1.4 1.5 TFSi with COD EA211 tuning

"Thanks for reading our VAG Group EA211 tuning article."

1.4 TFSi - came with cylinder on demand on some versions, effectively reducing the engine to a 700cc unit for light loads and cruising, and as a result offers phenomenal fuel saving.

Transitions between 2 and 4 cylinder are seamless, you feel a slight vibration and when running on 2 cylinders the engine is not perfectly smooth.

Even without COD the engine is economical and reliable. However when you open up the cars throttle, it takes off thanks in part to the light weight of the engine and overall turbo, intake and exhaust design.

I have the 150bhp 1.4 TFSi unit in my A3 which replaced a 2.0 TDi and the fuel economy is generally better than I got with the Diesel.

My overall average mpg is 47 and the diesel I had peaked at 48, and this includes lots of short town journeys with a few motorway runs thrown in.

The EA111 was redesigned, and the VAG group produced a twincharged 1.4 TFSi engine, which went well but had some reliability issues.

After many revisions and tweaks we have the EA211 engine where it lost a lot of weight in the process and the issues surrounding it's forbears are now resolved and fixed.

The block and cylinder head are aluminium, with cast iron liners. The die forged crankshaft and connecting rods chosen increase the stroke to 80mm and reduced the cylinder bore by 2mm allowing the engine to be more torquey and withstand the rigours of forced induction.

It is physically smaller than it's predecessor and weighs a shade over 100kgs, the low weight helps the car feel much more responsive and powerful than it's power figure would indicate.

The EA211 has a Bosh MED17 ECU and uses the fantastic Infineon Tricore processor, allowing much more control over the engine, and analogue inputs have been replaced with digital ones.

We have found the following engine codes for the EA211, please let us know if we've missed any our, or if you spot new ones around.

(*The over 140hp engines had variable timing on exhaust and intake, the lower powered version just had this on the intake. So adding a larger turbo and remapping will still not quite match the power profile of the 140bhp plus engines if you have the lower powered version to start with, you'll need to get the variable exhaust timing working as well.)

1.0 TFSi

3 cylinder

  • CHYA 59 bhp
  • CHYB 74 bhp
  • CSEB 83 bhp
  • DHSB 114 bhp

4 cylinder engines based on the EA211 engine design.

1.2 TSi TFSi

  • 66 kW 160 Nm
  • 77 kW 105 hp

1.4 TFSi

  • CZCA/CPVB  122hp*
  • CMBA/CPVA 125hp*
  • CZTA 150hp North America
  • CHPA 140hp
  • CZDA /CHPB 150hp
  • CZEA 150bhp COD

1.5 TFSi

(The 1.5 shares much with the 1.4 but has a new crank design but with a longer stroke, the new fourth generation VAG group direct injection 5 hole spray system was also used.)

  • 1.5 R4
  • EA211 EVO series 134 bhp
  • DACA 128hp
  • DADA 150hp

 

Modifications and tuning the 1.0 1.2 1.4 TFSi & 1.5 TFSi EA211

Stage 1 mods: Remap,  Lighter flywheel, Sports exhaust, Panel air filter.

Stage 2 mods: Power/Sport clutch, fuel pump upgrades, high flow fuel injector, Ported and polished head, Fast road cam.

Stage 3 mods: Upgrading forced induction (Hybrid Turbo, larger Turbo or twin turbo/supercharger), Internal engine upgrades (pistons/head/valves), Competition cam, Engine balancing.

You need to keep as much low end torque as you can and aim to achieve a long power band rather than a narrow top end power spike.

ECU flashing should help to fully realize the full potential of all the upgrades you've fitted to your EA211.

It will usually give around 25-30% more power on turbocharged vehicles, but you mileage will vary depending on the upgrades you've done and the condition of your engine.

Forcing more fuel and air into each cylinder is the aim to any performance tuning project and direct injection engines seem pretty well setup and able to cope with decent power increases.

Plenum take the air during the suck phase from the filter and allow it to be pulled into the engine cylinders with fuel for the squish phase.

Structure and flow rate of the Plenum can make a big change to fuel delivery on the EA211.

Most headers are begging for motorsport parts, although some manufacturers provide reasonably well designed headers.

Increasing the EA211 valve size, carrying out port work and head flowing will also increase bhp, the fantastic side effect is it will afford you raising the bhp increase on other parts.

