Engine Volkswagen Polo sedan is a 1.6 liter gasoline aspirated engine with a 16-valve DOHC mechanism. What is interesting on the Polo sedans produced before the fall-winter of 2015 was an EA111 engine with a timing chain drive under the hood. At the moment, a modernized EA211 engine with a timing belt drive of the Russian assembly is installed on a budget car.

After modernization, the power of the units increased by 5 horsepower. The usual version of the EA111 engine produced 85 hp, a modification with a variable valve timing system of 105 horses. The new version of the EA211 produces 90 and 110 horses without and with a continuously variable timing system, respectively. Today we will talk about all these engines.

This is how the old engine looked under the hood of the Polo sedan.

Engine device Volkswagen Polo sedan EA111

The power unit for the Russian Polo sedan was selected from a large number of engines that the Volkswagen concern has. We chose an unpretentious reliable aspirated 1.6-liter with a timing chain drive. This is an in-line 4-cylinder, 16-valve engine with an aluminum cylinder block. The more powerful version has an actuator for changing the valve timing (phase shifter) on the intake shaft. Quite a few Polo sedan owners with this engine have encountered the problem of a knocking sound on a cold engine. As a result, it turned out that Russian fuel is not quite suitable for this unit. Although the manufacturer claims that the motor is capable of digesting our AI-92 gasoline.

Technical characteristics of the engine Volkswagen Polo sedan EA111 85 hp

• Working volume - 1598 cm3
• Power - 85 hp at 5200 rpm
• Torque - 144 Nm at 3750 rpm
• Cylinder diameter - 76 mm
• Stroke - 86.9 mm
• Timing chain, DOHC
• Fuel consumption in the urban cycle - 8.7 (5MKPP) liters
• Fuel consumption in the suburban cycle - 5.1 (5MKPP) liters
• Fuel consumption in the combined cycle - 6.4 (5MKPP) liters
• Acceleration to the first hundred - 11.9 (5MKPP) seconds
• Maximum speed - 179 (5MKPP) km / h

Technical characteristics of the engine Volkswagen Polo sedan EA111 105 hp

• Working volume - 1598 cm3
• Power - 105 hp at 5600 rpm
• Torque - 153 Nm at 3800 rpm
• Compression ratio - 10.5:1
• Cylinder diameter - 76.5 mm
• Stroke - 86.9 mm
• Timing chain, DOHC
• Fuel consumption in the urban cycle - 8.7 (5MKPP) 9.8 (6AKPP) liters
• Extra urban fuel consumption - 5.1 (5MKPP) 5.4 (6AKPP) liters
• Fuel consumption in the combined cycle - 6.4 (5MKPP) 7.0 (6AKPP) liters
• Acceleration to the first hundred - 10.5 (5MKPP) 12.1 (6AKPP) seconds
• Maximum speed - 190 (5MKPP) 187 (6AKPP) km / h

New engine Volkswagen Polo sedan 1.6 EA211

On September 4, 2015, the assembly of the upgraded 1.6-liter aspirated EA211 was launched at the new Volkswagen plant in the Kaluga region. The engine is installed not only on the Polo sedan, but also on the Jetta, Skoda Octavia, Yeti and Rapid. But replacing the chain drive with a belt and increasing power are not the only design changes. The motor has undergone a serious adaptation to Russian conditions and began to comply with Euro-5 environmental standards. The cylinder head, rings, oil pump, connecting rods, pistons have undergone refinement ...

And this is how a new generation engine settled under the hood of the Polo.

Technical characteristics of the engine Volkswagen Polo sedan EA211 90 hp

• Working volume - 1598 cm3
• Power - 90 hp at 4250 rpm
• Torque - 155 Nm at 4000 rpm
• Cylinder diameter - 76 mm
• Stroke - 86.9 mm
• Timing belt, DOHC
• Fuel consumption in the urban cycle - 7.7 (5MKPP) liters
• Fuel consumption in the suburban cycle - 4.5 (5MKPP) liters
• Fuel consumption in the combined cycle - 5.7 (5MKPP) liters
• Acceleration to the first hundred - 11.2 (5MKPP) seconds
• Maximum speed - 178 (5MKPP) km / h

