Maintenance 1.4 tsi. There are a couple of quibbles, but in a year I have never regretted my choice
The highlight of the engine is a two-stage supercharging system, consisting of a mechanically driven supercharger and a turbocharger. The unit is offered in two versions: 140 hp. and 220 N.m of torque or 170 hp. and 240 N.m. The difference in output is ensured solely by the firmware of the control unit, mechanical part unchangeable.
Up to 2400 rpm only the mechanical compressor operates: speed exhaust gases too low to spin up the turbo unit. In the range of 2400–3500 rpm, it works with efficient efficiency, but during sharp acceleration, the mechanics still help it, covering the inevitable turbo lag. After 3500 rpm, the intake flap is fully open and directs the entire air volume to the turbocharger. As a result, more weak engine reaches maximum torque from one and a half thousand revolutions, 170-horsepower is 250 rpm higher. By the way, the control unit of a more powerful unit contains an interesting function: the driver can activate the winter driving mode with a key even when mechanical box transmission In this case, the engine runs smoother, minimizing wheel slip.
The dual-circuit cooling system has already been tested on engines of the FSI family: one circuit for the cylinder block, the other for the head. With this scheme it is easier to maintain optimal operating temperature engine, which means lower emissions and fuel consumption. For example, to speed up warm-up and reduce the likelihood of overheating in power modes, a hotter head needs to be cooled more intensively. Therefore, the volume of liquid circulating in the head is twice as large as in the block, and the thermostat (of course, there are also two of them) opens at 80 and 95 ºC, respectively. In addition, an auxiliary electrically driven water pump helps to protect the turbine from overheating, thereby extending its life, which circulates liquid through a separate circuit within 15 minutes after the engine is stopped.
The engine is extremely rich in modern technologies, which elevates the unit in the eyes of technical experts. Just don't forget about correct operation. The key to the health of this engine is good fluids and Consumables and, of course, qualified and timely service. A difficult combination in our conditions. And the cost of the main components and assemblies more than covers all the amounts that high technology allows you to save on gasoline.
The coolant pump pulley is also a magnetic clutch pulley for the compressor. Both go through it drive belt. The compressor is located on the side of the engine facing the passenger compartment:
Therefore, to reduce noise, the unit was dressed in an additional casing with walls made of sound-absorbing foam, and the air flows entering and exiting it pass through noise suppressors. To develop a maximum boost pressure of 1.75 atm, a gearbox (right photo) is installed in the mechanical compressor housing, increasing the rotation speed five times, up to 17,500 rpm.
The cylinder block is made of cast iron:
Despite the general struggle with extra pounds, there is still no worthy replacement for this material for turbo engines with a high degree of boost. The so-called open block (there are no jumpers between the block walls and the cylinder wells) provides better cooling and more uniform cylinder wear. Piston rings it is easier to compensate, which helps reduce oil consumption. But the cylinder wells are connected to each other - this is a necessity for a turbo engine: under increased loads, free-standing cylinders do not have enough rigidity in the upper zone.
Fuel pump high pressure located on the camshaft bearing housing.
It is driven by a separate cam on the intake shaft. To increase injection pressure and increase productivity, the piston stroke in the pump was increased compared to atmospheric engines FSI.
Injectors with six holes in the nozzles inject fuel during the intake stroke in the main operating modes:
But if you need to quickly warm up the catalytic converter, they additionally deliver a second fuel charge when the crankshaft is turned approximately 50º to the top dead center. The maximum injection pressure reaches 150 atm.
In fact, such an engine is not exactly news for models Volkswagen Group. It is installed on Seat cars (Leon, Ibiza), and on Skoda (Superb, Kodiaq), and even on Audi (A1, A3). The working volume is 1395 cubic centimeters, the block is aluminum with liners made of gray cast iron (on two-liter engines, by the way, the entire block is made of the same gray cast iron), and there is only one turbine. Recoil – 150 Horse power and 250 Nm of torque.
According to the passport, all this thrust is available from close to idle 1500 rpm, but in fact a noticeable increase in torque occurs only closer to two thousand rpm. And it’s not that after this mark the Tiguan shoots out like a cork from a bottle of prosecco, but the pressure is quite enough for confident driving around the city. And in the stated 9.2 seconds to hundreds for the version with DSG and all-wheel drive We believe unquestioningly.
