While the 5 cylinder version shared a lot of parts with the lowly 1.7, it didn’t have the heavy&bulky intermediate shaft. It is used on car platforms and brands of the most diverse group. The range of engine performance is very broad. EA888 Gen3 vs EA888 Gen1 and EA113 - Why such huge gains? Just for historical accuracy, the G-lader superchargers, featured on the Polo G40 and Corrado / Golf G60 engines, aren’t centrifugal, in the normal use of that term. Owning two of them currently, in carb’ed 1.6- and 1.8-iteration from mid-80s. A lot of conflicting forces wear it out, and the fewer, the better. Turbo is smaller than the newest Rs. Live net tv cartoon. Easily the most popular article I wrote was the Common issues, tips and tricks for the 2.0t FSI BPY engine. Close. This site uses Akismet to reduce spam. It now used the new 81mm bore from the 1.8. Wacom recaptcha validation failed. Every one we got had to have the carburetor completely disassembled, cleaned and rebuilt. Archived. With 112HP, the heavier Mk2 GTi was more a warm- than a hotperformer. The surprising reliability of the new 1.6 version showed a sound engine block design. So the new VW/Audi EA888 Gen 3 motor has been out for quite some time, but I still get questions on what is new with this engine. The third generation is a deeply redeveloped previous generation and almost the new 1.8-liter engine in the EA888 family. The 1.8 & 2.0 DOHC 16V engines have a crossflow head and long intake runners for better midrange torque, giving the last major improvement to the EA827 series. This crossflow head eventually gets carried out on the smaller 1.6 in 1994 with 100HP (AEK) and variable intake runners (AFT) and the basic 1.8 & 2.0, albeit as cheaper 8V SOHC. So the new VW/Audi EA888 Gen 3 motor has been out for quite some time, but I still get questions on what is new with this engine. Why? This was an all out effort to repair their reputation. As long as you keep an eye on the cam follower and a few other minor issues. EA888 Gen3 vs EA888 Gen1 and EA113 - Why such huge gains? Avoid DQ200 issues and unnecessarily high repair costs . The early 1.5s had a 76.5mm bore which remained in production in the 1.4 VW Citi Golf up to 2009. 2.0 TSI (2009-2011) $ 649.99. Line up the notches on the pulleys before putting the belt on so you didn’t screw up the timing. I think there are still minor issues with PVC and Rear Main Seal, but timing components should be all sorted compared to the Gen 1/2s. Especially NVH levels were improved for the 1.6 by strengthening the engine block where necessary against vibration (they learned a lot from the diesel versions). Fascinating and well written article. That is not the only one difference, of course. I saw a lot of problems with the Holley two-barrel, and the rubber isolator it was mounted on–but I don’t know if that was on the Audi 1.7L or the newer Chrysler 2.2L. Yet another improvement that will sport a new generation of diesel cars in Europe. The Gen 3 EA888 with valve lift makes insane amounts of power with just a remap. 1) Dipstick: On the engine type EA113 (TFSI), it is on the left side in front of the valve cover. Nothing about the 330-lb/ft torque on the 5-cylinder front pulley bolt? It was the first marriage between an EA827 and an early version of the quattro system. 2.0 TFSI R4 EA113 2.0 T(F)SI R4 EA888 Gen1. New models, old classics, whatever you want! As long as you keep an eye on the cam follower and a few other minor issues. I will try and address as many of these as possible. Sp950 plugin download. NVH levels were subpar (because of the high pressures) as was the reliability. I've tried to read into the differences between MK6 and MK7 and so on. The Saying was “You Audi Not a Boughti” I moved on to Mercedes Benz in the late 70’s and left to join the digital revolution in the early 80’s. A veritable rainbow! The EA113 doesn't really share any parts with the EA888. The bore center spacing would later limit the diameter of the cylinders and subsequently the capacity, favouring torquey, vibration-prone, longstroke engines. June 28, 2016 June 24, 2019 Jovian . Suffice to say we would laugh on guild chat every time someone said his name. I’m talking 80s here: In its homeland the engines recieved a vast variety of carbs, the manually choked 2V by Keihin being the most reliable of them, delivering good performance and economy for decades untouched, while the more common Pierburgs, especially the later, thermowax-ridden 2E granted great performance as long as they ran right but quickly turned into an iffy running, fuel guzzling, hardly curable nightmare as soon some of the numerous vacuum- or later electrically-actuated governors went south. Two points: And there was a six cylinder version too; gasoline and diesel versions were used in VW’s LT light truck, and the diesel was used in Volvos. So this is the european version we're talking about. EA888 Gen3 vs EA888 Gen1 and EA113 - Why such huge gains? That sometimes great engines can be “produced for decades, without anyone even noticing” is a great observation. Did once snap a T belt, no damage to this non interference motor. EA888 tends to start producing maximum torque anywhere from 100 rpm lower and max power 500 rpm lower. Furthermore, there are reports on excessive engine wear and high oil consumption. There were gas and diesel versions used in the LT light truck, and the diesel was used by Volvo for some time, including in the US. Very interesting. The Lima 2.3 is a rock solid, dependable performer but especially compared to the VW engine, it was/is a real boat anchor. Your email address will not be published. Archived. Python plot time series. VW did recall the fuel injected ’70’s versions with no mileage restriction’s and replaced the seals at no charge. ea113 vs ea888, Home / Manufacturer / Volkswagen / Tiguan / 2.0 TSI (2009-2011) / APR Low Pressure Fueling System: