Car engines produced in Germany enjoy a well-deserved reputation for reliability and durability. power units. This fully applies to the products of the famous automotive concern Volkswagen A. G., whose engines are developed and manufactured on the basis of the most modern technical solutions. These include various modifications of the EA 827 power unit (cylinder volume 1.8 l), among which the line of reduced EA 827 1.6 engines (pn, aek, ana, aeh, alz, etc.) is especially interesting. Its worthy representative is the bfq engine, installed, for example, on Skoda Octavia cars.

Specifications

OPTIONS	MEANING
Cylinder volume (working), cubic meters cm.	1595
Maximum power, l. With. (at 5600 rpm)	102
Maximum torque, Nm (at 3800 rpm)	148
Number of cylinders	4
Number of valves per cylinder	2
Total number of valves	8
Cylinder diameter, mm	81
Piston stroke, mm	77.4
Fuel supply system	MPI multi-point injection
Compression ratio	10.3
Type of fuel	Unleaded gasoline AI-95
Fuel consumption, l/100 km (city/highway/mixed mode)	9,7/5,6/7,1
Lubrication system	Combined (pressure + spray)
Motor oil used	5W-30, 5W-40, 0W-40
Oil volume in the crankcase, l	4.5
Cooling system	Liquid, closed type.
Coolant	Cooling concentrate G11 (blue-green) or G12 (red), diluted with distilled water.
Coolant volume (diluted), l	4
Motor resource, thousand km	300

The engine is installed on Skoda Octavia, Volkswagen Bora, Volkswagen Golf IV, Skoda Octavia Tur.

Description

The VW 1.6 bfq engine is part of a line of power units using piston group, designed for a compression ratio of 10.3:1. In addition to this, it includes motors with the designations ALZ, AVU, AYD, BFS, BGU, BSE, BSF, CCSA. These engines were produced by the Volkswagen A. G. concern for 7 years (2000-2006).

A large number of factory designations is mainly due to the use of various attachments, new firmware electronic unit engine control, as well as technological and/or design improvements constantly introduced during the production process.

Structurally, the VW 1.6 bfq engine is a smaller version of the EA 827 1.8 engine (1983), in the cast iron cylinder block of which a short-stroke crankshaft was installed, providing a piston stroke to cylinder diameter ratio of about 0.956. This made it possible to increase engine power by high speed crankshaft

while maintaining a small cylinder volume. At the same time, the throttle response of the power unit at low speeds has deteriorated somewhat.

The aluminum overhead camshaft cylinder head is equipped with a SONC 8V valve timing mechanism. The variable valve timing system is located on the intake shaft. The gas distribution mechanism is driven by a toothed belt, and if it breaks, the valves bend. In this regard, the drive belt must be changed at least every 50...60 thousand kilometers.

Adjustment of the thermal clearances of the valves during operation is not required, since there are special hydraulic compensators.

Maintenance Regular Maintenance

• VW 1.6 bfq power units is an unconditional condition for trouble-free operation for a long time. The list of operations and the frequency of their implementation are stipulated, for example, in the operating manual for a car such as the Skoda Octavia. In particular, it is recommended to replace:
• engine oil, oil and air filters - every 15 thousand km;
• fuel filter - after 30 thousand km;
• timing belt drive - every 75 thousand km;

spark plugs - at least every 45 thousand km.

In addition, the use of diluted G11 or G12 concentrates as a coolant requires compliance with certain rules:

• 1. G11 concentrate is a blue-green liquid, which is diluted with distilled water in the following ratio:
• 1:2 (33%) – from -10°С to -25°С;
• 1:1 (50%) – from -35°С to -50°С;
• 1.5:1 (60%) – from -35°С to -50°С;

2. Coolant based on G11 concentrate requires replacement at least once every 2 years.

3. G12 concentrate (G12+, G12++) is a red liquid, which is also diluted with distilled water in the following proportions:

• 1:2 (33%) – up to -20°С;
• 1;1.5 (60%) – down to -27°C;
• 1:1 (50%) – up to -40°С.

