Volkswagen CAXA Specifications
| Engine Model: Volkswagen CAXA |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 84.8 cu.in (1.39 L) |
| Rated Engine Power: 121 Hp (90 kW) at 5000 rpm |
| Fuel System Type: Direct injection (FSI) |
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The Volkswagen CAXA is a 1.4-liter inline-four
turbocharged petrol engine from the EA111 family, produced between 2007 and 2015
as one of the most widely deployed "downsized" powerplants across the Volkswagen
Group. Engineered as a single-turbocharged variant within the TSI (Turbocharged
Stratified Injection) lineup, the CAXA was positioned below the more complex
twincharger engines that combined supercharging and turbocharging, offering a
balance of power, fuel efficiency, and reduced manufacturing complexity.
This engine became a cornerstone of Volkswagen’s strategy to replace naturally
aspirated 1.6-liter and 1.8-liter engines with smaller-displacement
forced-induction units that delivered comparable power with significantly lower
fuel consumption and carbon dioxide emissions.
The CAXA employs a 1,390 cc displacement achieved through a 76.5 mm bore and
75.6 mm stroke, a square design that balances piston speed with torque
production. The double overhead camshaft (DOHC) valvetrain operates 16 valves
through direct-acting bucket tappets, with the camshafts driven by a timing
chain designed for the engine’s service life. The compression ratio of 10.0:1 is
calibrated for direct injection operation with turbocharging. The fuel system
utilizes high-pressure direct injection (FSI) with a high-pressure fuel pump
driven by the intake camshaft, delivering fuel at pressures up to 150 bar (2,175
psi) directly into the combustion chambers.
Power output is rated at 90 kW (122 PS / 121 hp) at 5,000 rpm, with peak torque
of 200 Nm (147 lb-ft) available across a broad plateau from 1,500 to 4,000 rpm.
This torque characteristic provides responsive low-end acceleration suited to
urban driving while maintaining adequate power for highway cruising. The
single-stage Mitsubishi TD025 turbocharger incorporates an integrated
water-cooled intercooler within the intake manifold, reducing charge air
temperature without the packaging requirements of a separate front-mounted
intercooler. The engine meets Euro 5 emissions standards and achieves fuel
consumption figures of 6.2 to 6.8 L/100 km (34 to 38 mpg US) depending on
vehicle application.
The CAXA operates on a four-stroke gasoline cycle with turbocharged induction
and direct fuel injection. The engine utilizes an inline four-cylinder
configuration with a double overhead camshaft (DOHC) and four valves per
cylinder.
Engine Type: Inline-4, water-cooled, 4-stroke, turbocharged gasoline.
Displacement: 1,390 cc (84.8 cu.in).
Bore: 76.5 mm (3.01 in).
Stroke: 75.6 mm (2.98 in).
Compression Ratio: 10.0:1.
Firing Order: 1-3-4-2.
Idle Speed: 700-750 rpm, electronically controlled.
Maximum Engine Speed: 6,500 rpm with fuel cut-off at 6,800 rpm.
Maximum Power: 90 kW (121 hp) @ 5,000 rpm.
Maximum Torque: 200 Nm (147 lb-ft) @ 1,500-4,000 rpm.
Fuel System: Direct injection (FSI) with high-pressure fuel pump.
Aspiration: Single-stage turbocharger with integrated water-cooled charge air
cooler in intake manifold.
The cylinder block is constructed from cast iron with
an open-deck design. This material choice provides the structural rigidity
required for turbocharged operation while maintaining dimensional stability
under thermal cycling. The block features a deep-skirt design that extends below
the crankshaft centerline, contributing to overall engine rigidity and vibration
reduction.
The cylinder bores are integrally cast into the block with no replaceable
liners. Each bore is induction-hardened to provide a durable wear surface for
the piston rings. The water jackets surrounding the cylinder bores are
configured to provide uniform cooling across the entire height of the piston
travel.
Main bearing caps are manufactured from nodular cast iron and are secured with
four bolts each - two vertical bolts through the cap and two horizontal
cross-bolts through the lower crankcase structure. Crankshaft: Cast iron with
five main bearings, fully counter-weighted with eight counterweights. The
crankshaft features induction-hardened bearing surfaces.
