Reliable Skoda Rapid engine. Estimation of engine life for the Skoda Rapid Is the 1.6 90 Rapid engine enough?

Engines installed on Skoda Rapid in Russia, they are divided into three types by volume: 1.2, 1.4 and 1.6.

All presented engines are gasoline and are already familiar from other VAG models.

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Since entering the Russian market in 2012 basic versions Rapids were equipped with 1.2-liter naturally aspirated engines with a maximum power of 75 horses. Previously, these three-cylinder power plants were found on Fabias.

The engine is clearly not strong enough for a car weighing 1.2 tons, especially when there are several passengers or a heavy load in the cabin. The range in which engine operation is most efficient is in the range of 3.5-5.5 thousand revolutions. This means that when accelerating, the motor has to be turned high to keep up with the flow.

The dynamics, by the way, are not impressive: the nameplate acceleration to 100 km/h takes a monstrously long 13.9 seconds. It’s especially bad at speeds over 80. Overtaking on the highway costs nerve cells that are irretrievably lost.

The 1.2 CGPC doesn’t like going uphill at all, and “shuttle running” in the city makes the car behave jerkily. Relatively tolerable use of the Rapid with the smallest engine is possible only with a leisurely and measured drive.

With fuel consumption, everything is not so clear. The small volume is misleading, enticing you with a modest appetite. In fact, due to the fact that the engine is constantly working under heavy load, gasoline consumption increases. Therefore, you won’t be able to save money; in urban mode, the same 8-9 liters per hundred will be burned.

The 1.2 MPI has no operational advantages over the 1.6 and 1.4 turbo engines. The only thing that attracts subcompact Rapids is their lower price.

On the downside besides the disgusting ones dynamic characteristics One can attribute the peculiar “three-cylinder” sound of operation to the maintenance-free timing chain drive, which can indicate itself with a knock already at 80 thousand mileage. The engine life is a level lower than that of the tested 1.6.

The 1.6-liter engine installed on the Rapid had three varieties: CFNA, CWVA and CWVB. The first unit with a capacity of 105 Horse power began to be used on the Polo Sedan in 2010. This is a familiar four-cylinder engine with a sixteen-valve head.

The engine block is made of aluminum, but the cylinder liners are cast iron. The gas distribution mechanism is driven by a chain and is not serviceable. This means that over time the engine will start to knock due to the chain stretching. It will still have to be changed, like the belt, but this repair is more labor-intensive.

The 1.6 engine is the required minimum for comfortable movement both around the city and on the highway. Of course, with it the car does not become a sports car, but in the city it is not as jerky as the 1.2, and overtaking is much easier for it. This engine is more resourceful than the three-cylinder 1.2. It is not uncommon for him to cover 300 thousand km. 1.6 is ideal for everyday use.

Phase shifters appeared on the intake valves. Instead of a chain, there is now a timing belt drive. Improved cooling system.

It would be more correct to replace the exhaust, but this can only be done on cars whose warranty has already expired. If knocking occurs when driving over uneven surfaces, the engine mount is not working properly.

It is being replaced by an improved version. According to owner reviews, with proper maintenance, 1.6 engines without overhaul travel more than 200 thousand km.

1.4TSI

The top engine for Rapid is the turbocharged 1.4. This is a four-cylinder, sixteen-valve unit with a timing chain. Motors of this EA111 series have been installed on VAG cars since 2005.

The unit is equipped with a direct injection system and hydraulic compensators. Intake valves with variable valve timing for optimal cylinder filling at low and high speeds. The supercharging system uses a small TD02 turbine.

On Rapid, this engine is only available in conjunction with DSG gearbox. Partly thanks to her, the liftback turned out to be so dynamic. The Rapid consistently shows the rated acceleration to hundreds, which is 9.5 seconds. In some independent tests, the compact Skoda even managed to surpass this result.

In 2015, Rapida settled under the hood New episode 1.4 TSI engine – EA211. In fact, this is a completely new unit: the block, diameter and stroke of the pistons have changed.

Just like on the new generation 1.6, the cylinder head was rotated and the timing mechanism received a belt drive. A new dual-circuit cooling system has been used.