On highways, everything is also quite good: the crossover begins to give up only at an indecent 140 kilometers per hour, and it’s simply a shame to demand more from it. Because the competitors that we tested extensively last summer often can’t even do that: with a power of about 150 horsepower, none of them reach the first hundred in less than ten seconds. And the 150-horsepower VW is a bargain.
The first thing a potential car owner looks at when purchasing is the optimal combination of engine and transmission. Not all drivers strive to purchase the most powerful engines, and automakers understand this by offering various engine variations for purchase. One of the European engine variations common in Russia car brands is the 1.4 TSI engine. This engine is installed on Skoda cars, Audi and Volkswagen. In this article, we will look at the advantages and disadvantages of the 1.4 TSI engine, as well as what its service life is.
Based on the block of a family of engines with a volume of up to 1.4 liters, new series with a volume of 1.2 and 1.4 liters of the EA111 series were introduced (do not look for simple logic in the numbering). The engine power was 105-180 hp. The basis for the new engines was the 1.4 liter naturally aspirated AUA/AUB models, made using a new modular arrangement of mounted units and with chain drive Timing belt The engines were designated TFSI/TSI, as they were equipped with direct fuel injection and supercharging. We especially note that there is no difference between fuel systems TFSI and TSI are not, they are just two marketing names for the same thing Audi models and Volkswagen. THE 1.2 L ENGINES OF THIS LINE ARE VERY DIFFERENT FROM THE 1.4 L ENGINES. THEY HAVE A DIFFERENT EIGHT VALVE cylinder head AND A LITTLE DIFFERENT BLOCK, A DIFFERENT PISTON GROUP, AND ALSO THERE ARE NO HIGHLY POWERED OPTIONS.
Specifications 1.4 TSI
| Production | Mlada Boleslav Plant |
| Engine make | EA111 |
| Years of manufacture | 2005-2015 |
| Cylinder block material | cast iron |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 75.6 |
| Cylinder diameter, mm | 76.5 |
| Compression ratio | 10 |
| Engine capacity, cc | 1390 |
| 122/5000 125/5000 131/5000 140/6000 150/5800 160/5800 170/6000 180/6200 185/6200 | |
| Torque, Nm/rpm | 200/1500-4000 200/1500-4000 220/1750-3500 220/1500-4000 240/1750-4000 240/1500-4500 240/1750-4500 250/2000-4500 250/2000-4500 |
| Fuel | 95-98 |
| Environmental standards | Euro 4 Euro 5 |
| Engine weight, kg | ~126 |
| 08.Feb 05.Jan 6.2 | |
| Oil consumption, g/1000 km | up to 500 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine | 3.6 |
| Oil change carried out, km | 15000 (better 7500) |
| 90 | |
| - 200+ | |
| 230+ n.a. | |
| The engine was installed | Audi A1 Seat Altea Seat Ibiza Seat Leon Seat Toledo Skoda Fabia Skoda Octavia Skoda Rapid Skoda Superb Skoda Yeti Volkswagen Jetta Volkswagen Golf Volkswagen Beetle Volkswagen Passat Volkswagen Passat CC Volkswagen Polo Volkswagen Scirocco Volkswagen Tiguan Volkswagen Touran |
Reliability of the 1.4 TSI engine
The EA111 series of small-volume turbo engines (1.2 TSI, 1.4 TSI) became widespread in 2005, thanks to the popular Golf 5 and Jetta sedan. The main and at first the only engine was the 1.4 TSI in its various modifications, which was designed to replace the naturally aspirated 2.0 liter four and 1.6 FSI. The power unit is based on a cast iron cylinder block, covered with an aluminum 16 valve head with two camshafts, with hydraulic compensators, with a phase shifter on the intake shaft and with direct injection. The timing drive uses a chain with a service life calculated for the entire period of operation of the engine, but in reality, replacing the timing chain is required after 50-100 thousand km. Let's move on to the most important thing, and the most important thing in TSI engines is, of course, supercharging. Weak versions are equipped with a conventional TD025 turbocharger, more powerful 1.4 TSI Twinchargers and operate according to the Eaton TVS compressor + KKK K03 turbocharger scheme, which practically eliminates the effect of turbo lag and provides significantly more power. Despite all the technology and advancement of the EA111 series (the 1.4 TSI engine is a repeated winner of the “Engine of the Year” competition), in 2015 it was replaced by an even more advanced EA211 series with a new, seriously modified 1.4 TSI engine.
