Volkswagen Polo sedan engine, technical characteristics of Volkswagen Polo engines. The most reliable Volkswagen gasoline engines according to owner reviews wv engines

The Volkswagen concern (VW) is one of the world's most powerful automakers after the legendary General Motors. It includes quite a few well-known car brands for which the company produces and installs engines.

Description of engines

Volkswagen engines offer power comparable to reliability. The range of power units is quite extensive. Engines produced by VW are considered the best in Europe and have a good reputation even in America. Thus, the company supplies engines not only to its own brand of cars, but also to such well-known brands as Audi, Skoda, Porshe, Seat, Beantly and even sports cars - Lamborgini and Bugatti.

As you can see, power units from the concern have become quite widespread throughout Europe. Volkswagen produces engines - naturally aspirated, turbocharged, diesel and others. All of them have gained great popularity among car enthusiasts from different countries due to their reliability.

The only drawback of engines is quite complex repairs, which can only be properly carried out at specialized automotive repair stations.

Technical characteristics and model range

VW engines, as mentioned earlier, have high technical characteristics because they are designed and assembled by highly qualified specialists. The range of engines produced by the company is quite large. Thus, there are small power units such as 1.2, 1.4, 1.8 and 2.0 labeled TSi.

These are turbocharged gasoline power units with low fuel consumption and a power of 100 to 200 horsepower. Separately, VAG engines were developed for the Skoda subsidiary, which were widely used for other models of the concern. The average service life of Volkswagen engines is 300,000 km.

In addition to gasoline engines, Volkswagen and other brands were equipped with power units with diesel injection. Diesel engines received the TDi marking. They are most widespread for trucks VW Caddy, VW Transporter, VW Crafter and others.

Most of the group's cars, such as Audi and Bentley, are equipped with engines with V6 and V8 configurations. The manufacturer's greatest pride is the engines for world-famous sports cars. Thus, sports versions of Lamborghini, Audi and Bugatti vehicles received V10, V12, WR12 engines.

The legendary Bugatti Veyron engine with a volume of 8 liters, also produced by VW. Moreover, it has a distinctive configuration - W16, which is considered the best Volkswagen engine in the entire history of production.

It is assembled by hand and undergoes a series of complex tests before it goes directly into the vehicle. At the same time, the engine resource, according to the manufacturer’s data, is 1 million km.

Engine oil for Volkswagen is produced by a subsidiary of VAG. This lubricant has high technical characteristics. As for the oil in the Bugatti Veyron engine, the concern developed a special high-density lubricant for this model. The average maintenance for this vehicle would be $21,000 per trip to the auto repair shop.

Repair of power units

Repair of Volkswagen engines will vary in price depending on the model. So, the 1.4 TSi power unit will be cheaper to repair than the 1.8 TDi. At the same time, the principles of repair for each power unit will differ not only in price, but in the processes carried out. This depends on the design features of each power unit separately, as well as the cost of spare parts.

As for maintenance, almost all service manuals contain one number and the order of work. Thus, the recommended maintenance should be carried out every 12-15 thousand kilometers. However, these are only the norms for changing oil and filters.

It is worth noting that the amount of oil in the engine of each modification is different and must be studied for each specific engine separately. The name of the motor is written on the power unit itself, on a special plate or in the service book.

A major overhaul of a Volkswagen engine is carried out immediately after the engine's service life has expired or spare parts have worn out. Thus, the wear of engine parts is influenced by how often maintenance is carried out, what spare parts and materials are used, as well as the driver’s driving style.

Typically, the service life and suitable overhaul can be found in a specialized car service center, where they will carry out comprehensive diagnostics and determine the actual condition of the engine.

Well, if a car enthusiast decides to independently repair a Volkswagen engine, then he will definitely need engine repairs and maintenance, which are produced by the manufacturer according to the name of the make, model and year of manufacture of the vehicle. The selection of spare parts for the engine can be done by deciphering the identification number of the engine or body, where all the data is written down.

Change of oil

Changing the oil is an essential operation for all engines. This is due to the fact that the lubricating fluid loses its technical and chemical qualities during operation. So, changing the oil in Volkswagen engines is quite simple if you follow the steps:

1. The engine is allowed to cool.
2. The engine protection is removed.
3. Place the container and unscrew the drain plug.
4. After the lubricating fluid has escaped, the plug is tightened and the o-ring is replaced.
5. Next, unscrew the oil filter element. This is done using a special puller.
6. A little new oil is poured into the new filter and screwed on.
7. New lubricant flows through the filler neck. The amount of oil is determined in the correspondingly marked engine repair and maintenance manuals.
8. The engine is allowed to run for 5-7 minutes, and then the oil level is checked. If necessary, add it to the required amount.

Tuning a Volkswagen engine is carried out by analogy with other engines. So, there are two options for modifying the engine: software (the most common) and mechanical (popularly - boring and installing additional spare parts).

By software modification we mean chip tuning, which in turn is divided into two subgroups: chip soldering and programming of the electronic engine control unit. The first option should only be carried out by professionals at a specialized car service center, since the process is quite specific and requires in-depth knowledge of automotive electricals.

As for the second option, most motorists do it themselves. To do this, you will need a little knowledge or instructions found on the Internet, a special USB-Car cable and a laptop. Accordingly, you need to download the software.

Software chip tuning aimed at improving the required engine characteristics. So, motorists usually choose one of two options: reducing consumption or increasing power. At the same time, balanced chip tuning is used less frequently.

The manufacturer does not recommend chip tuning of its engines. But, as practice has shown, this kind of recommendations does not influence the opinions of drivers and therefore the company has specially released several official firmware for its power units, which are called Stage+.

The latest version for engines today is version 5. It allows you to select the necessary parameters at the time of programming the electronic engine control unit.

Conclusion

Volkswagen engines have a fairly wide range of names and markings. Thus, the concern produces power units for such famous car brands as Audi, Skoda, Porshe, Seat, Beantly and even sports cars - Lamborgini and Bugatti.

The company's motors have proven themselves to be very positive. They have a long service life and are reliable. And even if the power unit has been repaired, it will serve the owner for a long time. The Volkswagen engine is the standard of German automotive quality.

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 robust 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 the improved 2.0 TDI CR with 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 multipoint (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 mileage 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 fairly 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, those for which the designers should be ashamed were also used. At the same time, even a fairly reliable modern engine will be expensive to maintain and maintain.

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Volkswagen engines - diesel, contract, their cooling system, diagnostics, videos on the topic

The Volkswagen concern produces a fairly wide range of power units, which includes spark-ignition gasoline engines and compression-ignition diesel engines. The concern installs its own developments on both passenger cars and trucks.

Review of Volkswagen engines

The Volkswagen concern, founded in Berlin on May 28, 1937, declared the production of affordable cars with optimal technical characteristics as a priority. The machines had to meet the following requirements:

• the highest possible level of security;
• reliable engine;
• economical use of fuel;
• acceptable comfort;
• salon for four people;
• minimal impact on the environment;
• decent quality of interior trim.

In other words, the concern had to produce budget cars with a powerful and economical engine.

Evolution of Volkswagen engines

All engines produced by the Volkswagen Group are tested at the accredited testing center Deutsches Institut für Normung. The units have an efficient direct injection system and an environmentally friendly exhaust system. The concern has received several innovation awards for its engines.

Throughout its history, the concern has tried to make the engine more economical. The result of this research was a unit that consumes 3 liters of fuel per 100 km. It was a 1.2 liter three-cylinder diesel engine with an aluminum block, injection system, turbocharger and supply air cooling. Reducing the number of cylinders had a slight effect on the dynamic characteristics of the engine. With minimal fuel consumption, the unit showed decent power due to:

• reducing engine weight;
• reducing friction between contacting units and parts;
• increasing the combustion efficiency of the fuel-air mixture;
• modernization of the injection system with an exhaust gas turbocharger.