When starting from a cold state, vibration and adjustment sometimes occur. After warming up, all symptoms of malfunctions disappear. Despite this, the engines cannot be called outright bad. With careful operation, they run more than 200 thousand km.

The main advantage of a turbo engine is excellent dynamics and the possibility of tuning. A regular flashing of the control unit to Stage 1 will give 140-150 horsepower.

At the same time, such an increase will have almost no effect on the engine life. However, in general, the reliability of 1.4 is lower than that of 1.6. Therefore, leaning towards buying a Rapid with TSI only makes sense if for you the car is more than just a means of transportation.

The Skoda Rapid golf-class liftback was presented in 2012. Sales of the model in most countries around the world began twelve months later. Rapid reached Russia only in 2014 in a modernized form. The manufacturer slightly increased the ground clearance, improved the suspension and adapted it to our roads.

Despite the fact that very few years have passed since the start of car production, today the Skoda Rapid can boast of considerable popularity. And all because the manufacturer managed to design a car that was successful in every sense, which filled the gap between and Fabia. Before purchasing a liftback, it is best to familiarize yourself with the service life of the engine on this vehicle.

Powertrain options

Initially, anyone could purchase a Skoda Rapid with one of three available engines with a displacement from 1.2 to 1.6 liters. The three-cylinder 1.2-liter engine was frankly weak, and did not allow the owner of the liftback to fully experience all the drive and enjoy driving. The motor has often been criticized by independent experts, it is worth saying that it is quite reasonable. Ultimately, the Czechs decided to refuse to further equip their brainchild with this engine modification.

Thus, since 2015, the following installation options have remained available:

• Atmospheric 1.4-liter engine paired with a five-speed manual transmission;
• Atmospheric 1.6-liter engine paired with 5/6-speed manual/automatic;
• Turbocharged 1.4-liter engine with 7-speed robotic gearbox.

As for choosing the degree of boost, those who want to acquire a modern liftback have a small choice: 90, 110 and 125 horsepower, respectively. However, the manufacturer has done a lot of work recently. The Czechs are constantly working on Skoda Rapid engines, improving them in technically. More recently, all three developments have received updated fuel injection system technology, and the design, which predetermines not three, but four cylinders, helps to reduce fuel consumption and increase the dynamic performance of the car.

Engine life 1.4 TSI

Aspirated 1.4 TSI engine paired with manual transmission Today it is the most popular modification. The turbocharged version can rightfully be called a top-end assembly. The four-cylinder power unit operates via a timing chain, which has a good service life. The manufacturer recommends replacing it after a mileage of 70-80 thousand kilometers. Despite the fact that the timing chain was initially positioned as a “perpetual mechanism,” practice has shown that sometimes it fails even before the allotted time. Therefore, it is recommended to replace it earlier if the car is used in difficult conditions.

The manufacturer assures that a Skoda Rapid with a 1.4-liter engine under the hood will cover at least 250-300 thousand kilometers. There are serious reasons to trust this information. The fact is that this power unit has shown impressive reliability since the time it was installed on Volkswagen cars. The new E211 units, which replaced the EA111 series motors, are distinguished by a cast iron block, an aluminum head, lightweight pistons and reinforced crankshaft. Improved technical characteristics allow Skoda owner Rapid can count on trouble-free operation of the car up to the first 300 thousand km.

Motor resource 1.6 MPI

The engine block is made of aluminum, but the cylinder liners are cast iron. This design is not the cheapest, but from an engineering point of view it is reliable. After all, cast iron is distinguished by its heat-conducting properties combined with high wear resistance. Heat transfer becomes even more efficient due to the rough surface of the sleeve walls. The 1.6-liter engine has improved, lightweight pistons. The “flat” shape of this part makes the motor more powerful and dynamic. This is a technological innovation, because previously designers could not achieve optimal combustion of the fuel mixture in the chamber due to the flat bottom of the part.

There is also a chain, which is more reliable than a belt, but requires more time and money during replacement. The model with a 1.6-liter engine is ideal for daily trips. In addition, this version of the Skoda Rapid is convenient for long journeys. Due to its improved design compared to the 1.4 TSI modification, the 1.6 MPI assembly also has a longer service life - about 350-400 thousand kilometers. It is not uncommon for a Skoda Rapid to cover half a million kilometers of road.