Technical characteristics of the engine Volkswagen Polo sedan EA211 110 hp

• Working volume - 1598 cm3
• Power - 110 hp at 5800 rpm
• Torque - 155 Nm at 3800 rpm
• Cylinder diameter - 76.5 mm
• Stroke - 86.9 mm
• Timing belt, DOHC
• Fuel consumption in the urban cycle - 7.8 (5MKPP) 7.9 (6AKPP) liters
• Fuel consumption in the suburban cycle - 4.6 (5MKPP) 4.7 (6AKPP) liters
• Fuel consumption in the combined cycle - 5.7 (5MKPP) 5.9 (6AKPP) liters
• Acceleration to the first hundred - 10.4 (5MKPP) 11.7 (6AKPP) seconds
• Maximum speed - 191 (5MKPP) 184 (6AKPP) km / h

Recently, fans of the budget Volkswagen Polo sedan got the opportunity to choose a more powerful engine for their car. This is a turbocharged 1.4 TSI developing 125 horsepower in the rev range from 5000 to 6000 rpm. min. The maximum torque of 200 Nm is available from low revs from 1400 to 4000 rpm. The maximum speed is 198 km/h. And acceleration to hundreds takes only 9 seconds! At the same time, the average fuel consumption is only 5.7 liters of gasoline per hundred kilometers.

It would seem that no special problems can be expected: basically the engines are weak, and the DSG is found only on the Polo GT and the "Europeans". In the first case, the car, together with the “robot”, is still under warranty, besides, the latest DSG modification is quite reliable, and the car itself is relatively light. European cars with DSG are rare and not particularly interesting to the mass buyer. But in practice, both the Aisin automatic transmission and even the manual transmission break down.

The drives are quite reliable, and if you monitor the condition of the anthers, they are almost eternal. However, sometimes there is also a marriage - a small amount of lubricant in the hinge, therefore, when buying a car with a range of a hundred and a half, experienced floods recommend buying clamps, removing the anther and laying a new portion of lubricant, but it is better to change the anther: the polymer with such runs ages and cracks.

In the photo: Volkswagen Polo Sedan "2010–15

The manual transmission of the 02T series is not completely problem-free, and the Valeo clutch is far from eternal. The tight, uninformative clutch pedal also plays its role, complicating work with it. And if replacing the clutch disc every 60 thousand is not so burdensome, then the surprises of the box are much more expensive. To begin with, she sweats corny oil and can slowly be left without it, with all the ensuing sad consequences.

Fans of starts with slippage and winter races on ice will have a differential at risk - sticking of the axis of the satellites happens quite often. And if the oil in the box has not been changed for runs of more than one hundred thousand kilometers, then a similar surprise from the satellite axles can also be obtained in a protracted high-speed turn, because all the garbage from the manual transmission gets into the differential. Well, if the owner of the “semi-sedan” respected sharp starts, quick shifts and generally liked to be the first on the road, then he could get wear on the synchronizers and even breakage of the clutches at runs of less than a hundred thousand kilometers. With careful maintenance, the box is quite tenacious, there are instances in a taxi with runs of more than 200 thousand kilometers and completely live manual transmissions. True, with high mileage, the clarity of the switching mechanism still falls due to wear of both the drive and the box itself. If the car has a confirmed low mileage, then you can limit yourself to controlling the oil level in the box and oiling. If the mileage is more than one hundred thousand, then it is recommended to change the oil with flushing and regularly repeat the procedure. And mandatory listening to the manual transmission on a posted car upon purchase.

Aisin TF-61SN automatic transmission, also known as 09G, is a very common transmission on VW cars. They put it with much more powerful motors, so that on the VW Polo it works far from its torque limits. And its main enemy is overheating and oil pollution. To ensure acceptable dynamics, the box very actively uses modes with partial blocking of the gas turbine engine, which makes the oil dirty very quickly. In addition, a heat exchanger with an unsuccessful thermostat design provides it with a “120+” thermal regime when the engine is warm, and this has a very bad effect on the resource of its wiring, solenoids and friction clutches. Moreover, the oil pressure drops greatly, so that the total resource of the automatic transmission is not too large.

In the photo: the interior of the Volkswagen Polo Sedan "2010–15

On the VW Polo Sedan, the trouble-free operation of this automatic transmission with the factory maintenance schedule is possible up to a mileage of 100-120 thousand kilometers, then solenoids begin to be replaced due to shocks and jerks. A slight refinement of the cooling system - installing an external radiator or at least removing the automatic transmission thermostat - can significantly improve the resource, especially when moving mainly along the highway. In combination with regular oil changes every 30-50 thousand kilometers and with careful operation, there is every chance to go more than 200-250 thousand, possibly with repair of the gas turbine lining with runs after 150-200. Fortunately, it is very difficult to “fold” a box with a 1.6 liter engine, so the main factor affecting the resource is precisely the wear of the valve body and electronics problems. And with low mileage, even with hard handling, the automatic transmission is very reliable. However, the repair of the unit is quite expensive: the design is complex, and if it was purposefully killed, the cost of it would be high. Another advantage of the box is the presence of an advanced self-diagnosis system, thanks to which a lot can be learned using an advanced scanner.

