New Polo Sedan engine.

So, what kind of beast lives under the hood of a polo. CWVA ea211.

The replacement of the old, known unit CFNA ea111 by the new engine CWVA ea211 was a pleasant moment at the purchase of a new Polo. From what I learned in the cabin is that now instead of a chain, there is a belt (timing drive). Since I bought the car, and what kind of engine I do not know, I wandered the expanses of the Internet. And actually I am sharing the information I found. In 2013 to replace EA111 came a new range of Volkswagen gasoline small cars EA211. The EA211 range includes TSI (turbocharged gasoline engines with direct fuel injection), TGI (turbocharged engines with direct injection to run on both gasoline and gas fuel) and MPI (atmospheric gasoline engines with intake manifold injection) – actually the last option is just on our polo. As I understand it, the main thing, in addition to the timing belt is – Modular platform MQB. All parts of the engine are in modules, which made the production cheaper and simplified the construction of everything.

Volumes of the new EA211 modular engines are the same, but the “iron” is now completely different – the engines are structurally different compared to the old EA111. Thus, all of them received four valves per cylinder, became more compact, and in addition, many parts lost weight. The engines have become lighter by an average of 30%. The turbine (if any) and the exhaust manifold (!) integrated into the cylinder head have been moved back.

Yes, the exhaust manifold and cylinder head – a single casting with its own cooling circuit, which allowed to solve several problems: to accelerate the heating of the neutralizer (thereby reducing CO emissions) and the car interior during cold start, and then cool the exhaust gases at full load to increase the life of the turbocharger. By the way, the neutralizer is located just behind the turbocharger, which further reduces its warm-up time.

Tested by “someone”: the EA211 engines reach the operating temperature zone very quickly. Although the main focus of the designers was to reduce fuel consumption and CO emissions, but the quick warm-up of the engine implies an increase in its service life.

Now only aluminum cylinder block with gray cast iron liners are used (previously the 1.4 motor had a cast iron cylinder block). The MQB platform required the same location of the engines in the hood – many mountings are unified. Power units are installed at an equal angle of 12 degrees, resulting in a shorter front overhang, improving the layout of the cabin. In other words, now it will be possible to swap the polo for another engine, or put a turbo (actually, that’s why I went to look into the engine). In this aspect, unification can not but please. Well and actually the main thing, I do not know better or not, but on our engines now there is no chain, it was replaced by toothed belt, and they write that it is maintenance-free.

The new 1.6 MPI engine was created for the markets where some buyers are prejudiced against small turbo engines and DSG boxes, for the countries where the fuel quality is questionable and the operating conditions are not the most favorable. Again, less parts means more reliable construction, cheaper car (but not in the Customs Union, where customs clearance of 1.6 is more expensive than for 1.2 TSI with similar characteristics).

Specifications of the new motor are as follows: 110 hp and 155 Nm, working volume – 1598 cubic cm, compression ratio – 10.5:1, stroke – 86.9 mm. It meets Euro-5 standards. It comes with a 5-speed manual or 09G six-band automatic transmission from Aisin. Roughly speaking, the new 1.6 MPI is nothing but an atmospheric variation of the TSI EA211 series engines. In this line, as we know, everything is as unified as in a Lego constructor. But comparing with EA211 turbo engines, the CWVA is different in cylinders and pistons of larger diameter; absence of turbocharger and intercooler at intake air (intercooler); absence of high pressure fuel pump; the cylinder head and intake manifold, adapted for distributed gasoline injection. In addition, the 1.6 engine has a different air filter housing, located above the cylinder head. “Own” displacement, higher compression ratio. The engine also differs in other details and parameters. However, the main thing is that the architecture of the EA211 range of engines is common, the “legs” of the new engine “grow” from the 1.2 and 1.4 TSI.

Well, that is actually all the information. I will dance from that, maybe these changes will allow the tuners of Mother Russia to make fun of this car)) Very much I hope so, working on this issue further. – The goal is an urban turbo.