First Volkswagen engines

In 1938, the VW Type 1 was released, powered by the revolutionary air-cooled F4 four-cylinder engine. The unit had a volume of 1.131 liters and a power of 34 liters. With. In the process of evolution, engine volume increased from 1.2 to 1.6 liters. The latest model was the perfect combination of performance, efficiency and reliability. Due to the design of the carburetor, optimal proportions were observed when forming the combustible mixture. The 1.6 liter engine marked the beginning of a line of engines for cargo and passenger vans.

Volkswagen engine specifications

The standard Volkswagen engine is a four-cylinder unit with an overhead camshaft and water cooling. Typically, the cylinder block, its head and pistons are made of aluminum alloy, and the crankshaft with three support bearings is made of forged stamped steel.

Volkswagen engines have the following technical characteristics:

• fuel consumed - gasoline or diesel fuel;
• cooling system - air or liquid;
• type of cylinder arrangement - in-line, V-shaped or VR;
• volume - from 1 to 5 l;
• power - from 25 to 420 hp. With.;
• fuel consumption - from 3 to 10 liters per 100 km;
• number of cylinders - from 3 to 10;
• piston diameter - up to 81 mm;
• number of working cycles - 2 or 4;
• type of mixture ignition - spark ignition or compression ignition;
• number of camshafts - 1, 2 or 4;
• the number of valves in the combustion chamber is 2 or 4.

TSI petrol engines are the ideal combination of performance and economy. Even at low speeds they deliver maximum torque, and the carefully calibrated combination of piston movement, turbocharging and direct injection ensures even fuel delivery.

Volkswagen gasoline engines are characterized by:

• formation of the fuel mixture in the intake manifold or directly in the combustion chamber;
• ignition of the mixture from spark plugs;
• uniform combustion of the mixture;
• quantitative adjustment of the mixture;
• four-stroke principle of operation with two revolutions of the crankshaft at an angle of 720°.

Volkswagen TDI diesel engines with turbocharging and direct fuel injection are characterized by:

• efficiency;
• high traction power;
• productivity;
• reliability in operation.

The operation of a Volkswagen diesel engine is characterized by the following points:

• formation of a mixture of fuel and air in the combustion chamber;
• self-ignition of fuel from heated compressed air;
• high compression ratio;
• high-quality preparation of the mixture;
• The principle of operation of a four-stroke engine is two revolutions of the crankshaft.

The advantages of Volkswagen gasoline engines are:

• low weight-to-power ratio (kg/kW);
• wide range of uses;
• good dynamics;
• low cost;
• all-season;
• ease of maintenance.

However, such units also have disadvantages. First of all this:

• relatively high fuel consumption;
• weak traction at low speeds;
• increased consumption when loading the cabin;
• fire hazard of fuel.

The advantages of engines running on diesel fuel include:

• low fuel consumption;
• high torque;
• lack of spark plugs;
• good handling at low speeds;
• good throttle response in high gears.

The disadvantages of diesel engines are:

• high requirements for fuel quality;
• seasonality of fuel (problematic starting in cold weather);
• quite expensive maintenance;
• the need to strictly adhere to the frequency of oil and filter changes;
• high price.

Volkswagen engines for trucks

Vehicles carrying heavy loads typically operate at low speeds and require increased engine power. The best option for them is a flexible diesel engine with an optimal ratio of its power and vehicle weight. The higher the elasticity of the engine, the less time it takes to accelerate. This is especially true in city conditions, where diesel units are much more efficient than gasoline ones.

Cylinder arrangement in Volkswagen engines

Depending on the location of the cylinders there are:

• in-line engines;
• V-engines;
• VR engines.

Each variety has its own advantages and disadvantages.

In-line engine

A conventional piston engine consists of a series of cylinders arranged one behind the other. It is most often installed on cars and trucks and usually consists of four cylinders, the counting of which starts from the flywheel.

The advantages of a four-stroke engine with a longitudinally symmetrical crankshaft are usually noted as good dynamics and relatively low cost. The disadvantage of such a unit is the increased requirements for space in the engine compartment required to accommodate a block of four cylinders.

V-twin engine

A V-twin engine consists of several cylinders located at an angle to each other. The tilt angle can reach 180°. Due to this, a larger number of cylinders can be placed in a limited space. All engines with eight or more cylinders are typically a V-twin model (V6, V8 or V12). V4 units, compared to their in-line counterparts, have a better weight-to-power ratio, but are more expensive to manufacture.

Compared to an in-line engine, the V-twin unit is more compact and lightweight. So, the V12 is only slightly longer than the six-cylinder in-line engine. The disadvantage is its more complex design, certain difficulties when balancing, a high level of vibration and the need to duplicate some components.

Video: operation of a V-twin engine with 8 cylinders

VR engine

The VR engine, developed by the concern, is a symbiosis of a V-engine with an extremely small camber angle (15°) and an in-line unit. Its six cylinders are located at an angle of 15°. This differs from traditional V-engines, in which this angle is 60° or 90°. The pistons are located in the block in a checkerboard pattern. This design allows you to combine the multiplicity of a V-twin engine with the small width of an in-line engine and significantly saves space in the engine compartment.

The VR engine also has a number of disadvantages:

• a large angle of inclination of the connecting rods leads to high radial loads on the pistons;
• the uneven length of the intake and exhaust channels affects the air supply and exhaust gas removal;
• Manufacturing a cylinder head is quite expensive.

Characteristics of engines produced by Volkswagen AG

The Volkswagen concern produces both gasoline and diesel engines.

Volkswagen petrol engines

In the evolution of Volkswagen gasoline engines, several main models can be distinguished.

Table: technical characteristics of Volkswagen gasoline engines

In the table, the engines are located according to the letter code. Engines for VW Beetle and VW Transporter manufactured before 1965 did not have a letter code. They are indicated in the table by code 1.

Volkswagen diesel engines

The main representatives of the family of diesel engines produced by Volkswagen are the following units.

Table: technical characteristics of Volkswagen diesel engines

Video: Volkswagen W8 engine operation

Factories producing engines for Volkswagen cars

The Volkswagen Group is the largest automaker in the world. The number of employees is 370 thousand people who work at 61 factories in 15 European countries, North and South America, Asia and Africa. Up to 26,600 cars are produced annually, sold in 150 countries. The main production centers for Volkswagen powertrains are:

Contract engines

Any engine has a limited service life. After this resource expires, the car owner can:

• make a major overhaul of the original engine;
• purchase under contract in Europe or America and install a used engine.

The contract motor fully complies with the technical requirements and is a working unit dismantled from a similar car.

All contract engines undergo pre-sale inspection. Suppliers usually adjust all systems, do a test run and guarantee uninterrupted operation and a long service life. In addition to contract engines, technical documents, attachments and installation elements are included.

Overhauling a car engine is not always advisable. Especially if this model has already been discontinued.

So, a friend of mine owned an original Volkswagen Golf 1.4 with a manual transmission from 1994. The car was used all year round and at any opportunity. Sometimes it was loaded to the limit. The old car had difficulty making it up hills with an engine that was not very fresh. The car, although compact, is quite roomy. Over the five years of ownership, I changed the clutch basket and release bearing. I perceived timing belts and rollers as consumables. I planned to change the pistons and do a major overhaul of the engine due to oil consumption and low thrust. But on one of the trips, I didn’t keep track of the temperature and overheated the engine so much that the head turned. Repairs amounted to almost 80 percent of the car's cost. This is a high price for a used car, not counting the time spent on repairs, searching for original parts or identical analogues. Back then we had no idea about the possibility of replacing the engine with a complete set. Now we wouldn’t even think twice about it.