How long does a Skoda Rapid engine last according to reviews from car owners?

About what it really is real consumption of the Skoda Rapid engine, reviews from owners who have seen from their own experience the high duration of stable operation of the main unit will be more informative.

1.4TSI

1. Pavel, Moscow. I am the former owner of a Skoda Rapid 1.4 l. It just so happened that I recently had to say goodbye to the car. In general, it left behind a good impression - a comfortable and practical body, low fuel consumption, and, of course, a long service life. It is not difficult to find components, and many of them fit VG cars. Personally, I drove the car about 80 thousand km during all this time, I did not notice any problems or “jambs” in the assembly. There are also no complaints about the chassis, it holds the road vigorously.
2. Alexey, Saratov. I don’t drive too much; I’ve clocked up 120 thousand kilometers in four years. Replaced the chain, a labor-intensive process, but worth it. Moreover, it was replaced at the turn of the first hundred thousand, although the car did not give any signals. The 1.4 engine is peppy and energetic, this volume and power is quite enough for comfortable daily movement around the city. Service is inexpensive and so are the parts. I expect to drive the car at least 250 thousand km to the capital.
3. Mikhail, Rostov. I purchased a new car in 2012. When I first started using the car I noticed the pistons were knocking. Went to service center, everything was quickly fixed there. The Czechs have known about this for a long time; supposedly, the problem was solved back in 2013. I don’t know how things are with the pistons on new assemblies. Today the mileage is 180 thousand kilometers. During this time, I changed the timing chain once, which is much more reliable than a belt. Once replaced, you can drive another hundred thousand kilometers. I use imported motor oil. If you use certified fuel and lubricants, the engine will cover 300 thousand km without problems.
4. Kirill. Moscow. Great machine, no complaints. Definitely worth the money. I do not recommend spoiling the firmware; it may affect the overall service life of the Skoda Rapid engine. It eats little, maintenance and components are inexpensive. In three years I have already accumulated 90 thousand kilometers. Chassis Excellent ground clearance just for our roads. The build quality is no worse than many models from VG, and in some cases even better.

Owners of the Skoda Rapid 1.4 TSI note the modification’s high performance properties, reliability and long engine life. The life of the chain is 90-100 thousand kilometers, which is longer than the period stated by the manufacturer. This car can cover 200-250 thousand km without any problems.

1.6MPI

1. Vasily, St. Petersburg. By own experience I can say that the life of the engine depends 30% on the quality of fuel and lubricants, and 70% on driving style. I maintain a calm manner, so my Rapid, after four years of use, has never seriously broken down. Like everyone else, I underwent scheduled maintenance, changed consumables and the timing chain. It is also important to refuel with good fuel, fill imported oil and be serviced only by OD.
2. Sergey, Voronezh. I will say this - I am dissatisfied with the car. When the 150 thousand kilometer mark was reached, literally everything began to break down. The new pistons are clearly unfinished; it was necessary to spend a lot of money on replacing parts of the piston group. I've been using the Skoda Rapid for five years, and just recently sold the car. In return, I received frayed nerves, sleepless nights and a lot of wasted money.
3. Albert, Vladivostok. Initially I thought of purchasing the version with a turbocharged engine, but at the last moment I changed my mind. I purchased a 2013 Skoda Rapid 1.6 l with a manual transmission. I like everything about the car: from assembly to design. One friend works as a taxi driver on a turbocharged Rapid, his mileage has already exceeded 300 thousand, however, the turbine needs additional care. I'm currently at 120 thousand km.
4. Vladislav, Khabarovsk. I have a 2017 car with an upgraded 1.6-liter engine. I don’t know if I came across a bad assembly, or if the Czechs simply forgot how to assemble cars. The reliability of the new naturally aspirated engine has clearly dropped, and the new pistons are to blame for this! The timing belt is now quieter, but it is unsuitable for repair, plus every time I notice a “burn” in the engine oil. I am not sure that this unit will exhaust at least the resource built into it, let alone produce beyond the norm.