Engine modifications 1.4 TSI
1 . BLG (2005 - 2009) - an engine with a compressor and turbocharger that blows 1.35 bar and the engine develops 170 hp. on 98 gasoline. The engine is equipped with an air intercooler, complies with the Euro 4 environmental standard, and controls the entire Bosch Motronic MED 9.5.10 ECU. 2 . BMY (2006 - 2010) - analogue of BLG, where the boost was reduced to 0.8 bar and power dropped to 140 hp. Here you can get by with 95 gasoline. 3 . BWK (2007 - 2008) - version for Tiguan with 150 hp. 4 . CAXA (2007 - 2015) - engine 1.4 TSI 122 hp. It is simpler in all components than a compressor with a turbine. The turbine on CAXA is a Mitsubishi TD025 (which is smaller than the Twincharger) with maximum pressure up to 0.8 bar, which quickly goes to boost and allows you to abandon the compressor. In addition, modified pistons are installed here, intake manifold without flaps and with liquid intercooler, head with flatter intake ports, modified camshafts, simpler exhaust valves, redesigned injectors, Bosch Motronic MED ECU 17.5.20. The motor meets Euro-4 standards. 5 . CAXC (2007 - 2015) - analogue of SAHA, but programmatically the power is increased to 125 hp. 6 . CFBA is an engine for the Chinese market, which is also the most powerful version with one turbine - 134 hp. 7 . CAVA (2008 - 2014) - analogue of BWK for Euro-5. 8 . CAVB (2008 - 2015) - analogue of BLG for Euro-5. 9 . CAVC (2008 - 2015) - BMY engine for Euro 5 standard. 10 . CAVD (2008 - 2015) - CAVC motor with firmware for 160 hp. Boost pressure 1.2 bar. 11 . CAVE (2009 - 2012) - engine with 180 hp firmware. for Polo GTI, Fabia RS and Ibiza Cupra. Boost pressure 1.5 bar. 12 . CAVF (2009 - 2013) - version for Ibiza FR with 150 hp. 13 . CAVG (2010 - 2011) - the top variant among all 1.4 TSI with 185 hp. Worth on Audi A1 14 . CDGA (2009 - 2014) - version for gas operation, power 150 hp. 15 . CTHA (2012 -2015) - analogue of CAVA with different pistons, chain and tensioner. The environmental class remains Euro 5. 16 . CTHB (2012 - 2015) - analogue of CTHA with a power of 170 hp. 17 . CTHC (2012 - 2015) - the same CTHA, but tuned for 140 hp. 18 . CTHD (2010 - 2015) - engine with 160 hp firmware. 19 . CTHE (2010 - 2014) - one of the most powerful versions with 180 hp. 20 . CTHF (2011 - 2015) - engine for Ibiza FR with 150 hp. 21 . CTHG (2011 - 2015) - engine that replaced CAVG, the power is the same - 185 hp.Problems and disadvantages of 1.4 TSI engines
1 . Timing chain stretch, tensioner problems. The most common drawback of the 1.4 TSI, which appears at mileages of 40-100 thousand km. Crackling sound in his engine typical symptom, when such a sound appears, it is worth going to replace the timing chain. To avoid recurrence, do not leave the car on a slope in gear. 2 . Doesn't go. In this case, the problem most likely lies in the turbocharger bypass valve or turbine control valve, check and everything will work out. 3 . Troit, vibration when cold. The peculiarity of the operation of 1.4 TSI engines is that after warming up these symptoms go away. In addition, VW-Audi TSI engines take a long time to warm up and like to eat high-quality oil little by little, but the problem is not so critical. With timely maintenance, the use of high-quality gasoline, quiet operation and a normal attitude towards the turbine (after driving, let it run for 1-2 minutes), the engine will run for quite a long time, the service life Volkswagen engine 1.4 TSI is more than 200,000 km.Progress does not stand still, and in the 10s of the 21st century you won’t surprise anyone with a turbo engine with direct injection, technologies are gradually being developed, errors are being corrected... And now the EA111 has been replaced by engines of the next line EA211 - these are what most are equipped with modern cars Volkswagen concern. Judging by the first reports of the “one hundred and two hundred thousand” owners, as well as the reviews of the craftsmen, the series turned out to be more successful. And more about her later.
