VW/Audi 1.0 TSI EA211: Everything You Need To Know

Small engines are increasingly appearing beneath the hoods of compact, midsize, and van automobiles amid an era of downsizing. The VAG company, for example, employs the aforesaid technology and provides, among other things, the petrol engine 1.0 TSI, which is present in numerous vehicles. Volkswagen, koda, Audi, and Seat are just a few examples.

The ground-breaking 1.0 TSI in the new Volkswagen is up! The GTI01 has been crowned the 2018 International Engine of the Year. And to make it sweeter, the three-cylinder turbo engine was able to earn one of the most coveted prizes in the world of engine manufacturing.

An international panel comprised of leading journalists gave the VW/Audi 1.0 TSI engine its highly anticipated award. The experts assessed engines in 12 categories for 2018’s pool of engines to choose from, with the 1.0 TSI beating out stiff competition in its cubic under 1.0-liter capacity class.

What are VW/Audi 1.0 TSI EA221 Engines? 

The platform-friendly MQB modular modules MOB (from Modulare Ottomotoren Baukasten) and 1.4 TSI engine with 140 horsepower served as the foundation for developing a new EA211 engine family. 

Derivatives are created by changing engine parameters like removing exhaust valve phase variations or utilizing a less efficient turbocharger, lowering the number of cylinders, or refining the combustion process. 

However, though they are mostly correlated in street-side conversations, these engines have nothing in common with the previous generation 1.2 / 1.4 TSI EA111 engine, which has been plagued by issues such as oil combustion and timing chain short circuits.

The VW/Audi EA211 family’s smallest engine is the 1.0 TSI, which we will talk about in this article. Volkswagen debuted the engine in 2015 as part of its downsizing plan. The downsizing of engines became a trend when most of the largely-designed engines made their way on smaller vehicles like what we have now. 

To proceed, the engine is a 1.0-liter 3-cylinder gasoline turbocharged engine planned for the VW Polo Mk6, Golf Mk7, and other Volkswagen AG vehicles in various power configurations.

Engine Specifications and Design: 

  • Production Run: 2015 – Present
  • Cylinder Head Material: Aluminum
  • Cylinder Block Material: Aluminum
  • Configuration: Inline 3
  • Bore: 74.5 mm
  • Stroke: 76.4 mm
  • Valvetrain: DOHC four valves per cylinder
  • Displacement: 1.0 L (999 cc)
  • Compression Ratio: 10.5
  • Weight: 205 lbs.
  • Maximum HP: 115 HP at 5,000 – 5,500 RPM
  • Maximum Torque: 147 lb-ft at 1,500 – 3,500 RPM

Engine Design: 

1. Origins 

The atmospheric 1.0 MPI engine debuted with 60 to 75 HP and 70 lb-ft of torque. Later, it was joined by the Koda Fabia, VW Polo, and Seat Ibiza. The three-cylinder engine was outfitted with a block and an aluminum head. 

In addition to that, unlike the bigger gasoline units in the group, indirect fuel injection is employed here, which allows for the installation of a gas system. Regular oil and filter changes ensure smooth and cost-effective operation.

Individual examples showed an increase in motor oil consumption, which might be attributed to how the vehicle was utilized. The unit is still available in a variety of variants, with a 1.0 TSI extension. However, some users have complained about the three-cylinder engine’s harsh sound. Hence, the eventual release of the TSI ones. 

2. Resemblance to the larger 1.4 TSI

The cylinders in the 1.0 TSI engines are the same diameter as those in the 1.4 TSI. However, the 1.0 TSI has three cylinders. To put it simply, 1.0 TSI engines were created by deleting a single cylinder. 

The reason why cylinders of the same diameter as in 1.4 TSI were utilized is to save production costs and promote continuity of the product in one sitting. This enables the use of the same materials and standards for several production machines in manufacturing facilities. 

3. 2015 Debut

In 2015, the 1.0 TSI engine, based on the earlier 1.0 MPI, was released. It was built on the foundation of a weaker atmospheric engine, with several features added to improve engine efficiency. 

One of the most significant changes in the substitution of direct fuel injection with simple indirect fuel injection. On top of that, turbocharging significantly increases power and, more importantly, flexibility. 

The engine, which weighed just 205 pounds, swiftly found its way under the hoods of the koda Octavia, Fabia, Seat Ibiza, Leon, and many more vehicles in the group. The engine generates a wide range of power output and torque from 82, 86, 90, 95, 110, and 115 HP and 118-148 lb-ft of torque, depending on the model. 

4. Cylinder Block

The VW/Audi 1.0l TSI cylinder block uses a die-cast aluminum alloy with an open-deck design and rough-cast cylinder liners. For vibration and friction reduction, the engine uses a forged steel crankshaft with compact 45-mm crankshaft bearings and connecting rod bearings.

Even though the engine only relies on its 3-cylinder architecture, the optimized moving masses of the forged connecting rods and aluminum pistons, the unique vibration damper, and the flywheel with drilled holes allowed for the elimination of a balancing shaft.

5. Cylinder Head

The VW/Audi 1.0 TSI engine, like the 1.4 TSI EA211 engine, has an aluminum cylinder head with an integrated exhaust manifold. The reason why the engine has fast warming up duration. 