Skoda Rapid 1.6 received different ratings from drivers. Mostly owners of cars produced in 2013-2014 speak positively about the car. Owners new version So far, some design flaws have been noted, which perhaps the manufacturer will eliminate in the future. In general, this version of the car covers 250-300 thousand kilometers without problems or breakdowns.

Skoda Rapid 1.6 90 hp › Logbook › More than just details about the EA211 CWVB motor

Someone has already done the work and put some details online about the new EA211 motor, also known as CWVB or CWVA, if 110 hp.
For those people who don't like to read a lot:
- valves per cylinder - four;
- the cylinder block is cast from aluminum alloy;
- the camshafts are rotated by a toothed belt;
- the fiberglass-reinforced belt is designed entirely for the service life of the engine;
- the exhaust manifold is built into the cylinder head;
- lightweight valves move by means of roller rocker arms with hydraulic compensators;
- phase control on the intake side;
- antifreeze cools the cylinder block and its heads separately.

Engine capacity 1598 cc. Torque 155 Nm. Power 90 hp (for modification CWVA - 110).
Distributed fuel injection system. The distance between the cylinder axes is 82 mm. The cylinders are connected to the block only at its bottom, and are freely washed with antifreeze from the sides. Cylinder liners are cast iron.
The EA211 series motor was developed and brought to production by engineers in the Czech Republic.

Here's the full story.

Developing a new engine is a very expensive business: the bill runs to several millions of euros. Therefore, there are often cases when different car companies combine to make one motor for shared use. In this case, naturally aspirated engines are not entirely interesting to European buyers now: in terms of fuel consumption, they do not have the basis to compete with modern turbo engines, and today this is almost a death sentence. Therefore, naturally aspirated engines for budget cars, popular in our country and in a number of other countries, are often modernized rather than radically changed.

What led SKODA to create a new naturally aspirated engine when the old one was not bad? The answer sounds surprising: the introduction of a new MQB platform, which is primarily designed for the use of turbo engines. Completely confused? It's a matter of approach.

The MQB platform is a set of some universal solutions for creating cars of different brands that are part of the Volkswagen group. These solutions concern bodies and suspensions, transmission units and safety systems, radio navigation devices and, appreciated by women, engines. This approach is economically beneficial for both the concern and consumers: it is better to combine efforts and funds to develop one very good motor, which will be used on ten different models than to make several average engines from an engineering point of view.

For cars on the MQB platform (which, for example, includes the new Octavia), a line of new turbocharged engines, diesel and gasoline, has been developed. But the principle of “universal bricks” was applied in this matter. No matter which of the engines in this line you choose, they will definitely have common features. For example, there will be exactly four valves per cylinder. The cylinder block will be cast from aluminum alloy. The camshafts are rotated by a toothed belt. However, the exhaust manifold is not visible from the outside at all: it is built into the cylinder head. So, without spending extra money, we managed to create a 1.6-liter naturally-aspirated engine that meets all modern requirements: it was not invented from scratch, but with an arsenal of ready-made solutions in stock.

KEY-DOP

First of all, new engine proposed in our country for the new SKODA Octavia, then for SKODA Yeti, now it’s the turn of the SKODA Rapid. It is worth noting: the engine in question, the 1.6 MPI EA211 series, was developed and brought to production by SKODA engineers in the Czech Republic, and is used on cars of different brands that are part of the concern.

Engine MPI1.6 MPI is an in-line four-cylinder 16-valve engine with a displacement of 1598 cc. cm, equipped with a distributed fuel injection system. It has practically nothing in common with previous engines with the same name (alas, the EA111 series), which trace their origins back to the 1990s. Basically, they are united by the displacement, the distance between the cylinder axes (82 mm) and distributed fuel injection into intake manifold.

The developers made a simple, unfortunately elegant design. Nettle, cylinder block. It is designed following the Open Deck principle. Then the cylinders are connected to the block itself only at its bottom, and from the sides they are freely washed with antifreeze. The absence of unnecessary jumpers has a beneficial effect on the cooling of the cylinders, the problem of cavitation is eliminated, then the formation of harmful air bubbles occurs, which lead to the slow destruction of the surfaces washed by the coolant (when the noise of the kettle when heated is explained by the phenomenon of cavitation).