Updated Volkswagen-Audi 1.4 TSI EA211 engine
| Production | Mlada Boleslav Plant |
| Engine make | EA211 |
| Years of manufacture | 2012-present |
| Cylinder block material | aluminum |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 80.0 |
| Cylinder diameter, mm | 74.5 |
| Compression ratio | 10.0 |
| Engine capacity, cc | 1395 |
| Engine power, hp/rpm | 110/4800-6000 116/5000-6000 122/5000-6000 125/5000-6000 125/5000-6000 140/4500-6000 150/5000-6000 |
| Torque, Nm/rpm | 200/1500-3500 200/1400-3500 200/1400-4000 200/1400-4000 220/1500-4000 250/1500-3500 250/1500-3500 |
| Fuel | 95-98 |
| Environmental standards | Euro 5 Euro 6 |
| Engine weight, kg | 104 (122 hp) 106 (140 hp) |
| Fuel consumption, l/100 km - city - highway - mixed. | 06.Jun 04.Mar 5.2 |
| Oil consumption, g/1000 km | up to 500 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine | 3.8 |
| Oil change carried out, km | 15000 (better 7500) |
| Engine operating temperature, degrees. | ~90 |
| Engine life, thousand km - according to the plant - in practice | - - |
| Tuning, hp - potential - without loss of resource | 170+ n.d. |
| The engine was installed | Audi A3 Audi A4 Audi A5 Skoda Octavia Skoda Rapid Skoda Superb Skoda Yeti VW Caddy Volkswagen Golf Volkswagen Jetta Volkswagen Passat VW Passat CC VW Polo VW Tiguan Audi A1 Audi Q2 Audi Q3 VW Beetle VW Scirocco VW Touran Seat Ibiza Seat Leon Seat Toledo |
Volkswagen engine life and how it differs from its predecessor 1.4 TSI EA211
1.4TSI new series EA211 (1.0 TSI, 1.2 TSI) replaced the popular 1.4 TSI EA111 series and is a seriously modified practically new motor, located at an angle of 12 degrees. back. IN power unit completely replaced the bottom: the cylinder block is now aluminum with cast iron sleeves, the cylinder diameter has decreased by 2 mm, now it is 74.5 mm, the crankshaft has been replaced with a lighter and longer stroke (stroke 80 mm, was 75.6 mm), lightweight connecting rods are used. This is all covered by a 16-valve head with two camshafts, but unlike the previous generation, the cylinder head is turned 180 degrees. and now the exhaust manifold is located at the rear, the manifold itself is now integrated into the head. The 1.4 TSI engine is equipped with hydraulic compensators, a system direct injection fuel. The 122-horsepower version has a phase shifter installed on the intake shaft; the 140-hp version is equipped with phase shifters on both the intake and exhaust. The timing drive has also undergone changes; now, instead of a chain, a timing belt is used, which must be checked every 60,000 km. A new dual-circuit cooling system is used here, and on the modification with a power of 140 hp. ACT dual cylinder deactivation system available. In addition to everything, this engine is equipped with a turbocharging system with an intercooler built into the intake manifold. On different modifications The turbines are different: 122 hp version. uses a slightly smaller turbine (with a pressure of 0.8 bar), the 140-horsepower modification is correspondingly larger and the pressure here is 1.2 bar. The motor control lies with the Bosch Motronic MED 17.5.21 ECU. This engine is still produced today, but since 2016 it has been replaced with the new 1.5 TSI.