Coolant based on G12 concentrate (G12+, G12++) must be changed once every 4 years.

Malfunctions

The VW 1.6 bfq engine is considered to be quite reliable, allowing you to drive more than 300 thousand km without major repairs, however, it also has a number of typical malfunctions, some of which are shown in the table.

An unpleasant feature that owners of cars equipped with a bfq engine often encounter is the strong vibration of the engine during operation. You can eliminate this defect:

• flashing the electronic engine control unit;
• increasing the crankshaft speed in idle mode.

Tuning

The VW 1.6 bfq power unit is an engine designed for use in conventional city cars. It is practically not suitable for off-road use or use in sports mode. Therefore, when trying to significantly increase the power of the bfq engine, the owner will have to replace almost all the “internals” and the 8-valve cylinder head. In this regard, tuning is usually limited to changes that make it possible to increase engine power from 5 to 30 hp. With.

1. Increase the power of the VW 1.6 bfq engine by 5...10 hp. With. This can be done by simply reflashing the electronic control unit. Wherein the only problem It may be the selection of suitable firmware for a specific engine.
2. After carefully tuning the engine, you can get a power increase of 20 to 30 hp. With. Meeting the wishes of the owner of a car with a bfq engine, qualified specialists specialized tuning studios can install instead of standard parts and components:

• Sports camshaft.
• Receiver for 8 valve engine.
• Direct-flow exhaust system without catalyst.

In the line of 1.6 MPI gasoline engines from the manufacturer VW, the BSE engine has a rating of +5 points. This unit was produced by three factories: the Mexican Puebla Plant, the German Salzgitter Plant and the Hungarian Audi Hungaria Motor Kft from the end of the last century to 2010. Until now, the internal combustion engine is in the TOP 10 power drives of German cars, conventionally classified as “millionaires”.

Technical specifications BSE 1.6 l/102 l. With.

To provide parameters of 153 Nm and 102 hp. With. The engine uses an in-line design, a compression ratio of 10.5, distributed injection, variable intake tract geometry. The developers included 2 valves per cylinder, so the timing diagram of the engine corresponds to SOHC 8V.

The official manual states that the internal combustion engine has a potential of around 50 hp. pp., which allows you to increase the power on your own. The following table provides the technical specifications of the BSE for your study:

Manufacturer	GM DAT
Engine brand	B.S.E.
Years of production	1985 – 2010
Volume	1595 cm3 (1.6 l)
Power	75 kW (102 hp)
Torque moment	153 Nm (at 4200 rpm)
Weight	117 kg
Compression ratio	10,5
Nutrition	injector
Motor type	in-line petrol
Ignition	switching, contactless
Number of cylinders	4
Location of the first cylinder	TVE
Number of valves on each cylinder	2
Cylinder head material	aluminum alloy
Intake manifold	polymer material
	cast iron
Camshaft	8 jaws
Cylinder block material	cast iron
Cylinder diameter	81 mm
Pistons	low skirt
Crankshaft	cast 4 counterweights
Piston stroke	77.4 mm
Fuel	AI-92
Environmental standards	Euro 4
Fuel consumption	highway – 8 l/100 km combined cycle 9.8 l/100 km city ​​– 12 l/100 km
Oil consumption	maximum 0.6 l/1000 km
What kind of oil to pour into the engine by viscosity	5W30, 5W40, 0W30, 0W40
Which engine oil is best by manufacturer	Liqui Moly, VAG, Motul, Mobil
Oil for BSE by composition	synthetics, semi-synthetics
Engine oil volume	4.5 l
Operating temperature	95°
ICE resource	stated 300,000 km real 500000 km
Adjustment of valves	hydraulic compensators
Cooling system	forced, antifreeze
Coolant volume	8.1 l
water pump	Hepu P545
Candles on BSE	BKUR6ET-10 from NGK
Spark plug gap	1.1 mm
Timing belt	Gates 5489 XS, service life 100,000 km
Cylinder operating order	1-3-4-2
Air filter	NAC 77116
Oil filter	Champion COF100183S, Bosch 0986SF2108, Blue Print ADV182108, Alco SP-978
Flywheel	Luk 415049709, 411013310 (with bolts)
Flywheel mounting bolts	M12x1.25 mm, length 26 mm
Valve stem seals	manufacturer Goetze
Compression	from 12 bar, difference in adjacent cylinders maximum 1 bar
Speed ​​XX	750 – 800 min-1
Tightening force of threaded connections	spark plug – 25 Nm flywheel – 60 Nm + 90° clutch bolt – 13 – 20 Nm bearing cap – 40 Nm + 90° (main) and 30 Nm + 90° (rod) cylinder head – three stages 40 Nm + 90° + 90°

