Volkswagen CFNA Specifications
| Engine Model: Volkswagen CFNA |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 97.5 cu.in (1.59 L) |
| Rated Engine Power: 104 Hp (77 kW) at 5600 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Volkswagen CFNA is a 1.6-liter naturally aspirated
inline-four cylinder petrol engine from the EA111 family, produced between
approximately 2010 and 2015. Developed as an entry-level powerplant for emerging
markets including Eastern Europe, India, and South America, this engine became
widely recognized for its role in the Volkswagen Polo Sedan (marketed as the
Vento in some regions) and the Skoda Rapid.
The CFNA represented a continuation of the EA111 architecture, distinguished by
its aluminum cylinder block with cast iron liners, double overhead camshaft
valvetrain driven by a timing chain, and multi-point electronic fuel injection.
While the engine was designed for durability and low maintenance, it gained
attention for certain operational characteristics including cold-start piston
noise and a propensity for exhaust manifold cracking. Despite these
considerations, the CFNA served as a reliable, cost-effective power unit for
compact sedans and hatchbacks throughout its production lifecycle.
The engine operates as a four-stroke, naturally aspirated, spark-ignition unit.
Its architecture follows the EA111 modular design principles established by
Volkswagen.
Engine Type: Inline 4-cylinder, DOHC, 16 valves.
Valvetrain: Chain-driven dual overhead camshafts with hydraulic lash adjusters.
Displacement: 1598 cc (97.5 cu.in).
Bore: 76.5 mm (3.01 in).
Stroke: 86.9 mm (3.42 in).
Compression Ratio: 10.5:1.
Firing Order: 1-3-4-2.
Fuel System: Multi-point electronic fuel injection (MPI).
Maximum Power: 104 hp (77 kW) at 5600 rpm.
Maximum Torque: 153 Nm (113 lb-ft) at 3800 rpm.
Maximum Engine Speed: 6500 rpm (governed).
Idle Speed: 700 ± 50 rpm.
Emission Standard: Euro 4 or Euro 5, depending on market and production year.
Fuel Requirement: 95 RON unleaded recommended; 92 RON permissible.
The cylinder block is constructed from cast aluminum
alloy with pressed-in cast iron cylinder liners. This construction reduces
overall engine mass while maintaining the wear resistance required for long-term
durability. The block features an open-deck design at the cylinder head
interface, promoting efficient coolant circulation around each cylinder bore.
Five main bearings support the crankshaft, with the bearing caps integrated into
a cast aluminum lower block assembly that serves as a structural reinforcement.
The cylinder block incorporates the oil filter housing and an integrated oil
cooler mounted on the front face. A notable design characteristic of the EA111
block is the use of short-skirt pistons, which reduce reciprocating mass and
internal friction but contribute to the cold-start noise phenomenon associated
with this engine family.
The cylinder head is manufactured from cast aluminum
alloy and follows a cross-flow design. The DOHC arrangement operates sixteen
valves via hydraulic lash adjusters, eliminating the need for periodic valve
clearance adjustments. The camshafts are driven by a timing chain located at the
transmission end of the engine, a distinctive feature of the EA111 architecture.
Valve Arrangement: 16 valves; DOHC with hydraulic lash adjusters.
Intake Valve Diameter: 30.0 mm (1.18 in).
Exhaust Valve Diameter: 26.0 mm (1.02 in).
Valve Stem Diameter: 5.0 mm (0.20 in).
Valve Seat Angle: Intake 45°, Exhaust 45°.
Camshaft Lift (Intake): 7.2 mm (0.283 in).
Camshaft Lift (Exhaust): 7.2 mm (0.283 in).
The cylinder head incorporates integrated camshaft bearing journals machined
directly into the aluminum casting. The intake manifold mounting flange is
positioned on the front face of the cylinder head, while the exhaust manifold is
integrated with the cylinder head in a combined casting that incorporates the
catalytic converter mounting interface.
The engine employs a multi-point electronic fuel
injection (MPI) system utilizing sequential injection. This system delivers fuel
individually to each cylinder’s intake port, timed to coincide with the intake
stroke for optimized combustion efficiency. A returnless fuel system design
reduces evaporative emissions and simplifies fuel line routing.
