Is the "chain problem" still an issue with the 1.2L TSI engine?

Hello,

As we are no longer as heat-tolerant as we used to be due to health reasons, we are starting to look for a replacement for the unventilated Polo TDI of my better half.
Initial trends point towards the Ibiza model with the 1.2l TSI 105PS engine.
Regarding well-known issues with this engine, Google provides numerous hits related to the timing chain. At times, it is also stated that this issue has been resolved in mass production since around 2013.
Can anyone provide more information about this, or know a link?

ULF is shocked: His wife needs cooling?
Suggestion: Since Ulf has air conditioning in his Seat and actually considers it unnecessary: Consider replacing your cars

Regarding the (bicycle chain) problem: I doubt whether it has really improved It is currently still too early to say...

I don't know exactly, but the issue with the steering chain problems actually affected Generation I. This was resolved during the series by using properly manufactured chains. Isn't the current 1.2 TSI actually an EA 211 derivative with a timing belt?

Your question seems to be about Ibiza. Unfortunately, I believe that Skoda/Seat do not use the latest versions of the same engines. Therefore, it would certainly be worthwhile to conduct a search for MKB...

Addendum. I just received a loan polo shirt with CJZD. It seems to be a 110 PS 1.2 TSI engine.
In our family, we have a CBZB (Skoda, built in 2012) with a timing chain and the very thin engine cover. For my purposes, it's Generation I.

matthiasTDI96 wrote:

I don't know exactly, but the issue with the steering chains actually affected Generation I. This generation was addressed by using properly manufactured chains during the series. Isn't the current 1.2 TSI actually an EA 211 derivative with a timing belt? . . . Therefore, it would certainly be worthwhile to conduct a search for MKB at least once. . . . Loan polo with CJZD. It seems to be a 110 PS 1.2 TSI engine. In our family, we have a CBZB (Skoda, built in 2012)

. Thanks, that's already a good start .

...so, I still believe that the claim about poorly manufactured chains is just a cover-up. A close relative drives a Seat Altea with a 1.2 105hp engine, manufactured in 2012. Only a few months ago, after about <50> almost engine damage. Interestingly, a modified timing chain case and chain tensioner are also supposedly installed. So, it's not just a bad chain that's the cause. These measures probably make the chain last a LITTLE longer, but they don't eliminate the underlying problem of a design flaw. Downsizing isn't always great, though.

As indicators that the timing chain was the wrong choice, the successor EA211 (MOB) and EA288 (MDB), where timing belts are used again, are clearly evident. However, since this is a complete redesign again, it could be a "Bananaware" situation - causing delays for the customer. IMO, this engine (EA211) is currently only used in the Seat Leon ST. Whether other models will also receive this new engine - unfortunately, I have no information. But there are definitely people here who know more about it.

Greetings, from Styria.

Yesterday, I had a CJZA rental car (Golf VII, with 22,000 km, from March 2014...) which was running quite well 105PS TSI

CJZB is then, according to what I know, the 86 horsepower model.
CJZC now has 90 horsepower in the Polo
CJCD now has 110 hp in the Polo / Golf

CBZB 105 PS --> Definitely chain (I mean also the first 1.2 TSI)
CBZA 86 PS

So, as the "interim generation" is called, I can't contribute anything. It's obvious that the problems aren't due to the downsizing of the technology, but rather due to the downsizing of the price paid by VW to the supplier. Both the 1.2 TSI and the 1.4 TSI are, at least for me, quite enjoyable to drive. Compared to many other manufacturers' rental cars that I operate, I find the engines to be quite pleasant. I don't have any long-term experience. The TSI engine, which was previously owned by us, has 14,000 km on it...

But Ulf, there's also the 1.4 without turbo. That's definitely sufficient for normal everyday use, probably cheaper, and due to less fuss around the engine, it's also more durable. I think.

matthiasTDI96 wrote:

But Ulf, there's also the 1.4 without turbo. That's definitely sufficient for normal everyday use, probably cheaper, and due to less stress on the engine, it's also more durable. I think so.

"Enough" is relative... I just don't want to burden my wife by having her wait for a whole kilometer of free road if she wants to overtake someone on a Sunday without having to rev her engine all the way to the limit.

Hi,

Last autumn, I had an Octavia 3 as a workshop loan car with the 1.2 TSI engine. According to the photo of the service sticker, it was also a CJZA model. Regarding the Rapid, which I had when I switched to BKV, I unfortunately didn't check.

In any case, the CJZA was really very good for a gasoline engine (especially with the heavier O3), and in the end, it had approximately the same average fuel consumption in urban traffic as my TDI - this was probably due solely to the Start/Stop function, which it could operate very well. In the easier rapid mode without start/stop, the average fuel consumption on the same route was approximately 1.5 l/100 km higher.

Quote:

if she ever wants to overtake a Sunday driver without having to rev her engine all the way to the limiter

I'm wondering how often this scenario occurs...

I feel, however, that the performance downgrade (Ibiza: 110 PS at 1240 kg, Octi: 110 PS at 1425 kg) does not restrict me in any way, but ultimately, each individual must decide for themselves.

