Pps SK 111 Spark-Ignition Three-Cylinder Engine Ea211 Eng
Pps SK 111 Spark-Ignition Three-Cylinder Engine Ea211 Eng
Pps SK 111 Spark-Ignition Three-Cylinder Engine Ea211 Eng
1.0l TSI 85 kW
series EA211
Self-study programme
GB 3
See VAS diagnostic tools and on-board literature for instructions for assembly
and disassembly, repairs and diagnostics, and for detailed user instructions.
SP110_00
4 GB
1. Introduction
The new modern turbocharged three-cylinder 1.0l TSI 85 kW engine will replace the older four-cylinder
1.2l TSI 81 kW engine in ŠKODA models.
With a displacement of 999 cm3, the new 1.0l TSI engine has a power output of 85 kW at 2,000 to 3,500 rpm
and a torque output of 200 Nm. The engine is very refined and its performance characteristics surpass
its four-cylinder predecessor.
The 1.0l TSI 85 kW engine is the first-ever three-cylinder engine deployed in the ŠKODA Octavia model range.
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Thanks to the compact design of its aluminium block, the engine weighs only 78 kg. Great care goes into
the correct balancing of the aluminium pistons and forged connecting rods, and the engine is therefore very
refined even without a balancing shaft. The crankshaft is very light and the created friction losses are very low.
The crankcase and the cylinder head have two independent cooling circuits.
The integrated exhaust manifold in the cylinder head plays an important part in engine heat management.
GB 5
2. Engine technical data
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230 90
210 80
190 70
170 60
M (Nm)
P (kW)
150 50
130 40
110 30
90 20
70 10
rpm
torque curve
power curve
GB 7
2.3 C
haracteristic technical features of the 1.0l TSI 85 kW engine
As is typical of the current EA211 engine range, this engine also uses a modular method of construction.
8 GB
2.4.2 Modular construction of the three-cylinder 1.0l TSI 85 kW engine
Cooling regulator
case
with integrated
coolant
pump
toothed
belt cylinder head
valvetrain
cylinder block
intake manifold
with intercooler
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oil pan
GB 9
3. Engine mechanics
The intake system contains the air filter, turbocharger, throttle valve control unit GX3, intake manifold, and intake
valves. It was designed to be as compact as possible in order to achieve fast reaction times for the turbocharger
even at low engine speeds. There are two pressure senders in the intake system containing intake air tempera-
ture senders. These senders are located upstream of the throttle valve control unit and on the intake manifold
downstream of the intercooler .
intake
pressure sender
GX26 (G31+G42)
air filter
intake manifold
sender GX9
control unit term
(G299+G71)
terminal
throttle valves GX3
The intake manifold sender GX9 contains two senders. Intake air temperature sender 2 G299
and intake manifold pressure sender G71.
The intake pressure sender GX26 contains two senders. Intake pressure sender G31
and intake air temperature sender G42.
10 GB
3.1.2 Toothed belt drive
The camshafts are driven by a toothed belt. The belt is tensioned by an automatic tensioning pulley which
is also equipped with a supportive lip to correctly guide the toothed belt. The combination of the idler pulley
on the leading side and the camshaft sprockets ensures the steady operation of the belt.
tensioning pulley
idler pulley
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toothed
crankshaft
pulley
GB 11
3.1.3 Camshaft case
The camshaft case is an aluminium pressure casting which contains both camshafts and forms a single integrated
module. This means that the camshafts, which are located in four bearings, cannot be disassembled.
The camshaft case also serves to hold the camshaft adjustment valves for the intake side (N205)
and the exhaust side (N318), and also holds Hall senders G40 and G300.
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camshaft case
12 GB
3.1.4 Aluminium cylinder block
The cylinder block is an aluminium pressure casting utilising an open deck cooling jacket design. The open deck
design used for the cylinder block brings the following advantages:
The cylinder liners are made of grey cast iron with a rough external surface finish. The purpose is to increase the
contact area between the liner and the material of the engine block.
The individually integrated cylinder liners with a deliberately rough surface finish ensure a high level of rigidity
in the cylinder block. The cylinder liners are honed in a honing machine to reduce cylinder deformation. This has
made it possible to reduce piston ring pre-tension.
aluminium alloy
engine block
GB 13
3.1.5 Charge air cooling
When the turbocharger compresses inlet air, it is heated up undesirably. It is necessary to cool the air.
