The EA188 engine family includes the 2.0 TDI engine. This is a redesigned 1.9-liter TDI engine. The 2.0-liter TDI diesel engine was the first Volkswagen diesel engine having four valves per cylinder, and it was used in the 2004 Golf, Passat, and other vehicles.
Gray cast iron is used to make the cylinder block. The engine’s displacement was boosted by expanding the bore to 81.0 mm. To add, balance shafts, a forged steel crankshaft, and fracture-split forged steel connecting rods are also included in the engine.
The 2.0 TDI engine received a totally new aluminum 16-valve cylinder head with double overhead camshafts (DOHC) that are operated by a timing belt. The remarkable characteristic is how the timing belt connects the exhaust and intake camshafts.
The engine is outfitted with a Pumpe Duse (PD) direct injection (DI) fuel system (rather than Common Rail) and a Garrett turbocharger.
Engine Specifications and Design:
- Production Run: 2004 – Present
- Cylinder Head Material: Aluminum
- Cylinder Block Material: Grey Cast-Iron
- Configuration: Inline 4
- Bore: 81.0 mm
- Stroke: 95.5 mm
- Valvetrain: DOHC four valves per cylinder
- Displacement: 2.0 L (1968 cc)
- Compression Ratio: 18.0
- Weight: 350 lbs.
- Maximum HP: 170 HP at 4,000 – 4,200 RPM
- Maximum Torque: 258 lb-ft at 1,750 – 2,500 RPM
Many new engine components have been developed to meet rising standards for noise, fuel efficiency, and emissions. The most important difference in this circumstance is the usage of the injection mechanism Common-Rail.
The engine, like the 189 variant, has two intake ports for each cylinder, as is customary in modern diesel engines for swirl and mass flow regulation of the intake air: tangential and spiral. The spiral channel creates air turbulence, whilst the tangential channel serves as a filling route.
To create air turbulence, the tangential duct is closed by a swirl flap at the partial load area. The swirl flaps are moved by a servomotor, which is controlled by the motor control unit and moves the swirl flaps through a push rod. The precise location of the swirl flaps is sent to the engine control unit and reflected back through a potentiometer.
The engine has a forged steel crankshaft with four counterweights as opposed to eight. It reduces stress on the crankshaft bearings as well as noise generated by vibrations.
The engine’s cylinder head is a cross-flow aluminum cylinder head with two intake and two exit valves per cylinder operated by two timing belt-driven overhead camshafts (DOHC) through roller rocker arms with hydraulic valve lash adjustment components.
To synchronize the camshafts, the camshaft drive incorporates spur gear teeth with backlash correction. The clamping arms of the piezo injectors are attached to the cylinder head. The camshaft timing belt also drives the common rail pump and coolant pump, while the air conditioning compressor and alternator are powered by a V-belt.
A variable geometry intake manifold, roller finger cam followers with hydraulic lifters, an electronically regulated variable geometry turbocharger integrated into the cast iron exhaust manifold, a diesel particulate filter, a low-temperature EGR system, and a Bosch EDC 17 electronic ECU were all standard on the 2.0 TDI engine. A two-liter engine can be equipped with two balancing shafts, depending on the vehicle type.
Applications of VW/Audi 2/0 TDI EA188 Engine:
- Audi 8P A3
- Audi B8 A4
- Audi B7 A4
- Audi C6 A6
- 2007 Jeep Patriot 2.0 CRD
- 2008 Skoda Octavia
- SEAT Leon Mk2
- 2009 Skoda Superb
- VW Jetta Mk5
- Volkswagen Golf Mk5
- VW Passat B6
- Volkswagen Touran
Problems Surrounding VW/Audi 2.0 TDI EA188 Engines:
This engine is more powerful but less reliable than the previous one, allowing drivers to tread between the balance of its abilities. However, you can still drive with greater confidence and peace of mind on these machines.
However, as for the common inventions, these engines still may have some flaws though so be sure you know what they are before installing yours. Some of these issues include:
Fuel Injector Issues
On early PD 2.0 TDI engines, fuel injector failure is common. They inject gasoline into an engine’s cylinders, causing combustion to occur. Without a working fuel injector, the AFRs will be thrown off, resulting in choppy engine idles and poor performance.
