Counting “horses”: folk cars at a power stand
This motor was installed on many Volkswagen vehicles, including the Skoda and Seat models. It has undeniable advantages, and several disadvantages.
It can immediately be noted that the 1.6 MPI motor is tax-disadvantageous. Ideally, its power should be slightly below 100 hp. - at least on paper. Note to the manufacturer: if it is not possible to keep within a hundred horsepower, it is better for a Russian buyer to offer a 120+ hp engine. At least the Koreans went the second way. Well, the Germans, having chosen the first path, developed a modification that was deformed to 85 horses. Such a motor is designated CFNB, but the trouble is that the acceleration dynamics of such machines are not at all impressive. The motor is devoid of an inlet tract of variable length and phase shifters on camshafts. Hence the lack of power.
The main disadvantage of the VW 1.6 MPI motor
All basic engine parts, the block and its head, are cast from aluminum alloy.
Thin-walled cast-iron liners are poured into the cylinder block. Thin-walled cast-iron liners are poured into the cylinder block.
The presence of sleeves increases the cost of engine repair. For example, when overhauling a motor with a cast-iron block, it is enough to bore the cylinders to the repair size. And in the case of CFNA, a remodeling is ahead - removal of the old sleeve, pressing in the new one and its mechanical processing. The work is more complicated and requires higher qualification of performers.
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Meanwhile, these motors have an unpleasant feature - the knock of the piston group of the engine. The CFNA engine, primarily in our country, is known for the Volkswagen Polo sedan, and since the beginning of its production (since 2011), a similar defect has been encountered.
The matter is compounded by the fact that the first copies of the Volkswagen Polo sedan were equipped with pistons of an old design, which could begin to knock even with a range of 10, 000-15, 000 km. Of course, everything depended on the operating conditions. Although, for example, Polo, who served in our editorial office of an early release, began to tangibly tap the piston on the cold only to 60, 000 km. Such a high resource was ensured by timely service using high-quality lubricants and mainly long trips.
The knock itself is manifested primarily on an unheated engine. Knocking meant too much clearance between the piston and the cylinder wall. A large gap causes progressive wear on both the piston and (to a lesser extent) the cylinder. As it warms up, the gap decreases, knocking stops and wear slows down. This means that the more cold starts the engine has survived, the greater its wear. The engine really does not like very short, but frequent city trips, between which he manages to completely cool down. The motors of cars stored in warm garages live longer.
Over time, these badasses form on the piston skirt. Over time, these badasses form on the piston skirt.
The early pistons, which often began to knock at low ranges, were designated EM. The upgraded ET pistons have been installed since mid-2013. Dealers are very reluctant to acknowledge this defect and do not always agree to warranty repairs.
Are there any pluses?
There is. And a lot. We list the main ones:
The crankshaft and its main and connecting rod bearings have a long resource. It is possible that this is determined by a well balanced shaft design
The crankshaft is equipped with eight counterweights. The crankshaft is equipped with eight counterweights.
The timing drive is carried out by a reliable lamellar (gear) multi-row chain. In the absence of phase shifters, there is nothing special to break. The chain resource is about 200, 000 km
Camshaft chain drive with damper, tensioner shoe and hydraulic tensioner. Camshaft chain drive with damper, tensioner shoe and hydraulic tensioner.
Valves are driven through rocker arms with rollers designed to reduce friction
The cylinder head with the cover removed shows all the unusual design of the motor when the camshafts are located in the cylinder head cover. The cylinder head with the cover removed shows all the unusual design of the motor when the camshafts are located in the cylinder head cover.
Adjustment of valve clearances is not required due to the use of hydro-bearings of the rocker arm. And here the German motor puts on the blades of Korean competitors who need a complicated and costly adjustment of the gaps in the valve drive with the replacement or grinding of the pushers
Camshafts are located in the cylinder head cover. After removing it, very convenient access for repair opens - replacing the hydraulic supports or valve stem seals. Camshafts are located in the cylinder head cover. After removing it, very convenient access for repair opens - replacing the hydraulic supports or valve stem seals.
Uncritical flaws
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The hydraulic chain tensioner does not have a ratchet mechanism that is designed to prevent the pusher from returning. Therefore, if the chain, as well as its tensioner and damper, are severely worn, it is possible that the chain jumps over the gear teeth. This can happen, for example, when parking a car on a strong slope - if the driver put the car not in the handbrake, but in gear. In this case, the crankshaft can turn a little, the hydraulic tensioner will squeeze, and the chain will jump.
The catalytic converter is installed in the exhaust manifold. No adjustment of the lengths of the exhaust pipes was carried out. All flows are combined and fall into the converter. At the same time, the reliability of the catalytic converter unit is noticeably higher than that of Korean classmates. But steel does not withstand.
Cracks in the steel body of the exhaust manifold are frequent. Cracks in the steel body of the exhaust manifold are frequent.
