information
Brief technical description
Four-cylinder in-line engine.
Four valves per cylinder, two overhead valves
shaft (DOHC).
FSI direct injection system (gasoline).
Cast aluminum cylinder block.
Turbocharged liquid-cooled charger
Intercooler in the intake manifold
(air-liquid).
Timing drive by toothed belt.
Electronically controlled injection system
accelerator pedal.
Cylinder deactivation in the 1.4 l TFSI version.
Catalytic converter with ceramic substrate,
function of warming up the converter using double
injection (so-called Homogen Split).
Energy recovery system in forced mode
idle move.
Start-stop system (depending on model and country
supplies).
Engine 1.4 l TFSI (103 kW)
Introduction
Options
Engine
1.2 l TFSI
1.4 L TFSI
Use in vehicles
Audi A1, Audi A3 '13
Letter designation
engine
Power, kW (hp)
Torque, Nm
Ecological classes
Euro 5 plus.
Euro 2 ddk (depending on pressure
saturated fuel vapors).
Euro 5 plus.
Euro 5 plus.
Transmission
Audi A1: 02Q, 0CW.
Audi A3 ’13: 02S.
Injection type
Supercharging
Cylinder shutdown No
In various Audi models, EA211 series engines are installed
in designs of different working volumes. Characteristics
engines may vary depending on the model range
vehicles in which they are installed, and from the market
supplies.
Information about options, designs and modifications
is given in the table below. Additional technical
see the following pages for specifications.
Measures to reduce engine weight
Thanks to ultra-light aluminum (die-cast)
cylinder block, new gasoline engines have become especially
light - 112 and 114 kg. In the 1.4 l TFSI version, the reduction
weight compared to the cast iron predecessor
from the EA111 family was as much as 22 kg. Principles
lightweight structures were used
sequentially, for all engine parts: crankshaft succeeded
lighten by 20%, connecting rods - even by 25%. Crankpins
the crankshaft is made hollow, aluminum pistons
with a flat bottom have also been lightened.
The parts of the cylinder deactivation system have a total mass
only three kilograms.
1.4 L 90 kW TFSI (EA111)
1.4 L 90 kW TFSI (EA211)
Aluminum b
cylinders –16
olenval –2.2
d timing –0.6
Turbocharger
Specifications
Engine 1.2 l TFSI
engine's type
four-cylinder in-line
Working volume, cm
Power, kW (hp) at rpm
77 (105) at 4500 – 5500
Torque, Nm at rpm
175 at 1400 – 4000
Cylinder operating order
Cylinder diameter, mm
Piston stroke, mm
Compression ratio
Engine control system
Bosch MED 17.5.21
Fuel
Number 95
Ecological classes
Euro 5 plus.
Euro 2 ddk (depending on the vapor pressure of the fuel).
Use in vehicles
Speed, rpm
External engine speed characteristics
(power and torque)
Engine code CJZA
power, kWt
Torque, Nm
Engines 1.4 l TFSI
Engine code
engine's type
four-cylinder in-line
four-cylinder in-line
Working volume, cm
Power, kW (hp) at rpm
90 (122) at 5000 – 6000
103 (140) at 4500 – 6000
Torque, Nm at rpm
200 at 1400 – 4000
250 at 1500 – 3500
Number of valves per cylinder
Cylinder operating order
Cylinder diameter, mm
Piston stroke, mm
Compression ratio
Engine control system
Bosch MED 17.5.21
Bosch MED 17.5.21
Fuel
unleaded gasoline with octane
number 95
unleaded gasoline with octane
number 95
Ecological classes
Euro 5 plus.
Euro 5 plus.
Use in vehicles
Audi A1, Audi A3 '13
Speed, rpm
Engine code CMBA
power, kWt
Torque, Nm
Engine code CPTA
power, kWt
Torque, Nm
Speed, rpm
External engine speed characteristics (power and torque)
Cylinder block
The cylinder block is made of aluminum by casting
under pressure and structurally made according to the Open Deck scheme.