Fuel injectors fail for three major reasons: they clog, a gasket cracks, or they fail totally. When they do fail, you will notice since the engine will run rough owing to AFRs being thrown off of ideal values.
Typically, if regular maintenance is performed and high-quality fuel is utilized, a vehicle will only require one set of injectors throughout the course of its life. If you’re customizing your 2.0 TDI engine, we recommend getting aftermarket injectors because the original ones may not be able to inject enough gasoline with the additional power.
When it comes to mending fuel injectors, you only have two options: clean them if they are clogged, or replace the gasket if the gasket fails. We recommend replacing the entire injector if the gasket breaks.
In contrast to ignition coils and spark plugs, you will not need to replace all of the injectors if one fails. Replacing or cleaning fuel injectors is a difficult DIY project since you will need a special tool to remove them. However, if you have the correct equipment, you may save a lot of money on labor.
Oil Pump Drive Shaft Issues
The balancing shaft modules are the primary cause of longitudinal PD 2.0 TDI oil pump failure. The engine oil is circulated by an oil pump to the bearings, pistons, and camshaft. When an oil pump malfunctions, it has the potential to destroy an engine and blow a motor.
The most common reasons for an oil pump failure are poor quality materials used in the pump or tensioner failure. Oil pumps, like gasoline injectors, should not fail if routine maintenance is performed. However, the early PDs were constructed with low-quality components, resulting in premature oil pump failure.
When encountering this issue, we recommend replacing the oil pump, the hex or balancing shaft, and the accompanying gears. Despite the fact that it is a costly option, merely changing the oil pump will not cure the problem.
Because the subframe must be removed, this might be a very complicated repair depending on the car. We strongly advise sending it to a shop unless you are familiar with the engine.
Timing Belt Tensioner Issues
In many Volkswagen and Audi engines, timing belt tensioners are a source of annoyance. The timing belt tensioner is a component that helps the timing belt maintain adequate tension for proper functioning.
If a tensioner fails and the timing belt comes loose, the pistons and valves may collide, causing severe engine damage. The timing belt connects the cylinder head, camshafts, injector pump, and crankshaft.
Tensioners fail as a result of early failure due to the components used in their construction. Timing belt tensioners on Volkswagen and Audi vehicles frequently fail and should be checked every 80,000 miles.
When the timing belt fails, we recommend purchasing a timing belt kit, which includes not only new tensioners and idlers, but also a new timing belt, water pump, and coolant. We propose this since all of these elements are in the same area, making installation easier.
Furthermore, these parts are prone to failing at the same time, so you may as well avoid future issues with the belt, tensioners, water pump, and so on. Replacing all of them is not the easiest DIY project, but it is achievable if you have the necessary tools and know where the components are located.
Cracked Cylinder Head
Cylinder head cracking is only a serious issue with early PDs. The intake and exhaust valves, springs, lifters, and the combustion chamber are all housed in the cylinder head, which is placed on top of the engine block.
A reference number will be located beneath the gasoline lines to the right of the cylinder head. “03G 103 351 B” or a comparable reference number is acceptable. If this ends with an A, it is almost guaranteed that your car will have a damaged cylinder head. These are a little stronger if it concludes with B.
The most common cause of cylinder head cracking is engine overheating, which causes the head to expand and then compress as the engine cools. During the life of a vehicle, an engine cylinder head should not crack. The cylinder heads, on the other hand, are not composed of sturdy materials and fracture.
Dual Mass Flywheel Failure
Although it is not common on VW or Audi vehicles, the DMF on manual 2.0 TDIs fails frequently since they have higher torque than conventional petrol engines. A dual mass flywheel (DMF) is located at the bottom of the crankshaft and performs three functions: it delivers a smooth driving experience while starting, idling, or shifting gears in the vehicle.
When a DMF begins to fail due to a spring falling out of the DMF, it will rattle under the driver’s floorboard. If it begins to rattle, it must be addressed promptly since it can cause serious engine damage if it entirely fails.
Another cause for failure is when a 2.0 TDI is upgraded for extra power. Because it is outside of the original engine settings when additional torque is supplied, the A DMF is more prone to fail. It is unlikely to fail on a standard VW/Audi engine and should last the life of the car. On 2.0 TDIs, however, it will fail at least once over the vehicle’s career.