System Type: Multi-point electronic fuel injection (MPI), sequential.
Fuel Pressure: 4.0 bar (58 psi) nominal.
Injector Flow Rate: 180 cc/min at operating pressure.
Throttle Body: Electronic throttle control (drive-by-wire) with integrated
position sensors.
Air Flow Measurement: Hot-film mass air flow (MAF) sensor located in the intake
air duct.
The fuel system is managed by a Bosch or Continental engine control unit (ECU)
depending on vehicle application and market. The ECU controls fuel delivery,
ignition timing, idle speed stabilization, and electronic throttle functions.
The intake air system incorporates a plastic intake manifold with integrated
resonance flap on certain applications to optimize volumetric efficiency across
the engine speed range.
The lubrication system is a full-pressure, wet-sump
design. A gear-type oil pump, driven directly by the crankshaft, draws lubricant
from a stamped steel oil pan and circulates it through a full-flow oil filter.
The system incorporates an integrated oil cooler mounted at the oil filter
housing, utilizing engine coolant to maintain stable oil temperatures.
Engine Oil Capacity with Filter: 3.6 L (3.8 qt).
Engine Oil Capacity without Filter: 3.2 L (3.4 qt).
Recommended Oil Grade: SAE 5W-30 or 5W-40 Volkswagen VW 502.00 / 505.00.
Oil Pressure at Operating Speed: 2.5-4.0 bar (36-58 psi) at 3000 rpm.
Oil Pump Type: Crescent-type gear pump with integrated pressure relief valve.
The oil pan incorporates internal baffles to maintain oil pickup under cornering
and braking forces. The hydraulic lash adjusters rely on consistent oil pressure
and cleanliness, making adherence to oil change intervals critical for
valvetrain noise prevention. The timing chain tensioner also operates on engine
oil pressure, requiring adequate oil supply for proper function.
The cooling system is a pressurized, sealed circuit
utilizing a cross-flow radiator and a belt-driven centrifugal water pump. The
water pump is mounted on the cylinder block and driven by the accessory drive
belt, rather than the timing chain, simplifying service access.
Coolant Capacity (Total System): 6.0 L (6.3 qt).
Thermostat Opening Temperature: 87°C (189°F).
Radiator Cap Pressure Rating: 1.2 bar (17.4 psi).
Recommended Coolant: Ethylene glycol-based antifreeze meeting Volkswagen
specification G12+ or G12++. Coolant flow is directed through the cylinder
block, cylinder head, and integrated oil cooler. The cooling system incorporates
a bypass circuit that allows coolant circulation through the heater core and oil
cooler during engine warm-up. The water pump features a composite impeller for
reduced mass and improved flow characteristics.
| Intake and Exhaust Systems |
The exhaust manifold is integrated into a cast
stainless steel component that combines the exhaust manifold and catalytic
converter into a single assembly mounted directly to the cylinder head. This
design accelerates catalytic converter light-off during cold starts but has been
observed to develop hairline cracks over time due to thermal cycling.
A single heated oxygen sensor is positioned
upstream of the catalyst on certain markets, while Euro 4 and Euro 5
compliant versions utilize both pre-catalyst and post-catalyst sensors
for closed-loop fuel control and catalyst monitoring.
The engine utilizes a distributorless ignition system
with individual coil-on-plug (COP) assemblies mounted directly over each spark
plug. The ECU controls ignition timing based on engine load, crankshaft
position, and knock sensor feedback.
A piezoelectric knock sensor mounted on the
cylinder block detects detonation events and enables ignition timing
retardation under high-load conditions. Spark Plug Type: Copper-core or
platinum-tipped plug (e.g., NGK ZKER6A-10 or equivalent). Spark Plug
Gap: 1.0 mm (0.039 in).
Timing Drive: The camshafts are driven by a single-row
roller timing chain operating in an oil bath. The chain is located at the
transmission end of the engine, with a spring-loaded hydraulic tensioner
maintaining correct chain tension using engine oil pressure. The system is
designed to be maintenance-free for the engine’s lifespan under normal operating
conditions, though chain stretch or tensioner wear can occur with extended oil
change intervals.
