Большой гид по обновлённому двигателю 1.6 TDI (EA288) для VW, Skoda, Seat, Audi

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00:45 - Right now, we will analyze the ultra-modern turbodiesel, which has gone to all cars and brands of the VAG concern. In reality, there are more and more cars with this engine every day on our streets. In the second half of 2009, a new 1.6-liter turbodiesel appeared on the cars of the VAG concern , which has the designations CAYA, CAYB, CAYC, belongs to the EA189 family. This engine develops between 75 and 105 hp. In the first half of 2013, deeply modernized engines appeared under the old designation 1.6 TDI.

01:36 - They have many different catalog designations, such as CLHA, CRKB, CXMA, CXXB, DBKA and others. These new motors produce between 75 and 115 hp. and also found on cars of the brands Audi, Volkswagen, Seat, Skoda. These new 1.6 TDI engines belong to the modular EA288 diesel family. With the first 1.6 TDI engine, it has a common geometry of the cylinder-piston group, that is, the cylinder diameter (79.5 mm) and the piston stroke (80.5 mm). The cylinder block is also made of cast iron, and the older brother is the 2.0 TDI engine. The timing belt is driven by a toothed belt. The timing belt drives one of the camshafts directly, and the second is driven by a gear train - these are common features of the 1.6 TDI engines of two different series 189 and 288. The 1.6 TDI engine of 2013 has a completely new and original cylinder head, which is blown by gases transversely. Those. pairs of intake and exhaust valves for each cylinder are located across the cylinder head.

02:47 - Consequently, each of the camshafts drives intake and exhaust valves. The updated engine has received many cutting - edge solutions that were not previously found on VW diesel engines. The intercooler is built directly into the intake manifold, the coolant pump is switchable. The oil pump, as in the first version of the 1.6 TDI engine , is driven by a separate toothed belt located in the oil pan. But on the updated engine, a vacuum pump section is added to the oil pump housing. The oxidation converter and diesel particulate filter are located directly under the bonnet in the immediate vicinity of the turbocharger. At the same time, in comparison with the 2.0 TDI engine, the 1.6-liter turbodiesel is simpler: there are no balance shafts and a phase shifter in its design. What about the reliability of the new 1.6-liter TDI? This engine was produced for a very short time, until it created serious problems.

03:48 - Separately, it should be noted that a lot of trouble is caused by the particulate filter and its burning. Also, the EGR system deserves traditional attention. In general, it seems that this engine does not have serious flaws, like its predecessor. We will take a detailed review of this engine and its components to address potential problems. Disassembled engine removed from 2016 Seat Toledo and faulty. The ancillary belt is tensioned by a roller with a hydraulic tensioner. The crankshaft pulley is damper. And here on the valve cover there are two sensors that measure the back pressure in the exhaust system. In this way, the ECU determines the degree of clogging of the particulate filter. The exhaust manifold of the updated 1.6 TDI engine is a multi-piece module. It is based on a Garrett 1244VZ turbocharger with variable geometry, controlled by a vacuum actuator with a position sensor. A flange is bolted to the compressor housing, which is supplied with fresh air from the intake tract.

05:06 - Also, exhaust gases from the EGR system and blow-by gases are fed here through two separate channels. All of these gases are “compressed” by the turbocharger and sent to the intake valves through the intercooler. While these turbochargers serve normally and are not in demand for auto dismantlers. There are no swirl flaps on the intake manifold of the 1.6 TDI engine. They simply did not fit here, and the special shape of the intake valve chamfers is responsible for the swirling of the intake air flow.

In the comments, you write that you 05:49 - miss him very much. So, welcome! Paul! Hello! We start our showdown. They removed the elements of the intake manifold. This is the so-called “throttle valve”, it has an electronic drive. There is an air temperature sensor in front of the intercooler, on the intercooler there is an air temperature sensor after the intercooler. An air pressure sensor (MAP sensor) hangs on this tube. This is an electric pump that is responsible for circulating the coolant through the intercooler. As you can see, the intercooler is liquid cooled. Thus, it is possible to control the degree of cooling of the compressed air by the compressor. Now let’s take a look here. As we can see, this whole motor is built around ecology.

07:26 - The EGR system works intensively in different modes and controls the cooling of the exhaust gases. Sooner or later, there will be a need to clean the liquid intercooler radiator. Now, the hero of the occasion! The EGR system on the updated 1.6 TDI engine is made from completely new components, but the architecture is old. The EGR valve may have a separate cooling circuit on euro-4 engines , or it may not have it at all - on euro-5 engines. We have a light version.