The exhaust manifold sometimes has to be brewed. And some car owners change it to a "spider", thereby depriving the exhaust system of the converter. This is caused by the high cost of the original unit. The new collector costs no less than 68, 000 rubles.
It is advisable to inspect the auxiliary drive belt at each maintenance, and experience has to replace it every 75, 000 to 90, 000 km. Moreover, this must be done together with the replacement of the rollers and the coolant pump.
Maintenance
The engine is easy to maintain. Replacement oils need a little less than a standard four-liter canister. And it seems that no one has yet torn the thread of the oil drain hole in the steel pan.
The oil filter is easily accessible. The oil filter is easily accessible.
The key for the oil drain plug is needed in an exotic size - "at 18". The key for the oil drain plug is needed in an exotic size - "at 18".
The rather complicated design of the replaceable element of the air filter leads to the relative high cost of this consumable.
The filter element is sold complete with a huge frame. The filter element is sold complete with a huge frame.
findings
The 1.6 MPI engine (CFNA) leaves a dual feeling. On the one hand, it has very simple, reliable and convenient solutions in many structural elements. On the other - an unpleasant, frustrating owner knock cold engine. Nevertheless, many motors run up to 400, 000 km, and then overhaul is possible - relatively expensive, but according to the standard scheme applicable to many modern motors.
Engine 1.6 MPI (front view in the direction of car movement): 1 - oil filter; 2 - oil filler cap; 3 - oil level indicator; 4 - camshaft position sensor; 5 - ignition coils; 6 - throttle assembly; 7 - camshaft housing; 8 - cylinder head; 9 - the distributor of a cooling liquid; 10 - coolant temperature sensor; 11 - sensor alarm low oil pressure; 12 - cover of an additional thermostat; 13 - control oxygen concentration sensor; 14 - cylinder block; 15 - flywheel; 16 - collector; 17 - oil pan; 18 - air conditioning compressor; 19 - a belt of a drive of auxiliary units; 20 - generator Engine 1.6 MPI (front view in the direction of car movement): 1 - oil filter; 2 - oil filler cap; 3 - oil level indicator; 4 - camshaft position sensor; 5 - ignition coils; 6 - throttle assembly; 7 - camshaft housing; 8 - cylinder head; 9 - the distributor of a cooling liquid; 10 - coolant temperature sensor; 11 - sensor alarm low oil pressure; 12 - cover of an additional thermostat; 13 - control oxygen concentration sensor; 14 - cylinder block; 15 - flywheel; 16 - collector; 17 - oil pan; 18 - air conditioning compressor; 19 - a belt of a drive of auxiliary units; 20 - generator
Rear view of the engine in the direction of the car: 1 - cover of the main thermostat; 2 - coolant temperature sensor; 3 - the distributor of a cooling liquid; 4 - throttle assembly; 5 - eye; 6 - ignition coils; 7 - camshaft position sensor; 8 - oil level indicator; 9 - a fuel rail; 10 - camshaft housing; 11 - oil filler cap; 12 - valve ventilation system of the crankcase; 13 - cylinder head; 14 - a belt of a drive of auxiliary units; 15 - coolant pump; 16 - a pulley of a drive of auxiliary units; 17 - timing cover; 18 - pipe for supplying coolant to the pump; 19 - cylinder block; 20 - oil pan; 21 - drain plug; 22 - inlet pipe; 23 - purge valve adsorber; 24 - flywheel Rear view of the engine in the direction of vehicle movement: 1 - cover of the main thermostat; 2 - coolant temperature sensor; 3 - the distributor of a cooling liquid; 4 - throttle assembly; 5 - eye; 6 - ignition coils; 7 - camshaft position sensor; 8 - oil level indicator; 9 - a fuel rail; 10 - camshaft housing; 11 - oil filler cap; 12 - valve ventilation system of the crankcase; 13 - cylinder head; 14 - a belt of a drive of auxiliary units; 15 - coolant pump; 16 - a pulley of a drive of auxiliary units; 17 - timing cover; 18 - pipe for supplying coolant to the pump; 19 - cylinder block; 20 - oil pan; 21 - drain plug; 22 - inlet pipe; 23 - purge valve adsorber; 24 - flywheel
Specifications |
|
Type of | petrol, four stroke, four cylinder, in-line |
Location | front, transversely |
Working volume, cm 3 | 1598 |
Number of valves | sixteen |
Timing gear | multi row chain |
Bore × Stroke, mm | 76.5 × 86.9 |
Compression ratio | 10.5 |
Rated power, kW (h.p.) at a frequency of rotation of the crankshaft, min -1 |
77.0 (105) 5250 |
Maximum torque, N ∙ m at a frequency of rotation of the crankshaft, min -1 |
153 3800 |
The frequency of rotation of the crankshaft idling, min -1 | 600-750 |
All problems of the Volkswagen 1.6 engine - “Driving” expertise
Photo: Stanislav Krasilnikov / TASS and “At the wheel”