Each cylinder has four valves in the cylinder head for a total of twelve valves. The valves are controlled by roller rocker arms. The Hydraulic valve-clearance compensators or the lifters/lash adjusters are installed in the valvetrain. 

On top of that, the engine is equipped with two overhead camshafts powered by a toothed belt and housed in a separate camshaft housing connected to the cylinder head. The camshafts in that housing are not detachable since it forms an integral module. The variable valve intake and exhaust timing are used in the engine.

6. Fuel Management

The VW/Audi 1.0 TSI engine has a vane-type oil pump that is directly operated by the crankshaft along with a continuously variable oil pressure control for the oil system. In addition to that, the oil pressure is controlled by the engine load, engine speed, and oil temperature. The maximum pressure generated by the oil pump is 48 psi. 

The high-pressure direct injection fuel system has 5-hole injectors and runs at injection pressures ranging from 1740 to 1812 psi. The great performance and low emissions would not have been possible without the use of a turbocharger. 

The 1.0l TSI is equipped with a turbocharger with an electronically regulated bypass flap, an engine coolant-cooled charge air cooler, and a plastic intake manifold. The close-coupled catalytic converter is used after traversing the turbocharger to further reduce emissions. The Bosch Motronic ME 17.5.21 manages the ECU duties. 

7. Emissions

One of the primary goals in establishing and innovating the new TSI was to achieve the lowest feasible emissions. VW/Audi did a great job, though, because they were able to secure this accomplishment by using engine advancements such as a new 5-hole piezoelectric injector, high injection pressure, a newly built turbocharger, new pistons, and an innovative emission after-treatment system. 

As a result of the engine and pollution control methods, long-term functioning is ensured. Further, a new four-way catalytic converter with an integrated petrol particle filter is also a key component of the emission after-treatment system. The PPF or Petrol Particle Filter decreases particulate emissions by 95%. 

A second three-way catalytic converter in the underbody ensures that the EU 6AG standard is met – even under heavy loads. The EU 6AG emission standard incorporates fuel consumption measures based on the new, more realistic Worldwide Harmonized Light Vehicles Test Procedure (WLTP) and Real Driving Emissions (RDE) test. The measurements are taken using a dynamometer in real-world situations.

Applications of VW/Audi 1.0 TSI Engines: 

  • Volkswagen Up!
  • Škoda Fabia III
  • Škoda Citigo
  • Seat Mii
  • Seat Ibiza Volkswagen Golf VII
  • Volkswagen T-Roc
  • Volkswagen Polo
  • Fourth-Gen Seat León
  • Audi A1

Problems Surrounding VW/Audi 1.0 TSI Engine:

The TSI engines in General made by Volkswagen don’t seem to be enjoying a very good reputation. Pop-up cases where you can tow the drive chain or crack pistons and burn oil over 1 liter per 1000 kilometers. It’s likely that they’ve drawn conclusions from these events because there is evidence in their newest generation which will surely make them create better machines. 

Some of these issues include:

1. Loud and Hard Operation

The TSI engine is known for its noisy and “hard” functioning, which is caused by the direct injection of high-pressure fuel or exhaust into the passenger compartment. The loudness and color of the sound are determined by the type of the vehicle, though. 

The quantity of sound-absorbing material is little, yet the engine is only audible beyond 3500 rpm in the Polo, Golf, or Octavia. Vibrations are more noticeable when the engine is started and idling.

2. Carbon Build-Up

VW engines with solely direct injection, such as the VW 1.0l TSI, have a common issue with carbon buildup on the intake ports and intake valves. It happens all the time since there isn’t enough gasoline to act as a natural cleaning in the intake ports. 

The soot coating inhibits airflow, reduces engine output, and causes severe damage to intake valves and valve seats. The greatest thing you can do, and we also suggest, to avoid this problem, is to use proper gasoline octane. However, mechanical cleaning at least every 50k miles is also a good idea to maintain the engine in good working order.

3. Advance Electronic Equipment

Though this is not a bad thing, having ahead of the packing equipment sometimes puts the engine at risk due to the lack of spare parts once it starts breaking. Engineers attempted to maintain the simplicity of a low-cost 3-cylinder engine, but the current equipment of the 1.0 TSI necessitates complex electronics (i.e., sensors, control units and etc.). 

All of these costly components add to the list of possible faults for automobiles equipped with the engine.


VW/Audi has been on the market for a long time, and their engines have always been known to be powerful. Such is the 1.0 TSI. There are many indications in this generation of cars about how much care was put into designing it from day one so even early adopters won’t run into childhood diseases like before.

In addition to that, the 1.0 TSI engine has much more torque at a wide range of speeds, which is good for people who enjoy driving the car and want to feel in control all day long.

It isn’t just about how fast you can go, though–it’s also important what kind of power your vehicle produces on that speed factor alone. The VW small-displacement conventional MPI-type engines produce similar results but lack this great attribute found only with larger counterparts like diesel or gasoline-powered vehicles.

The new TSI engine also does well with its owners- drivers really seem satisfied no matter which type of vehicle they choose. With its high torque and efficiency, the 1.0 TSI engine is a joy to drive. 

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