08:05 - The valve itself is intensively cooled here. The EGR valve on the first generation 1.6 TDI engines is problematic, it wedges. But on the second generation 1.6 TDI engines, the EGR valve is better. we analyzed and found out that it has a simplified and improved design. When the valve is opened, it goes down, and the working part of the stem is not contaminated with exhaust gases. When closed, the stem is also cleaned, so such a valve will serve a very long time without problems. The newer the engine, the more plastic parts it contains.

08:53 - It is through this tube that antifreeze enters the pump. This is an all-plastic oil filter cup. It’s good that there is an aluminum heat exchanger, there is no other way . Such gaskets are installed between the cast iron block and the oil filter housing. Therefore, if the oil filter housing leaks oil, then, you know, these gaskets may leak. There are also two oil pressure sensors. This sensor reports an emergency decrease in pressure, but this sensor informs him about the performance of the oil pump, because the oil pump here is of variable two-stage performance. The valve cover of the 1.6 TDI engine is plastic.

09:45 - It contains a vacuum receiver, oil separators of the VKG system and a diaphragm valve for regulating the pressure in the crankcase. One of the oil separators is of a centrifugal type and is used for fine cleaning of crankcase gases. What about the features? The valve cover is mounted on a rubber gasket, which will harden over time and allow oil to pass through. The crankcase pressure regulating diaphragm valve is under this cover. There is an opening for communication with the atmosphere.

10:18 - When the membrane bursts, a distinct whistling of air will be heard here. There are two camshafts under the valve cover. Recall that the pairs of valves are located transversely here. It is worth noting that the cams are record narrow here. The newer the motor, the more savings. This motor had no problems with oil, but the cams were rusted. This is one of the reasons why we are disassembling this motor. The redesigned 1.6 TDI engine has a shorter timing belt than the original version. The width is the same - 25 mm. A roller that was located near the injection pump pulley disappeared from the guide mechanism. In general, the route of the timing belt is the same: it goes around the crankshaft pulleys, camshaft, drives the fuel pump and pump. Concerning the timing belt tensioner, the VW concern conducted a revocable campaign, which affected the 1.6 and 2.

0 TDI engines of the EA288 series, 11:38 - produced before 10/02/2016. It turned out that the toothed belt tensioner roller on some motors starts to creak due to the ingress of sand. In short, if a squeak appears during engine operation , you need to pay attention to the tensioner. It is likely that he suffered due to external factors. On the 1.6 and 2.0 TDI engines of the EA288 series, timing parts from three different suppliers were installed on the conveyor.

12:08 - The final non-creak version of the tension roller is the version with an aluminum tension bracket (04L109243C or 04L109243G), while the original creak versions feature a black painted steel bracket. Also, when a squeak appears on some late engines, the manufacturer recommends that the services use a special timing belt lubricant (G052172M2). When choosing and buying a timing belt, you need to make sure that the seller provides you with the latest revision (04L109119G), because VAG has changed timing belt suppliers for 1.6 and 2.0 TDI engines of the EA288 series at least 4 times. The fuel system of 1.6 TDI engines is basically the same: a booster pump in the tank, a fuel temperature sensor , a high-pressure fuel pump with a metering valve located on it, a fuel rail with a pressure sensor and a pressure regulator, 4 injectors. The fuel filter is heated with warm fuel from the return line.

13:31 - The original supplier of the fuel system was Siemens VDO / Continental. The updated 1.6 TDI engine uses a Bosch fuel system with a CP4HS1 fuel pump and electromagnetic injectors. The fuel pump in this case is single-plunger, but is capable of creating fuel pressure up to 1800 bar. So far, there have been no complaints about the Bosch injection pump on the updated 1.6 TDI engine , but in general the CP4 pump was noted by turning the plunger pusher, after which the pusher roller does not roll over the cam, but is located across it.

14:17 - Because of this, the cam and roller begin to grind each other, producing shavings that are carried throughout the fuel system. The injection pump can operate in this mode for a very long time. The injectors will give up first - the chips will wear out the multiplier valve, after which the injectors will excessively drain fuel into the return line. The Bosch CP4HS1 fuel pump is not in demand at auto dismantlers , but the injectors are in demand, so they are sold. Recall that the injectors are not piezoelectric, but electromagnetic. The cooling system of the 1.6 TDI engine of the EA288 series has 3 pumps.

15:00 - The main cooling pump of the updated 1.6 TDI engine is switchable. Until the engine warms up, there is no circulation of coolant in the cooling jackets of the cylinder block and the block head. The pump has a classic mechanical drive. In fact, its impeller, mounted on the drive shaft, rotates constantly. To turn off the impeller, a cap is pushed onto it, which cuts off the impeller. It continues to rotate, but does not pump coolant .

