In the 2004 model year, the EA113 engine series was introduced in VAG vehicles. This series was created by engineers that used the 2.0 FSI engine with direct injection of gasoline as the foundation.
In light to that, the EA113 2.0L TFSI engines are the first generation Direct injection engines that Volkswagen decided to mass produce on platforms such as the Golf 5, Scirocco, Audi A3 A4 A6, Seat Leon, Skoda octavia, and each of those platforms are also using those engines in sportier versions such as the VW Golf 6 R, Golf 5 Edition 30, Scirocco R, Audi S3, Audi A4 DTM, Seat leon Cupra, Skoda octavia.
The 2.0 FSI / TSI / TFSI (EA113) engine from VW Audi (VAG) is far from flawless. However, this does not imply that it is a dangerous option. The naturally aspirated 2 liter direct injection petrol engine will be a big success. However, he was never able to persuade the racers.
What are VW/Audi 2.0 TSi/TFSI Engines?
In 2004, the two-liter EA113 TFSI engine debuted. It was built on the foundation of a naturally aspirated 2.0 FSI engine with direct fuel injection. The key distinction between the two engines is the letter T, which stands for turbocharged.
If you’re not yet familiar, FSI means, Stratified Fuel Injection. To put it as simply as possible, it is the introduction of direct fuel injection on normally aspirated gasoline. The technique is expected to provide two advantages. For starters, it enables more power and second, it ensures the individual’s savings.
It also makes use of four cylinders, sixteen valves, and variable valve timing. Cast aluminum is used for the beams, cylinder heads, and pistons. The timing on this one is belt operated. The period between replacements is fixed at 90,000 or 120,000 kilometers. The ultimate grade is determined by the version.
Each casing has a power output of 150 HP with a maximum of 272 HP and a torque output of 258 lb-ft. This device immediately made its way into the whole German brand lineup. It is found beneath the hoods of Volkswagen, Audi, Skóda, and Seat vehicles.
Engine Specifications and Design:
- Production Run: 2004 – Present
- Cylinder Head Material: Aluminum
- Cylinder Block Material: Grey Cast-Iron
- Configuration: Inline 4
- Bore: 82.5 mm
- Stroke: 92.8 mm
- Valvetrain: DOHC four valves per cylinder
- Displacement: 2.0 L (1984 cc)
- Compression Ratio: 10.5
- Weight: 380 lbs.
- Maximum HP: 272 HP at 4,300 – 6,200 RPM
- Maximum Torque: 258 lb-ft at 1,750 – 5,000 RPM
The engine was strengthened in order to retain higher power. The 2.0 TFSI engine uses a cast iron cylinder block rather than an aluminum block. Two balance shafts, a stronger crankshaft, new pistons, and connecting rods with a lower compression ratio are all housed inside the redesigned engine block.
On top of the block is a 16-valve twin-cam cylinder head. New camshafts, valves, and valve springs were installed in the cylinder head. The 2.0 TFSI has Variable Valve Timing for the intake camshaft alone, direct fuel injection, and hydraulic tappets.
The engine employs a modest turbocharger, the BorgWarner K03), which gives considerable torque from 1800 RPM. More powerful engine variants include a high-performance turbocharger – KKK K04.
The EA113 2.0 TFSI engine series is designed with hydraulic lifters, a phase shifter on the intake shaft, and a fuel injection system.
BorgWarner K03 Turbocharger
The 2.0 TFSI had a single water-cooled turbocharger that was incorporated with the exhaust manifold. A BorgWarner K03 turbocharger supplied peak boost pressure of 13.05 psi for the AXX, BWA, BPY, and CAWB engines, which produced peak output of 200 HP.
A charge pressure control solenoid valve and vacuum unit regulated the turbine speed and hence the charge pressure, with the latter operating the wastegate valve through a linkage. When the wastegate valve was opened, it established a path for exhaust gases to bypass the turbine.
An electromechanical air recirculation valve was employed to keep the turbocharger from braking too hard in overrun and during gear changes. Normally, due to the prevailing charge pressure, pressure would accrue in the compressor housing during overrun, causing the compressor wheel to significantly brake, resulting in a reduction in the prevailing charge pressure – turbo drop.
To prevent this, an electronic servo motor opened the air recirculation valve, establishing a bypass channel for compressed air to flow from the compressor wheel back to the suction side of the compressor circuit, so keeping the turbine at a constant speed. When the throttle valve was opened, the turbocharger air recirculation valve closed, restoring charge pressure.
Applications of VW/Audi 2.0 TSI/TFSI Engine:
- Audi A6 (C6)
- VW Tiguan
- Skoda Octavia II
- Audi A4 (B7)
- 2005 SEAT Leon
- Audi A3 (8P)
- VW Passat B6
- 2006 Audi TT
- VW Jetta Mk5 GLI
- VW Golf Mk5 GTI
- SEAT Altea
- SEAT Leon FR Mk2
- SEAT Toledo Mk3
- SEAT Exeo
- 2005 Audi A4 (B7) DTM Edition
- Skoda Octavia (1Z) vRS
- Volkswagen Polo R WRC
- VW Golf Mk5 GTI Edition 30
- Audi A5 B9
- Volkswagen Atlas
- Volkswagen Golf MKVI GTI Edition 35
- Audi TTS
- VW Scirocco R
- VW Golf Mk5 Pirelli Edition
- SEAT Leon Cupra
- SEAT Leon Cupra Mk2 facelift
The VW/Audi 2.0 TSI engine is a great pltform engine for tuning however, the levels it reach does not satisfy some of the owners and speed freaks alike. However, here are some things you can do to increase the power.