Engine modifications 1.4 TSI EA211
1 . CMBA (2012 - 2013) - modification with a power of 122 hp, where a TD025 M2 turbine is installed, and the boost pressure is 0.8 bar. The motor complies with Euro-5 standard. 2 . CPVA (2012 - 2014) - analogue of CMBA with reinforced seats, valves, etc. valve stem seals. The motor is designed to run on E85. 3 . CPVB (2012 - 2014) - analogue of CPVA with a power of 125 hp. 4 . CHPA (2012 - 2015) - 140 hp version without ACT system and with variable valve timing system on intake and exhaust. An IHI RHF3 turbine is installed here, the boost pressure is 1.2 bar. The motor meets the Euro-5 environmental standard. 5 . CHPB (2012 - 2015) - analogue of CHPA at 150 hp. 6 . CPTA (2012 - 2016) - analogue of CHPA with a two-cylinder AST shutdown system and compliance with the requirements environmental class Euro 6. 7 . CXSA (2013 - 2014) - a motor that replaced the CMBA, and featured a revised cylinder head. Its power is 122 hp. 8 . CXSB (2013 - 2014) - analogue of CXSA with 125 hp. 9 . CZCA (2013 - present) - replacement of CXSA under Euro 6, with different camshafts and increased power to 125 hp. 10 . CZCB (2015 - present) - analogue of CZCA for Caddy. 11 . CZCC (2016 - present) - analogue of CZCA for Audi A3 with 116 hp. 12 . CPWA (2013 - present) - an analogue of CPVA, but for operation on gas. Engine power has been reduced to 110 hp. 13 . CZDA (2014 - present) - replacement of CHPA under Euro 6. This engine is without AST, and its power is 150 hp. 14 . CZDB (2015 - 2016) - similar to CZDA, but power is reduced to 125 hp. and it is found on the VW Tiguan. 15 . CZEA (2014 - present) - analogue of CZDA with the AST system. 16 . CZTA (2015 - 2018) - motor for North America, power 150 hp 17 . CUKB (2014 - present) - hybrid engine for Audi A3 e-tron and Golf 7 GTE. Here the 150-horsepower engine is paired with a 75 kW electric motor. Together they develop 204 hp. 18 . CUKC (2015 - present) - an analogue of CUKB for the Volkswagen Passat GTE, where the electric motor develops 85 kW, Gas engine has 156 hp, and their total power reaches 218 hp. 19 . CNLA (2012 - 2018) - hybrid motor for the USA. There is a 150 hp gasoline engine + a VX54 electric motor with up to 27 hp. We installed it on a Jetta Hybrid. 20 . CRJA (2012 - 2018) - a hybrid for the European market under Euro 6, differs from CNLA in the absence of a secondary air supply.Problems and disadvantages of VW 1.4 TSI engines
1 . Binge on butter. The first versions suffered from high oil consumption due to a defective cylinder head, which was recommended for replacement, newer versions consumed oil beyond the norm due to rings and required major overhauls already at 50 thousand km or more.Important: When purchasing a used car with a 1.4 TSI engine, you need to determine how often the owner changed the engine oil. If he did this less often than once every 10-12 thousand kilometers, and the total mileage of the engine exceeds 60-70 thousand, it is better to refuse to buy such a car.
2 . Loss of traction. If you constantly drive at the same rhythm (and also due to the characteristics of the turbine), there is a possibility that your wastegate axis may jam or the actuator may fail. You need to look at what the reason is and then it will become clear what to do next: change the actuator or just develop the axis. To reduce the likelihood of this, you need to press the gas hard from time to time. Having considered typical problems 1.4 TSI engine, we can draw conclusions about the rules of its operation:✔ Use of high-quality oil recommended by the manufacturer. In this case, oil changes must be carried out more often than recommended in the service book. technical operation car. The optimal oil change period is 10-12 thousand kilometers. Various oil additives can be used to improve its characteristics; ✔ Use of high-quality gasoline. Like any turbocharged engine, the 1.4 TSI is extremely susceptible to low quality fuel. It is recommended not to refuel such an engine at questionable gas stations and only use high quality gasoline to delay time until overhaul; ✔ Despite the fact that the engine is turbocharged, it is better not to get carried away with high-speed travel high speed, “breakdowns” from traffic lights and other elements of aggressive driving. ✔ It is not recommended to leave the car in park in gear without activating hand brake. A spontaneous rollback of the car may occur, which will lead to the timing chain slipping and other problems.It's also worth noting that the 1.4 TSI engine doesn't warm up very quickly. Therefore, it is better to avoid short trips in a car with such an engine in the cold season. If such trips are made on a regular basis, the engine is constantly exposed to temperature changes, which negatively affect its operation. In cases where short-term operation of a car with a 1.4 TSI engine cannot be ruled out, it is recommended to change the spark plugs more often.