Maslozhor Skoda 1.6. Engine CWVA/CWVB.

KEY-DOP

Maslozhor Skoda 1,6. Engine CWVA/CWVB. So I got to the notorious, hated by all engine concern.

Uniform cooling of the cylinders also helps reduce oil consumption due to waste. When the cylinder walls are cooled unevenly, microdeformations occur, due to which the rings do not fit tightly to the walls along the entire circumference, and oil enters the combustion chamber. If there is no deformation, then the oil burns less.

The block on the EA211 engines is cast from aluminum alloy, and the cylinders form liners made of durable gray cast iron. A motor with sleeves is not the cheapest, but it is a very good solution from an engineering point of view. Cast iron is a wear-resistant material that removes heat well. Already today, by means of a very rough outer surface (one that is washed by antifreeze on all sides), heat exchange becomes most effective, since the contact area of ​​the liner walls with the coolant increases.

If you twirl the aluminum piston of the new engine in your palm, you should notice how simple its shape is. Its bottom is flat, with only recesses for the valves. About 30 years ago, the pistons had a much more complex shape. Step back? Not at all. A flat piston is lighter than a figured piston, which makes the engine more dynamic. Why couldn’t they make such simple pistons for 30 years? Because behind this simplicity there are years of research. For about 30 years they didn’t know how to achieve optimal distribution of the fuel mixture in the combustion chamber with a flat piston bottom.

Aluminum head cylinder block, as mentioned above, MQB engines have an integrated exhaust manifold. Typically the exhaust manifold is located on the outside and is known to become significantly hot within seconds of starting the engine. Touching it risks severe burns. This is understandable: hot gases enter the manifold directly from the combustion chamber. The concern's engineers decided to take advantage of this property of the manifold and hid it in the cylinder head. Now the hot gases warm up the engine, and it reaches speed faster. operating temperature. A warm engine has greater output than a cold one, consumes less fuel and, which is important in winter, provides heat to the interior faster. Already today, this design is lighter than the traditional one. Sell, for two kilograms, but the combination of such measures served to ensure that the new engine lighter than before by a third.

On top of the head cylinder block The camshaft housing is installed. It is also made of aluminum. The shafts rotate on new ball bearings of radial design: friction losses are reduced, and at the same time, fuel consumption is reduced.

The valves have also changed: they have become lighter, and in order to reduce friction losses, they move through roller rocker arms with hydraulic compensators, and not directly from the camshafts. Moreover, on all EA211 engines without exception, phase control is used on the intake side. For about 30 years, such a solution was found only on expensive multi-cylinder engines. We will not dwell on this technology in detail here, but let us remind you: it helps to increase engine output over a wide speed range. After all, in a good way, for each operating mode you need to select a certain opening time intake valves. Nettle, at low speeds it is advisable to cover them earlier, at high speeds, on the contrary, later. Without accounting (software) changes in phases, this cannot be achieved.

Even something as simple as the intake manifold, which has no teeth, underwent modification. Engineers optimized the location and configuration of the channels so that the air flow encounters the least resistance. And special resonator chambers made it possible to reduce flow fluctuations and, as a result, reduce noise during engine operation.

The cooling system has also been optimized. In the new engine, antifreeze circulates in the engine through two independent circuits: cylinder block and his heads. Why such difficulties, you ask? It remains very easy for our client to explain. The more advanced the motor, the less excess heat it produces. What well. On the other hand, it takes longer to reach operating temperature and generates less heat for the stove. An exhaust manifold integrated into the cylinder head and a dual-circuit cooling system allow this feature of modern engines to be leveled out.

KEY-DOP

The scheme works like this: for now engine does not warm up to 80 degrees, antifreeze does not leave the engine at all. Only after the milestone does the first thermostat open, connecting the circuit of the block head with the pump and expansion tank. And therefore, the combustion chambers receive enhanced cooling, the filling of the cylinders improves, and the likelihood of detonation decreases. Circuit cylinder block in this case still remains isolated from the general accounting system - it needs to dial up the temperature to reduce friction in crank mechanism. And only when the sensors register 105 degrees in this zone, the second thermostat will work, the cooling system will move into a large circle and connect to the radiator. Materially, our client remains to do so in a short period of time: the temperature needle moves straight every day.