The intake air is routed through the intercooler which is integrated in the intake manifold module.
The intercooler is an air-water heat exchanger and it is also connected to the engine cooling circuit.
charge air
throttle valve
control unit GX3
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intake manifold
The intercooler is a part of the independent intake air cooling system. When the intake air is compressed,
it heats up to a considerable temperature and is then passed through an intercooler. Most of the heat
is then dissipated into the intercooler and the coolant.
Intercooler location
In the EA211 engine series, the intercooler is integrated into the plastic intake manifold. The advantage of this
design is that the volume of air in the system is relatively low throughout the whole circuit, and it is therefore
possible to compress it quickly. The result is a very fast rise in the charging pressure and spontaneous reactions
of the engine. The intake air line through the plastic pipe from the turbocharger to the intake pipe module
is also very short.
14 GB
3.2 Crank mechanism
The crankshaft mechanism was designed with an emphasis on low inertia and friction. The weight of the forged
connecting rods and aluminium pistons has been optimised in a way to forego the use of a balancing shaft.
Together with the small crankshaft bearings (diameter 45 mm) and connecting rod bearings (diameter
47.8 mm), the weight of the engine and the friction of the crank mechanism has been further reduced.
special lightweight
shape of the connecting
rod small end
aluminium piston with
recesses for valves
crankshaft
bearing
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hollow connecting
rod gudgeon pin
hole
forged steel
valvetrain toothed
crankshaft
wheel with a Hirth
coupling
Crankshaft
The steel crankshaft is located in four main bearings and has four counterweights to reduce internal forces
in the crankshaft and the loads on the main bearings.
As an additional weight saving measure, the connecting rod gudgeon pins are hollow.
GB 15
3.2.1 Technical features of the crank mechanism
Characteristic features of the pistons, piston rings, piston pins, connecting rods and bearings:
The pistons feature shallow recesses in the piston crown. This has the effect of reducing weight and evenly
distributing the temperature across the piston crown.
The installation clearance for the pistons has been increased to reduce friction.
The piston pins carry a special hard carbon coating which is highly resistant to wear.
The small end connecting rod bearing surfaces have also been hardened by so-called rolling.
As a result of both measures, it is possible to forego the use of gudgeon pins for the connecting rod small ends.
The big ends of the connecting rods are manufactured by so-called fracture splitting. The small end
of the connecting rod has a special lightweight design in the area which is under less load.
Weight and friction has therefore been reduced.
The first crankshaft bearing wears a polymer coating for additional wear resistance due
to the operation of the Start-Stop system.
Generally favourable vibration characteristics of the engine have already been achieved due to the basic
design of the engine utilising rigid construction, a light crank mechanism and transverse location.
In order to refine engine operation even further, the vibration damper and the flywheel use deliberate material
allowances and holes, respectively, to feature imbalances specific for the vehicle. This means that these
imbalances have been adapted to the specific vehicle model.
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direction of action
of the imbalance
When fitted correctly, the directions of action of both imbalances are approximately aligned against each other.
Together with the optimised engine mounts, the vibration characteristics of the engine are improved
and less noise is transmitted to the interior of the vehicle.
16 GB
It is necessary to always fit the vibration damper to the toothed crankshaft pulley in the correct
position. Attention, the position is not locked in place. Follow the instructions in the Workshop
Manual. The vibration damper is a part of the V-belt pulley. See the fitting instructions
for the vibration damper on page 18 of this workbook.
The correct fitting position of the flywheel to the crankshaft is ensured by the irregular position
of one of the mounting holes. It is therefore impossible to misjudge the correct position.
flywheel
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vibration damper
GB 17
3.2.3 Vibration damper fitting instructions
Due to an inherent imbalance in the vibration damper, it is necessary to use the correct fitting position
for installing the damper:
– The engine must be at TDC for cylinder 1.
– T he TDC marks on the vibration damper (groove) and the toothed belt cover (indentation) must be
aligned in relation to each other.