Volkswagen Polo Sedan 2015, petrol engine 1.6 liter, 110 hp, front-wheel drive, manual transmission – observation

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Whose manual transmission is it?

I can’t find data on the weight difference in kg, maybe you can tell me?

On CFNA at least you could put a manifold from octavia and make a normal exhaust, and here in general PPC. Not the next car will be a VW for sure.

Tsk. …that’s just plain creepy about these EA211 motors….and I want to get a new Polik….I drive an old one now….December 2010….very first in this series….the package is the simplest….with only an alternator strap…chain engine EA111…105hp. …. mileage at 268000km … no oil at all … pouring on the mark and through the interval of 10 thousand at the same mark … car is very pleased … although as with all in cold start hydro knock but it has 5min do not hear … already think to take a new Polo with a new heart or not …

Interesting question. Is it possible to put a new Polo with 1.4tsi also 1.4 but 180hp turbo?! And what is the risk in reinstalling it. Any info ?

No information, but the turbo compressor is not particularly reliable engine))) or rather not at all reliable) there is a drive man who in Fabia that whether (as it is on the motor layout of the same ee engines) put 1.8 or 2.0 turbo from Passat. It cost him a pretty penny, but he has a running version, that is, all this good went. I can not throw the link, as I do not remember where it is and who it is).

I know this Fabia. Got it

Interesting question. Is it possible to put a new Polo with 1.4tsi also 1.4 but 180hp turbo?! And what is the risk in reinstalling it. Any info ?

No you can not, MQB is a new platform where the engine is located with a slope of 12 degrees forward and in my opinion the exhaust is on the other side, here inside the platform is possible and 1.8 without problems probably stick …

Well, how’s the turbo thinking there!)))

Money 200-300 need, it is easier to put right away turbo-motor)

Even if all used to take? I think the main problem is to adjust after all this motor.On it a chip just recently appeared((((

That is not the point, it is technologically difficult. Wrong pistons, rings, valves, compression ratio and so on. A lot of modifications on the engine. It is not worth the trouble, it is much easier to swap.

Judging by mursilke compression ratio in all 10.5)))

mileage 18000 at the motor 1.6 MPI 110 hp recently discovered oil leakage in the timing belt. Took off the belt cover, plastic, and saw oil leaking out along the side of the engine, starting at the top and working my way down. Fortunately it did not get on the timing belt and alternator. Went to the dealer with the problem. They took a look at it and were just as surprised as I was with the new car. Took a long look, thought and sort of found the cause – leak from the camshaft seals. Now waiting to order the oil seals and have them replaced. I’ll post it in the blog later and post pics. That’s some bullshit.

Yeah, and only 18,000 miles. You’re a real piece of work for writing about this, thanks. I now understand twice that I am under warranty, no matter how to drive to the dealer, or else screw it, no warranty and this super engine to pieces))

I also wanted to screw it up initially. Then I wanted to pour my own oil, but I couldn’t get my hands on it either. If you came in with your own oil, it’s possible that the dealer could have sent you away with the engine warranty. And not to replace oil seals against the warranty. Of course, this would not be my fault, because the tolerance of oils would be observed. I just don’t want to argue and prove that I’m not a “camel”! So I use what dealers offer. Only once in 7500 thousand kilometers.

It’s hard to believe, I’ve always done everything myself in all my cars, both repairs and that. And certainly with the oil can handle it))), and will have to pay for it dough, so that if it’s new I do not know what to fall apart not to get into a big buck. After all, oil seals are relative flowers, something worse can come out.(

I also used to do everything myself. And therefore I completely agree with you.

I also wanted to screw it up initially. Then I wanted to pour my own oil, but I couldn’t get my hands on it either. If you came in with your own oil, it’s possible that the dealer could have sent you away with the engine warranty. And not to replace oil seals against the warranty. Of course, this would not be my fault, because the tolerance of oils would be observed. I just don’t want to argue and prove that I’m not a “camel”! So I use what dealers offer. Only once in 7500 thousand kilometers.