To you, some decisions of the “traditionalists” will seem strange. Nettle, of course, the opinion is that the chain is in the timing drive more reliable than a belt. It used to be like that. The fiberglass-reinforced belt on the new 1.6 MPI engine is designed entirely for the service life of the engine, but, unlike a chain, it does not stretch and is less noisy.

A skeptic will note that if you compare the characteristics of the old and new engines, the difference is essentially negligible. The 1.6-liter “four” turns out to be five “horses” more powerful (110 forces versus 105 previously), having a slightly higher maximum torque of 155 Nm (before 153 Nm). Isn’t the “output” too small for such an extensive list of technical changes? To answer this question, it is advisable to look at the one in this section that describes the efficiency of the car. In this question, we will find that with the old engine, the Rapid with the 1.6 MPI engine and manual transmission consumed 8.9 l/100 km in the city, and with the new one - 7.9 l/100 km. WITH new box automatic, the difference in the city is more noticeable: the savings are about two liters per hundred.

KEY-DOP

The 1.6 MPI engine of the EA211 series is also available in a derated version. Along with the 110-horsepower version, Rapid customers are offered a “lightweight” version - in terms of output, not design: its power is reduced to 90 horsepower, and the amount of torque is the same as on the 110-horsepower engine, that is, 155 Nm . You benefit on the price of the car, on insurance, and on paying the annual transport tax.

When it comes to Czech engines, almost everyone considers them unique and the best in the world in their classes. Endurance, efficiency, certain manufacturability and classic design do their job. The only problem is that some units have not earned such a good reputation among car buyers. In particular, the 1.6 MPI engines installed on the Octavia were not always so interesting. Please note that the corporation has used at least 3 different power units with the same marking in its history. Until 2004, the 1.6 MPI unit was installed on the first generation Octavia Tour, it was identical Volkswagen engines, which we will talk about later. In 2005, the Czechs made a small reconstruction of this unit. It was on the Octavia A5 of the first years of production that they installed this motor, and the reviews are quite contradictory.

Today, the A7 generation, as well as the A5 restyling, is equipped with other units with the same 1.6 MPI marking. In particular, Russian cars are equipped with a power plant produced at a Russian plant. And his technologies have gone far from their predecessors. So there’s no point in lumping all the ideas about atmospherics into a heap. IN different cars Various power units with a volume of 1.6 are installed, and this should be taken into account when buying a car. Among all versions there is no excessive bad engine, which would not have covered even 200,000 km. But after significant runs, many units begin to have problems. The original German technology has long since changed. And even on VW cars, MPI engines are no longer what they used to be. So it’s worth thinking about the latest reviews and independent tests before you shell out money for a potentially reliable and classic naturally aspirated car. Let's look at this situation from a historical perspective.

The first 1.6 MPI engines - on Volkswagen cars

The first copies of 1.6 on German cars were practically not delivered to Russia. But many cars came to our country back in the late 90s according to well-known schemes. Some of them were imported illegally, but many still successfully travel on the roads of the Russian Federation to this day. If you had a chance to come into contact with the first 1.6 MPI engine with 110 hp, you felt all the delights of real German technology. The features of this motor were as follows:

• we installed the engine on a Golf IV, Passat B5; its power was low, but the features were enough for successful operation in city and highway conditions, there were no restrictions;
• paired with the engine, a simple automatic was supplied, but more often they bought manuals, which were made taking into account military endurance; these boxes never broke down at all;
• the engine itself is made of special alloys, it is quite heavy, can be repaired and lasts for at least 300,000 km before overhaul, it is one of the last European million-plus engines;
• many technologies of this engine are used to this day, 20 years after the first installation on a German car, but the materials have all changed long ago;
• The unit is very economical with all its advantages; on a large Passat it consumes up to 10 liters of gasoline in the city and up to 6.5 on the highway, which gives clear benefits to the car.

The only problem with this unit is its age. The youngest car you can find with this engine and an excellent gearbox is the 2004 Passat B5 Plus. After the release of the Passat B6, the VW corporation transferred naturally aspirated technology to the Czechs and began installing completely different power units on their cars. So find good engine with a low mileage of the first 1.6 MPI it will be incredibly difficult.