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The Hirth coupling on the vibration damper and the toothed crankshaft pulley are not equipped with any kind
of mechanical coding. This means that it is possible to fit the vibration damper coupling to the toothed crankshaft
pulley coupling in any position. For this reason, it is necessary to check that the TDC marks are aligned before
the vibration damper is fitted (with using the prescribed torque).
18 GB
3.3 Cylinder head
The integrated exhaust manifold in the aluminium cylinder head makes it possible to quickly utilise exhaust
gas energy and rapidly warm up the engine. In the newest design evolution of the cylinder head, the main
focus is on optimising fuel mixture preparation.
cylinder head
intake side
coolant
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turbocharger
flange
exhaust side
integrated
exhaust
manifold
GB 19
3.3.1 Mixture preparation
The intake port is designed to allow high fuel mixture flow speeds without limiting the flow volume. The cylindrical
shape of the inlet air intake port ensures high flow speeds with very good fuel mixture preparation.
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20 GB
Notes:
GB 21
3.4 High-pressure fuel system
The basic design of the high-pressure fuel system corresponds with the design of the TSI EA211 engine series.
For the first time, however, fuel injection pressures of up to 250 bar are achieved. Together with
the optimised stream shape of the injected fuel, very good mixture preparation is ensured throughout all loads
and engine speeds. This has the effect of reducing fuel consumption, exhaust emissions and the adulteration
of engine oil by fuel.
high-pressure
fuel pump
injectors N30–N32
22 GB
fuel pressure
regulator valve N276
fuel
distribution rail
low-pressure line
from the fuel tank
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GB 23
3.5 Turbocharger
The demands placed on the exhaust gas turbocharger are related to the performance characteristics of TSI
engines. These include fast reaction times and high torque output at low engine speeds.
In order to achieve the required performance, the intake manifold was designed to be as compact as possible,
and other modifications were made to the exhaust gas turbocharger:
– T he angle of the exhaust gas flow over the turbine wheel is designed to easily overcome its moment
of inertia. The turbine wheel can therefore quickly accelerate to high speeds.
– T he wastegate flap is adjusted by the electronic charging pressure regulator which has very
fast reaction times and high control forces.
If a mechanical defect is found on the turbocharger (e.g. a damaged turbine wheel), the replacement
of the turbocharger alone is not a sufficient repair. In order to prevent any future damage,
it is necessary to carry out the following tasks:
– Check for dirtiness in the air filter box, the air filter element and the intake air pipes.
– Check the complete length of the inlet air line and the intercooler for the presence
of foreign objects.
– If foreign objects are found in the intake air system, clean the intake air line and replace
the intercooler, if necessary.
24 GB
intake air
coolant
regulator V465
connections
with integrated
position sender
wastegate flap
wastegate flap
actuator rod
oil drain
oil feed
GB 25
3.6 Continuous oil pressure regulation
The three-cylinder 1.0l TSI engine uses a continuous oil pressure regulation system. The oil pressure is regulated
depending on the engine load, engine speed and oil temperature by a rotary vane oil pump. The pump is driven
directly off of the crankshaft.
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Although four-cylinder 1.4l TSI engines switch between two pressure values, the oil pressure in this engine
is regulated continuously in the pressure range from 1.3 to 3.3 bar (overpressure).
The input power of the pump is thereby even better adapted to the operating conditions of the engine.
The input power of the oil pump is significantly reduced mainly under the typical loads exerted by the customer,
such as urban and extra-urban driving.
26 GB
3.6.3 Comparison graph for continuous and two-stage oil pressure regulation
3.5
oil pressure (bar)
3.3
1.8
1.3
GB 27
3.6.4 Construction design of the vane oil pump
The rotary vane oil pump is equipped with an eccentrically mounted control ring. By rotating the control ring,
the volume between the vane chambers on the fill and discharge side is either enlarged or reduced. This changes
the quantity of the pumped oil.
Control mechanism
The control ring is rotated and the quantity of the pumped oil changes under the following conditions:
– T he oil pressure regulator valve is actuated and oil from the oil circuit is directed to the control area. The
force exerted by the oil on the control ring rotates the control ring clockwise against the force of the regula-
tor spring.
– The volume between the vane chambers is decreased and the oil pressure is lowered.
– T he oil pressure regulator valve is actuated by less oil being directed from the oil circuit to the control area.