Advantages and disadvantages of the Open Deck design:
easier to cast, no sand cores required for the mold
(low costs);
better cooling at the top of the cylinder compared
with Closed Deck design;
less rigidity (relative to Closed Deck design)
compensated today by the use of metal
cylinder head gaskets;
less deformation of the cylinders when installing the cylinder head on the block
cylinders;
piston rings fit better to less deformed
cylinders, reducing oil consumption.
When casting a cylinder block, it is provided
pressure and return channels of the lubrication system and system channels
crankcase ventilation. This reduces the number of parts and reduces
additional processing costs.
Oil level and temperature sensor
G266
Lower part of the oil pan
Tranquilizer
Upper part of the oil pan
Crankshaft journal caps
Aluminum cylinder block
Open Deck designs
Gray cast iron cylinder liners
Individual gray cast iron cylinder liners are installed
in the cylinder block during its casting. Outer side of sleeves
has a strong roughness, which increases the area
contact between aluminum and cast iron and improves heat dissipation
from cartridges. In addition, this achieves very good
engagement of liners in the cylinder block.
Knock sensor
G61
Mechanical part of the engine
Crank and gas distribution mechanisms
Connecting rod and piston group
Aluminum pistons are manufactured by casting
pressure. To reduce thermal loads, they are cooled
are achieved by injecting oil from below onto the piston heads.
The connecting rods have a lightweight design, their covers are separated
are made using the stab connector method. Trapezoidal upper
The connecting rod head does not have an internal oil supply channel.
The crankshaft connecting rod journals are made of hollow aluminum
The flat-bottom pistons were also lightened.
When developing a crank mechanism, a large
attention was paid to reducing moving masses and internal
friction. Lightening the pistons and connecting rods in combination
with a decrease in the diameters of the main and connecting rod journals of the knees -
shaft contributed to reducing the total weight of the engine and
friction losses.
Thanks to the lightweight design of the five-bearing crankshaft
with four counterweights, internal stresses are reduced
in the crankshaft and, thus, the load on its main bearings
thorns.
Two camshafts
valves are activated via roller rocker arms. In one
of the versions, the 1.4 l TFSI engine is equipped with a shut-off system
cylinders, which includes sliding cam blocks and
actuators for their movement; more details
see “Cylinder on demand” on page 32.
Lightweight crankshaft with four
counterweights
Lightweight trapezoidal connecting rods
Aluminum pistons with grooves
Valve drive using roller valves
rocker arms
Camshafts
Crank and gas distribution mechanisms of the 1.4 l TFSI engine without cylinder deactivation system
Note
It is prohibited to remove the crankshaft. For further information, please refer to the current technical service literature.
vaniya!
Toothed belt drive
(using the example of 1.4 l TFSI 90 kW)
The camshafts are driven by a toothed belt. Belt
is tensioned by an automatic tension roller, which,
thanks to its collars, it also ensures correct
belt position. For installation work with timing drive, tensioner
The roller is wrung out using a special tool
T10499 (12-point key) and T10500.
Guide roller on the pulling branch of the belt and elliptical
pulley (so-called ctc) of the crankshaft effectively reduces vibrations
belt Less force in the belt reduces force
belt tension with a tension roller. This reduces losses
on friction and reduces the mechanical load on all parts
belt drive. Reducing belt vibrations
improves the smoothness of engine operation.
The engine uses a wear-resistant timing belt
Teflon coating (Polytetrafluorethylen). Thanks to
With such high demands on the material, the belt is different
increased service life.
Oil pump drive
Depending on the engine version, it can be equipped with
pour various oil pumps.
On the 1.4 l TFSI engine version, the oil pump is driven
maintenance-free gear drive - see fig. near. In that
In this case, the chain tensioner is not installed. Knee sprocket-
the shaft is permanently connected to it and cannot be removed. Additional
detailed information on variable oil pump
see page 19.
On the 1.2 liter engine version an oil pump is installed
Duocentric, driven directly by crankshaft
without chain drive; see "Duocentric oil pump"
on page 20.
Additional Information
For more information on the topic “ctc – crankshaft torsionals cancellation”, see the program
self-study 332 “Audi A3 Sportback”.