Hi all! I finally purchased new car. And after a week of use, I want to write my review, maybe it will help someone make a choice.
I’ll say right away that I wanted a tall car so that I wouldn’t be afraid of curbs, and would feel confident on dirt roads, and wouldn’t be baptized in front of another pothole or tram tracks.
Before that I drove a Sandero - I definitely wouldn’t agree to a lower car, I wanted a little taller and, of course, more powerful, but at the same time, without fanaticism (no “up to the thresholds in the mud”, etc.) In accordance with the stated criteria, I didn’t even consider sedans and hatchbacks; I was immediately looking for a crossover.
For a long time I was tormented by the choice of whether to buy a new one or a used one, but in the end I decided that this time I wanted to be the first owner and not worry about what was done to the car before.
Initially, as the most budget crossovers, we considered Capture and Creta with all-wheel drive and in good configuration. But the closer the day of buying a car approached, the more I realized that these cars were a compromise that would begin to stress me out in a year at most.
In general, I won’t describe all my doubts for a long time, but as a result, I went to a VW dealership to find out what discounts were available for the Tiguan in the old body. As it turned out, all budget Tiguans in the old body were dismantled back in January.
The manager said that it was easy to take front-wheel drive for 1.1 million, and now there are 1.6+ million cars left. However, he immediately advised me to pay attention to new Volkswagen Tiguan II, saying that until the end of April they have good discounts.
After taking it for a test drive, I realized that I fell in love with this car. And although the test drive was the maximum configuration with a 2.0 engine (petrol) and all-wheel drive, according to the experience of operating my father’s seventh Golf with a turbocharged engine, it’s only 1.2! I knew that even this volume provides remarkable acceleration dynamics, while being moderately economical.
In general, after a visit to the car dealership, I thought hard about buying of this car and started reading forums, reviews and other available sources. The reviews about the reliability of the DSG box were very confusing, but most of the complaints were about the dry DSG-7. There were fewer complaints about the engines, and I plan to drive 15-20 thousand km. per year, so I was less concerned about the reliability of the turbine.
In general, having already decided to buy, I decided to take a look at the main competitors that I was considering: RAV4, Tucson and Sportage. I started with Toyota and after a test drive I realized that the car was not mine at all.
Poor quality of interior materials and their assembly (strong play in the center console, gaps between the upholstery and plastic sills, seals, etc.), strange operation of the variator in sport mode, which squealed like an electric drill.
At the same time (or because of this), there was no special acceleration dynamics, questionable noise insulation - all this did not suit me. Maybe the car will travel 300,000 km, but for me these would be joyless kilometers, and I don’t drive that much.
Then there was Tucson. I can’t say anything bad about him, but I can’t say anything very good either. The car is very good, but somehow average. Everything seems to be in place, the automatic behaves better than the CVT, but at the same time I still don’t want to say “WOW, how cool.” At the end I went to KIA salon, got into the Sportage and didn’t even want to go for a test drive - I really didn’t like getting into the car.
Having raised the seat to the maximum and rested against the ceiling (with my height of 184 cm this is already strange), I still did not understand where the hood of the car ends. Yes, and quite narrow windows and strongly inclined Windshield created a feeling of driving “in a tank”.
In general, having once again test driven the Tiguan, I realized that apart from doubts about the reliability of the car after 100,000 km. mileage, there’s nothing to complain about it. I really liked everything - the performance of the suspension, engine, gearbox, very good quality interior, comfortable seats, armrest, moderately conservative but comfortable dashboard.
Well, then everything is simple - I chose from the batch of arriving cars the one that was suitable for the price: Comfortline equipment (medium), with automatic transmission, 1.4 engine and front-wheel drive. Cars without additional The option packages have already been sorted out, leaving only two packages - media and electric tailgate.