A lot has already been written about DSG preselective boxes. On the VW Polo of the European assembly, the DQ200 was installed in different versions. The number of problems with this automatic transmission is very large, and they themselves are extremely diverse. Both the mechanics of the box and the hydraulics and electrics suffer. Fortunately, now mechatronics units are mastered in repair, and there are fewer and fewer cases of replacing an expensive element. They repair both the electrician and the mechanics of the pump, and the power wiring, and sensor loops, change the hydraulic fluid and filters. We learned how to repair the mechanics of the box and correctly install clutch kits. But repairs are not always possible, and specialists are not yet found everywhere. And contacting the first available “boxed” service can result in the replacement of the complete unit due to the low qualification of the craftsmen.

The most recent versions of this box after 2013 are devoid of childhood diseases and have a predicted resource of more than 120 thousand kilometers, while earlier units could both please with the absence of failures during runs over 200 thousand kilometers and a clutch resource for 150, and clutch replacement every 30-40 thousand and serious breakdowns already with runs up to 60 thousand. Theoretically, with proper operation, such gearboxes have a very large resource comparable to the manual transmission resource, but in practice it is not particularly possible to confirm it. By the way, there are also problems with the differential: slippage is highly discouraged, as is dirty oil in the “mechanical” part of the automatic transmission.

Motors

Most of the machines of the Russian assembly are equipped with a motor of the CFNA / CFNB series of the EA111 generation. After restyling in 2015, new engines of the EA211 series of the CWWA / CWWB series began to be installed on the Polo. All these engines have a displacement of 1.6 liters and an aluminum cylinder block with cast iron liners.

The older series has a power of 110/85 hp. and is distinguished by a timing chain drive and the absence of phase shifters. And she also became famous for her “knock on the cold” and the unpredictably low resource of the timing chain. In addition, when operating on "native" low-viscosity SAE30 oil in the summer heat, its pressure is not enough to fully protect the crankshaft liners - they often suffer already at runs up to 150 thousand kilometers. Everything is quite complicated with the chain: the resource is highly dependent on the oil, the style of movement and the year of manufacture of the motor. The most unfortunate options can “please” with stretching and even jumping of the chain with runs up to 50 thousand kilometers - and meanwhile, the lucky ones, who still have “native” chains with a run of one and a half to two hundred thousand, also have enough. But if the driver’s nerves are not iron, usually the chain is changed at a run of 100-120 thousand simply because of the noise during a cold start, since the operation is not too expensive.

Pictured: Volkswagen Polo Sedan engine "2010–15

Chain tensioner

original price

1 177 rubles

Complicating the problem is the fact that the poor design of the hydraulic tensioner allows the chain to be loosened with the motor turned off, and when reverse rotation or even the application of a load in the direction against the direction of rotation, the chain will slip at the moment of starting. With jammed valves: the car has a powerful starter, and seizes the motor quickly. Well, with a knock it is still easier: the design of the short-stroke piston does not match the clearance in the cylinder, and it knocks when shifting. Sometimes up to the appearance of bald spots on the hone of the cylinder. The manufacturer does not consider this a particular problem, as do some experts, but nevertheless, the manufacturer changed the pistons under warranty. In engines after 2014, the problem was eliminated, and for those who still knock, it is recommended to replace the pistons with those marked ET. The knock is not so harmless, and a small bald spot in the transfer zone grows over time to a wear zone of ten acres, after which no replacement of the pistons helps. Yes, and the "fist of friendship" or the destruction of the piston, such engines sometimes give out during a cold start, and almost always this was preceded by a seemingly harmless knock.

Cracking exhaust manifolds, a rather weak ignition system from Magneti Marelli, a catalyst resource during warm-ups on the go of less than 100 thousand - these are already trifles. In general, the motor is not bad at all, the design is simple and strong, with the right oil, timing chain control and replaced pistons, it has every chance to go over 250 thousand, and in a taxi and all 500. Only if there is a chance for a mistake, who - it must be implemented. In general, when buying a car with this engine, careful diagnostics are required, a mandatory check for sounds during cold start and endoscopy. And you should immediately find out what the chain costs and what kind of hydraulic tensioner - in order to avoid unpleasant surprises.