After a remap, you'll find that fast road camshafts offer one of the biggest power gains for your money as far as a solitary performance mods goes on the EA211 engine.

It maximises the intake and exhaust durations and pushes up the power if done right. Ideally you'd add other mods and finish up with a performance chip. TorqueCars would caution you not to go with a motor sports profile cam as this upsets the engines idling and general town driving characteristics.

Don't forget to pay attention to the fuelling when you are increasing the power - it makes the car more thirsty. The stock fuel rail can handle around 200psi which is pretty good but direct injection does require a lot of pressure anyway.

1.4 TFSi & 1.5 TFSi Turbo upgrades

Turbo upgrades are not bountiful as this is quite a new engine but we are seeing some hybrid turbos, using the OEM housing. Mitsubishi internals and a larger turbine will help top end power.

The LO270P from LOBA is another interesting hybrid turbo designed for the CTHG CAVG and CAVE engines, we are sure a revision will be made for these newer 1.4 TFSI engines. It was based on a CNC machined BorgWarner turbo, offers a larger compressor wheel and is balanced to allow higher RPM and a steady flow.

Using high octane petrol is another option if you find you are suffering from pinking or premature ignition on your EA211 engine, you'll also get better fuel economy.

To get sufficient fuel you may need to increase the injectors on your engine.  Then uprate the fuel pump to cope with the extra fuel requirements of your tuned EA211's uprated injectors.

A remap can lift power by around 40hp and we've seen peak dyno figures of 168bhp and 218lbft of Torque. Ideally you want peak power to cut in around 2000rpm which is where the factory tune has been compromised for reasons of economy.

The factory Torque band peaks around 4400 to 5700, and this is so much more usable if moved to 2000 to 4400 but your fuel economy will suffer, but who comes on a tuning site looking for better fuel economy? (Ok so there are a few, and with the right map this is possible but Petrol engines are generally well setup for economy, unlike diesel engines where more economy is practically free with extra power.)

Larger upgraded turbos will usually experience a bottom end lag, and little turbos spool up really quickly but do not have the high rpm power band gains.

Thankfully the world of turbos is always developing and we now see variable vane turbos, permitting the vane angle is altered according to speed to lower lag and increase top end bhp.

Twin scroll turbos divert the exhaust gases into 2 channels and feed these at differently designed vanes in the turbo charger. They also increase the scavenging effect of the engine.

It is not unusual that there is a limit in the air flow sensor MAF/MAP on these engines when a lot more air is being sucked into the engine.

We see 4 bar air sensors coping with quite large power gains, whereas the OEM air sensor was restricting bhp and torque at a much lower level.

Problems and issues with the 1.0 1.2 1.4 1.5 TFSi EA211 engines

So far problems and issues are very scarcely reported on these.

Carbon build up thankfully seems to be a serious issue in the past, although it still happens the carbon buildup is far more gradual.

The engines warm up really quickly and run with very precise fuelling so there is little scope for carbonized soot to build up.

The VAG group, on later engines, are using direct injection and intake injection which helps and these engines do run very very clean. My 2 year old engine has zero soot build up in the exhaust (a good way to tell the internal condition of the engine on these engines.)

Timing belts so far have proved reliable (the previous generation timing chains were prone to snap or stretch) but we'd recommend getting them checked and more often than the official handbook suggests and it's interesting VAG group are claiming a "belt is fitted for the life of the engine".

The 1.5 engines are generally better than the 1.4 they replace but there have been as of yet unresolved reports of hesitancy and flat spots.

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One Response to “1.0 1.2 1.4 1.5 TFSi EA211 tuning”

  1. Tomek says:

    Got Ecu remap from MTM m-cantronic in my 2016, 78000 km 1,4 literz CZDA engine. Power gains 180 from 150 and torque 330! from 250. 1000 km later turbo blades went into oil pan. Found somewhere in Mexico’s forums that some of VAG engines are nowhere to be tweaked with mine almost ended with engine swap. Maybe it was factory oil 5w30 (now 5w40) or unbelieveable hot weather last summer when it hapened (40*c, over 100*F) but more likely flaw design of the engine. Stick to factory unless you plan to go stage 3 – hybrid turbo, injectors, clutch and really important gearbox and drive shafts/axles. All are prone to mechanical failures after high torque/heavy load. Btw I drove those 78000km on eco setting (lowered boost psi) doing job trips like 100ksim everyday (60mi). Cheers;)



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