1.0 TSI engine - history, problems, experiences
In an era of downsizing, small engines are increasingly arriving under the hoods of compact, midsize or van vehicles. One of the manufacturers that uses the mentioned technology is the VAG concern, which offers, among other things, the petrol engine 1.0 TSI, which is found in many models. Volkswagen, Škoda, Audi or Seat.
The starting point for creating a new EA211 engine family, which is platform-friendly MQB modular units MOB (from Modulare Ottomotoren Baukasten), and 1.4 TSI engine with 140 hp. Derivatives are obtained by varying engine variations (eg removal of exhaust valve phase variators, using a less efficient turbocharger), reducing the number of cylinders, or optimizing the combustion process. These engines have nothing to do with the older generation 1.2 / 1.4 TSI of the EA111 engine, which has become known for its problems, oil combustion and timing chain short circuits.
It started with 1.0 MPI
In 2011, in Vw Up! The atmospheric 1.0 MPI engine debuted with power from 60 to 75 hp and 95 Nm. It was later joined by Škoda Fabia, VW Polo and Seat Ibiza. The three-cylinder unit was given a block and an aluminum head. What is important, unlike the larger gasoline units of the group, indirect fuel injection is used here - it enables the installation of a gas system. Regular oil and filter changes guarantee smooth operation and cheap operation. In individual cases, there was an increase in the consumption of motor oil, which could be the result of the way the vehicle was used. Users complain about the unpleasant sound of the three-cylinder engine. The unit is still on offer in many models, and its extension is 1.0 TSI.
Similarities to 1.4 TSI
1.0 MPI / TSI engines have cylinders of identical diameters as the 1.4 TSI, but the 1.0 MPI / TSI has three cylinders. Simply put, 1.0 MPI / TSI engines were made after removing a single cylinder. In order to reduce production costs and increase unification, cylinders of the same diameter as in 1.4 TSI were used. This allows the same settings to be used for many production machines in production facilities. One of the specific solutions of the 1.0 MPI / TSI engine is a valve cover that is integrated with the camshafts, which can make it difficult or impossible to replace their bearings (fortunately, this is rarely necessary in properly designed units).
1.0 TSI engine - Debut 2015
The 1.0 TSI engine based on the 1.0 MPI was introduced in 2015. It was based on the construction of a weaker atmospheric engine, adding numerous elements to increase engine efficiency. One of the most serious modifications is the replacement of simple indirect fuel injection with direct fuel injection. Turbocharging provides a significant increase in power and, above all, flexibility. The engine, which weighed a modest 93 kg, quickly came under the hood of Škoda Octavia, Fabia, Seat Ibiza, Leon and many other models of the group. Depending on the variant, the engine produces 82, 86, 90, 95, 110 and 115 hp and a torque of 160-200 Nm. Interestingly, even the relatively heavy Octavia handles this engine well in everyday work. There is no lack of strength in city driving. The power problem only starts at higher speeds. Currently, experts do not report excessive engine oil consumption, similar to larger TSI family units. Dosing of 0,2-0,3 liters is not a cause for concern.
We won't worry too much about the high-pressure injection system - 200 bar. For now, little is known about the power of turbochargers with fixed blade geometry. However, it can be assumed that his driving style and regular servicing have a huge impact on his life.
In addition to the vibrations typical of three-cylinder engines, we also have to get used to the heavy, resilient work that is typical of the TSI engine family.
The switching mechanism is the most interesting. The manufacturer has defined the life of a gear belt working in it for over 200.000. km, recommending only prior inspections of the gear belt condition (with the introduction of the engine it was even said that the lifespan represents the assumed operating period of the vehicle). It is worth shortening the time between the timing belt replacement.
Most vibrations that accompany the operation of a three-cylinder engine are absorbed by the pillows. You will need to replace them faster than in cars with larger engines.
1.0 TSI engine - Segment A to C
The 1.0 TSI quickly gained popularity and began to reach most of the company's models. No wonder, because it offers good parameters with a reasonable demand for fuel. In Fabia, it can consume about 6,5 liters in the city and less than 5 on the highway. The situation is even better in VW Up! It also provides very good performance. The 115-horsepower Polo accelerates to 9 km / h in just over 200 seconds and accelerates to over 8 km / h. The situation is somewhat worse in the Golf or Karoqu, where they feel a lack of power on the highway. It also increases fuel consumption to about 9-XNUMX liters.
1.0 TSI can be found in the following group models:
- VW - Up !, Polo, Golf, T-Roc, T-Cross
- Škoda - Fabia, Octavia, Karoq
- Seat - Ibiza, Arona, Ateca
- Audi - A1, A3, K2
You do not have to worry about the smallest TSI unit
The purchase and subsequent operation of a modern gasoline engine largely depends on the service history of the engine in question. Conscientiously serviced and reasonably used half-lives will not cause long problems for the owner.
Older TSI engines are known to burn large amounts of oil, which has not yet been observed with the 1.0 TSI. Some drivers do not notice significant losses, others after 10.000 must add 0.2-0.5 l. Similar consumption was observed in the four-cylinder 1.4 TSI EA211.
A common feature of the TSI engine is its rather loud and "hard" operation, which is due to the direct injection of high-pressure fuel or the exhaust into the passenger compartment. The intensity and color of the sound depends on the car model! The amount of sound-absorbing material is modest, but in the Polo, Golf or Octavia, the engine is just heard after over 3500 rpm. Vibrations are most pronounced when starting the engine and idling.
TSI engines do not enjoy a very good reputation - cases of towing the drive chain, cracking of pistons and burning of oil in the amount of more than 1 liter / 1000 km. There are many indications that Volkswagen has drawn conclusions and created a much better generation of engines. Even at the beginning of his career on the market, 1.0 MPI did not have significant childhood diseases, and that is a good prognosis for the future. 1,0 TSI also has good reviews.
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I'm interested in the experience of the 1.0 TSI 70kw that is now installed in all VAG cars, more precisely I'm interested in the Seat Arona. Is that engine enough for city driving, once a month on a 200km trip and once a year at sea? So up to 10000 km per year. They told me it wasn’t significant enough, even though it has 95 horsepower.
I am interested in the experience with the 1.0 TSI 85kw / 115hp 6G engine that is installed in the Škoda Kamiq.
Hello Rade, I work in a Škoda authorized showroom, we have sold several models with this engine, customers are very satisfied with the performance that this engine provides, since the Kamiq is run under an SUV.
From October 85kW becomes 81kW. Nobody wrote a reason ?!
An excellent and instructive article. Thank you.
I intend to buy a Kamiq and I was hesitant about the 1.0 TSI and 1.5 TSI engines, but after a long briefing it seems like 1.0 to me. Especially with savings of 15 thousand kuna at the start.
I am interested in experiences and recommendations for the Octavia 1.0 TSI with 116HP, 2019.
I cover 10.000-15.000km a year, mostly in the city.
VW Polo 1.0 TSI 44kw. Please opinion for that engine. Possible purchase