Of the purely operational disadvantages, one can note increased noise, a tendency to burn oil at the slightest overheating, and very poor warm-up at low load. Which, in turn, provokes a style of operation without warming up in the winter on the spot at all, which already harms the catalysts. In addition, there is no temperature sensor on the regular dashboard.

The new generation CWVA motors are in many ways “a supplemented and improved version”. In addition, its assembly was mastered in Kaluga in 2014, the degree of localization is more than 40 percent, and it is planned to increase it to 80% in the limit. The timing chain drive was replaced with a belt drive, and practice shows that this is definitely a good solution: the belt runs stably for more than 100 thousand, which are assigned to it under the regulations in difficult conditions.

There are no problems with the warm-up rate and exhaust manifold cracks on EA211 engines as a class; due to the integration of the exhaust manifold into the cylinder head, the engine warms up instantly. True, the thermostat / pump module has become seriously more complicated - now it is a single unit with a separate belt drive that provides separate temperature control for the cylinder block and cylinder head, but so far the system is working reliably. Judging by the models of cars on which the engines of the new family began to be installed earlier, it can be assumed that there will be no special trouble with them for about five years. The exhaust system and catalyst turned towards the passenger compartment made it necessary to install more powerful thermal protection, and at the same time improve the sound insulation of the engine shield, which is also a plus. In addition, the new engine is much quieter. There are no piston knocks even when cold, and when warm, the engine is almost silent at low speeds. And the wear of the piston group with a run above 200 thousand is close to the measurement error. In addition, fuel consumption has decreased, and significantly: on the highway, the difference reaches 1.5 liters per “hundred” with the same manual transmission.

Of course, all solutions have their drawbacks. The motor is definitely more complicated, and it still has childhood illnesses. It is much more sensitive to contamination of the cooling system and requires clean radiators and high-quality antifreeze, and a small drop in coolant level can lead to serious damage to the cylinder head. It has a complex and expensive pump and thermostat unit driven by a separate belt from the camshafts. There was even a revocable company for the phase shifters (TPI number 2038507), and the phase shifter itself costs a lot and is a wear part. In addition, on the engines of the first releases, increased oil waste was observed, and the engines of 2015 of the Kaluga assembly are very sensitive to the type of oil and coke too easily with a standard replacement interval of 15 thousand and city traffic. To top it off, the widespread use of plastic and aluminum fasteners in the design makes motors very sensitive to the qualifications of assemblers, so garage repairs are contraindicated for them.

In practice, motors pass 100-200 thousand without any problems in a taxi, where a similar intensity of operation is possible without any problems. For the rest, it is still difficult to talk about the reliability of the engines of our assembly, but in general this series of engines has proven itself excellently - at the moment these are perhaps the best engines from the VW line in terms of reliability and maintainability.

In the photo: Volkswagen Polo Sedan "2010–15

original price

13 660 rubles

The VW Polo GT is equipped with a 1.4 TSI CZCA engine: this is the closest relative of the CWVA, but with a turbocharger. However, the injection here is direct, which means that the motor is much more demanding on the quality of service and consumables. Otherwise, it has the same features and disadvantages.

On the European "exotic" you can find a number of engines of the EA 111 series - from 1.2 liters MPI to 1.4 TSI, read about the features of their operation in the material on other VW / Skoda models. I will only add that the CFNA is, in fact, the best of the engines of the family, and the three-cylinder models have several specific features. The CLPA / CLSA family is similar to CFNA, only adjusted for a different working volume. "Belt" CGGB / CMAA is a rather old and reliable series, but with its own characteristics in repair and operation. Motors TSI CAVE and CBZB / CBZC of the EA111 series have been the object of criticism for the last ten years on all models of the concern. With impressive traction and efficiency, the first small displacement TSI engines proved to be just that.

To take or not to take?