The user manual provides a description of all assembly, replacement and assembly operations with drawings, allowing you to perform major repairs without the involvement of specialists.

Design Features

The developers have incorporated the following design features into the BSE engine:

• inside the cast-iron cylinder block there are “wet” cast-iron liners;
• single-shaft cylinder head made of aluminum alloy;
• hydraulic compensators for adjusting valve thermal clearances without user intervention;
• Simos1 ECU, catalyst and two lambda probes;
• variable geometry of the intake manifold;
• self-diagnosis system and the ability to adjust detonation;
• plasma treatment of the cylinder mirror;
• rationally arranged attachments do not interfere with production major renovation;
• modernization by removing the EGR valve made it possible to get rid of power losses.

Advantages and disadvantages

The simple design of the internal combustion engine provides a service life of more than 500,000 km. Even if the timing belt breaks, no unpleasant consequences for the user is not expected, since the piston does not bend the valve when it encounters them. Maintenance and boosting in a garage with your own hands is not difficult.

An unpleasant feature of the power drive is increased vibrations(almost convulsions) at the moment of starting. Immediately after warming up, they disappear completely; it is impossible to get rid of this defect due to the presence of an additional compressor.

In principle, the 1.6 liter BSE engine has only two competitors - the more powerful 1.8 liter and the economical 1.2 liter. Only high-resource attachments were used.

List of car models in which it was installed

We used a naturally aspirated in-line BSE engine in Audi cars:

• A3 I – September 1996 – May 2003, family hatchback;
• A3 II – May 2003 – August 2012;
• A4 B5 – November 1994 – October 2000, middle class sedan, station wagon and convertible;
• A4 B6 – November 2000 – December 2004;
• A4 B7 – November 2004 – June 2008.

The second automaker of the concern equipped them with cars of the Seat line:

• Altea - since March 2004;
• Cordoba I – July 1996 – October 1999, coupe, sedan and station wagon;
• Cordoba II – June 1999 – October 2002;
• Cordoba III – April 2003 – November 2009;
• Exeo – March 2009 – September 2010, front-wheel drive sedan and station wagon;
• Ibiza II – April 1996 – August 1999, subcompact hatchback;
• Ibiza III – August 1999 – February 2002;
• Ibiza IV – February 2003 – May 2008;
• Leon I – November 1999 – May 2006, hatchback and station wagon;
• Leon II - since June 2005;
• Toledo I – November 1996 – March 1999, compact hatchback;
• Toledo II – April 1999 – September 2000;
• Toledo III – October 2004 – May 2009.

The next cars with this engine were Skoda Octavia I - 02.1997-12.2007 and Skoda Octavia II - from 06.2004. The BSE powertrain can be found under the hood of a Volkswagen:

• Caddy III – from April 2004, van and minivan;
• Golf IV – August 1997 – May 2005, convertible, station wagon, hatchback;
• Golf V – January 2004 – November 2008, on the PQ35 platform;
• Golf VI – October 2008 – November 2012 manual and automatic;
• Jetta III – October 2005 – October 2010 sedan;
• Jetta IV - from December 2011;
• Passat B5 – October 1996 May 2005 sedan;
• Passat B6 – May 2005 – July 2010 coupe;
• Touran – July 2003 – May 2010.