Skoda and modifications are the main factors of the popular 1.6 MPI

The Czechs did not dare to produce a naturally aspirated engine in exactly the same way as the Germans. The reasons for this decision are unknown, but the company significantly improved the engine in 2005. Everything externally remained unchanged. Atmospheric technology, consumption even less than the previous version, same size, same characteristics. But overall the design power unit has been changed in several important points:

• the alloys for production were greatly changed in order to lighten and reduce the cost of the power plant, this led to the fact that a crude motor entered the market without proper testing;
• to reduce costs, the piston system was modified, the very essence of the engine design was slightly changed, so the load on its main parts increased slightly;
• the internal part of the engine was significantly simplified, in particular, the amount of metal was reduced, the walls between the cylinders do not allow the power unit to be overhauled;
• Czech engineers simplified many technologies that should not have been simplified, and the engine immediately began to bring certain troubles to its owners in operation;
• The ECU program was completely changed due to efficiency and other important operating advantages, but the durability of the motor immediately decreased several times.

Modern technologies are not always better than classic ones. This is proven by the Octavia A5, on which this power unit is installed. Cars break easily and very often fail their owners after 8-10 years of operation and 200,000 km. So when buying a used Octavia, give preference to more expensive engines such as 2.0 FSI or diesel engines. But you shouldn’t buy a used car with a 1.6 aspirated engine, it can cause problems.

New 1.6 MPI engine - Russian production

On Skoda and Volkswagen Russian assembly Today they are installing an engine manufactured in the Russian Federation. At its own plant, the Volkswagen-Group corporation launched the production of naturally aspirated engines with a volume of 1.6 liters. This is a completely different engine, the series of this engine is EA211; before, such technologies were not used at all in German cars. It is still difficult to say anything specific about this engine, but the first reviews from the owners allow us to give the following conclusions:

• motor for its 110 hp very dynamic, engineers have squeezed out of it almost everything that can be squeezed out of a simple atmospheric engine of this volume in our conditions;
• the production is of quite high quality, since there are practically no breakdowns or warranty claims, the engine behaves perfectly, at least on new cars without mileage and bad experience;
• fuel consumption has been reduced, some important characteristics have been improved, but the engine has not become more reliable, and this can be seen in the design in comparison with its predecessor EA111;
• the impossibility of carrying out a major overhaul of the unit has not gone away; owners can operate the unit until replacement with a new motor is required;
• There is no doubt that almost all the problems with the 111 engine remained in place, but Russian production somewhat reduced the cost of technology and made the new engine more accessible.

It is not recommended to repair or overhaul the unit. This is one of the important operating conditions that should be observed when purchasing a car with this installation under the hood. But the car goes through its 250-300 thousand kilometers, and this is really good in comparison with its competitors. The fuel consumption is good, the dynamics are quite good, and the reliability and durability have not yet been tested on a large number of copies. So it’s too early to draw final conclusions.

What will happen in the future with MPI engines?

Most likely, engines with atmospheric technologies are living out their last years. Soon they will begin to be replaced by downsizing and less attractive turbocharged units with more complex characteristics. The reason for this is rather strange environmental laws. Euro 6 already excludes many classic units due to high emissions into the atmosphere. The EA211 engine is designed for Euro-5 standards, it will reach Euro-6, but in a couple of years it will no longer be able to withstand the next standard. There are several important factors about such motors:

• too much volume for low power becomes unprofitable for the buyer and manufacturer; there are much more compact units with a large number of horses;
• the engine has 110 horses, but with a volume of 0.9 liters the exhaust will be almost 2 times lower, and this is an important argument for most modern manufacturers in Europe and the USA;
• environmental scandals diesel engines(dieselgate in America) is just the beginning; soon the authorities of leading countries will take up other units with increased emissions;
• atmospheric technologies are simple and last a long time without breakdowns, this is unprofitable for manufacturers who make good money on spare parts for technological installations;
• turbocharged units are a necessity modern world equipment, it is precisely these motors that will soon flood the entire market and will not give the buyer much choice.

