It makes no difference if I am at part throttle or WOT. When applying gas the reading for the throttle position initially increases to match the pedal input as expected, then it dips down to about half the initial value, then it proceeds to fluctuate at a pretty constant rate, causing the uneven acceleration. the throttle is opening and closing slightly with a constant pedal input during acceleration rather than staying at the same position. Also out of curiosity I checked the position of the throttle body and that reading too was jumping up and down during acceleration (though not above 3.5 k). The boost pressure and the engine load graphs both jump up and down a bit during acceleration as I feel the car hesitate.
Tried running some graphs while driving to see if the readouts seemed weird. Using a cheap OBD scanner I checked for fault codes - there were none and no logged ones either. Changing them had no effect however, the engine still behaved the same way. 2022 prodam nahradni dily z motoru 1.4 TSI CAX - CAXA 1 000 K Blansko 679 62 2 x Oznait patný inzerát Chybnou kategorii Ohodnotit uivatele Smazat/Upravit/Topovat 1.4 tsi CAXA 90kw ALTERNATOR - 7.10. Started suspecting the spark plugs as they had never been changed from what I could see from the service records, thinking that maybe there was an occasional misfire. prodam vstriky 1.4 tsi CAXA 90kw,cena za kus Podobné inzeráty 1.4 tsi CAXA 90kw nahradni dily - 7.10. As soon at it reached a magic threshold around 3-3.5 k however it started running really smooth, WOT or not. The sensation was as if I would be varying the throttle input at a constant rate even though I held it still and this would happen even on part throttle, around 50% on the pedal. I only noticed it between 1.5-2 k RPM and 3-3.5 k RPM. Bought it when it had run about 50,000 km and it has worked perfectly since.Ī few weeks ago however I started experiencing some slight hesitation from the engine during acceleration under certain circumstances. The 1.4 TSI 103 kW (140 hp) with ACT system can switching off two cylinders for a less fuel consumption.I own a 2010 Golf with a mere 75,000 km (~46,600 miles) on the clock with the turbocharged 1.4 liter engine. The cylinders are equipped with five-hole injection nozzles precisely delivered fuel inside combustion chambers with up to three individual injections. The maximum injection pressure of the high-pressure pump is a 200 bar. Like the predecessor, the 1.4 TSI of EA211 has direct fuel injection system. The catalytic converter is mounted beyond the turbocharger for a quick warming up process.
#1.4 tsi caxa full
The integrated exhaust manifold reaches its optimal operating temperature very quickly after the engine is started it also cools the exhaust gases at full power mode increasing a turbocharger lifespan. A low-temperature loop flows through the intercooler and turbocharger housing. The cooling system for the 1.4 TSI has two loops. The engine has a turbocharger system with water-cooled intercooler integrated into the intake manifold. As before, the 1.4 TSI is equipped with hydraulic tappets and roller finger cam followers provided an automatically valve clearance adjustment and low friction. The 140+ hp engines incorporate both variable intake and exhaust timing. The 122 hp versions have variable intake timing only. The camshafts are driven by timing belt now (not a chain). The engine has an aluminum alloy 16-valve DOHC cylinder head with an integrated water-cooled exhaust manifold. That allows achieving more unification between cars built on MQB platform. The engine block is tilted by 12 degrees backward and the exhaust manifold is always at the back side near the firewall. The engine with new components became lighter by 24.5 kg than its predecessor. The stroke was increased to 80 mm while the cylinder bore was decreased to 74.5 mm (by 2 mm). There are a new die-forged steel crankshaft and connecting rods. First of all, the 1.4 TSI EA211 has a lightweight aluminum cylinder block with cast iron sleeves (liners) instead of complete cast iron block.
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