EA113 and EA888 2.0T FWD. The EA113 doesn't really share any parts with the EA888. The Golf G60 Limited had, for example, AWD, DOHC and 210HP. The water channels between the cylinders were deleted and the bore was increased from 76.5mm to 79.5mm, making now 1.6 liters and 100HP (Codename XX). As if that wasn’t enough, two 1.8 16V 139HP engines formed the basis of the first modern V8 of Audi, with, wait for it, 2 x 1.8 = 3.6 liters capacity and 250HP. Despite the fame and ubiquity of the air-cooled flat-four VW motors, the water-cooled inline motors have now been in production, even setting aside the Audi antecedents, for about as long and presumably even higher volumes. Reply Reply Author. Solving all of this problems, Audi’s brand new engine for 1972, was introduced in the Audi 80 and right into troubled times. It sounded complicated, but it worked. Stretching the bore to 82,5mm, the thickness of the neighboring cylinder walls comes down to 5,5mm creating the 1.9 liter in the 1986 Audi 80 (SD). The actual year that they stopped making the ea827 was 2015 or maybe 2016, they still produced it for the vw caddy ecofuel which runs a 2.0 8v crossflow configuration and runs on gasoline and natural gas and is only made to run on 98 octane pump gas or natural gas which has a very high octane rating(due 13.5:1 compression ratio). The engines were praised for being revy, economical and light. In “Frankenstein” models from Autolatina such as VW Gol and Ford Del Rey, the high-line were offered with an EA827, while the basic-line came with an AE (alta economía) engine known as Ford CHT, a modified Renault-Sierra. Valve seals/valve guides tended to get the blame. It was just too lightly built, and things broke on a regular basis, items that went beyond my skills to fix. When the monthly repair bills approached a new car payment, I sold it on and rode my bicycle for a while. Appreciate any response, thanks. The rest of the car was not so much. They had crews running them 24hrs a day on american roads up and down the Southeast. Great engines indeed. As launched in 1972, it ended up having 1.3 – 1.5 liters but the engine block could still take this increase unmodified. Timing belt replacement was pretty easy on my 1980 GTI with the 1.6 litre. Thanks for the comprehensive history/timeline on this engine family, very interesting! During the 1980s, the 1.6 also kept getting better. Makes decent power with a remap. I did have an opportunity to drive several Rabbits over the years (though most were still fairly new) both gas and diesel, and no matter the displacement they were always good engines. I … They have solved most issues with the Gen 3 engines. So from what I've gathered the engine in my MK6 is a EA113 and the MK7 has a EA888. The first belt-driven car, the 1961 Glas 1004S did this by running auxiliaries like oil pump/gas pump/distributor directly from the crankshaft. Posted by 2 years ago. What we are really looking at then when we are talking about the 2.0TSI and 2.0FSI are the differences between the EA113 engine code normally associated as the FSI, and the EA888 engine code normally associated as the TSI. You may find more info if you search for FSI vs TSI. The 1.8TSI EA888/3 or Gen 3 was released in 2011.This engine was offered at first for Audi vehicles and later for other brands of VW Group. This engine also provided power for the 1978 Dodge Horizon, making 76HP. I like these engines and especially the way they sound, both the 4s as well as the 5s. As long as you keep an eye on the cam follower and a few other minor issues. What's the funniest name you've ever seen in WoW? This engine had quite the long history, and you’ve done a fine job of presenting it. Too often with many marques that can be difficult to do. Yes there was. It may be a diesel block converted to petrol, but i have no proof. It even still had points (remember those). What made things worse was we were still in the oil crisis of the 70′ so the cars were shipped with “Dirty Fuel”. I also remember issues with distributor shafts wobbling around because the bushings in the distributor housing wiped-out–again I’m not sure if that was the 1.7L Audi engine or the Chrysler 2.2L. HPA Motorsports is proud to announce its updated “Version 2” FSI (EA113) and TSI (EA888) cast aluminum intake manifold. Towards the end of the 1970s, VWs own smaller and cheaper engine EA801 was also growing and making inroads in the Golf and Passat, replacing the EA827 in the popular 1.3 displacement. While have read the EA111 and EA827 referred to as small block and big block engines respectively, is it known to what degree the EA111 was related to EA827? EA113 has its dip stick in the middle in front of the cylinder block, EA888 dip stick is on the left hand side on the driver side of the engine bay. Nothing about the early engines with no valve guides? Now they have a great Rep and I lust for a R8. The Gen 3 EA888 with valve lift makes insane amounts of power with just a remap. In 1981, through new casting techniques the bore was increased to 81mm and combined with the 1.7’s crankshaft it made a new 1.8 liter engine. Audi was already starting to get a bad rap for 100 LS with their Inboard brakes and some other various issues. I worked for a company that sold Emissions Exhaust Analyzers. It is actually a new engine family with an EA888 codename. VW seemed very resistant to join what was the “fad” to put twin cams on their engines, I can imagine the engineers felt (and rightly so) that they already had a great performer and they need not complicate it. Are these the sludge-maker series? A 16V head helped cure this, bumping power to 139HP (KR) in 1986. However in Audi trim they are equipped with variable valve lift and stronger internal, with power rated to 211bhp and 260-ish lb-ft, vs the US VW version of 200bhp and 207lb-ft.

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