Main Bearing Journal Diameter: 52.0 mm (2.05 in)
Connecting Rod Journal Diameter: 48.0 mm (1.89 in)
Connecting Rods: Forged steel with a fracture-split cap design
Piston Material: Cast aluminum alloy with anodized ring grooves and a
low-friction skirt coating. The piston crown incorporates a re-entrant bowl
design optimized for direct injection combustion. Piston Cooling: Oil spray jets
mounted in the crankcase direct engine oil to the underside of each piston
crown. These jets are calibrated to activate at oil pressures above 150 kPa (22
psi).
The cylinder head is a single-piece cast aluminum alloy
construction spanning all four cylinders. The DOHC configuration places two
camshafts in the head - one intake and one exhaust - operating four valves per
cylinder through inverted bucket-type tappets.
Valvetrain: Double overhead camshaft (DOHC) with four valves per cylinder,
totaling 16 valves. The valvetrain utilizes mechanical bucket tappets with shims
for valve clearance adjustment. Hydraulic lash adjusters are not used in this
engine. The camshafts are driven by a timing chain.
Intake Valve Diameter: 30.0 mm (1.18 in)
Exhaust Valve Diameter: 26.0 mm (1.02 in)
Valve Lift (Intake): 8.5 mm (0.335 in)
Valve Lift (Exhaust): 8.5 mm (0.335 in)
Valve Clearance (cold): Intake 0.10-0.20 mm (0.004-0.008 in); Exhaust 0.20-0.30
mm (0.008-0.012 in). Valve Seat Material: High-strength sintered alloy with
induction-hardened contact surfaces. Valve Spring Material: High-tensile steel
with a beehive design to reduce reciprocating mass.
Camshaft Drive: Silent-type Morse timing chain with an automatic hydraulic
tensioner. The chain drives from a sprocket on the crankshaft to the intake
camshaft sprocket, with a secondary chain transferring drive from the intake to
the exhaust camshaft. The timing chain and tensioner are known service items;
chain stretch or tensioner failure can cause rattling noise and timing
correlation issues.
The fuel system is a high-pressure direct injection
system operating at pressures up to 150 bar (2,175 psi). Fuel is delivered
directly into the combustion chamber through multi-hole injectors positioned
centrally in the cylinder head. Fuel Injectors: Solenoid-type direct injectors
with six nozzle orifices. The injectors are mounted at an angle to direct the
fuel spray toward the spark plug and the re-entrant bowl in the piston crown.
High-Pressure Fuel Pump: Single-piston plunger pump driven by a four-lobe cam on
the intake camshaft. The pump incorporates an integrated pressure control valve
and delivers fuel at pressures ranging from 50 to 150 bar (725 to 2,175 psi)
depending on engine load and speed. The cam follower that interfaces between the
pump and the camshaft lobe is a known wear item. Low-Pressure Fuel System:
4.0-6.0 bar (58-87 psi) supplied by an electric lift pump located within the
fuel tank.
Fuel Rail: High-pressure stainless steel rail with integrated pressure sensor.
Intake Manifold: Composite resin construction with an integrated water-cooled
charge air cooler. The intercooler is housed within the intake manifold casting,
reducing charge air temperature without external plumbing. Throttle Body:
Electronically controlled drive-by-wire system with a bore diameter of 55 mm
(2.17 in). Fuel Requirement: Minimum octane rating of 95 RON (91 AKI) for
optimal performance; 91 RON (87 AKI) is permissible with reduced output.
The lubrication system is a fully pressurized wet-sump
design with a gear-type oil pump mounted on the front of the engine. The pump is
driven directly by the crankshaft through the timing chain system. Oil Pump
Type: Gear-type pump with integrated pressure relief valve.
Recommended Oil Viscosity: 5W-30 fully synthetic meeting VW 504.00 / 507.00
specification. Low-ash formulations are required for the direct injection system
and turbocharger protection.
Oil Capacity (including filter): 3.6 liters (3.8 qt).
Oil Pressure (at idle, warm): 100-150 kPa (15-22 psi).
Oil Pressure (at 3,000 rpm, warm): 300-400 kPa (44-58 psi).
Oil Filter Type: Spin-on full-flow filter with integral bypass valve and
anti-drainback valve.
Oil Cooler: Water-to-oil heat exchanger integrated into the oil filter mounting
base.
Oil Pan: Stamped steel with integrated baffling.
The cooling system is a pressurized, thermostatically
controlled circuit utilizing a belt-driven centrifugal water pump. The system
incorporates a dual-circuit design with separate circuits for the engine and the
turbocharger. Water Pump Type: Centrifugal with a mechanical seal, mounted to
the front of the cylinder block and driven by the accessory drive belt.