In this class of cars, buyers do not have much choice, but the technical solutions are mostly simple and logical. The machines of our assembly are just an example of this approach. The body is strong enough, you need to follow it and treat it gently, but you should not worry too much about it. And on later models, made of Russian-made steel, the galvanized layer is much thicker than on the first machines, which means that corrosion protection in general is better. In addition, the Polo Sedan has a design, even if it works mainly to create a resemblance to a more “adult” model. The interior is somewhat better than necessary for a simple means of transportation, although it is very minimalistic. But it is pointless to find fault with this: everything is subordinated to a ruthless economy. The technique is also simple and quite reliable, and as for the resource of the automatic transmission and the features of the motors ... It simply wasn’t better at the time of release! In addition, a small refinement allows you to increase the resource to a completely acceptable one, and the VW warranty is traditionally good. And the new EA211 motors are simply better in every way. The only drawback of these less than a year old cars is their high cost, and the reason for the sale is not always obvious. Therefore, I strongly recommend checking these cars very carefully for participation in an accident or being in a pledge.

In the photo: Volkswagen Polo Sedan "2010–15

European "relatives" are tailored according to completely different patterns. Precise handling, advanced automatic transmissions, several low-volume turbocharged and naturally aspirated engines. And no 1.6 liters or hydraulic automatics for you. The salon is nicer, but more cramped, the quality of the body workmanship is not higher than the Russian one. Of the undoubted advantages, I note only lower fuel consumption and the absence of problems with power steering. But this is unlikely to outweigh the hefty premium in price and complexity of maintenance associated with the rarity of such models in Russia.

The Volkswagen Polo car has a wide range of engines installed in the engine compartment.

It includes three-cylinder and four-cylinder engines with different sizes and a wide power spread.

The main thing that unites all power plants of the Volkswagen Polo is the absence of serious design flaws, high reliability and great durability of all engines.

Motors comply with environmental requirements and are characterized by low fuel consumption.

Three-cylinder engines that are equipped with Volkswagen Polo

The Volkswagen Polo is mainly equipped with gasoline engines. There are options with a diesel engine. They are not widely used in the domestic market. The volume of installed three-cylinder power units ranges from 1.0 to 1.4 liters.

The most economical petrol engine is the 1.0 TSI Blue Motion. Despite the liter volume, it gives decent performance. Its power is 95 horsepower.

At the same time, the engine develops a torque of 160 Nm. The manufacturer upgraded the device of the power unit, as a result of which, under the hood of the Volkswagen Polo, it was possible to achieve 110 horsepower and 200 Nm of torque. These figures are very worthy for a three-cylinder engine.

One of the small engines installed on the Volkswagen Polo is the in-line three-cylinder EA 111. This is a Czech engine, the design of which began in the mid-70s. The engine migrated from to the Audi 50, so it is practically devoid of childhood illnesses. It has a working volume of 1.2 liters and produces 70 horsepower. Volkswagen Polo was equipped with this engine until 2014. New cars received more powerful internal combustion engines.

In 2009-2013, the three-cylinder turbo diesel 1.2 TDI BlueMotion gained wide popularity. The motor consumed up to 3.4 liters of diesel fuel per 100 kilometers. The engine was subsequently replaced by a more powerful 1.4l TDI BlueMotion. In 2016, the power unit was upgraded, allowing it to remain competitive today.

Volkswagen Polo four-cylinder powertrains

Most Volkswagen Polo cars in sedan and hatchback bodies are equipped with four-liter power units with engines from 1.1 to 1.9 liters. The most popular engines were 1.4 and 1.6 liters.

A cheaper option is Volkswagen Polo cars with 1.6 liter engines. They have a capacity of 90 hp, 105 hp and 110 hp. Power plants have positive feedback from car owners. They are reliable and durable. In 2017, the last design upgrade was made. The most popular today is the 1.6-liter CFNA engine.

Unlike the domestic market, the 1.4 TSI engine is gaining popularity outside of it. It is the most dynamic. The operation of these power plants is accompanied by the need to use only high-quality fuel and synthetic motor oil.

Main technical characteristics

Volkswagen Polo has a wide range of engines used. The range of fuel consumption per 100 kilometers is from 3.4 to 12 liters. In real conditions, many car owners note an increase in fuel consumption up to 15-17 liters. In most cases, this is due to difficult road conditions or the presence of malfunctions in the car.

Fuel consumption according to technical specifications for the most popular engines equipped with automatic transmission and manual transmission is shown in the table below.

Volkswagen Polo cars have the best acceleration rates, which have 1.4-liter power plants under the hood. In more detail, this characteristic for popular Volkswagen Polo models is shown in the table below.