Stage 1 is required to enhance engine power to 250-260 horsepower. If such a power is insufficient for you, you should add an intercooler, outlet on a 3-inch pipe, cold intake, a more powerful pump, and Stage 2, which will increase the power to 280-290 hp.
A new more powerful K04 turbine and injectors from an Audi S3 may be used to improve capacity even further, resulting in 350 horsepower.
Problems Surrounding VW/Audi 2.0 TSI/TFSI Engine:
The VW/Audi 2.0 TSI/TFSI Engine has numerous issues attached to it, Though the engine is a reliable one, these sneaky issues comes through sometimes and affect the overall performance of the engine. Below are some of the issues addressed by some previous owners and by experience.
1. High Pressure Pump Issue
The high pressure pump is what allows direct injection engines to perform so well and be so fuel efficient. The pump feeds fuel to the injectors at up to 1820 psi of pressure, using the intake camshaft lobe to pressurize the fuel by pressing the pump shaft three times per camshaft turn. The pump is located on the engine cylinder head (drivers side).
Inside this pump, there is a “cam follower,” which is a friction bearing between the camshaft lobe and the pump shaft. The cam follower protects the camshaft and high pressure pump from excessive wear and shields the engine from oil contamination in the event of an internal fuel leak from the fuel pump.
Although the “Safe” stage is safe for your engine, you should replace it because the cam follower originally came with a protective black friction coating, which has clearly worn away. This cam follower should be checked and replaced every 40,000 miles, or every 7,000 to 10,000 miles if you use an aftermarket performance fuel pump.
Failure or negligence to replace your cam follower will result in performance issues and the following DTCS:
2. 16471/P0087/000135 – TOO LOW FUEL RAIL/SYSTEM PRESSURE
If you continue to ignore the error, severe consequences will arise, resulting in camshaft damage or possibly engine meltdown if extreme software settings are used.
3. Turbocharger Diverter Valve Issues
The first generation of diverter valves were faulty, braking down instantly after any software optimization that increased the pressure over 15 psi of boost. However, many of them also braking down after 15,000 or 25,000 miles of normal driving with OEM software.
A diverter valve is on a k03 and a k04 turbocharger installed on 2.0l TFSI engines. When the diverter valve breaks, the engine loses boost and underperforms.
4. PCV Valve Issues
The PCV valve (Positive Crankcase Ventilation valve) is a one-way air valve that allows “blow-by” gases and vapor to escape into the intake system. The system consists of a rear valve connected to the turbo inlet to provide fresh air into the crankcase, and a front valve that only allows air to flow out of the crankcase and into the intake manifold.
During normal operation, a tiny quantity of unburned fuel and exhaust gases can and will escape past the piston rings and into the crankcase, a phenomenon known as “blow-by.” If these gases accumulated in the crankcase, the oil would get diluted over time, reducing its capacity to lubricate.
When the PCV valve is operating correctly, it should only allow air to flow from the crankcase into the intake manifold. Because the turbocharger can pressurize the intake air, the PCV valve prevents the pressured intake charge or under boost from entering the crankcase.
If the PCV fails, the pressurized intake charge leaks into the crankcase, resulting in a loss of boost pressure and hence power. It can also drive gases out of the rear PCV into the turbo. As a result, oil is detected in the compressor housing, outlet pipe, and intercooler pipework in some PCV failures.
In such a circumstance, the following DTCs might occur:
16684/P0300/000768 – DETECTED RANDOM/MULTIPLE CYLINDER MISFIRE
16555/P0171/000369 – FUEL TRIM; BANK 1: TOO LEAN SYSTEM
16891/P0507/001287 – RPM OF THE IDLE CONTROL SYSTEM: HIGHER THAN EXPECTED.
Sound Enhancer Module Issue P0299
The sound enhancer module is a Volkswagen invention that was debuted on the GTI mk5 chassis to improve engine noises for the ultimate GTI driving experience.
The pipe is connected to the intake system while driving the air to a closed membrane box system that gives a certain sound to the cockpit.
Because this box is not capable of holding more boost than 1 bar, we recommend removing the pipe and sealing the intake system if you need a stage 1 or stage 2 software, otherwise once that brakes all the boost will leak from the engine and there will be less power than stock while the ECU will trigger the P0299 DTC.
The engines in Volkswagen and Audi cars are some of the most durable on earth, with many running for 400 thousand miles or more with proper maintenance. Consumers need to keep an eye out when it comes time for repairs though- if you don’t take care your vehicle it will let you down.
So, in a nutshell, the 2.0 TDI is a solid engine that has seen success in the long-term, but it’s not without its issues and complications due to rarer failures such as oil pump or turbo damages. In addition there was also VW emissions scandal which impacted how this vehicle performs among other things like reliability ratings – something you should be aware before buying one yourself.