Exhaust camshaft timing belt
Intake camshaft timing belt
with hydraulic camshaft turning mechanism
(50° crank angle)
Tension roller
Guide
video clip
Chain sprocket
oil pump drive
(1.4 l TFSI only)
Elliptical gear
timing pulley (ctc)
Oil drive gear chain
pump (only 1.4 l TFSI)
Oil pump sprocket
(1.4 l TFSI only)
The toothed belt transmission is protected from contamination
upper and lower casings and located between them
(middle) lid. This extends the life of the gear
belt
The aluminum middle cover is made sufficiently
massive, as it serves as an engine support.
To carry out repair work that requires
Only removing the timing belt (e.g. “Removing and installing
camshaft housing"), remove the engine mount
not required. Access for tensioning toothed belt
is ensured without removing the engine mount.
The poly V-belt drives from a pulley on the crankshaft
generator and air conditioning compressor (the latter -
with appropriate vehicle configuration). Polycli tension
The new belt is provided with an automatic tensioner.
On vehicles without an air conditioning compressor
to drive only one generator, a stretcher is used
washable, elastic poly V-belt (Optibelt). Thanks to
such a belt, as well as a relatively small mechanical
load, a tensioner in the drive is not required.
Attachment drive
Pulley on crankshaft
V-belt tensioner
Generator pulley
Air conditioner compressor pulley
(with appropriate vehicle configuration)
Plastic casing
with sealant seal
Aluminum cover
silicon alloy
(engine mount)
Plastic casing
with sealant seal
To ensure maximum engine compactness
attachments such as coolant pump, air conditioning compressor
installation and generator are bolted directly
to the cylinder block or oil pan, without a separate
bracket for mounted units.
Toothed belt housings and cover
(using the example of 1.4 l TFSI 103 kW)
Crankcase ventilation system
The crankcase ventilation system on the engine is internal. This
means that crankcase gases purified from oil are supplied
through the channels in the cylinder block into the intake tract on the side
turbocharger intake or into the intake manifold module
behind the turbocharger.
Oil separator
From the engine crankcase, gases first enter the oil separator.
rough cleaning, where the plates and swirl channels separate
they produce large drops of oil. After this, in the oil separator
fine cleaning with large plates from crankcase gases
Small drops of oil separate.
Inlet
Oil separator outlet
Return
oils
Part of the oil separator in the cylinder block
Crankcase gas supply
Oil separator housing cover
Oil separator
fine cleaning
Oil separator
rough cleaning
Oil drain from oil separator
into the oil pan (below
oil level in it)
Inlet of crankcase gases to the intake side of the turbocharger
(at high speeds)
Crankcase gases are purified from oil in a separate
oil separator, which is made of plastic and is attached
to the cylinder block with bolts.
Check valve
on the turbocharger
Turbocharger
Main line with calibrated
cross-section to the intake module
collector Calibrated
cross section restricts flow.
Due to this, no regulation is required
pressure lator.
Check valves
Check valves direct the flow of cleaned crankcase fluids.
gases into one place or another of the intake tract (and then into the cylinder
engine core), depending on the pressure ratio
in the intake tract. In idle mode (or at high
speed) a vacuum is created in the intake manifold,
under the influence of which the valve in the intake module
the collector opens. Valve on the intake side of the blower
while closed.
Fuel vapor injection point
from the adsorber
Crankcase gas inlet location behind the turbocharger
into the intake manifold (at low speeds)
Oil separator module on cylinder block
Throttle valve
Check valve
Module
intake
collector
Internal passage of crankcase
gases through channels in the cylinder head and block
cylinders
With the turbocharger running in the intake manifold
excess pressure is created (boost pressure), under
the influence of which the valve in the intake manifold
closes. Valve on the intake side of the turbocharger,
on the contrary, it opens, since the pressure at the supercharger inlet
in this case, less than the pressure in the crankcase.
turbocharger (with reverse
valve)
Crankcase gas inlet location
behind the turbocharger in the intake
collector
Crankcase gas supply
Active crankcase ventilation
The crankcase ventilation system has another return
valve that serves for active crankcase ventilation by
supplying clean air to it. If there is sufficient
vacuum, clean air from the intake tract behind the air
the filter is sucked into the crankcase, mixed there with the crankcase
gases and are removed along with them by the ventilation system
crankcase into the engine cylinders. Such “ventilation” allows
Allows you to more effectively remove moisture from the engine crankcase
(condensate and moisture in the fuel).