The advantages of an engine purchased under a contract are:

• factory quality;
• work on high-quality fuel;
• slight wear;
• long service life;
• use of high-quality lubricants;
• caring attitude from the former owners;
• strict compliance with maintenance standards;
• dealer service;
• low cost compared to a new unit.

The disadvantages of such engines include:

• high mileage of foreign cars;
• inability to check service life;
• no guarantee that the former owner will comply with the manufacturer’s recommendations.

You should not purchase a power unit older than seven years. This is true for diesel engines.

Volkswagen engine life and manufacturer's warranties

Determining the degree of engine wear is quite difficult, since it depends on:

• resource regulated by the manufacturer;
• operating conditions;
• vehicle load;
• driving style.

Volkswagen guarantees that every part and component of the car meets the standards. This warranty is valid for a year or 20 thousand km (whichever occurs first) from the date of purchase for individual parts and for 4 years or 100 thousand km for the entire vehicle.

A reliable mechanism does not cause trouble with increased wear of parts when changing engine oil regularly.

The warranty becomes void in cases caused by:

• misuse;
• negligence during operation;
• changes and modifications of components and assemblies;
• improperly carried out repairs;
• incorrect adjustment of individual components;
• intentional damage to parts;
• using parts and consumables that do not correspond to this model;
• use of vehicles for competitive and off-road purposes;
• failure to comply with recommended maintenance intervals and operating requirements;
• collision with objects;
• vandalism of others;
• environmental damage;
• floods;
• accidents;
• fire.

When purchasing a new car, to extend engine life, experts recommend paying attention to the following points:

1. The first thousand kilometers of a new car should not be driven at high speeds. The crankshaft rotation speed should not exceed 75% of the maximum possible value. Otherwise, oil consumption will increase and wear on the inner surface of the cylinders will begin. This can significantly reduce the resource of the power unit.
2. The engine should be warmed up before driving. This condition is especially important for turbo engines and diesel engines.
3. In new diesel engines, the oil level should be checked at every refueling.
4. Volkswagen's recommended engine maintenance intervals must be strictly followed.

Self-diagnosis of the engine

In a modern car, the engine control unit controls the operation of sensors and main components. Possible problems are indicated by warning lights in the instrument cluster - for example, the Check Engine indicator. In addition, through the standard OBD-II port, you can connect diagnostic equipment and obtain detailed information about the operation of individual systems by reading fault codes.

Living in rural areas, you do not always have the time and opportunity to visit a service center. But you shouldn’t put up with the malfunction either, because later there will be more problems. So, the diagnostic scanner helped me out when identifying a faulty knock sensor with code P0326 “Signal out of acceptable range.” In addition, the adapter helped to independently detect the problem area with almost worn out generator brushes. Code P0562 indicated a low voltage level on the on-board network. The solution to the problem was to replace the “tablet” with a new copy. Using the scanner even in error reading mode made it possible to restore the original state of the engine's key parts. And sometimes it was enough to reset the system errors of the on-board computer when a malfunction was detected in order to calmly hit the road.

Necessary diagnostic tools

To carry out computer diagnostics you will need:

• diagnostic device corresponding to the vehicle's electronic system;
• computer or smartphone to decrypt the information received.

Troubleshooting algorithm for OBD-II diagnostic adapter

Volkswagen engine cooling system

The smooth operation of Volkswagen engines is largely determined by the efficiency and reliability of the cooling system, which is a closed loop connecting the power unit, radiator and pipelines. Coolant circulates through this circuit. Cooling of the heated liquid occurs in the radiator. The basis of the coolant is ethylene glycol, which is stable over a wide temperature range. The manufacturer recommends using only certain brands of coolant.

Engine coolant is usually colored, making any leaks easy to spot.

The water pump provides forced coolant circulation through the cooling circuit and is driven by a belt. The Volkswagen engine cooling system piping consists of hoses, a radiator and an expansion tank. Temperature control devices include sensors, a thermostat, a radiator and expansion tank cap, and a fan. All these elements function independently of the power unit. Temperature control allows you to regulate engine performance and exhaust gas composition.

Cooling system malfunctions

Most cooling system problems are the result of lack of proper maintenance of its elements and untimely replacement of coolant. The radiator and pipes are subject to wear, reducing cooling efficiency.

The main signs of malfunction are small spots of coolant under the car after parking overnight and a strong smell of the coolant when driving.

The most common problems that occur in the cooling system are:

• low coolant level, leading to the appearance of air pockets, overheating and accelerated corrosion of exposed metal surfaces;
• use of low quality coolant or a type not recommended by the manufacturer;
• leaking or clogging of the radiator and expansion tank;
• water remaining in the system after flushing it;
• damage to the water pump drive belt;
• coolant leak.

The cooling system is not something to be trifled with, so it is worth checking the fluid level periodically.

If the engine overheats significantly, the cylinder head may become deformed and the effectiveness of the sealing gasket will decrease.

Trouble-shooting

You can keep your cooling system in working order using the following simple procedures:

• daily inspection of the system for coolant leaks;
• control of coolant composition, preventing water from entering the system;
• complete flushing of the system after draining the old coolant;
• periodically cleaning the radiator from leaves, debris and dirt;
• periodically check the tension and condition of the pump drive belt.

Video: Fixing a coolant leak on a VW Jetta

Maintenance of the cooling system involves performing the following actions:

• periodic cleaning of the engine compartment;
• replacing the coolant every five years;
• replacing hoses every two years;
• replacing the thermostat at high engine temperatures;
• tension adjustment and timely replacement of the water pump belt;
• replacing the pump when the first signs of a malfunction appear;
• checking and replacing the cooling fan and temperature sensors when the engine temperature slowly drops.

It is obvious that trouble-free operation of the cooling system is only possible if other systems and components of Volkswagen vehicles operate correctly.

Thus, the range of Volkswagen engines is quite wide. Each potential car owner can choose a power unit in accordance with his wishes, financial capabilities and operating conditions of the car.

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Top 10 most reliable engines - DRIVE2

Fiat 1.2 / 1.4 8V "FIRE".

Production: from 1993 - 1.2 l, from 2003 - 1.4 l.

Application: Fiat Punto/Grande Punto/Punto Evo, Fiat 500, Fiat Panda, Fiat Idea, Fiat Palio, Ford Ka (2nd generation), Fiat Linea, Lancia Musa, Lancia Y.

Fiat engines of the FIRE series (Fully Integrated Robotised Engine - an engine completely assembled by robots) are already more than 30 years old. The range of power units covers a wide range of engines with a displacement from 769 cm3 to 1368 cm3, and 8-valve versions were later supplemented with 16-valve ones. Two 8-valve units without hydraulic pushers are worthy of attention.

In general, all versions of engines with an 8-valve head, regardless of displacement, turned out to be very durable. The simple design showed high wear resistance even in small engines (for example, 1.1). Outdated 8-valve versions, after a timing belt rupture, will not require major repairs, which is inevitable for more modern modifications that have a higher compression ratio and comply with Euro-5 standards.

FIRE engines have always been characterized by “plasticity” of character. Incredibly, two absolutely identical engines behaved completely differently after running in. So with calm drivers he behaved lazily, and with temperamental drivers he behaved more lively.

Regular maintenance includes replacing the timing belt, spark plugs and a reasonable oil change interval (in Europe it is a maximum of 15,000 km). These engines are absolutely reliable, only occasionally causing minor oil leaks.

Ford 1.3 8V Duratec "Rocam".

Production: 2001-2008

Application: Ford Ka (1st generation), Ford Fiesta VI.