My mileage is 4500km, I read about other cars, in general, before that I drove a Toyota, changed the oil every 7500. I consulted with a friend, he advised to change oil at least 10,000, well 12,000, and 7,500 every time is not often? I understand after break-in still (although dealers pro break-in said: just try not to raise the speed above 3500, do not push to the floor) – I still 1) did not raise the speed above 3500 2) above 120 did not go for 2m reasons (I think the same run-in should be, well, the family addition – not time “go”). The essence of my question: whether there is a sense of the second time to change after 7500 km? Well, the question is indirect: I read somewhere that at the factory they pour in oil “for running-in” and it’s better to change it not at 15 thousandths, but earlier (I’m planning to do it at ~(I plan to do it at 6000-7000km). – any info? At the service car will be present, the oil and the rest – I’ll buy myself, talked about it when buying a car, the family car and no desire to castrol oil for double the price of dealer, well, I do not trust people, experience prompts you to check everything and everyone. And to check – trying to gain information, the best practical) PS – below the man writes “refill oil” – is a question about the running-in oil, I read that you can not (no sense) to add oil to the “running-in” * (from the factory).

Volkswagen Polo sedan engines.

During the ten-year history of the car Volkswagen Polo sedan was equipped with engines E111 CFNA, CFNB and E211 CWVA, CWVB 1.6 MPI, as well as the engine 1.4 TSI . The E111 family of Polo sedan engines have been tried and tested. They were installed as far back as the Golf 4. Due to the uneven heating of the crank group, very often you could hear the knocking of the hydro-compensators when cold. However, timely oil changes earlier recommended by Volkswagen at the interval from 8 to 10 thousand km. allowed the engine to serve long enough. I personally know a person, whose Polo sedan has already gone more than 300 thousand km without overhaul.

So, the first engines Volkswagen Polo sedan were 1.6 liters and capacity 85 and 105 horsepower. And the less powerful engine was structurally similar to the more powerful one. The only difference is its software, which turned it into a de-energized, less powerful unit. Volkswagen installed these engines not only on the Polo sedan, but also on the Jetta, Skoda Rapid, Rumster and Fabia. The engines of Polo sedan CFNA and CFNB are four-cylinder in-line engines with cast-iron liners, pressed into the aluminum block. The timing of these engines consists of 16 valves, hydro-compensators and two camshafts.

The second generation engines of the Polo E211 sedan have been installed on the car since 2014. These are 1.6-liter engines with a capacity of 90 and 110 horsepower, respectively. The engines differ from their predecessors in the unfolded cylinder head, their intake is now at the front, and the exhaust manifold is at the rear. The camshaft distributor is located on the intake shaft, and instead of a chain drive they have a belt drive. And it is recommended to replace it no more than 4 service works, that is the belt will serve at least 60 thousand mileage. Due to the fact that the engine is structurally based on the 1.4 TSI, the intake manifold is designed together with the cylinder head.

And the last engine Volkswagen Polo sedan 1.4 TSI. It has the same design with the previous engines, except for the presence of the turbine.

The volume of oil in the engine of the Volkswagen Polo sedan.

For the atmospheric engines of the E111 and E211 families, the working volume of oil in the engine is 3.6 liters. This is the volume when the crankcase is filled to the middle mark of the dipstick. For Polo sedan 1,4 TSI engine needs the same 3,6 liters of oil, but it is better to stock up on dolivki, as oil can officially burn 0.5 liters for every 1000 km of run.

Engine life of Polo sedan.

There is not much official information on this topic, or rather not at all. As in this case any deviation from the stated data can be considered as a warranty case. However, in the experience of Polo Sedan owners and the engines of E211 and E111 families can go not less than 300 thousand km without overhaul. The resource of the same engine Polo sedan is much more than this value as it is possible to pick up pistons and if necessary press in new liners.