On different engine versions, the active ventilation hose
crankcase can pass in different ways. Check valve active
The crankcase ventilation unit is installed in the valve cover. He
opens at the slightest vacuum in the crankcase and, vice versa,
closes immediately in its absence, preventing contamination
replacement of the air filter element with oil
fog from the engine crankcase.
Check valve
Fitting on the air housing
filter
System for removing fuel vapors from the fuel tank (system
adsorber) is not fundamentally different from similar
systems on other turbocharged gasoline engines.
An adsorber in which fuel vapors accumulate when they
cannot be directed for combustion into engine cylinders,
located on the Audi A3 ’13 on the fuel filler neck
tank, rear right.
The intake tract has two places for introducing
fuel vapor, depending on engine speed. Channel
the supply of vapor to the engine opens the solenoid valve 1
adsorber N80, which is controlled by the engine control unit.
Adsorber system
At idle and at low loads, fuel vapors are introduced
into the intake manifold, i.e. behind the throttle valve, where
in this case there is a vacuum. In active operating modes
turbocharger when a
boost pressure, vapors are introduced on the intake side
turbocharger.
Switching the direction of vapor supply is controlled by two
check valves, operating similarly to check valves
crankcase ventilation systems.
Adsorber (installed on the fuel
tank)
Entry point on the fence side
turbocharger (with reverse
valve)
Fuel vapor injection point
from the adsorber to the system main
crankcase ventilation
Electromagnetic
canister valve 1
N80
Place of entry into the intake manifold
behind the throttle valve
From adsorber
To the intake manifold
Electric
connector
Check valve
input to the intake
collector when dis-
cutting in the intake
collector.
Check valve
input side
turbocharger intake -
body with excess
inlet pressure
nom collector.
valve block,
including:
Cylinder head
Explanations for the illustration on page 17:
Valve lid
Camshaft control valve 1 N205
Exhaust camshaft control valve 1
valves N318
cylinder 2 N583
Intake cam actuator
cylinder 3 N591
cylinder 2 N587
Exhaust cam actuator
cylinder 3 N595
Hall sensor G40
Hall sensor 2 G163
Camshaft cover
Ball bearing
Sliding jaw block
Exhaust camshaft
Coolant pump gear
Roller rocker with hydraulic compensator
Valve spring retainer
Valve seal
Valve spring
Camshaft support frame
Valve cover gasket (metal)
Cylinder head gasket
Fuel rail
Fuel pressure sender G247
Injector cylinder 1 – 4 N30 – N33
Oil pressure sensor F1
Inlet valve
Intake camshaft
Fuel pressure regulator N276
High pressure fuel pump
Integrated exhaust manifold
The presence of an integrated exhaust manifold means that
four exhaust channels are reduced to one central one
flange inside the cylinder head. Catalytic
the neutralizer is installed directly on this
central flange.
In addition to fuel savings and thermal benefits,
See “Cylinder head cooling” on page 26, such
the design solution also results in a weight reduction of 2 kg
compared to a conventional exhaust manifold.
Valve cover modular design
The valve cover is made of die-cast aluminum
pressure and forms together with both four-support
camshafts are a single non-separable unit.
To reduce friction losses in the first supports of each
camshafts use ball bearings (the first
the supports take the greatest load from the belt
drive). In addition, the valve cover is equipped with
the following nodes:
camshaft control valve 1 N205;
Exhaust camshaft control valve 1
valves N318 (depending on engine);
Hall sensor G40;
Hall sender 2 G163 (depending on engine);
check valve of the crankcase ventilation system,
See “Active crankcase ventilation” on page 14.