The engine is similar in design and parameters to the older 1.3 OHV. It has a cast iron block, timing chain and hydraulic tappets. The power unit is rather lazy, but absolutely reliable. It has good traction at low revs and requires minimal operating costs. The engine was assembled in Brazil and South Africa (South Africa). The abbreviation Rocam means shaft with roller bearings.

Along with the ancient OHC "Pinto" unit (used in the Ford Sierra, for example), this is one of the most reliable engines to ever sit under the hood of a Ford. Larger Rocams with a displacement of 1.6 liters are much less common. They were used mainly in the “charged” Ford SportKa and Ford StreetKa.

Honda 2.2 i-DTEC.

Production: 2008-2015.

Application: Honda Accord 8th generation, Honda CR-V 3rd generation, Honda Civic – 9th generation.

In fact, you could list 98% of Honda's petrol units here and no one would object. But much more interesting is the fact that the Japanese diesel engine turned out to be very reliable. And this despite the fact that its design uses all the most vulnerable elements of modern diesel engines, which the best competitors cannot cope with.

The use of a single-row timing chain is completely counterproductive, not to mention the thermally unstable aluminum block with thin, dry steel cylinder inserts (complicating heat dissipation), as any BMW N47 diesel connoisseur will tell you.

In 2.2 i-DTEC, such a set works properly for a long time. Even piezoelectric injectors, a turbocharger (has water-cooled bearings) and an electrically controlled EGR valve do not cause problems. The typically carbon-encrusted swirl flaps in the intake manifold were replaced with a bypass valve at the entrance to the split intake tract, and the EGR was “plugged in” behind it.

The only known drawback is the failure of the DPF differential pressure sensor.

Mercedes M266 (1.5 / 1.7 / 2.0).

Production: 2004-2012.

Application: Mercedes A-Class (W/C 169), Mercedes B-Class (T 245).

Durable and reliable diesel engines from OM601 to OM606 are known from the legendary W124. But they have long been outdated. However, even among newer units you can find a durable motor. This is M266. The 4-cylinder petrol engine is an evolution of the previous M166, known from the first A-Class and Vaneo.

The engine received a specific design, since it had to be placed at a large angle in a cramped engine compartment. The engineers relied on simplicity: only one timing chain and an 8-valve timing mechanism.

The mechanical part is very reliable. Injector malfunctions are very rare (somewhat surprising for a gasoline engine with indirect injection). But in most cases, the defect appeared during the warranty period.

All three versions of the motor are very durable. The presence of turbocharging for A200 Turbo modifications theoretically increases the likelihood of malfunctions, but in reality nothing like this happens. The disadvantages include slightly increased fuel consumption, but this is due to the insufficiently good aerodynamics of the body.

Mitsubishi 1.3 / 1.5 / 1.6 MIVEC (4A9 series).

Production: since 2004.

Application: Mitsubishi Colt, Mitsubishi Lancer, Mitsubishi ASX, Smart ForFour, Citroën C4 Aircross.

Almost all Mitsubishi gasoline engines are very reliable, so choosing the best one is not easy. One of the most common is the 4-cylinder unit of the 4A9 series. It was created as a Mitsubishi/Daimler-Chrysler collaboration and is one of the most reliable engines on the market today.

The 4A9 is made entirely of aluminum, has a 16-valve DOHC gas distribution system, a variable intake valve timing system with electronic control MIVEC (some versions of the 1.3-liter engine do not have it). Although the engine is more than 10 years old, there are no known problems. Cars with such engines come to the service center only for maintenance - replacement, oil, filters and spark plugs.

4A9 is only atmospheric. The turbocharged Colt CZT/Ralliart models use a completely different Mitsubishi "Orion" series engine. The Citroen C4 Aircross inherits the engine from its technical twin, the Mitsubishi ASX 1.6 MIVEC, but markets it under the simple name 1.6 i, and in some markets even under the absolutely amazing 1.6 VTi.

PSA 1.4 HDi 8V (DV4).

Production: since 2001.

Application: Citroen C1, C2 Citroen, Citroen C3, Citroen Nemo, Peugeot 107, Peugeot 1007, Peugeot 206, Peugeot 207, Peugeot Bipper, Toyota Aygo, Ford Fiesta, Ford Fusion, Mazda 2.

The little 1.4 HDi can be seen as the successor to the legendary XUD7/XUD9. Even though, on paper, the 1.4 HDi was created in collaboration with Ford (like the larger 1.6 HDi). In fact, this is a completely French design, which turned out to be very successful.

Like Honda, the French were able to create a durable aluminum block with dry inserts. A timing belt can last 240,000 km or 10 years. A simple turbocharger will last forever. The common rail injection system from Siemens has proven itself from the very beginning. Mazda, Ford and some PSA models have recently mentioned the Bosch injection system.

Initiates know that there is also a 16-valve version with a return of 90 hp. for more powerful options - Citroen C3 1.4 HDi and Suzuki Liana 1.4 DDiS. With its leaky 16-valve head, variable geometry turbocharger and Delphi injection system, this engine will never compare to a simple 8-valve version in terms of reliability.

Subaru 3.0 / 3.6 R6 (EZ30 / EZ36).

Production: since 2000.

Application: Subaru Legacy, Subaru Outback, Subaru Tribeca.

Of all the famous boxer engines of Subaru, the most reliable are the naturally aspirated six-cylinder EZ series, known for the Outback, Legacy 3.0R and the Tribeca crossover. The first versions of the 3-liter engines for the Outback H6 (219 hp until 2002) still had a mechanical throttle control drive and an aluminum intake manifold. Later modifications (245 hp), despite more complex technologies (among others, a system for adjusting the lift height and phases of the intake valves, and in the 3.6 also the exhaust valves), did not become more “vulnerable”.

The engine has so-called wet cylinder liners and a durable timing chain. The only real drawback is the relatively high level of fuel consumption (especially in the Legacy 3.0 Spec B, equipped with a sports manual transmission with a short-throw gear selector) and minor difficulties during maintenance (for example, to replace spark plugs due to poor accessibility to the “horizontally” located engine).

Suzuki 1.3/1.5/1.6 DOHC "M".

Production: since 2000.

Application: Suzuki Jimny, Suzuki Swift, Suzuki Ignis, Suzuki SX4, Suzuki Liana, Suzuki Grand Vitara (1.6), Fiat Sedici (1.6), Subaru Justy III.

The M series engines include small capacity engines 1.3, 1.5, 1.6 and 1.8. The latter is intended exclusively for the Australian market. On the European continent, the power unit is found in almost all small and medium-sized Suzuki models that appeared at the turn of the millennium, and in the Fiat Sedici 1.6, which is a copy of the Suzuki SX4. The mechanical part of the engine is very reliable and durable. Even the VVT ​​variable valve timing system, used by most engine modifications, does not cause any complaints. It is not present only in the 1.3-liter version intended for Ignis and Jimny until 2005, and the old 1.5 modifications for SX4.

The timing chain drive is reliable. Minor deficiencies include small oil leaks through the crankshaft oil seal. More serious malfunctions practically never occur.

Toyota 1.5 1NZ-FXE Hybrid.

Production: since 1997.

Application: Toyota Prius I, Toyota Prius II, Toyota Yaris III Hybrid.

As in the case of Honda, almost all Toyota engines could be included in this review, but we will focus on the hybrid, which most motorists still perceive with skepticism. And this despite the fact that this power unit has unprecedented reliability. A simple high compression gasoline engine running on the Atkinson cycle, a permanent magnet synchronous electric motor and nothing more.

There is no gearbox in the classical sense, and therefore problems with this device disappear. Instead, a planetary gearbox with two inputs and one output is used. The gear ratio changes depending on the difference in rotational speeds of both engines.