Thus, the production volumes of the BSE motor for so many models from three manufacturers are very impressive. With low gasoline consumption, the cars have moderate driving dynamics.

Maintenance schedule BSE 1.6 l/102 l. With.

• The timing belt and attachments are subject to routine replacement after 50,000 km;
• The manufacturer requires cleaning the crankcase ventilation every 2 years;
• after 7500 km the manufacturer recommends replacing the oil and engine oil filters;
• It is recommended to use a new fuel filter after 40,000 mileage;
• the air filter, according to the manufacturer, must be replaced once a year;
• antifreeze additives are not effective after 40,000 km;
• spark plug life is 20,000 mileage;
• Burnouts in the intake manifold of engines appear after 60,000 km.

Engines leave the factory with working fluids of average quality.

Review of faults and methods for repairing them

With high mileage, the BSE engine may make a knocking noise, the reason for which lies either in worn hydraulic compensators or in the timing belt tension roller. The problem is solved by replacing the hydraulic compensators and timing belt kit. Other malfunctions occur less frequently:

Engine tuning options

Due to its design features, the BSE engine is specially “squeezed” to meet Euro-4 standards. Moreover, regular chip tuning, of course, will add 5 - 10 hp. s., but against the general background 102 liters. With. the effect will be almost invisible. Most often, the following type of tuning is used for the BSE version:

• Timing belt – replacement of the standard camshaft with a Dbilas Dynamic, installation of a split gear;
• intake tract – Dbilas receiver for 8 valve engine, zero filter;
• exhaust tract - dismantling the first CO sensor, installing a second lambda probe, increasing the exhaust cross-section to 61 - 63 mm, using a “spider” manifold configuration;
• ECU firmware - for correct operation after the changes made, you will need a new version for on-board computer.

Porting the cylinder head can add about 10 more liters. With. to ensure a final engine power of 150 hp. With.

Thus, the BSE engine is actually a variant of the naturally aspirated inline 1.6 liter Volkswagen engine. The main differences are the aluminum block, variable intake, timing belt, SOHC 8V and hydraulic valve lifters.

If you have any questions, leave them in the comments below the article. We or our visitors will be happy to answer them

Engines BSE BFQ BSF 1.6 l.

Characteristics of EA113 engines

Production	Volkswagen
Engine make	EA113
Years of manufacture	2002-2015
Cylinder block material	aluminum
Supply system	injector
Type	in-line
Number of cylinders	4
Valves per cylinder	2
Piston stroke, mm	77.4
Cylinder diameter, mm	81
Compression ratio	10.5
Engine capacity, cc	1595
Engine power, hp/rpm	102/5600
Torque, Nm/rpm	148/3800
Fuel	95
Environmental standards	Euro 4 Euro 5 (since 2008)
Engine weight, kg	-
Fuel consumption, l/100 km (for Golf 5) - city - track - mixed.	9.9 6.1 7.4
Oil consumption, g/1000 km	up to 1000
Engine oil	0W-30 0W-40 5W-30 5W-40
How much oil is in the engine, l	4.0
Oil change carried out, km	15000 (better 7500)
Engine operating temperature, degrees.	-
Engine life, thousand km - according to the plant - on practice	- 400+
Tuning, hp - potential - without loss of resource	- n.d.
The engine was installed	VW Caddy VW Golf 5 VW Bora/Jetta VW Passat Skoda Octavia Audi A3 VW Touran SEAT Altea SEAT Ibiza SEAT Leon SEAT Toledo

Reliability, problems and repair of BSE BFQ BSF engines

The BFQ motor began to be produced in 2002, and it was a development of the AVU. An aluminum cylinder block with cast iron liners was used here, the cylinder diameter was 81 mm, a crankshaft with a piston stroke of 77.4 mm, and a piston height of 29.7 mm was installed inside the block.