Simple technologies are a thing of the past. Today, on a modern unit in the garage, you can only change the spark plugs, and for this you will have to read the forum and look for tips from specialists. The first 1.6 MPI engine could be serviced at home independently, but today the manufacturer is trying to suppress these possibilities. Business and money have begun to rule the world, and this cannot but affect the quality of produced technologies.

We invite you to watch a test drive of a car equipped with exactly this type of power unit in the following video:

Let's sum it up

It is impossible to say that atmospheric installation on Skoda cars is completely bad. This is a pretty good unit compared to most of its competitors. But you shouldn’t extol him too highly above his rivals. The 1.6 MPI motor still has certain shortcomings that have not been corrected Russian production. The Volkswagen Corporation is moving away from using these engines, offering them only on domestic Russian models. In Europe, naturally aspirated engines have long been avoided in the cabin, choosing more economical and high-performance turbocharged units of various stripes.

For Russia, turbocharged units can still hardly be called optimal. We need unpretentious and durable motors that work well in a wide variety of conditions and behave well in changing climates. Of course, the cost also becomes important factor, but for now we give preference to reliability. However, reliability also becomes a relative factor, and it is difficult to predict the service life of a particular car. It’s safe to say that the era of atmospheric power plants is leaving, and the time of more advanced technologies is beginning. What do you think about the Czech and German 1.6 MPI installations?

The 1.6 MPI engine, released in 2014, is a new unit of the EA211 family, which also includes turbo engines, but I will talk specifically about the aspirated CWVA, which is installed on many VAG cars. In particular, these are VW Polo, Jetta, Golf MK7, Skoda Octavia, Rapid, Yeti.

This atmospheric Russian market replaced the turbocharged 1.2 TSI engine, which is demanding on fuel quality and has problems with the timing chain stretching. And also played by the fact that in Russia they do not like engines with a very small volume, and prefer naturally aspirated or turbo engines with a volume of at least 1.4 liters.

In Europe, by the way, VAG cars They are not equipped with such an engine, since almost all of them are turbocharged.

Our 1.6 MPI engine is a four-cylinder, 16-valve engine with a timing belt drive. By the way, the EA111 family, including the 1.2 TSI, had a timing chain. Here the engineers not only replaced the chain with a belt, but also connected the exhaust manifold to the head of the block - it turned out to be a single whole. The Germans simplified the design as much as possible in order to increase efficiency and reduce costs, taking into account that the currency has now risen, and in order for sales not to fall, costs need to be optimized.

According to the regulations, the timing belt on this engine runs 120,000 km. However, due to the relatively recent release of the internal combustion engine, no one has checked this yet. But I advise you to check its operation every 60,000 km or even earlier in order to avoid misunderstandings.

The main problems and shortcomings of this unit so far lie in oil wastage and leaks in the timing belt area. If the first problem is the most common, then the second is extremely rare, but dealers still fix it under warranty. In particular, one of the Yeti owners noticed a similar leak and reacted in time by contacting the dealer. The result is leakage from the camshaft seal seals. Replacement of seals under warranty.

Oil burns at 1.6 MPI CWVA are very common. Moreover, the dealers themselves say that before the break-in, this is a completely normal story. For example, 1000 km may require 0.2-0.4 liters of oil, which is a lot. Then, as they say, the oil burner disappears, however, the owners insist that they still have to add oil.

One experiment was carried out during which one of the owners of Rapid with such an internal combustion engine managed to “kill” the oil burner. Previously, as the dealers said, he filled in the recommended engine oil Castrol EDGE 5w30 504/507. Then I tried to change it to something else - Liqui Moly Synthoil High Tech 5W-30, as a result of which the problem was solved. Perhaps this is an isolated case, and this has not happened to you and will not happen, but the fact remains a fact.

Compared to the 1.2 TSI engine, this naturally aspirated engine is less technologically advanced and has less thrust, however, buyers treat it more calmly due to the absence of a turbine and timing chain.

As for the resource, it will easily travel 250-300 thousand kilometers and even more without major repairs, provided that the owner closely monitors the oil level and changes it during the time, and also changes other consumables. And fill in high-quality gasoline - AI-95 is recommended, but 92 is also possible.