What scares me the most is the expensive battery. But so far none of the owners have changed it. European competitors cannot compete with the phenomenal Japanese reliability.

Volkswagen 1.9 SDI/TDI.

Production: 1991-2006 (in some markets until 2010).

Application: Audi 80 B4, Audi A4 (1st generation), Audi A3 (1st generation), Audi 100/A6 (C4), Audi A6 (C5), Seat Alhambra, Seat Ibiza, Seat Cordoba, Seat Inca, Seat León, Seat Toledo, VW Caddy, VW Polo, VW Golf, VW Vento, VW Bora, VW Passat, VW Sharan, VW Transporter, Ford Galaxy (1st generation), Škoda Fabia and Škoda Octavia (1st generation).

Without a doubt, this is one of the most famous, but perhaps the most controversial engines on our list. The SDI/TDI engines are based on the old 1.9 D/TD. They received direct injection, the thermal load on the cylinder head was reduced and a Bosch rotary pump was installed, although it was sensitive to fuel quality.

The reliability and durability, especially of the simple naturally aspirated 1.9 SDI versions, deserves respect. The engine is capable of traveling more than one million kilometers without major investments. We do not take into account the frequently mentioned problems with the mass air flow sensor.

Paradoxically, the most reliable turbocharged variant is only the 90 hp TDI with a maximum torque of 202 Nm (coded 1Z or AHU). This turbodiesel appeared in the early nineties and was used in Audi, Golf III, Passat B4, Seat until 1996-1997.

Among the Skoda Octavia, the best TDI is considered to be the CMA. Its small constant-geometry turbocharger demonstrates much greater survivability than the 90-hp ALH's variable-geometry supercharger. The latter was prone to blade freezing, just like the 110 hp version.

The only weak point of SDI/TDI, especially in the early years of production, is the crankshaft damper pulley.

Taken from the site.vvm-auto.ru/

www.drive2.ru

Engine Volkswagen EA827/EA113 1.8

The engine of the Volkswagen EA827 family, with a volume of 1.8 liters, was released in 1983, and differs from the younger 1.6 liter engine in its increased piston stroke. The bottom of the engine is a cast-iron cylinder block, the head was installed on 8, 16 and 20 valves, and the latter was produced with a variable valve timing system at the intake and in the turbo version. VW engines of this type, 1.8 liter, have hydraulic compensators installed and valve adjustment is not required. The timing belt drive, belt replacement interval is ~60,000 km, if the belt breaks on an 8 valve engine, in most cases, the valve does not bend, but on 16 and 20 valve engines it bends. Since 1994, on the basis of this power unit, a turbo engine was created - 1.8T, which became widespread in Audi, Skoda, Seat and Volkswagen. This engine is also related to 2-liter 8-valve engines.

Engine modifications VW 1.8 EA827/EA113

1. ADF - single-shaft, eight-valve, carburetor version of the engine. Compression ratio 9, power 68 hp. 2. HT - single-shaft, eight-valve, mono-injection, and for the 1985 Golf II, 105 hp. 3. RD - 8V engine, compression ratio 10, power 107 hp. Production from 1985 to 1987. 4. RP - cylinder head SOHC 8V, piston with compression ratio 9, power 90 horsepower. Production: 1987-1991 5. RV / PF - analogue of RD, produced from 87 to 92. 6. PB - compression ratio 10, power 112 forces. Production: 1987 - 1991 7. GZ / EV - engine with a power of 112 horsepower, SZh 10, production: 1987-1988 8. GX - compression ratio 8.5, power 86 hp. Production: 1984 - 1992 9. ABS / ADZ / ANP - SOHC 8V, compression ratio 10, power 90 hp. Production: 1991 - 1995 10. AAM / ANN - an analogue of the above model with a piston with a compression ratio of 9.5, a lower camshaft, a smaller diameter exhaust, a power of 75 horsepower. Production: 1991 - 2000 11. 1P - engine with SOHC 8V cylinder head, compression ratio 10, power 98 hp. Production: 1988 - 1991 12. KR - VW engine with DOHC 16V cylinder head, compression ratio 10, power 139 hp. Installed on Golf and Passat B3. 13. DZ - single-shaft SOHC, eight-valve engine, with distributed fuel injection, different camshafts, compression ratio 11, power 111 hp. Production: 1983 - 1991 Installed on Audi models. 14. AGN / APG - modification with a 20-valve twin-shaft DOHC cylinder head, with distributed injection, compression ratio 10.3, power 125 horsepower. Produced from 1997 to 2000. Installed on Volkswagen Golf IV and Bora, SEAT Leon, SEAT Toledo, Skoda Octavia, Audi A3.

15. ADR / ARG / APT / AVV - an analogue of the above-described motor for VW Passat, Audi 80, Audi A4 and Audi A6.

Weaknesses of EA113 / EA827, malfunctions and their causes

1. Problem with speed. It stalls. Check the airbag under the single injection, the coolant temperature sensor, the idle air valve and the throttle valve. 2. High fuel consumption. Check the lambda probe and coolant temperature sensor. 3. Engine noise. Usually this problem is caused by the hydraulic chain tensioner and is solved by replacing the tensioner with the chain.

4. Oil leaks. Most likely your oil cooler gasket has blown out, replace it and the leak will stop.

In addition, the crankcase ventilation system constantly becomes clogged and requires cleaning, the viscous coupling of the fan and the pump often fail, and in general, given the age of these naturally aspirated engines, anything can fail at any time. To summarize, it is worth noting: In general, the engine is not bad and, with proper maintenance, quite durable, but its time has passed and today it is worth looking towards more modern power units.

Volkswagen EA113 / EA827 engine tuning

Atmospheric. Turbo

For weak modifications of 1.8 liter Volkswagen engines, the simplest method of increasing power is to install a camshaft from more powerful engines, like ADZ, ABS and others. In addition, it is worth adding pistons from the same motor and ECU firmware; these manipulations will lead to a small but very noticeable increase in horsepower. Further increase in power, using factory parts, can be continued by installing a 16-valve cylinder head. If this is not enough, then you should buy a sports camshaft with a phase of 270 or more (Autotech for example), install a 4-2-1 spider, direct-flow exhaust, cold intake and tune it (for example in January). There is no point in trying to build something even more powerful; the engine is old and constant breakdowns will ruin the picture. There is no point in turbocharging the engine with a turbo kit or converting it into a standard VW 1.8T; almost everything along with the attachment will be replaced; only the cylinder block with the crankshaft will remain original. It’s much easier and more reliable to buy a contract 1.8 turbo engine and use the reliable factory 150-240 hp.

Volkswagen Polo sedan engine, which we will talk about today, will be produced directly in Russia in 2015, at the new Volkswagen engine plant. True, the timing chain will be replaced with a belt, and the power of the unit will increase by 5 horsepower. In addition to the Polo sedan, a 1.6-liter gasoline engine is now installed in the larger Jetta, Skoda Octavia and Rapid models. The 1.6-liter power unit, the most popular among our customers, is produced in two versions with a capacity of 85 and 105 hp. with 16 valves (factory designation CFNB and CFNA, respectively).

The difference between the 85 horsepower version and the 105 horsepower modification of the Volkswagen Polo engine lies in the design features of the cylinder head and the presence (or absence) of a variable valve timing system. Naturally, due to the presence of a timing system, the 105 strong version is more powerful, dynamic and economical. First, let's talk about the more powerful engine of the Polo sedan.

So, Polo 1.6 16V engine has the factory name CFNA. It is a gasoline, four-stroke, 4-cylinder, in-line, 16-valve, two-camshaft engine. Under the hood it stands transversely. The operating order of the cylinders is: 1-3-4-2, counting from the crankshaft pulley. The engine power supply system of the Volkswagen Polo sedan is phased distributed fuel injection. The engine is mounted on three elastic rubber-metal supports. The right mount is hydraulic; it is attached to a bracket attached to the timing cover, and the left and rear engine mounts are attached to brackets on the gearbox housing.