Coolant Type: Ethylene-glycol based antifreeze meeting VW G12+ or G13
specification. Coolant Capacity (engine and radiator): 6.5-7.0 liters (6.9-7.4
qt) depending on vehicle model. Thermostat: Wax-type thermostat with an opening
temperature of 87 °C (189 °F) and a full-open temperature of 102 °C (216 °F).
Radiator: Cross-flow aluminum radiator with plastic tanks. Charge Air Cooling:
Water-cooled intercooler integrated within the intake manifold, utilizing a
dedicated low-temperature coolant circuit with a separate radiator mounted in
front of the main engine radiator. Cooling Fan: Electric fan assembly controlled
by engine coolant temperature sensor and air conditioning system demand.
Distributorless ignition system with coil-on-plug
configuration. Each cylinder has an individual ignition coil mounted directly
over the spark plug. Ignition timing is controlled by the engine control unit
based on crankshaft position, camshaft position, knock sensor inputs, and engine
load. Spark Plugs: NGK IFR6T-11 or equivalent iridium. Spark Plug Gap: 0.7-0.8
mm (0.028-0.031 in).
Mitsubishi TD025 single-stage turbocharger with a
wastegate controlled by an electronic solenoid valve. The turbocharger
incorporates water-cooled bearing housing and is mounted directly to the exhaust
manifold. Maximum boost pressure is 0.8 bar absolute (12 psi gauge) under full
load conditions. The wastegate linkage is a known wear point; excessive play can
cause a metallic rattling noise and boost pressure control issues.
Timing Drive: Silent-type Morse timing chain with an
automatic hydraulic tensioner. The tensioner utilizes engine oil pressure to
maintain chain tension. The chain system is a known service item; extended oil
change intervals or low oil pressure can lead to chain stretch. A rattling noise
on cold start indicates tensioner failure or chain wear; progression can cause
the chain to jump teeth, resulting in valve-to-piston contact.
Engine Management System: Bosch MED17 electronic control unit (ECU) with
integrated fuel injection control, ignition timing control, boost pressure
control, and diagnostic functions. The ECU utilizes a combination of Mass Air
Flow (MAF) sensor and Manifold Absolute Pressure (MAP) sensor for load
detection.
Exhaust System: Cast iron exhaust manifold integrated with the turbocharger
mounting. The exhaust system incorporates a close-coupled three-way catalytic
converter for rapid light-off during cold starts. The system meets Euro 5
emissions standards.
Overall Length: 620 mm (24.4 in)
Overall Width: 640 mm (25.2 in)
Overall Height: 680 mm (26.8 in)
Dry Weight (complete engine): 125 kg (276 lb)
Engine Oil and Filter Change: 15,000 km (9,000 mi) or
12 months for fully synthetic oil meeting VW 504.00/507.00 specification;
reduced intervals of 10,000 km (6,000 mi) for severe service. Timing Chain:
Inspection is recommended if rattling noise is present on cold start. Timing
chain stretch and tensioner failure are common issues; proactive replacement is
advised at 100,000-120,000 km (60,000-75,000 mi) to prevent engine damage.
Valve Clearance Inspection: Every 60,000 km (37,000 mi). Adjustment is performed
by selecting and installing replacement shims of appropriate thickness under the
bucket tappets. Fuel Filter: Integrated into the fuel pump module within the
fuel tank. Engine Air Filter Element: Replace every 30,000 km (18,000 mi) or
when visibly contaminated. Coolant Replacement: 80,000 km (48,000 mi) or 4
years.
Drive Belt Inspection: Every 15,000 km (9,000 mi) for cracks, fraying, glazing,
and proper tension. Drive Belt Replacement: 80,000 km (48,000 mi) or 4 years.
Spark Plug Replacement: 60,000 km (37,000 mi) for iridium plugs. High-Pressure
Fuel Pump Cam Follower: Inspection at 60,000 km (37,000 mi); replacement is
recommended if wear is visible.
Follower failure can damage the intake camshaft and the fuel pump. Intake Valve
Carbon Cleaning: Direct injection engines accumulate carbon deposits on intake
valves over high mileage. Cleaning via walnut blasting or chemical induction is
recommended at 80,000-100,000 km (48,000-60,000 mi) if cold-start roughness,
reduced power, or increased fuel consumption is observed.