Management System: Engine management is governed by a Bosch ME17.5 or similar
ECU, which integrates fuel injection, ignition timing, electronic throttle
control, and evaporative emission purge functions. The ECU utilizes torque-based
management architecture, calculating requested torque from accelerator pedal
position and managing throttle opening, fuel delivery, and ignition timing to
achieve the desired output.
Overall Length (Accessory Drive to Flywheel): 540 mm
(21.3 in).
Overall Width (Intake Manifold to Exhaust Manifold): 600 mm (23.6 in).
Overall Height: 650 mm (25.6 in).
Weight (Dry, Complete with Manifolds and Flywheel): 110 kg (243 lb).
Oil Change Interval: 15,000 km (10,000 mi) or 12 months
using Volkswagen-specification oil. A shorter interval of 7,500 km (5,000 mi) is
recommended for severe duty operation. Timing Chain: No scheduled replacement
interval. Inspection for noise or tensioner wear recommended at each service
interval. Coolant Replacement Interval: 4 years or 60,000 km (37,000 mi). Spark
Plug Replacement Interval: 60,000 km (37,000 mi) for copper-core plugs; 90,000
km (56,000 mi) for platinum-tipped equivalents.
Air Filter Replacement: 30,000 km (18,600 mi) under normal conditions. Fuel
Filter Replacement: 60,000 km (37,000 mi) for external filter applications;
integrated filter in fuel pump module requires no replacement under normal
operation. Accessory Drive Belt Inspection: Every 15,000 km (10,000 mi);
replacement indicated by visible cracking, glazing, or tension loss. Valve
Clearance: Hydraulic lash adjusters require no adjustment; unusual noise may
indicate oil starvation or component wear.
Cylinder Head Bolts (Stage 1): 40 Nm (30 lb-ft).
Cylinder Head Bolts (Stage 2): 60 Nm (44 lb-ft).
Main Bearing Cap Bolts: 65 Nm (48 lb-ft).
Connecting Rod Cap Nuts: 30 Nm (22 lb-ft) + 90° angle.
Camshaft Bearing Cap Bolts: 20 Nm (15 lb-ft).
Timing Chain Tensioner Bolt: 20 Nm (15 lb-ft).
Spark Plugs: 25 Nm (18 lb-ft).
Flywheel/Flexplate Bolts: 60 Nm (44 lb-ft) + 90° angle.
Intake Manifold Bolts: 20 Nm (15 lb-ft).
Exhaust Manifold/Catalyst Assembly Nuts: 25 Nm (18 lb-ft).
Water Pump Bolts: 15 Nm (11 lb-ft).
Oil Filter: 20 Nm (15 lb-ft).
Oil Pan Bolts: 15 Nm (11 lb-ft).
Engine Mount Bracket Bolts: 50 Nm (37 lb-ft).
The Volkswagen CFNA engine was produced from
approximately 2010 through 2015, serving as a primary entry-level powertrain for
Volkswagen Group vehicles in emerging markets, particularly in Eastern Europe,
India, South America, and parts of Asia.
Volkswagen Polo Sedan (Vento): The primary application, where the CFNA powered
the 1.6-liter variant of this compact sedan, marketed as the Vento in India and
other markets.
Volkswagen Polo Hatchback: Certain markets received the CFNA engine in the
fifth-generation Polo hatchback as the entry-level 1.6 MPI variant.
Volkswagen Gol / Voyage: South American market models utilized the CFNA as the
1.6-liter petrol option in these compact hatchback and sedan models.
Skoda Rapid: The Indian and Eastern European market Rapid sedan and hatchback
variants were equipped with the CFNA as the 1.6 MPI powerplant.
Skoda Fabia: Certain market iterations of the Fabia received the CFNA engine in
the 1.6-liter naturally aspirated configuration.
Skoda Roomster: The compact MPV was offered with the CFNA engine in select
markets.
The CFNA was eventually superseded by engines from the EA211 family, which
introduced features such as aluminum cylinder blocks with reduced mass and
belt-driven camshafts for improved fuel efficiency.
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