Design Features
Aluminum cylinder head with two parts
camshafts.
Four valves per cylinder.
The valve cover is modular in design.
Timing adjustment of intake valves on all engines
lyah, camshaft rotation in the range of 50° crankshaft,
fixation in the “late” position.
Exhaust valve timing adjustment only
on 1.4 l (103 kW) engines, camshaft rotation
in the range of 40° crankshaft, locking in the “early” position.
Cylinder deactivation (depending on engine),
see “Cylinder on demand”
on page 32.
Central placement of spark plugs (in the center
valve sprockets).
High pressure fuel pump drive from intake
camshaft (four-cam profile).
Built-in exhaust manifold.
Cross flow of coolant, see “Coolant”
cylinder head" on page 26.
3 ..Owners of Audi A4/A5/Q5 2008-2010 models, as well as some VW and Skoda models with 1.8/2.0 TFSI engines, are faced with the problem of increased engine oil consumption. Consumption is up to 1 liter per 1,000 km, and in some cases more, although the manufacturer stated an acceptable rate of up to 0.5 liters per 1,000 km.
The problem is especially relevant for engines with the AVS (Audi Valvelift System) valve lift control system, which under certain conditions provokes unfavorable pressure ratios between the combustion chamber and the crankcase.
Reasons for increased oil consumption:
1. PCV crankcase ventilation valve.
2. Constructive defect of the piston group: the rings in the grooves have an indefinite location, which is why the sealing is insufficient. The consequence is that the oil remains in the area of the piston rings and is thrown out during release.
3. Driving style with a predominance of idling and low load.
A popular comment that can be found when discussing the problem of oil consumption is “Well, so be it! But the oil is always fresh and you can change it less often!” However, when operating a car with high oil consumption, the electrodes of the spark plugs begin to be covered with oil so quickly that carbon deposits form on them. The result is cylinder misfires and engine malfunction. In addition, the rings in the piston grooves have an indefinite location, sealing is not enough, and the oil remains in the area of the piston rings and is thrown out during release. Because of this, the operating temperature increases greatly. The result is destruction of the pistons and breakage of the partitions.
In addition, there are different opinions about measures to reduce oil consumption: replacing the VCP valve, decarbonizing the engine, switching to high-viscosity oil, etc. However, these methods do not bring the expected results. The only solution is to overhaul the engine.
Options for major overhaul of internal combustion engines to solve the problem of increased oil consumption on vehicles with 1.8/2.0 TFSI produced in the technical centerVAGRepairShop:
- Replacement of the piston group with a new type piston group.
- Replacing standard pistons with forged ones.
Let's take a closer look at each of the options.
Option 1. Replacing the piston group with a new piston group
The new piston group has oil drain holes and oil scraper rings of increased diameter. The new type pistons have a connecting rod pin bore diameter, so the entire set of connecting rods also needs to be replaced.
Cost of replacing the piston group with a new piston model:
The cost of spare parts is 146,400 rubles.
The kit includes original spare parts and materials : front cover gasket,sensor gasket 2 pcs., timing chain, tensioner, calmer (3 art.),front cover oil seal,universal cleaner, sealant, rear seal, engine sump sealant,vacuum pump gasket, cylinder head bolt, cylinder head gasket, cover, intake pipe laying,exhaust system clamp,intake manifold gasket,exhaust manifold gasket,turbocharger oil line gasket,turbocharger stud,turbocharger mounting nut,crankshaft mounting bolt,connecting rod mounting bolt,connecting rod bearing,oil filter housing gasket,oil cooler gasket,Oil filter, motor oil, antifreeze, set of connecting rods, piston assembly, bolt M12x1, 5x60, oil pan drain plug, screw M10x1x22.3.
For engine 1.8-2.0 TFSI Gen2 (longitudinal) the cost of the work is 42,460 rubles. , total 188,860 rub.
For 1.8-2.0 TFSI Gen2 engine (transverse) the cost of the work is 29,700 rubles. , total 176,100 rub.
Prices for option 1 are as of September 2016.