If I had a choice, I would have chosen just these packages, so the machine fit just perfectly. Thanks to the manager of Autoworld, as we already bought a second car in the showroom and as part of the April promotion he gave a very good discount.
With a price in the configurator of 1.75 million, taking into account the trade-in discount, I got the car for exactly 1.5 million. Additionally, I bought floor mats (7,000 rubles) and mud flaps (unfortunately, as much as 14,000 rubles), a protective mesh for the bumper (4,500 rubles) they gave me as a gift.
Impression
At the moment I have driven 600 km, of which 250 are on the highway. The impressions are simply wonderful.
1. The acceleration dynamics are simply wonderful, you can feel it both on the highway at speeds of over 100 km/h and when starting from a traffic light.
2. New Tiguan It goes great over deep holes, curbs, etc., and the suspension works absolutely silently.
3. On fresh or just good asphalt, the noise of the wheels is completely inaudible, the car seems to be floating.
4. DSG box It works like a charm, the shifts are absolutely imperceptible, there is no hint of a jerk. If you don't hear a slight change in engine speed, it seems that the speed is not changing at all.
5. Three-zone climate, AutoHold system, rear view camera - all this makes the ride so comfortable that you don’t want to get out of the car.
6. 4 performed remarkably well additional sensor parking spaces located on the sides of the car on the front and rear bumpers. Thanks to them, there are no dead zones at all, which makes getting used to the dimensions of the car very comfortable.
7. The electric tailgate is very convenient, although it cannot be opened by foot movement, as in the Ford Kuga. But in the absence of keyless entry, such an option is not particularly needed.
8. Handling, especially in corners, is simply amazing - the car does not roll, the steering feels great. Again, turning around on a two-lane road does not present any problems.
In general, this is the main thing. I don’t dare point out the shortcomings, especially after the experience of owning Sandero, but for the sake of objectivity of the review I’ll still try.
1. On old asphalt, the noise of the wheels and the operation of the suspension on small irregularities (cracks, patches, etc.) are very audible. But there was no point in expecting miracles here, and you can always soundproof the arches.
2. The Parking Autopilot system is absolutely useless, although quite funny. After 5 minutes of driving around the parking lot at a speed of 7 km/h, he found me a space and parked. At the same time, I missed 50 places, although they were all marked out. A couple of times I tried to offer parallel parking across two parking spaces. But, in fact, the manager spoke about this right away.
3. Sometimes, especially when driving uphill, the transmission switches to early increased speed(about 1,500 rpm), which creates the illusion of a lack of power. You have to shift down using the paddle shifters on the steering wheel (which are very convenient), or press down on the gas pedal so that the box itself shifts down.
4. On a dirt road or small bumps, the stiffness of the suspension affects and every bump is felt in the seat; if you try to drive quickly on a bumpy dirt road, the driver is thrown against the seat, but after passing the bump the car does not sway.
In principle, with such confident cornering, it was stupid to expect the opposite. On the Sandero, the bumps went over much softer, but at the same time the car began to sway, and when cornering the car tilted terribly.
I couldn’t find any more shortcomings, although I tried. As for consumption: on the highway the average is about 8 liters, in the city about 10.
Bottom line
As a result: I am very pleased with the new Volkswagen Tiguan 2 - I never regret that I bought it. I hope that there will be no problems during further operation. So far, impressions from both the interior and the car have been extremely positive.
Question from a reader:
« Dear blog author, I have now sold my car and am looking for a new one, I really like it, but it has two engines, one without a turbine (I don’t really want it because it’s weak) and a TSI engine (powerful, but with a turbine). There are many different opinions. Tell me, is it reliable? TSI engines and is it worth taking it? Thanks in advance, Gaidar»
Good afternoon, an interesting question, I already wrote. However, today locally about this model...
The reliability of a conventional naturally aspirated engine will be higher than a turbocharged one - this is an axiom. Therefore, if you want to drive for a long time and not have to worry about “additional” problems, take the regular option. However, you will drive like a “vegetable” (locally about SKODA RAPID), all because the power of a conventional unit is 102 hp. A little! Considering that classmates, such as, for example, Hyundai Solaris– power approximately 120 hp. (if you do not take into account AVEO), and the difference is 20 hp. essential! So our people want not to be an “outcast” in the flow and look at TSI.