On top of the block is an aluminum 8-valve head with a single camshaft. The intake valve size is 39.5 mm, exhaust valve size is 32.9 mm, valve stem diameter is 6 mm. The camshaft rotates using a timing belt, and the service life of this belt is 90 thousand km.
A manifold with variable geometry is installed at the inlet.
This is a regular VW 1.6 MPI with distributed fuel injection and a Simos 3.3 control unit. It complies with the Euro 4 environmental class.
In 2004, they began to produce the next version of this engine - BSE, which was distinguished by the absence of an EGR valve and a Simos 7.1 control unit.
Together with BSE, they produced the BSF engine, which had less stringent environmental standards (Euro-2).
In 2007, Volkswagen launched the CCSA engine, which is designed to run on E85.
In 2008, they began to transfer all these engines to the Euro-5 environmental class.

These VW 1.6 MPi engines have common roots with 1.8 liter AGN, ANN, ADR and 2 liter ADY, AGG, AQY and other engines.

The production of these 8-valve engines continued until 2015, but since 2010 they were replaced by 1.2 TSI.

Disadvantages and problems of engines EA113

1. Zhor oil. You need to disassemble the engine and check the overall condition, most likely you have a lot of mileage, the rings are stuck and need major repairs. You can’t get by with decoking; you need to do it once, well and for a long time.
2. Shaking, vibrations at idle. Increasing the idle speed may help. The second reason is that there may be an air leak, you need to remove the intake manifold, replace the gaskets and put everything in place.

In general, BSE, BFQ, BSF and BGU are low-power, but very simple and reliable engines; with normal maintenance and regular oil changes, they will travel 400-500 thousand km and even more without any problems.

Engine number

Look for it at the junction of the engine and gearbox.

Engine tuning BSE BFQ BSF

These engines were created for leisurely driving around the city and no sport was intended during their creation. However, you can add aggressive firmware here and get 110 or even up to 115 hp. But this is done not even for power, but to remove excessive dullness of the motor.

Volkswagen's popular 1.6-liter gasoline engine has a very long history. He is already over 40 years old. Yes, this is not a mistake. During its existence, many design changes, modernizations, and, as a result, a large number of modifications appeared. Initially it was offered with a carburetor, later single-point injection appeared, and in last years– multipoint (MPI) and direct (FSI).

The last two versions were released in parallel. They were installed on many VW cars - Seat, Skoda, Volkswagen and Audi. MPI is structurally outdated, sluggish, but very reliable. FSI is more modern, has more power and is the cause of constant alarm messages accompanied by the “Check Engine” indicator lighting up.

1.6 MPI appeared in 1994. During its production, versions with varying degrees boost, with 8 and 16-valve cylinder heads, OHC and DOHC gas distribution systems. The most famous and longest-lasting 102-horsepower modification. Its simple design (two valves per cylinder, one camshaft, limited amount of complex electronics) allows repairs to be carried out with the least amount of effort and money. There is a wide range of substitutes on the market at reasonable prices.

You can count on very good durability. Periodically occurring malfunctions are the failure of the ignition coil ($70-80 for a branded replacement) and the throttle valve. The latter requires cleaning every 40,000 km and reprogramming ($50-70). Operating with a dirty throttle valve results in the need to replace it - about $250. An original damper from an official service will cost about $200, and a good replacement will cost about $110.

The 1.6 MPI spark plugs are covered by a manifold - replacing them is difficult.

The disadvantage of the 102-horsepower 1.6 MPI is high fuel consumption. For example, in Passat and Octavia it reaches 9-9.5 l/100 km. The problem is known to both the owners and the manufacturer. The first ones solve it by installing gas equipment, since the engine runs great on gas.

In 2001, the FSI direct injection version entered the market, which consumes 15-20% less fuel than the MPI. The engine is different modern design, chain drive of camshafts (except for versions designated BAD) and better dynamics. The first copies had a power of 110 hp, later ones - 115 hp.