Option 2. Replacing standard pistons with forged ones(partial replacement of the piston group)
Forged pistons have oil drain holes and oil scraper rings of increased diameter. But there is a difference from the standard piston group of the new model - we retain the seat for the “old” connecting rod and pin, which reduces the cost of major repairs.
This option is most often chosen by our clients as the optimal one.
The cost of replacing pistons on a turnkey basis is 150,000 rubles.
The price can be reduced if, during disassembly, it turns out that it is possible to save the old connecting rods and the cylinder head does not require repair. The minimum cost is 120,000 rubles, but we do not guide clients to this price, because... in our practice, it has never worked out (the practical minimum was 135,000 rubles). The final amount is determined after analysis (we invite clients to come after analyzing the internal combustion engine if desired and possible, we show and tell everything after the fact).
IN The turnkey repair kit includes spare parts and materials that cannot be reinstalled after removal, as well as forged pistons.
We have prepared a video showing the repair process with the replacement of pistons with forged ones:
Work to replace the piston group on 1.8/2.0 TFSI engines usually takes 4-5 days.
Engine Volkswagen-Audi EA113 2.0 TFSI
Characteristics of the EA113 engine
| Production | Plant Audi Hungaria Motor Kft. in Gyor |
| Engine make | EA113 |
| Years of manufacture | 2004-2014 |
| Cylinder block material | cast iron |
| Supply system | direct injection |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 92.8 |
| Cylinder diameter, mm | 82.5 |
| Compression ratio | 10.5 |
| Engine capacity, cc | 1984 |
| Engine power, hp/rpm | 170-271/4300-6000 |
| Torque, Nm/rpm | 280-350/1800-5000 |
| Fuel | 98 95 (lower power) |
| Environmental standards | Euro 4 Euro 5 |
| Engine weight, kg | ~152 |
| Fuel consumption, l/100 km - city - track - mixed. |
12.6 6 .6 8.8 |
| Oil consumption, g/1000 km | up to 500 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine | 4.6 |
| When replacing, pour, l | ~4.0 |
| Oil change carried out, km | 15000
(better 7500) |
| Engine operating temperature, degrees. | ~90 |
| Engine life, thousand km - according to the plant - on practice |
- ~300 |
| Tuning, hp - potential - without loss of resource |
400+ ~250 |
| The engine was installed | Audi A3 Audi A4 Audi A6 Audi TT/TTS Seat Altea Seat Exeo Seat Leon Seat Toledo Skoda Octavia vRS Volkswagen Jetta Volkswagen Golf V GTI/VI GTI 35 Ed./R Volkswagen Passat Volkswagen Polo R |
Reliability, problems and engine repair Volkswagen-Audi EA113 2.0 TFSI
The two-liter engine of the EA113 TFSI series was released in 2004 and was developed on the basis of an atmospheric engine with direct fuel injection VW 2.0 FSI-AXW. The main difference between the two engines is not difficult to guess from the first added letter - the new engine is equipped with turbocharging. This is not the only difference; the power unit must be properly prepared for high power; in TFSI, instead of an aluminum cylinder block, a cast iron one is used modified balancing mechanism with two balancing shafts, another one is used crankshaft with thick thrust bosses, pistons modified for a lower compression ratio on reinforced connecting rods. All this is covered with a modified 16-valve twin-shaft cylinder head with new camshafts, valves, reinforced springs, modified intake channels and other modifications. The 2.0 TFSI engine is equipped with hydraulic compensators,phase shifter on the intake shaft, direct fuel injection,The timing drive uses a belt whose service life is ~90,000 km; if the belt breaks, the 2.0 TFSI engine bends the valve.
A small BorgWarner K03 turbine blows into the engine (pressure up to 0.9 bar), which provides an even torque plateau from 1800 rpm. More powerful versions are equipped with a more efficient turbine - KKK K04.
Controls all Bosch Motronic MED 9.1 ECUs.