About the turbine
It should be noted that the engines that are supplied to this version of the car have a volume of 1.4 liters (power 90 kW, which corresponds to approximately 122 hp, well, maybe a little more). However, this engine has variations of both 140 and 180 hp, it seems the volume is the same, but the power is much greater. If you count the variations of such an engine, there are already 10 of them! You can distinguish them by power, the simplest is 122 hp, the average is 140, the most powerful is 180 hp.
So this is what I want to talk about - not all turbines are the same, they differ very critically. To exaggerate:
1) On weak models (up to 122) there is one turbocharger, model - TD02
2) ON powerful models (more than 122) – Eaton TVS turbocharger + KKK K03 supercharging, that is, double supercharging, which avoids a turbo pit!
As it becomes clear, powerful models are more complex, so they have more things to break. But the “weak” models are “simpler”, so the reliability is a little higher.
If we take a simple option (as in our case), then the reliability of its turbine is high level— if all operating standards are observed (oil change, fuel, etc.), this turbine runs for 150–200,000 kilometers. And even low-quality fuel will not immediately “kill” it, 70 - 90,000 go away. If you live in a small city, then your mileage will be approximately 15 - 20,000 per year, which means even with the worst combination of events ( bad fuel), ride for 3–4 years, freely. I have a friend who has been driving with such a unit for 7 years and everything is fine. Wow, we've sorted out the turbine, let's move on.
Structure and internals
What can I say, the reliability of the block itself and its internal parts is without a doubt at a high level, with the exception of one unit. Let's go in order.
Consists (simplified diagram) :
1) Cast iron cylinder block
2) and “connecting rods”
3) Aluminum, 16-valve block head with two shafts and a system of hydraulic compensators with phase rotation on the intake shaft.
4) Direct injection system.
5) Gas distribution system - chain.
As you can see, the TSI itself is a standard reliable unit. BUT it has one “weak link” that spoils the whole picture, especially in powerful versions (from 140 and above) - this is the timing chain.
Here it is “irreplaceable” and is designed for the entire service life of the motor. However, as practice has shown, it stretches out after 50 – 70,000 on “powerful” versions, and after 100 – 120,000 on weaker ones. After this happens, noise appears in the engine, a strong crackling sound, similar to a diesel engine (it cannot be confused with anything else), it can also jump one or two links, then your engine will not start at all.
Now VOLKSWAGEN engineers are “struggling” to solve the problem, the resource has been slightly increased. Cars since 2014, even powerful versions, cost 150,000, but the fact remains that the chain is still stretching. Again, it will last you a long time, if you drive 15,000 a year, then almost 10 years.
About oil and fuel
What can I say, the reliability of TSI directly depends on what you pour into it! Don't skimp on oil, just buy needed by the engine synthetic oils. Also, these units have a small “appetite”, they consume a little oil - this is normal, per 10,000 km, consumption can reach 0.5 - 1 liter (tribute per turbine). Gasoline is required at least 95, you should not buy 92, here the consumption will decrease and the resource will increase slightly. Refuel at reputable gas stations (do not use surrogate) - although this applies to all cars.
About vibration and warming up
Many owners of the 1.4 TSI in the cold period notice “triple movement” or vibrations. But after it warms up everything goes away. Guys, this is not a breakdown, this is the operating principle. It is also worth noting that these units take longer to warm up than conventional naturally aspirated engines; this is also normal; all turbocharged units have “cold blood”.
Finally
Despite all the few problems with this model, this is one of the most reliable turbocharged engines, as the manufacturer himself assures, with proper and quiet operation you can drive 150,000 km without looking into it, then we change the chain, look (repair - change the turbine) and more by at least 150,000.
The old model EA111 collected many awards and recognitions; in 2014, production of the EA211 model began; according to the manufacturer, the engine life has been significantly increased.
So if you are planning to take the new RAPID with TSI, then it is most likely the “second generation”, don’t be afraid to take it.