Unfortunately, it quickly became clear that the design of the new engine was imperfect. And although the engine block was still strong, the “head” and equipment caused a lot of trouble. In the first versions, the gas distribution system failed: the chain quickly stretched, the hydraulic chain tensioner and the valve timing regulator failed.

Soon the problem of carbon deposits on the intake valves arose, and malfunctions in the electronics that controlled the engine began to occur. Many owners drive with the “Check Engine” indicator constantly glowing. They reason like this: “The fight against it does not always give results, and even then it is often temporary. And the expenses incurred can be large or even too large.”

Many troubles begin due to refueling with low-quality 95 or 92 gasoline, while the engine is designed for 98. As a result, the “Check” lights up, the valves begin to make noise, the lambda probe and the nitrogen oxide sensor fail.

FSI is significantly more expensive to repair. While MPI repair costs are in the hundreds of dollars, FSI may cost around $1,000. Not without reason, the FSI version was constantly modernized, and in 2008, further production was completely abandoned. The improved MPI remains on sale to this day and is considered one of the best petrol units from the VW group.

Typical faults 1.6MPI

Throttle valve.

The most common and most typical problem with the 8 valve version of the engine is related to malfunction throttle valve. This is the result of its pollution. Mechanics recommend cleaning the damper regularly (every 40,000 km, cost $50-70) and reprogramming it. Replacement is much more expensive. For the original one you will have to pay 170-200 dollars, and for an analogue of decent quality - 110 dollars.

Ignition coil.

The disease is manifested by uneven engine operation and partial loss of power. Fortunately, there is only one coil and replacing it is simple and inexpensive.

Lambda probe.

Repairs are inexpensive.

Typical faults 1.6FSI

Carbon deposits on valves and intake ports.

The problem is manifested by a drop in engine power and unstable idling. Removing oil deposits is problematic. In order to do this well, you need to remove the block head and get rid of carbon deposits mechanically.

This is what one of the valves of the 1.6 FSI / 115 hp engine looks like. after 100,000 km.

Nitrogen oxide sensor.

Very expensive replacement - up to $500.

Timing belt

The timing chain stretches and the chain tensioner fails (mainly in early production versions). If left untreated, the chain may jump with subsequent damage to the valves and head. Replacing the chain, shoes and rollers will cost about $300 outside the dealership.

Sometimes the 1.6 FSI engine control unit fails.

Application

1.6 MPI.

Audi A3 I (101 and 102 hp, 1996-2003)

Audi A3 II (102 hp, 2003-2010)

Audi A4 I (101 and 102 hp, 1994-2001)

Audi A4 II (102 hp, 2000-2008)

Seat Ibiza II/Cordoba I (75 and 101 hp, 1996-2002)

Seat Leon I (101 and 102 hp, 1999-2006)

Seat Leon II (102 hp, 2005-2012)

Seat Altea (102 hp, 2004-2010)

Seat Toledo I (101 hp, 1996-99)

Seat Toledo II (101 hp, 1998-2000)

Seat Toledo III (102 hp, 2004-2009)

Seat Exeo (102 hp, 2009-2010)

Skoda Felicia (75 hp, 1995-2001)

Skoda Octavia I (75, 101 and 102 hp, 1996-2010)

Skoda Octavia II (102 hp, 2004-2013)

Skoda Octavia III (110 hp, from 2014)

Volkswagen: Polo, Golf, Bora, Jetta, Touran, New Beetle, Passat.

Engine 1.6 MPI with 75, 101 and 102 hp. found application in almost all VW models (class B, C and D).

1.6 FSI.

Audi A2 – 110 hp (BAD), 2002-2005

Audi A3 II – 115 hp (BAG, BLF and BLP), 2003-2007

Seat – 1.6 FSI did not go to any model.