Cylinder Head Bolts, Step 1: 30 Nm (22 lb-ft)
Cylinder Head Bolts, Step 2: 60 Nm (44 lb-ft)
Main Bearing Cap Bolts, Step 1: 30 Nm (22 lb-ft)
Main Bearing Cap Bolts, Step 2: 60 Nm (44 lb-ft)
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft)
Camshaft Bearing Caps: 15 Nm (11 lb-ft)
Camshaft Sprocket Bolts: 70 Nm (52 lb-ft)
Timing Chain Tensioner: 25 Nm (18 lb-ft)
Intake Manifold to Cylinder Head: 20 Nm (15 lb-ft)
Exhaust Manifold to Cylinder Head: 25 Nm (18 lb-ft)
Turbocharger to Exhaust Manifold: 28 Nm (21 lb-ft)
Turbocharger Oil Feed Line: 25 Nm (18 lb-ft)
Turbocharger Water Lines: 25 Nm (18 lb-ft)
High-Pressure Fuel Pump Mounting Bolts: 20 Nm (15 lb-ft)
Fuel Rail Mounting Bolts: 25 Nm (18 lb-ft)
Fuel Injector Clamp Bolts: 15 Nm (11 lb-ft)
Oil Pan Bolts: 12 Nm (9 lb-ft)
Valve Cover Bolts: 10 Nm (7 lb-ft)
Spark Plugs: 20 Nm (15 lb-ft)
Crankshaft Pulley Bolt: 150 Nm (111 lb-ft)
Flywheel / Flexplate Bolts: 60 Nm (44 lb-ft)
Engine Mount Brackets to Block: 50 Nm (37 lb-ft)
The CAXA engine was extensively utilized across the
Volkswagen Group’s compact and mid-size passenger car platforms from 2007
through 2015.
Volkswagen Golf Mk5 (2007-2008) and Golf Mk6 (2008-2015): The Golf received the
CAXA as the 1.4 TSI engine option, replacing the 1.6-liter naturally aspirated
engine. The engine was mounted transversely with front-wheel drive and was
offered with either a six-speed manual transmission or a seven-speed dual-clutch
automatic (DSG).
Volkswagen Scirocco Mk3 (2008-2015): The Scirocco coupe received the CAXA as the
base turbocharged petrol engine, providing 122 hp output in the 1.4 TSI
configuration.
Volkswagen Passat B6 (2007-2010) and Passat B7 (2010-2015): The Passat mid-size
sedan and estate received the CAXA as an entry-level petrol engine in select
markets, where the 1.4 TSI provided fuel-efficient operation in the larger
vehicle platform.
Volkswagen Tiguan Mk1 (2007-2015): The Tiguan compact SUV received the CAXA as
the 1.4 TSI engine option in front-wheel-drive configurations, with the engine
calibrated for the vehicle’s higher curb weight.
Volkswagen Jetta Mk5 (2007-2010) and Jetta Mk6 (2010-2015): The Jetta sedan
received the CAXA as the 1.4 TSI engine option in markets outside North America,
where smaller-displacement forced-induction engines were prioritized.
Volkswagen EOS Mk1 (2007-2015): The EOS convertible received the CAXA as an
entry-level petrol engine option, providing a balance of power and efficiency
for the retractable-hardtop model.
Audi A1 (8X, 2010-2015): The A1 premium supermini received the CAXA as the 1.4
TFSI engine option, with the engine mounted transversely and offered with manual
or dual-clutch transmissions.
Audi A3 (8P, 2007-2012): The A3 received the CAXA as the 1.4 TFSI engine option
in the entry-level trim, replacing earlier 1.6-liter naturally aspirated
engines.
Skoda Octavia Mk2 (2007-2013): The Octavia compact liftback and estate received
the CAXA as the 1.4 TSI engine option, where the engine was offered with manual
and dual-clutch transmissions.
Skoda Superb II (2008-2015): The Superb received the CAXA as the entry-level
petrol engine in select markets, with the 122 hp output providing adequate
performance for the larger sedan platform.
Skoda Yeti (2009-2015): The Yeti compact SUV received the CAXA as the 1.4 TSI
engine option in front-wheel-drive configurations.
Seat Leon Mk2 (2007-2012): The Leon received the CAXA as the 1.4 TSI engine
option, replacing the 1.6-liter naturally aspirated engine in the Spanish-market
version of the Golf platform.
Seat Altea (2007-2015): The Altea compact MPV received the CAXA as the 1.4 TSI
engine option in the mid-cycle facelift models.
Seat Toledo Mk3 (2007-2009): The Toledo received the CAXA as the 1.4 TSI engine
option during the final years of the model’s production.
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