Table - Acceleration to 100 km / h Volkswagen Polo

Model	Acceleration to 10 km / h, seconds
1.4TSI MT	9
1.4TSI DSG	9
1.2 TSI DSG Comfortline	09.07.2018
1.6 MPI MT Comfortline	10.04.2018
1.6 MPI MT Allstar	11.04.2018
1.6 MPI AT Highline	11.07.2018
1.6MPI MT Conceptline	11.09.2018
1.6 MPI AT Comfortline	12.01.2018
1.8 GTI Cup Edition	07.05.2018
1.8 GTI	08.02.2018
1.9 TDI Trendline	09.02.2018
Volkswagen Polo 1.1	16
Volkswagen Polo 1.0	19

Engine resource

Many motorists are wary of three-cylinder engines. It is believed that their motor resource is too small. The three-cylinder engines installed in the Volkswagen Polo are capable of traveling 300,000 kilometers before a major overhaul. This figure is very impressive and debunks the opinion about the low durability of three-cylinder power plants.

Of the entire line of engines, the most reliable and durable is the 1.6-liter unit.

It is the least sensitive to fuel quality and maintenance compliance. For this reason, the Volkswagen Polo with a 1.6 engine has gained the most popularity in the domestic market. The engine resource is 250-400 thousand km before overhaul. According to the reviews of car owners, the engines of cars of 2011-2012 have the greatest reliability.

The 1.4 TSI power units are characterized by the least reliability. They work with a high thermal load. The use of low-grade consumables or violation of maintenance intervals often lead to scoring on the cylinders. With proper attitude to the engine, its resource is about 230-250 thousand km.

Typical problems of power units

The most common problem, characteristic of the entire range of engines, is the presence of extraneous knocks during engine operation. The reason for this is the design feature of the pistons and the tightness of the intake manifold. A knock appears after 20 thousand kilometers on a cold engine. Gradually, extraneous sounds begin to be present even when the engine is running warm.

The updated 1.6-liter engine and 110 horsepower received a timing belt and a plastic intake manifold. This brought disadvantages to the motor. Many car owners complain about the appearance of cracks on the manifold and the fact that the engine bends the valve when the belt breaks. The chain drive of a 105-horsepower unit is many times more reliable.

The most frequent breakdowns of the power plant that Volkswagen Polo car owners encounter are:

• damage to sensors;
• cracks in the supports of the power unit;
• occurrence of piston rings;
• increasing the pressure of crankcase gases;
• valve cover is leaking.

The feasibility of repair and replacement with a contract motor

When the power plant completely exhausts its resource, the car owner has many options to revive his car. Some of them are:

• surface repair of the motor;
• overhaul of the power plant;
• purchase of a contract motor;
• purchase of an engine from domestic car disassembly.

As a result of surface repair of the motor, problems that interfere with the engine's performance are eliminated. At the same time, breakdowns occur at regular intervals, since most of the elements have exhausted their resources.

The cost of such repairs is no more than 10,000 rubles. This type of restoration of working capacity is recommended only in the case of the next sale of the machine or in case of occasional use of it.

Overhaul allows you to restore up to 70-85% of the resource of a new unit. It is recommended to carry out in the absence of difficult-to-remove consequences of the operation of the power plant. The cost of overhaul is about 30-50 thousand rubles.

Buying a contract engine from foreign disassembly is one of the radical ways to solve problems with the exhaustion of the resource of the power plant. The price of such a motor is from 20 to 60 thousand rubles. It is quite difficult to estimate the residual resource when buying an engine. It should be noted that among the contract power plants there are a lot of units that can overcome 70-120 thousand km without serious financial investments for repairs. The photo below shows a typical motor from foreign car disassembly.

Acquisition of a motor at domestic car disassembly is quite a risky business. In most cases, it is impossible to know the real mileage, as it is repeatedly twisted, passing through the hands of intermediaries. Therefore, it is possible to purchase a used engine from domestic auto-dismantlings only in the case of a personal inspection with a familiar auto mechanic or minder. The cost of such a unit is 15-35 thousand rubles.

Recommendations for choosing a Volkswagen Polo car with various power plants

According to the reviews of car owners, it is best to purchase a Volkswagen Polo with a 1.6-liter gasoline engine. The most modern engine has 110 horsepower. This is quite enough for comfortable movement both in heavy traffic and on the highway. The motor is not whimsical and has a good resource.

If the car owner's priority is the dynamics of the car, then you should look at the 1.4 TSI gasoline engine or a 1.9-liter diesel engine. They have excellent technical characteristics and are able to provide a sporty driving style for the driver.