The force exerted by the oil decreases and the force of the spring rotates the control ring counter-clockwise.
The volume between the vane chambers is larger and the oil pressure is increased.
The rate of rotation of the control ring depends on the actuation of the oil pressure regulator valve.
28 GB
from the oil circuit to
fuel pressure regulator
valve N428 vane chamber
oil pressure
regulator
valve N428
discharge
side
full pumping
control ring capacity stop
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direction
of rotation around
oil circuit centre of rotation
connection
regulator spring
control area
GB 29
Function
Engine start-up
When starting the engine, it is necessary to generate oil pressure as quickly as possible:
– T he oil pressure regulator valve N428 is actuated by the engine control unit via a pulse
width modulation signal.
– Since there is still no oil pressure exerted on the control area, the regulator spring compresses
the control rings counter-clockwise against the full pumping capacity stop.
– The chambers between the vanes on the fill and discharge side are open to the maximum setting.
– The oil pump delivers the maximum quantity of oil into the oil circuit for the applicable engine speed.
direction of
crankshaft rotation
oil pressure
discharge fill regulator valve N428
control ring
centre of rotation side side
PWM signal
from the engine
control unit
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regulator spring
vacuum
oil pressure (up to 3.3 bar)
The oil return to the oil pan is open only if the oil pressure regulator valve is not actuated.
30 GB
Engine running
When the engine is running, the oil pressure is always regulated continuously based on the characteristic fields
for the engine load and speed and the temperature of the oil. The oil pressure regulator valve is actuated via
a pulse width modulation signal (PWM) and ensures the applicable cross-section of the flow on the fill side
of the oil circuit. The oil is introduced to the control area, rotates the control ring and thereby adjusts
the actual oil pressure.
control area
regulator spring
control area
regulator spring
GB 31
3.6.5 Oil pressure sender G10
The oil pressure sender continuously measures oil pressure and transmits the data to the engine control
unit via a data protocol.
Based on this signal, the engine control unit actuates the oil pressure valve and adjusts the quantity
of the pumped oil. The oil pressure rises or falls, respectively.
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Oil pressure sender G10 is screwed into the cylinder head under the toothed belt side under the intake manifold.
It continuously measures oil pressure and transmits the data to the engine control unit via a data protocol.
32 GB
Oil pressure sender signal graph
The oil pressure sender sends a SENT data protocol to the engine control unit at short time intervals
on the current oil pressure. The SENT data protocol consists of six information units.
1 2 3 4 5 6
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Signal evaluation
The evaluation electronic circuit of the oil pressure sender transforms the measured voltage corresponding
to the oil pressure to a SENT data protocol and sends it to the engine control unit. The engine control
unit evaluates the elapsed time between two dropping impulse slopes to identify the content of various
information units, including the oil pressure value.
Electrical connection
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GB 33
3.6.6 Oil pressure regulator valve N428
The oil pressure regulator valve N428 is actuated by the engine control unit on the basis of a characteristic
field via a pulse width modulation signal (PWM) to values ranging from 20 % to 80 %. Depending on the actuation,
the valve continuously controls the cross-section of the flow to the control area channel. The oil pressure
is increased or decreased depending on the quantity of the oil directed to the control area.
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Function
The oil pressure regulator valve N428 is a hydraulic 3/2-way valve. It is actuated by the engine control
unit by pulse width modulation (PWM signal) depending on a characteristic field. The valve is actuated to ensure
a given cross-section flow to the control channel in the rotary vane oil pump. Oil is introduced directly
to the control area of the control ring. The oil readjusts the control ring and thereby affects the actual quantity
of the pumped oil.
34 GB
Activation of oil pressure regulator valve N428
The engine control unit actuates the fuel pressure regulator valve via a pulse width modulation signal (PWM).
The impulse width varies between 20 % to 80 %, which makes it possible to continuously regulate the valve.
The larger the impulse width, the greater the cross-section of the flow to the control channel.
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impulse width
GB 35
4. System overview
Sensors
Construction parts containing the letter X in the abbreviation include multiple sensors, actuators
or switches within a single casing, such as sender GX9 in the intake manifold with intake manifold
pressure sender G71 and intake air temperature sender 2 G299.
GB 37
Notes:
38 GB