The cylinder block of the Volkswagen Polo engine is aluminum, the cylinder head is also aluminum, and the engine sump is also made of aluminum alloy. In the 16-valve version, the spark plugs are screwed into the top center of the combustion chamber. Timing chain drive. The chain in the engine makes the Polo sedan 1.6 unit very reliable and durable. Besides, the cylinder head contains hydraulic compensators, which automatically adjust the thermal clearance of the valves. The engine is very sensitive to oil quality. Underfilling of oil and its reduced level can lead to rapid wear of the hydraulic compensators.

The Polo sedan 1.6 engine has a system of continuously variable valve timing of the intake valves, which makes the engine flexible in all operating ranges. The engine has a contactless ignition system with four coils. The entire operation of the power unit is controlled by an electronic control unit (the brains of the motor). An electronic system controls fuel distribution. The dosed working mixture is supplied to the cylinders through the throttle assembly in accordance with the valve timing. Further details engine characteristics Volkswagen Polo 1.6 16V CFNA.

Engine VW Polo sedan 1.6 16V (gasoline) characteristics, fuel consumption, dynamics

• Working volume – 1598 cm3
• Number of cylinders – 4
• Number of valves – 16
• Cylinder diameter – 76.5 mm
• Piston stroke – 86.9 mm
• Power hp/kW – 105/77 at 5600 rpm
• Torque – 153 Nm at 3800 rpm
• Compression ratio – 10.5
• Fuel brand – gasoline AI 95
• Ecological class – Euro-4
• Maximum speed – 190 km/h
• Acceleration to 100 km/h – 10.5 seconds

Above are the dynamic characteristics and fuel consumption of a Polo sedan with a manual transmission; with an automatic transmission these figures are worse. So, acceleration to hundreds with automatic transmission takes 12.1 seconds, and fuel consumption increases by half a liter of gasoline.

A simpler motor VW Polo sedan 1.6 without a variable valve timing system on the intake shaft did not appear immediately, but after, in the struggle for customers, the manufacturer had to reduce the price of the car. A simplified version of the Polo sedan engine made the car a little cheaper, but the car's power also dropped. This engine has the factory index CFNB. The chain mechanism remains, but the cylinder head is now in a simplified form without an actuator for stepless timing change.

The 85 horsepower Polo sedan engine is installed only in combination with a manual transmission. A new power unit appeared in the company’s lineup in Russia only in the middle of last year. This is why there is not much information about the detailed structure and design of the engine, but the main characteristics are known.

Engine VW Polo sedan 1.6 85 hp (gasoline) characteristics, fuel consumption, dynamics

• Working volume – 1598 cm3
• Number of cylinders – 4
• Number of valves – 16
• Cylinder diameter – 76.5 mm
• Piston stroke – 86.9 mm
• Power hp/kW – 85/63 at 5200 rpm
• Torque – 145 Nm at 3750 rpm
• Compression ratio – 9.8
• Type timing/timing drive – DOHC/chain
• Fuel brand – gasoline AI 92
• Ecological class – Euro-4
• Maximum speed – 179 km/h
• Acceleration to 100 km/h – 11.9 seconds
• Fuel consumption in the city – 8.7 liters
• Fuel consumption in the combined cycle – 6.4 liters
• Fuel consumption on the highway - 5.1 liters

Whatever Polo sedan engine you choose, it is a reliable, high-quality and durable unit. Of course, subject to careful operation and timely maintenance.

But we remind you that in 2016 the Polo sedan will be equipped with a new Russian-assembled 1.6-liter engine with a timing belt. The power of the units is 90 and 110 hp, that is, one option without a timing system, a more powerful one with a continuously variable valve timing system on the intake shaft.

These engines cause a lot of problems and, even worse, are often unreasonably expensive to repair.

0.6 / 0.7 Turbo -Smart

The main problem with this engine is durability. Its service life is only about 100,000 km, which is currently simply unheard of for a passenger car. Apparently, during the design process, the designers could not imagine that the car would be used for so long. The most noticeable sign of engine wear is increased oil consumption.

In addition, the three-cylinder baby from Smart suffers from burnout of valve seats, problems in the timing drive system and premature wear of the turbine.

Problem period: 1998-2002 (0.6), 2002-2007 (0.7)

Application: Smart ForTwo

1.4 TSI is a concernVolkswagen

It was to become one of the Volkswagen Group's most popular petrol engines. And so it turned out. It was used in segments B, C and D. Unfortunately, the engineers did not cope with several problems that tarnish the brand image and can empty the pockets of an unconscious owner.

Engine 1.4 TSI with 160 hp. The dual-supercharged engine suffers from chain stretching, problems with the chain tensioner and the compressor electromagnetic clutch. In addition, the engine is very heavily loaded, which is why cracks appear on the middle pistons. If problems with the pistons occur during the warranty period, then the engine is replaced at the expense of the manufacturer, otherwise the driver will face huge expenses.

The more modest 122-horsepower version of the turbo engine suffers only from problems with the chain and tensioner.

Also, both engine modifications are characterized by problems with the injection system.

Period of problems: since 2006.

Application:

Audi: A1, A3

Seat: Ibiza, Toledo, Leon, Altea, Alhambra

Skoda: Rapid, Octavia, Yeti, Superb

VW: Polo, Golf, Touran, Tiguan, Scirocco, Jetta, Passat, CC, Sharan

1.5 dCi – groupRenault

There is an opinion that diesel engines are reliable and durable. Renault's small diesel shows that this is far from the case. Introduced in 2001, the 1.5 dCi (K9K) was used in a significant number of small Renault and Dacia models, as well as in a number of Nissan models.

The most serious problem is turning the connecting rod bearings. Trouble usually occurs after about 150,000 km. Repair costs may be higher than purchasing a used engine, although the latter decision is also quite risky. In addition, malfunctions occur in the operation of the power supply and supercharging systems.

Period of problems: since 2001.

Application:

Renault: Twingo, Clio, Thalia, Modus, Megane, Fluence, Scenic, Kangoo, Captur, Laguna

Dacia: Sandero, Logan, Logan MCV, Lodgy, Dokker, Duster

Nissan: Note, Juke, NV200/Evalia, Micra III, Almera, Qashqai

Mercedes: A, B, CLA

Suzuki Jimny

1.6 T.H.P.BMW /P.S.A.

In 2006, PSA, together with BMW, showed a common power unit. It was a 1.6-liter THP petrol engine (150-200 hp), which has since received many awards, winning the title “Engine of the Year”. It was used in Mini and urban models of Peugeot and Citroen. Unfortunately, it is not without its shortcomings. There are problems with turbocharging, chain stretching and cracking of the exhaust manifold. Some of the problems have been brought under control: for example, the chain, after 2009, no longer stretches. In 2011, a modernization was carried out, which eliminated most of the remaining miscalculations. Later, both companies decided to work on further engine modifications independently of each other.

Problem period: 2006-2011.

Application:

BMW: Mini Cooper S

Citroen: DS3, C4, DS4, DS5

Peugeot: 207, 208, 308, 408, 508, RCZ

1.9 dCi - groupRenault

Renault's 1.9 dCi (F9Q) diesel engine has not earned a good reputation. It suffers from the same problems as the smaller 1.5 dCi. When purchasing a car with a 1.9 dCi engine, you must be prepared for possible cranking of the connecting rod bearings, failure of the injection system and turbocharger. The consolation will be the fact that the repair costs are not fatal.