For those who want to save on fuel, there are three-cylinder versions. It should be borne in mind that you should not expect good dynamics from a 1.0-1.2 liter power plant. Despite this, a small engine power will not cause problems when driving in city traffic.

Volkswagen Polo Sedan 1.6 engines

Engine specifications CFNA/CFNB/CWVA/CWVB

Production	Chemnitz engine plant Kaluga plant
Engine brand	CFNA/CFNB/CWVA/CWVB
Release years	2010-present
Block material	aluminum
Supply system	injector
Type	in-line
Number of cylinders	4
Valves per cylinder	4
Piston stroke, mm	86.9
Cylinder diameter, mm	76.5
Compression ratio	10.5
Engine volume, cc	1598
Engine power, hp / rpm	85/5200 90/5200 105/5250 110/5800
Torque, Nm/rpm	145/3750 155/3800-4000 153/3800 155/3800-4000
Maximum revolutions, rpm	6000
Fuel	95-98
Environmental regulations	Euro 5
Engine weight, kg	—
Fuel consumption, l/100 km (for Polo Sedan CFNA) - city - track - mixed.	8.7 5.1 6.4
Oil consumption, g/1000 km	up to 500
Engine oil	0W-40 5W-30 5W-40
How much oil is in the engine, l	3.6
Oil change is carried out, km	7000-10000
Operating temperature of the engine, hail.	85-90
Engine resource, thousand km - according to the plant - on practice	— 200+
Tuning, HP — potential - no loss of resource	150+ n.a.
The engine was installed	VW Polo Sedan VW Jetta Skoda Fabia Skoda Octavia Skoda Rapid Skoda Yeti Skoda Roomster
checkpoint — 5MKPP - 6 automatic transmission	VAG 02T Aisin 09G
Gear ratios, 5MKPP	1 — 3.46 2 — 1.96 3 — 1.28 4 — 0.88 5 — 0.67
Gear ratios, 6 automatic transmission	1 — 4.148 2 — 2.37 3 — 1.556 4 — 1.155 5 — 0.859 6 — 0.686

Reliability, problems and engine repair Polo Sedan

The most popular representative of the VW EA111 series in Russia under the CFNA index appeared in 2010 on a Polo Sedan car and sold hundreds of thousands of copies only in the CIS. What is this motor? This is a conventional in-line four in an aluminum cylinder block with thin (1.5 mm) cast-iron liners, with a long-stroke crankshaft of 86.9 mm and a cylinder diameter of 76.5 mm.
Above is a 16-valve cylinder head with two camshafts and hydraulic lifters. In general, the CFNA engine is completely similar to the BTS engine, but differs from it in the absence of a variable valve timing system on the intake shaft, as well as other Magneti Marelli 7GV ECUs (Instead of Bosch Motronic ME 7.5.20). The timing drive uses a maintenance-free chain, its resource is designed for the entire period of operation.

The CFN engine is available in 2 versions: CFNA and CFNB. The first is a 105 horsepower motor, the second is 20 horsepower. weaker (85 hp) and differs only in a different firmware.
CFNA / CFNB engines are assembled in Germany, at the Chemnitz plant.

Volkswagen CFNA and CFNB motors are still in use today, but in 2015 a new Polo Sedan appeared with a 110 hp engine, the name of this motor is CWVA, and the purpose is to replace CFNA. Together with him, a 90-strong CWVB appeared, which replaced the CFNB.
These engines are part of the EA211 family and feature a 180° cylinder head (intake ahead) with integrated exhaust manifold, intake shaft phase shifter, redesigned cooling system, maintenance-free timing belt drive, and Euro 5 emission compliance. Such a motor was designated CWVA, and its power increased to 110 hp. at 5800 rpm. The younger version of CWVB, by analogy with the previous generation of CFNB, is a programmatically strangled version, otherwise there is no difference between CWVA and CWVB.
These engines are assembled for the Polo Sedan in Kaluga at the VAG plant.

Volkswagen Polo sedan engine, which we will talk about today, already in 2015 will be produced directly in Russia, at the new Volkswagen engine plant. True, the timing chain will be replaced with a belt, and the power of the unit will increase by 5 horsepower. In addition to the Polo sedan, a 1.6-liter gasoline engine is now being installed on the larger Jetta model, Skoda Octavia and Rapid. The most popular 1.6-liter power unit among our customers is produced in two versions with a capacity of 85 and 105 hp. with 16 valves (factory designation CFNB and CFNA respectively).

