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VOLKSWAGEN 1.5 TSI EVO – “KANGAROO EFFECT” AT LOW RPM: CAUSES, DIAGNOSIS, AND SOLUTIONS (2025 GUIDE)

Updated November 2025 — edited by Gianni Tritella.

The Volkswagen 1.5 TSI EVO (since 2017) is an efficient turbo petrol engine that is very popular in VW, Audi, Škoda and SEAT . However, some owners report a "jerkiness" at low revs ( kangaroo effect ): it's not brilliant acceleration, but rather small jerks when starting off and in stop-and-go traffic. This guide provides a simple explanation of what this phenomenon actually is , the most likely technical causes (ACT/cylinder cut-off, throttle and torque management, turbo logic, ECU/DSG versions), the DTCs that sometimes appear, a quick step-by-step diagnosis and effective solutions already applied in the workshop (software updates, basic/adaptive settings , targeted maintenance). The goal: to significantly reduce jerks and make power delivery more linear in everyday life.

✅ What is the 1.5 TSI EVO (EA211) engine?

The 1.5 TSI EVO is part of the Volkswagen Group’s EA211 engine family, developed to replace the previous 1.4 TSI by offering greater thermal efficiency , lower fuel consumption and better low-end torque. Introduced in 2017 , it was designed according to the “ rightsizing ” philosophy: small displacement, but with advanced technologies that enable performance similar to larger engines.

Its main technical innovations include:

• ⚙️ High-pressure direct petrol injection (up to 350 bar) for cleaner and more efficient combustion.
• 🌀 Variable geometry turbocharger (VGT) – rare in petrol engines – which reduces response delay at low revs.
• 🧠 ACT – Active Cylinder Technology : automatic deactivation system of cylinders 2 and 3 under light load conditions, to reduce fuel consumption and emissions.
• 🔥 High compression ratio (12.5:1) with dynamic advance management, to maximize thermal efficiency.
• 🌡️ Intelligent thermal management with electric water pump and electronically controlled valves for rapid engine warm-up.

It is available in 130 and 150 hp versions (with some 110 hp variants on the latest generations) and is fitted to models such as the Volkswagen Golf, Tiguan, Passat , Škoda Octavia, Karoq, Kamiq , Seat Leon, Ateca and Audi A3 . The most recent versions, called 1.5 TSI EVO2 (from 2022), have introduced further software and mechanical updates to improve smoothness at low revs and reduce the phenomenon of “jerkiness”.

🟠 “Snatchiness” explained well

🔍 Typical symptoms of the “kangaroo effect” in the 1.5 TSI

Low-rev jerkiness manifests itself as small but noticeable irregularities in torque delivery. This isn't a fault per se, but rather a sign of poor engine management under certain operating conditions (warm-up, low loads, or low gears). Here's how to accurately identify it:

• 🏁 Jerking or jerking in 1st and 2nd gear , more noticeable when the engine is cold or at partial throttle.
• ⚡ Accelerator pedal “on-off” effect : irregular or jerky response when switching between release and reopening.
• 🔄 Constant micro hesitations between 1,200 and 1,800 rpm , especially when climbing hills or manoeuvring at low speed.
• 🧊 Cold engine : Cylinder deactivation (ACT) may engage/disengage too early, creating small vibrations.
• ⚙️ With DSG gearbox : clutch “ hitting and letting go ” sensation when parking or slowing down, due to imperfect synchronization between throttle and transmission.

In short, the driver experiences a car that doesn't respond linearly to throttle inputs, alternating between moments of excessive responsiveness and slight hesitation. This behavior is more noticeable in the city or in heavy traffic, but tends to disappear above 2,000 rpm or with a more assertive driving style.

🧠 Most common technical causes of the “kangaroo effect” in 1.5 TSI

The jerky behavior of the 1.5 TSI EVO does not depend on a single component, but on a combination of electronic, mechanical, and software factors that interact with each other at the most sensitive engine speeds (1,200–1,800 rpm). Here are the technical causes most documented by Volkswagen workshops and official diagnostics:

1. ⚙️ ACT and anti-knock strategies – Automatic active/inactive cylinder management (2⇄4) and the anti-knock function (variable ignition timing) generate small torque oscillations during load changes. If ACT activation occurs too early or out of sync with the accelerator, the engine produces an uneven throttle response.
2. 🧭 Throttle and engine torque map – To comply with emissions and fuel consumption regulations, the ECU applies filters and limits in the “eco” zone of the accelerator pedal, with slow transitions between requested and delivered torque. This causes a sensation of delay followed by a sudden push (on-off effect).
3. 🌀 Low-inertia turbocharger + torque linearization – The VGT turbo responds very quickly, but at low revs it can alternate between phases of minimal boost and sudden peaks. The control unit “cuts” the torque to make delivery linear, but this translates into small “jumps” perceived by the driver.
4. ⚙️ DSG (dual-clutch transmission) – In models with automatic transmission, the clutch engagement and torque release logic is not always perfectly aligned with the engine. When maneuvering or at low speeds, the clutch "engages and releases" quickly, amplifying the kangaroo effect .
5. 🧰 Adaptive ECUs and mechanical components – Non-resettable adaptive values, dirty or misaligned throttle bodies , low-quality fuel , or worn spark plugs can all worsen low-end consistency. An outdated software map (pre-2021) can also exacerbate the problem.