Problem period: 1999-2008

Application:

Renault: Clio, Megane, Laguna, Espace

Nissan: Primera

Mitsubishi: Carisma

Volvo: S40/V40

Suzuki: Grand Vitara

2.0 TDI - concernVolkswagen

No engine has spoiled the manufacturer's reputation as much as the 2.0 TDI PD did. It replaced the 1.9 TDI, famous for its reliability and unpretentiousness. The list of defects on the 2.0 TDI PD is long: cracking of the cylinder head, failure of the oil pump, pump injectors, timing drive (premature wear of the gears on the drive shaft), failure of the dual-mass flywheel.

The problems ended in 2007 with the introduction of version 2.0 TDI CR, i.e. with common rail injection system. Since then, the VW 2-liter diesel is no longer blacklisted.

Problem period: 2003-2007

Application:

Volkswagen: Golf, Jetta, Passat, Touran, Sharan

Audi: A3, A4, A6

Skoda: Superb

Seat: Leon, Altea, Toledo

2.0 d –BMW

The 2-liter diesel BMW M47D20/M47TUD20 is not without problems. It can bring real chaos to the owner's financial accounts. Since 1998, the 136- and 150-horsepower versions of the engine have suffered from many ailments: failure of the turbine, dual-mass flywheel, injectors, and even cracking of the crankshaft.

Its successor, the N47, produced between March 2007 and June 2009, received additional load on the crankshaft to drive auxiliary mechanisms. As a result, the life of the timing drive has been reduced, which inevitably entails additional costs.

Problem period: 1998-2005

Application: BMW: 320d, 520d

2.0 D –Subaru

Subaru's first ever diesel engine (boxer) received a lot of positive feedback. However, it soon became clear that it had some shortcomings. First there were problems with the clutch. The Eastern European representative office of Subaru stated that the drivers themselves are to blame for this. However, in Western Europe this defect was corrected under warranty. The problem was resolved when the 5-speed manual transmission was replaced with a 6-speed.

But that is not all! In addition, the dual-mass flywheel, the EGR exhaust gas recirculation valve may fail, and sometimes axial play of the crankshaft is detected. The last problem is very serious: engine repairs can be expensive, and not every mechanic can handle it.

Period of problems: since 2008.

Application: Subaru: Forester, Impreza, Legacy, XV.

2.0 / 2.2 D-4D –Toyota

Toyota turbodiesels of the 1AD and 2AD series have a number of disadvantages. The first one is excessive consumption of motor oil. However, oil consumption itself should not cause concern until it reaches gigantic volumes - 0.5-1 l/100 km. The second drawback is a breakdown of the cylinder head gasket. The reason for this probably lies in the heavy loads on the engine, which leads to deformation of the cylinder head. Replacing the gasket doesn't do much, since warping appears in the areas where the plane of the aluminum alloy cylinder block meets the cylinder head. The engine block must be replaced (Toyota recommendations) or an alternative solution must be applied - grinding the mating plane. There are also malfunctions of the fuel injection system, turbine and dual-mass flywheel.

Problem period: 2005-2009

Application:

Toyota: Auris, Verso, Rav4, Avensis

Lexus: IS220d

2.0 TDCi –Ford

In 2000, Ford introduced the world to the powerful 2-liter ZSD420 turbodiesel, which found its way under the hood of the Mondeo. The high-pressure pump often began to “drive chips,” as a result of which the nozzles became clogged. To restore the engine, an integrated approach is required, otherwise the replaced injectors will soon become clogged again. Another problem typical of modern diesel engines is the failure of the dual-mass flywheel.

Problem period: 2000-2009

Application:

Ford: Mondeo III

Jaguar: X-Type

2.0 CiTD - Mazda

The two-liter Mazda MZR-CD diesel engine of the RF series is very sensitive to oil quality. Failure to comply with oil change intervals or the use of incompatible (too thick) oil leads to clogging of the oil intake, causing the engine to lack lubrication, causing increased wear on its moving parts or even seizing. There are also failures of the idle speed controller, cracking of the intercooler and failure of the EGR exhaust gas recirculation valve.

Period of problems: since 2002.

Application: Mazda: 3, 5, 6, MPV

2.0 T.S.AlfaRomeo

The 2-liter Alfa Romeo engine is one of the strongest, but expensive and difficult to maintain. Its main features are two spark plugs per cylinder (Twin Spark) and several problems. It is necessary to take a very responsible approach to monitoring the oil level. The weak link in the engine is the variable valve timing system. Its incorrect operation leads to uneven operation of the power unit. Wear of the crankshaft connecting rod bearings is also common.

Problem period: the entire production period.

Application: Alfa Romeo: 145/146, 147, 155, 156, 166, GT, Spyder/GTV

2.5 TDI - concernVolkswagen

Looking at the characteristics of this motor, you want to immediately fall in love with it. High power, huge torque, high work culture and low fuel consumption. But, unfortunately, it sometimes causes problems that can appear with a relatively new engine. At the same time, it will not be possible to get away with just a “garland” of light signals on the instrument panel. The high pressure fuel pump (HPF) and camshafts cause trouble. Over time, the manufacturer dealt with serious design flaws: in 2001, the problem with the fuel injection pump was solved, and in 2004, with the camshafts. Production of these engines was completed in 2008.

Problem period: 1997-2004

Application:

Audi: A4, A6, A8

VW: Passat

Skoda: Superb

2.5 Turbo -Subaru

In 2006, Subaru introduced its new powerful 2.5 liter gasoline engine EJ255/EJ257. It was a “bloated” 2-liter engine, but the increase in displacement did not benefit it. The most common problem is a breakdown of the gasket under the heads, which leads to coolant entering the combustion chambers. In some cases this resulted in cracking of the pistons. The engines that were used very carefully by their owners had the greatest chance of uninterrupted operation. Tuning the power unit or its aggressive and merciless operation soon leads to trouble. But how can you avoid driving fast in a sporty Subaru?

Period of problems: since 2005.

Application: Subaru: Impreza, Legacy, Forester, Outback, Baja

2.5 / 3.1 T.D.V.M.Motori

From a company that specializes in building engines, you expect great design and reliability. But the Italians would not be themselves if they did not offer something special. The 2.5-liter diesel engine R4 (425/R425) and its 3.1-liter counterpart with an additional cylinder R5 (531/R531) turned out to be capricious and difficult to maintain. Common problems include failure of the gas distribution system due to lack of lubrication. The unusual design with its own cylinder head for each cylinder (4 for R4, 5 for R5) complicates maintenance, and their incorrect installation leads to engine failure. A failed generator located directly below it will tell you about the current pump.

Period of problems: since 1987.

Application:

Alfa Romeo: 155, 164

Chrysler: Voyager

Jeep: Cherokee, Grand Cherokee (także: 531)

Rover: 800

Range Rover

3.0 DI –Nissan

Nissan does not produce diesel engines with large displacement. After the 2.8 TD diesel (RD28) was prone to overheating, which led to cracks in the cylinder head, Nissan introduced the 3.0 DI (ZD30) in 1999. Unfortunately, it had a serious design flaw - the 3rd and 4th cylinders did not receive enough lubrication, which led to them jamming. But this is not the only drawback - the cylinder head gasket also burned out. The liquid-cooled turbine is very sensitive to overheating.

Nissan claims that it has modified the engine and these problems no longer exist.

Period of problems: since 1999.

Application: Nissan: Patrol, Terrano, Navara, Caravan

3.0 DMAX –Isuzu /GM

Isuzu is a company that is currently engaged in the production of trucks. At one time, she misfired with her 3-liter 177-horsepower V6 DMAX (6DE1). Depending on the brand, it received different designations: 3.0 CDTI (Y30DT) - Opel, 3.0 TiD (D308L) - Saab and 3.0 dCi (P9X701) - Renault.