Skoda Octavia II – 115 hp (BLF), 2004-2008

Volkswagen Golf - IV 110 hp (BAD), 2001-2003

Volkswagen Bora - 110 hp (BAD), 2001-2005

Volkswagen Golf V – 115 hp, 2003-2007

Volkswagen Jetta V – 115 hp, 2005-2007

Volkswagen Touran I – 115 hp, 2003-2006

Volkswagen Passat B6 – 115 hp, 2005-2007

Representatives of the German automotive market have always differed from their colleagues in their responsible, scrupulous and high-quality approach to performing their work. Surprisingly, even when deciding to produce budget eight-valve BSF/BSE engines, the Germans approached this process in a surprisingly multifaceted way. Although these power plants do not have significant bells and whistles, they are capable of developing good power and delivering good efficiency. In addition to all this, both BSF and BSE have a rather interesting gas recirculation system. We’ll talk in more detail about it, about these motors, their features and technical characteristics today.

A few words about BSF and BSE

BSF and BSE engines are standard eight-valve engines produced by Volkswagen and its subsidiaries (mainly AUDI). In fact, the history of such engines, or at least extremely similar ones, goes back more than 30 years. The official date of appearance of BSF and BSE on the automotive industry market is determined as 2005. Should we consider it the only true one? Of course, one can argue, but since the manufacturer determined this, we will consider the date of birth of the installations in question to be 2005.

Note that the progenitor of the BSF and BSE motors is the ADP motor series, produced in the early 90s. The Germans began creating new, more functional engines to send them to the production of budget car models, supplied mainly to the CIS. BSF and BSE engines are almost no different from each other, and from other standard eight-valve engines. Their main feature expressed in the missing, or rather modernized in its own way, exhaust gas recirculation system. Thus, in the same ADP units, the exhaust gases further enriched the mixture by returning to the cylinders, but in the units under consideration they did not.

The abandonment of gas recirculation (on BSF) and the modernization of this system (on BSE) made it possible to significantly reduce the costs of creating engines, increase their efficiency and reliability. At the same time, the environmental standards of the engines, which dropped to EURO-4, and the pleasantness of their operation suffered. Anyone who has encountered BSF or BSE will note that when cold and in some rev modes the engine makes a knocking noise or just a specific sound. On BSE engines this “feature” is a little less noticeable, since they have an air fan to enhance natural recirculation. BSF motors also lack it. By official information More than 600,000 units of these engines were produced and production continues today. Naturally, most of units are at least partially ventilated BSE (about 500,000 units produced).

Engine Maintenance Schedule

As practice shows, the simple operation of BSF and BSE engines allows them to achieve the highest reliability. Despite this, violation of engine maintenance regulations is unacceptable, since it shortens the service life regulated by it significantly. The procedure for changing oil and consumables is determined by the power unit manufacturer, officially represented by VW's subsidiary concern, AUDI. According to German manuals and manuals, during the maintenance of BSF and BSE it is recommended:

• IN in full Every 10-15,000 kilometers, change the lubricant in the engine cavities. What kind of oil should I pour into these engines? Anything that falls under the standards 0W-40, 5W-30, 5W-40. For a complete and high-quality replacement of engine lubricant, 4.1-4.3 liters will be enough. In addition to the oil in BSF and BSE, transmission fluid and antifreeze also need to be changed periodically. For events of this kind, 45-60,000 kilometers are given;
• Systematically check and change engine consumables, approximately every 15-40,000 kilometers. Basic replacement parts include:
  • air filters;
  • oil filters;
  • valve stem seals;
  • elements of the cooling system (mainly pumps, gaskets);
  • cylinder head gaskets.
• Qualitatively and properly check and change spark plugs, as well as main components power plant. The cylinder head, intake and exhaust manifolds, flywheels, camshaft, crankshaft, ignition system, gas distribution mechanism, pistons, cylinders are subject to mandatory inspection every 40-50,000 kilometers. As for spark plugs, BSF and BSE are not particularly picky engines. Of course, it is better to use original parts, but products from NGK or Denso will also be good. In addition to the procedures described, it is advisable to carry out preventive compression measurements and valve adjustments every 20,000 kilometers.