🧪 Quick diagnosis (symptom → test → solution)

DTCs that may appear in related cases: U0100 (ECM communication), P0507 (high idle speed), P0300–304 (misfire). They are not always present.

🛠️ Technical solutions: from the simplest to the most effective

The 1.5 TSI EVO engine's "kangaroo effect" can be mitigated or eliminated with a series of progressive interventions, from the fastest and most reversible to advanced calibration procedures in the workshop. The goal is to rebalance low-rev torque management and stabilize the transition between 2 and 4 cylinders (ACT system). Here are the most effective actions, in order of priority:

1. 🔄 Adaptive resets + electronic throttle realignment
   Perform a reset of the ECU's learning parameters (throttle, butterfly, injection) and a throttle body alignment using a VAG-COM or ODIS diagnostic tool. This is often the first step to a successful solution: many jerking issues disappear after this procedure.
2. 💻 ECU and TCU software update
   Volkswagen has released official patches (post-2021) to optimize the ACT and ignition timing logic. They update both the engine control unit (ECU) and, if applicable, the DSG/TCU . These updates improve throttle control and reduce torque micro-oscillations.
3. ⚙️ Basic settings and DSG clutch adjustments
   For versions with a dual-clutch transmission, perform an adjustment of the clutches and gear shift parameters. This synchronizes the DSG's response with the engine, eliminating the typical "hit and loose" during slow maneuvers.
4. 🧰 Preventive maintenance and fuel
   Always use OEM-spec spark plugs (correct gap 0.8–0.9 mm) and a clean air filter . With lower-quality fuels, combustion may be uneven at low revs. Alternate with premium gasoline (98 RON) occasionally to optimize advance and injection. Recommended driving style: more progressive throttle exit from idle, avoiding micro-corrections.
5. 🔎 Additional checks
   If the problem persists, check the linearity of the accelerator pedal sensor , any micro-leaks in the intake manifold (PCV hoses, sleeves, clamps), and the vacuum in the manifold . Even a small air leak can alter low-load torque response.

📅 Evolution by year and version (1.5 TSI EVO → EVO2)

Since its introduction in 2017, the 1.5 TSI engine has gone through several phases of technical and software development. Each update has sought to smooth out the jerkiness at low revs and improve the smoothness of the ACT system. Here's how it has evolved over time, with the main differences between the EVO and EVO2 versions:

• 🔹 2017–2019 (EVO “early release”)
  It is the first generation of the 1.5 TSI with engine code EA211-EVO . The ACT and electronic throttle control management logics were still immature: the kangaroo effect phenomenon manifested itself frequently, especially when cold or in city traffic. Volkswagen released several ECU updates (SW series 04E906027M/N ) that reduced the jerking but did not eliminate it completely.
• 🔹 2020–2022 (EVO “mature release”)
  Introduction of revised mappings and smoother management of the 2⇄4 cylinder transition. The advance/gas recirculation logic and integration with the updated DQ200 DSG gearbox have also been improved. In manual vehicles, behavior remains slightly irregular at 1,500 rpm, but with reduced intensity. The SW 04E906027AD/AF software already shows a more stable transition and a more predictable throttle response.
• 🔹 2023–2025 (EVO2 – new generation)
  The EA211 EVO2 engine with ACTplus system and integrated exhaust manifold makes its debut. New torque control logic and reprogrammed pedal map finally make power delivery more progressive and linear . The combined intervention on the engine and transmission software reduces micro-oscillations at low revs to almost zero. In the workshop, technicians report that post-2023 models no longer exhibit perceptible jerking when updated with 2024+ firmware.

❓ FAQ

📌 Conclusions and final recommendations

The Volkswagen Group's 1.5 TSI EVO engine remains one of the most efficient and modern turbocharged petrol engines in its class, combining performance, fuel economy, and ride comfort. However, its jerkiness at low revs —known as the kangaroo effect —still remains one of the most discussed issues among drivers.

This behavior does not indicate a mechanical failure, but a direct consequence of very complex software strategies : torque management in the open-throttle state, cylinder deactivation logic ( ACT ), anti-knock controls, and emission limits. When these systems are not perfectly synchronized – or the adaptive ECUs are not “clean” – the perceived result is uneven power delivery , especially below 2,000 rpm.

The good news is that, in most cases, the problem can be solved with an orderly and technical approach:

• 🔄 Adaptive reset and throttle alignment (first operation recommended)
• 💻 ECU/TCU software update to post-2021 versions
• ⚙️ Basic settings and clutch adaptation in DSG models
• 🧰 Targeted maintenance : correct spark plugs, clean air filter, 98 RON petrol

Following this sequence, most workshops reported a noticeable improvement in smoothness and a 70–90% reduction in jerkiness. In the newer EVO2 models (from 2023) , thanks to the new ACTplus system and recalibrated pedal maps, the phenomenon has almost completely disappeared.