After 150-200 thousand km, due to overheating and subsequent deformation of the block, the liners in the cylinders began to fall. This led to fluid leakage from the cooling system, further overheating and engine seizure. The manufacturer, having not found ways to repair the engine, recommended replacing it in such a case. However, companies using Isuzu technology have finally found a solution to the problem. So, Saab simply switched to Fiat 1.9 JTD engines, and Opel upgraded the engine. The updated power unit began to develop 184 hp. and received the designation Z30DT. The French also followed in the footsteps of the Germans: Renault received the 185-horsepower P9X715.

Problem period: 2000-2006

Application:

Opel: Vectra, Signum

Saab: 9-5

Renault: Vel Satis, Espace

3.4 B6 –Porsche

Porsche is famous for the excellent quality of its products and has maintained this in recent years. However, the manufacturer from Zuffenhausen did not escape setbacks. The largest of which was the 3.4 B6 liquid-cooled engine, prepared in 1998 for the new Porsche Carrera (996). Due to a design error, there is a risk of cracking the cylinder head, which leads to oil mixing with coolant. In addition, cracking of cylinder liners and jamming of the crankshaft occur. More gentle operation and a reduction in the recommended oil change period will help avoid tragedy. But this is not what is expected from Porsche cars.

The engine was subject to constant modifications, because engineers tried to cope with the latest sores. But, if you decide to purchase a Porsche Carerra 996 with such an engine, then it is better to look for a younger copy (2001). The problem disappeared completely when Porsche replaced the problematic engine with a larger 3.6 V6 during a restyling in 2001.

Problem period: 1998-2001

Application: Porsche 911 Carrera and Carrera 4 (all body types).

4.5 V8 –Porsche

The Porsche Cayenne is still the best-selling model of the Porsche brand. Therefore, on the secondary market you can find quite a lot of copies in relatively good condition. However, you need to be careful when choosing petrol Cayenne S 4.5 V8. Its cylinder liners often crack. Symptoms: extraneous noise from the engine and increasing engine oil consumption. Repairs can be expensive (more than $1,000). Porsche cars have never been cheap to run. The Porsche Cayenne Turbo and Cayenne S later got rid of these problems by having cylinder liners made of a more resistant material.

Problem period: 2002-2007

Application: Porsche Cayenne S.

P.S. We continue to search for problematic engines that are best avoided: Attention, unsuccessful engines! (part 2)

4 cylinders, 8 valves, direct injection – the robust engine also offers some innovative design changes. The disadvantages include perhaps not economical fuel consumption.

Owners include floating speed when the engine is idling as a typical malfunction for the model. This nuisance can be eliminated by cleaning and adjusting the operation of the throttle valve.

Overall, 1.6 MPI “runs” 500 thousand km without major interventions and does not suffer from birth defects.

1.4

This engine appeared back in 1991 with the VW Golf III. Back then it was a cast iron block with one injection point and a modest 60 horsepower. But the longevity and reliability of this model led to its improvement. Over time, the manufacturer has already offered a 16-valve version instead of the 8-valve, a multipoint injection system and even an FSI version.

Compared to the first 1.4, versions with 16 valves 1.4 MPI developed 75-101 hp. But the version with a chain instead of a timing belt, 1.4 FSI with 86 hp, is considered unsuccessful.

The 1.4 engine of this generation was installed in the Audi A2; Seat Arosa, Ibiza, Leon, Cordoba, Toledo; Skoda Fabia, Octavia, Roomster; Volkswagen Golf 3, 4, 5, Polo 2, 3, 4, Fox, Lupo. But such an engine can no longer be found in modern golf-class models.

In general, according to reviews from owners, the 1.4 engine is distinguished by its simplicity of design and unpretentious operation. Typical engine problems include freezing of the crankcase gas exhaust channel at low temperatures, wear of the steering hydraulic compensators and failure of the Hall sensor. The owner is in trouble only in case of CPG wear– this calls for an engine overhaul. The rest can be successfully dealt with, especially since repairing this engine is inexpensive - that’s why its owners love it so much.

1.4TSI

Under the common name there are 2 generations hidden EA111 And EA211 and their modifications. Since 2005, the 1.4 TSI has been installed on the VW Golf GT. Sequential supercharging gave the engine 170 horsepower. Soon a 140-horsepower modification of the engine was released, and a little later the mechanical compressor was removed, leaving only the pipe and a “modest” 122 hp.

In 2012, the EA111 appears and is replaced by the EA211 series with a different design. The proven EA111 can thus be found in cars before 2012: Audi A1, A3; Seat Ibiza, Altea, Leon; Skoda Fabia, Octavia, Superb, Yetty; Volkswagen Golf 5, 6, Jetta 3, 4, Polo, Passat B6 and SS, Sharan, Turan, Tiguan.

The 1.4 TSI's good reputation is ensured by its torque, efficiency and excellent dynamics.

As for typical complaints from owners, we can highlight timing chain stretching and piston failure. The latter is different from the first versions of the engines (160 and 170 hp), so to purchase the 1.4 TSI it is better to consider the derated versions.

1.2TSI

Version 1.2 with a direct injection system saw the world in 2009. Volkswagen Golf 4, Jetta 4, Polo, Caddy, Turan got this engine; Skoda Octavia, Fabia, Yetty, Roomster; Seat Altea, Ibiza, Leon, Audi A1 and A3.

The goal of the designers was to offer a worthy alternative to the 1.6 MPI, smaller in volume and with reduced fuel consumption. 8 cylinder head valves, the presence of a turbine with an output of 105 “horses” are the main characteristics of the model. Previously, the lineup included an 85-horsepower 1.2 TSI.

In 2012, the timing chain was replaced with a belt.

In general, this engine fulfilled all the assigned tasks: efficiency with optimal performance - torque of 160 and 175 Nm in the range of 1500-4000 rpm.

As for the operational problems identified by the owners, in the first series this timing chain drive. In some cases, uneven operation of the engine at idle is noted, which can be solved by flashing the computer, and failure of the turbine, or more precisely, its pressure regulation system.

On average, a 1.2 TSI lasts 250 thousand kilometers without major repairs.

1.2

Found in the smallest cars of the VAG family: Seat Ibiza, Cordoba; Skoda Fabia, Rapid, Roomster; Volkswagen Polo 3, 4, Fox.

The engineers' decision to give life to a three-cylinder engine is associated with reducing production costs. The timing chain, which all in-line 1.2 6V and 1.2 12V received, was supposed to outperform the belt in terms of operation. But in reality, this solution turned into a problem: repairing the chain drive was more expensive, and its service life was identical to the belt service life. Over time, the issue with a defective chain tensioner, due to which it jumped several links, was resolved.

Another point that causes dissatisfaction among owners is that the positioning of the ultra-high torque of the 1.2 engine does not correspond to reality. The six-valve version develops only 55 hp, while the 12-valve version is more fun: 64 and 70 “horses”. Torque reaches only 108 and 112 Nm/3000 rpm. Hence the restriction of the operation of cars with such internal combustion engines within city limits.

As for fuel consumption, it is 1.2 comparable to gasoline consumption 1.4. Only the latter has one more cylinder, which eliminates a number of operational issues.

Typical problem with petrol 1.2 - failure of the ignition coils. This can be easily determined by strong vibration, misfires and unstable engine operation.

Despite the design flaws, VW did not abandon the idea of ​​a three-cylinder engine and in 2012 even boosted it for the Skoda Rapid, giving it 75 hp. and released modification 1.2 with a direct injection system for the Polo.

Don't miss other secrets of VAG cars:

• hidden functions of your Volkswagen - check
• Hidden functions of your Audi - check.