Best regards,

Jan

Guys, this is about the lifespan of the timing chain, not about any driving reports...

CJCD = 110 kW, not PS
Hi
Herbert

Okay, our plans are starting to become more concrete.
After inspecting and test-driving the Ibiza and the current Polo (6R Facelift – why does the Polo actually have the 6R designation, even though the VINs still show 6R?), the Ibiza is largely out of the running because it is more practical and comfortable for my wife.

As an alternative, we are aiming for:
the 1.2 TSI with 110 hp
the 1.4 TSI engine with 150 hp (special model BlueGT)

What's appealing about the BlueGT is that it has the same fuel consumption figures as the 1.2-liter engine, only 4€ more in vehicle tax, 17% more displacement for better spontaneous acceleration in the turbo range, and of course, 43% more torque or 36% more peak power.
Even after deducting 8% for the heavier paper of the BlueGT, there is still a significant and calculable performance advantage.

What makes me a little skeptical is the BlueGT's 17% higher liter output.
With a liter performance 20% higher (180PS @ 1.4l in the GTI models of the 6R platform), VAG experienced a kind of "shelf-life" crisis.
Then the BlueGT also has the ACT (Active Cylinder Deactivation) function for partial load operation. Although it is likely to be implemented purely electronically, could it potentially shorten the lifespan of the hardware in the long run?
Additionally, there is the recuperation function = charging the battery during rolling, in order to be able to switch off the e-bike for a while when the motor is running again. The resulting stronger voltage fluctuations in the aircraft's power supply are likely to put more stress on the electronics than in normal aircraft power systems.
Are there already any practical experiences, for example, regarding increased rates of electronic defects?
And can the recuperation (using VCDS) be permanently disabled?

In short: Would we be taking a more significant risk of hardware damage in everyday use (my wife's driving profile: approx. 70% country roads, 20% city, 10% highway) with the BlueGT compared to the 1.2 TSI?
And regarding the topic: will these engines in the Polo with a build year of early 2015 still have timing chains, or again timing belts?

Hi Ulf,

A few thoughts from the neighbor:


These FIN-type discrepancies have been around for a while:
3AA -> 3C FIN
5K -> 1K FIN
...and so on.

In the case of recuperation, a system for maintaining constant pressure is installed.

Is the 150hp TSI also a twin-charged engine like the slightly older 160hp 1.4 TSI?
That would be the most concerning thing to me: the Root-loader's magnetic coupling.
At every crosswalk: Click... Grrr....

It seems to be a single-turbo setup with ACT.

Therefore, it's essentially just a slightly more powerful version of the well-known 122 hp single TSI engine with the somewhat shaky Mitsubishi turbo. Possibly, the 150 has another one.


m;

dieselmartin wrote:

Is the 150hp TSI also a twin-charged engine like the slightly older 160hp 1.4 TSI?

No, the 150hp engine is a turbo-only engine.

The ACT cylinder deactivation (achieved by pushing levers back and forth on the right side) makes me more concerned about the long-term durability.
As far as I know, there doesn't seem to be a large quantity of ACT motors with a lifespan of 150Tkm available, which could provide relevant information .

To also briefly update on the current situation:
In mid-March, we will receive a Steuerkettenmotor (1.4l TSI CAXA) for the Skoda Rapid Spaceback.

While researching the background of the tax chain crisis, I randomly came across a PDF that thoroughly addresses the topic. While it does discuss the VR6 engine, it also has chains, so the statements are likely applicable to all chain-driven engines:
www.a3quattro.de/pdf/Bericht_VR6_3-2_Kettentrieb_onlineVers.pdf

The main points, from my perspective:
1. Frequent short trips and extensive use of the vehicle weaken and lengthen the chain due to harmful entries in the Möl.
2. Notches on chain links are potential points of failure for chain breaks.
3. Minimalistically constructed chain guide rails promote premature chain wear due to unrestricted vibrational freedom.

Hello Ulf,

Good luck with CAXA.
Honestly, I'm surprised that even after your
You've probably already researched and decided on a chain motor.
My Golf with a 1.2L CBZ engine (VIN: 06/2011) had a problem at 30,000 km (February 2013) with a
new chain, chain case with safety mechanism etc. - pleased with warranty
"But I also followed the Longlife Interval (first oil change at)
~29tkm)
After that (I wanted to do something good), oil change at 44,000 km and sale.
with 58,000 km, because noticeable rattling noises were again audible during starting.

Ride Profile: 2 x 40km per day, mixed road conditions - city - countryside roads
Average fuel consumption ~5.1l/100km (= I'm not a speed demon...)
Further Issues: 2 new spark plugs + 1 spark coil (NO rodent damage, unfortunately)
isolated case?!)
My conclusion: a fun little toy, but outside of the warranty period for me.
not interesting, because unfortunately, it is unreliably predictable!
Oil Change Interval 30,000km

I hope you are doing better.

Hi, (exPD90u.TSI105, now reliable) hsd136