15:26 - The shut-off cap is moved by the piston due to the fluid pressure at the moment when the solenoid valve closes the return channel. This controlled pump has caused a lot of trouble. She often began to howl due to wear on the rotor bearing. It also turned out that the shut-off cap can jam in the closed position, after which this pump does not support the circulation of antifreeze. There are already passive pumps with a metal impeller on sale from good manufacturers. If the main pump fails, the updated 1.

6 TDI engine 15:59 - does not run the risk of overheating, because the circulation of antifreeze is supported by one of the two electric pumps. In our case, the main pump is dead. The cap is damaged by corrosion, it bursts and is jammed. The pump, of course, does not shine with reliability, but the question remains : “What was poured into the cooling system?” The cylinder head of the updated 1.6 TDI engine consists of two parts. Its upper part is a frame with fixed camshafts. It is not possible to remove the camshafts from the frame. In production, this whole structure is cleverly assembled in special equipment. The bottom line is that the frame and camshaft cams are fixed in the required position, then the camshaft cams are heated, and cooled camshaft pipes are inserted into them. Thus, if some kind of trouble happens to at least one of the camshaft cams, this entire structure will have to be changed. The cylinder head cooling channels are made in two tiers.

17:11 - More developed channels - lower ones, for improved cooling of the combustion chambers. The upper and lower cylinder head cooling channels are internally connected through a bore and are combined at the cylinder head outlet. The terrible features of this engine are over, but in the mechanics, in particular in the cylinder head, there are no problems. Our cylinder head is in excellent condition. Cast iron engine block with shortened and open cooling channels for faster warm-up.

18:01 - The condition of the cylinders is poor, the surface is worn. It can be seen that the oil scraper rings did not work, the oil burned out in the combustion chambers and was deposited like this on top of the cylinder walls. The add-on of the updated engine 161 contains an oil and vacuum pump module, the whole structure is driven by a toothed belt from the crankshaft, besides, this strap is lubricated with oil, the whole structure, or rather, a part of this structure is covered by a cover in which the front crankshaft oil seal is located. In the sump of the updated 1.6 TDI engine there is an oil module and a vacuum pump. This unit is driven by a toothed belt from the crankshaft.

19:12 - This belt does not have a tensioner and is lubricated with oil. The belt drive of the oil pump is covered with a cover in which the front crankshaft oil seal is located. The oil pump is of the vane type, and its performance is constantly adjusted. The control valve is located in the cylinder block on the left, and next to it is the vacuum connection. The design of the variable oil pump literally copies the oil pump of Renault engines, for example, the H4B, which we have already disassembled.

19:23 - The performance of this pump is regulated by changing the volume of the suction and compression chambers. For this, the body of the oil pump, inside which the rotor and gates rotate, is made movable. Its position relative to the rotor is regulated by a control valve and a spring. Thus, the volume and pressure of the pumped oil is regulated. The oil pressure is regulated in steps: up to 2 bar in the first stage and over 3.8 bar in the second stage.

19:48 - To ensure that the engine is not left without sufficient lubrication pressure due to problems with the control valve, the second stage of pressure is provided by the spring force, and the control solenoid valve is turned off. The vacuum pump uses a rotor with one “through” vane. There are already known cases of howling of this vacuum pump. Howling during engine operation comes from the pallet. So far, there have been no serious breakdowns or jamming of the vacuum pump, but dealers have changed them under warranty upon a complaint from the owner. By tradition, we will tell you what kind of oil is perfect for this motor. Elf Evolution Full-Tech LLX 5W-30 viscosity is perfect for this motor. You can buy it profitably with a 10% discount from our partner - Armtek. Just mention the Strong promo code when ordering. The discount is valid not only for oils, but also for the entire range of new spare parts in the Armtek chain of stores.

21:27 - By the way, Armtek is the only official distributor of motor oils in the Republic of Belarus. A strange situation here was with oil. The oil did not lacquer, but there was clearly debris in the oil. This is clearly seen in the grooves on the main bearings, on the connecting rod bearings. The crankshaft journals are worn. Now let’s take a look at the piston. The pistons are not lightweight, as this is a diesel engine. Graphite sputtering is present, slightly worn.

22:00 - Thin oil scraper rings cause special indignation. They have very small holes for oil drainage. There are no holes or grooves in the pistons for oil drainage. Surface wear upper main bearing. Naturally, there are oil nozzles in the cylinder block, in diesel engines there is nowhere without them. The disassembly is complete, and today we disassembled a super sophisticated modern diesel. Everything here is done to make ecologists happy. All these systems, naturally, will only raise questions over time . If you want to know absolutely everything about motors, gearboxes and used spare parts , be sure to subscribe to our channel, like this video, go to our social networks, go to our website. Buy only excellent parts from us. Remember that the AutoStrong-M company has always been and will be with you. .