Important! The regulations described above are purely general in nature. The rules for proper operation are reflected in more detail in the profile documentation for the motor being used, do not forget about this.

Private faults and their repair

In general, BSE and BSF are good “hard workers” that rarely break down and are not too fussy about maintenance. It is impossible to identify specific faults for these motors. As a rule, many motorists are frightened by the noise of engines, especially pronounced when they are running “cold”. In fact, this state of affairs is the norm, so you shouldn’t be afraid of third-party noises, of course, if they disappear when the engine warms up. The valves of these internal combustion engines do not bend, they do not detonate much, and do not overheat.

A real BSF and BSE fault that is relatively common is a problem with fuel injection at idle. Such a breakdown occurs because the power supply system of the motors in question is specific and is represented by distributed injection. The fuel system itself rarely fails; most often the gas distribution mechanism suffers. The “idle” disorder can be treated extremely simply – by adjusting and tightening the timing belt. In rare cases, more serious manipulation may be required.

Otherwise, the BSF and BSE engines perform well. The only thing they will definitely need is a major overhaul, which should preferably be carried out after 200-250,000 kilometers. It is not advisable to carry out major repairs yourself; it is better to entrust the operation to professionals. This is largely due to the fact that the “hinged” holder of German engines is difficult to set up and is not always easy for a beginner to do in this regard.

Engine tuning

It has been noted more than once that internal combustion engines of the BSF and BSE types are extremely primitive units, so in terms of tuning they are not particularly attractive. In any case, even such budget “hard workers” can be improved. The optimal solution in terms of modernization of BSF, BSE will become:

• replacing the piston group;
• cylinder boring;
• changing engine attachments to more functional ones (timing, valves, etc.).

In other aspects, such as boosting, it is better not to mess with the German engines in question. As a rule, forced turbocharging does not give the desired result, and a lot of money is spent on its implementation. In general, our resource does not recommend tuning BSF, BSE, since in this aspect “the game is not worth the candle.” Instead of increasing the power of budget engine variations, it is better to fork out for more solid units. This approach will be the best.

List of vehicles equipped with BSF and BSE units

BSF and BSE engines have been actively used in the creation of European cars for more than ten years. Most widespread they received in the design of the following models:

• VW Jetta, Passat B6, Golf, Caddy, Touran;
• Scoda Octavia;
• some Seat.

Structurally, these engines are easy to adapt to other passenger car models. Is this rational? Probably not. Despite the half-million circulation, BSF and BSE are, so to speak, limited in distribution.

Specifications

At the end of today’s article, it would be useful to pay attention to the technical characteristics of the BSF and BSE engines. You can find a description of the main parameters of these settings in the following table:

Manufacturer	VW (Audi)
Motor brand	BSF/BSE
Years of production	2005-present
cylinder head	Aluminum
Nutrition	Distributed injection MPI (injector)
Construction diagram (cylinder operating order)	Inline (1-3-4-2)
Number of cylinders	4
Piston stroke, mm	77,4
Cylinder diameter, mm	81
Compression ratio, bar	9-12,1
Engine capacity, cubic meters cm	1595
Power, hp/rpm	71-109/5 200-6 300
Torque, Nm/rpm	125-150/2 800-4 200
Fuel	Gasoline, AI-92/95
Environmental standards	EURO-4
Engine weight, kg	135-140
Fuel consumption per 100 km - track - mixed mode
Oil consumption, grams per 1000 km	100
Lubrication standard	0W-40, 5W-30, 5W-40
Volume of oil channels, l	4,5
Oil change frequency, km	10-15 000
Engine life, km	600 000
Upgrade options	Available (potential up to 140 hp)
Equipped with a motor (models)	VW Jetta, Passat B6, Golf, Caddy, Touran;

Perhaps, on this note, the story about the iconic German units “BSE” and “BSF” can end. We hope that the material presented today was useful to you and provided answers to your questions. Good luck on the roads!

If you have any questions, leave them in the comments below the article. We or our visitors will be happy to answer them