The difference between the 85 strong version and the 105 strong modification of the Volkswagen Polo engine lies in the design features of the cylinder head device and the presence (or lack thereof) of a variable valve timing system. Naturally, due to the presence of the timing system 105, the strong version is more powerful, dynamic and economical. First, let's talk about the more powerful Polo sedan engine.

So, engine Polo 1.6 16V has the factory name CFNA. This is a gasoline, four-stroke, 4-cylinder, in-line, 16-valve, with two camshafts. Under the hood is transverse. The order of operation of the cylinders: 1-3-4-2, counting - from the crankshaft pulley. The power supply system of the Volkswagen Polo sedan engine is a phased distributed fuel injection. The engine is mounted on three elastic rubber-metal bearings. The right hydraulic support is attached to a bracket attached to the timing cover, and the left and rear engine mounts are attached to brackets on the gearbox housing.

The cylinder block of the Volkswagen Polo engine is aluminum, the block head is also aluminum, while the engine oil pan is also made of aluminum alloy. In the 16-valve version, the spark plugs are screwed in from the top center of the combustion chamber. Timing chain drive. The chain in the engine makes the Polo sedan 1.6 unit very reliable and durable. Besides, there are hydraulic lifters in the cylinder head, which automatically adjust the thermal clearance of the valves. The engine is very sensitive to the quality of the oil. Underfilling oil and its reduced level can lead to rapid wear of hydraulic lifters.

The Polo sedan 1.6 engine has a system for steplessly changing the valve timing of the intake valves, which makes the engine flexible in all operating ranges. The engine has a contactless ignition system with four coils. The entire operation of the power unit is controlled by an electronic control unit (motor brains). An electronic system controls the distribution of fuel. The dosed working mixture is supplied to the cylinders through the throttle assembly in accordance with the valve timing. Further detailed Volkswagen Polo 1.6 16V CFNA engine specifications.

Engine VW Polo sedan 1.6 16V (gasoline) characteristics, fuel consumption, dynamics

• Working volume - 1598 cm3
• Number of cylinders - 4
• Number of valves - 16
• Cylinder diameter - 76.5 mm
• Stroke - 86.9 mm
• Power hp / kW - 105/77 at 5600 rpm
• Torque - 153 Nm at 3800 rpm
• Compression ratio - 10.5
• Fuel brand - gasoline AI 95
• Ecological class - Euro-4
• Maximum speed - 190 km / h
• Acceleration to 100 km / h - 10.5 seconds

Above are the dynamic characteristics and fuel consumption of the Polo sedan with a manual transmission, with an automatic these figures are worse. So acceleration to hundreds with automatic transmission takes already 12.1 seconds, and fuel consumption increases by half a liter of gasoline.

A simpler motor VW Polo sedan 1.6 without a system for changing the valve timing on the intake shaft, it did not appear immediately, but after fighting for customers, the manufacturer had to reduce the cost of the car. A simplified version of the Polo sedan engine made the car a little cheaper, but the car's power also fell. This engine has a factory index CFNB. The chain mechanism remained, but the cylinder head is now in a simplified form without an actuator for stepless timing change.

An 85 horsepower Polo sedan engine is installed only in combination with a manual transmission. In the model range of the company in Russia, a new power unit appeared only in the middle of last year. Actually, therefore, there is not much information about the detailed device and design of the engine, but the main characteristics are known.

Engine VW Polo sedan 1.6 85 hp (gasoline) characteristics, fuel consumption, dynamics

• Working volume - 1598 cm3
• Number of cylinders - 4
• Number of valves - 16
• Cylinder diameter - 76.5 mm
• Stroke - 86.9 mm
• Power hp / kW - 85/63 at 5200 rpm
• Torque - 145 Nm at 3750 rpm
• Compression ratio - 9.8
• Timing Type/Timing Drive - DOHC/Chain
• Fuel brand - gasoline AI 92
• Ecological class - Euro-4
• Maximum speed - 179 km / h
• Acceleration to 100 km / h - 11.9 seconds
• Fuel consumption in the city - 8.7 liters
• Combined fuel consumption - 6.4 liters
• Fuel consumption on the highway - 5.1 liters

Whichever Polo sedan engine you choose, it is a reliable, high-quality and durable unit. Of course, subject to careful operation and timely maintenance.

But we remind you that in 2016 a new Russian-assembled 1.6-liter engine with a timing belt is installed on the Polo sedan. The power of the units is 90 and 110 hp, that is, one option without a timing system, more powerful with a continuously variable valve timing system on the intake shaft.