VW-Audi 2.0 TFSI engine modifications
1. AXX - the first version of the engine, power 200 hp. at 6000 rpm, torque 280 Nm at 1700-5000 rpm. We installed the engine on the Audi A3, VW Golf 5 GTI, VW Jetta and Volkswagen Passat B6.
2. BWE - analogous to AXX, but for all-wheel drive Audi A4 and SEAT Exeo.
3. BPY - analogue of AXX, but for North America, under the environmental standard ULEV 2.
4. BUL - 220 hp version for the Audi A4 DTM Edition.
5. CDLJ - motor for Polo R WRC.
6. BPJ - the weakest version of the 2.0 TFSI, with a power of 170 hp. Installed on Audi A6.
7. BWA - similar to AXX, but with newer pistons, power is 200 hp. at 6000 rpm, torque 280 Nm at 1700-5000 rpm. The engine is found in Audi A3, Audi TT, Seat Altea,Seat Leon FR, Seat Toledo, Skoda Octavia RS, VW Jetta, VW Passat B6, Volkswagen Eos.
8. BYD - a reinforced block was used, reinforced connecting rods, the compression ratio was reduced to 9.8, more efficient injectors and a pump, a new head, different camshafts, a KKK K04 turbine (boost pressure up to 1.2 bar), a different intercooler, power 230 hp. at 5500 rpm, torque 300 Nm at 2250-5200 rpm. Installed on Volkswagen Golf 5 GTI Edition 30 and Pirelli Edition.
9. CDLG - BYD adapted for WV Golf 6 GTI Edition 35. Power 235 hp. at 5500 rpm, torque 300 Nm at 2200-5200 rpm.
10. BWJ - analogue of BYD, but with a different intercooler, power increased to 241 hp. at 6000 rpm, torque 300 Nm at 2200-5500 rpm. The engine is found on the Seat Leon Cupra.
11. CDLF, CDLC, CDLA, CDLB, CDLD, CDLH, CDLK - BYD analogues with a different intake (old manifold), a different intercooler and intake camshaft, power 256-271 hp, depending on settings. Installed on Audi S3, Audi TTS, Seat Leon Cupra R, Volkswagen Golf R, Volkswagen Scirocco R, Audi A1.
12. BHZ - 265-horsepower version for the Audi S3. It differs in injectors, spark plugs, intake, air filter box.
Problems and disadvantages of VW-Audi 2.0 TFSI engines
1. Zhor oil. On cars with more than average mileage, increased oil consumption (oil consumption) may be observed; this issue can be resolved by replacing the VCG valve (crankcase ventilation) or, if necessary, replacing the valve stem seals and rings.
2. Knock. Dieselization. The reason is a worn camshaft chain tensioner; replacement will help solve the problem.
3. Doesn't drive at high speeds. The reason is the wear of the injection pump pusher; the issue is resolved by replacing it. Its service life is approximately 40 thousand km, the condition needs to be monitored every 15-20 thousand km.
4. Failures in acceleration, loss of power. The problem lies in the bypass valve N249 and is solved by replacing it.
5. Doesn't start after refueling. The problem is in the fuel tank ventilation valve; replacing it will solve everything. The problem is relevant for American cars.
In addition, ignition coils do not last long, the intake manifold periodically becomes dirty and the intake duct motor fails. Such problems are solved by cleaning the manifold and replacing the motor. Otherwise, the engine is good, peppy, loves high-quality gasoline and oil. If equipped, it produces 200 hp. and it drives quite well.
Over time, this engine was replaced by another 2.0-liter turbo engine of the EA888 series.
Volkswagen-Audi 2.0 TFSI engine tuning
Chip tuning
Tuning TFSI engines is quite a simple task (if you have money), to increase engine power to 250-260 hp, just go to a tuning office and upgrade to Stage 1. If this power is not enough, then it is worth installing an intercooler, 3″ exhaust pipe, cold intake, more efficient injection pump and flashing, this will increase the output to 280-290 hp. Further increase in power can be continued using the new K04 turbine and injectors from the Audi S3, such configurations give ~350 hp. Further squeezing the juices out of a 2-liter engine is not so profitable, the price/hp ratio is decreases noticeably.
