Throughout the mid 2000s, the streets are filled with difference machines to impress different crowds in different strokes and one of those is the the VW/Audi EA888 Gen 3 engine. This engine is an evolution of its 2.0T engines and where we have been over time with those designs – but there are still many questions about it.
Let’s take a look on these engines.
What are VW/Audi 2.0 TSI/TFSI EA888 Engines?
The Volkswagen 2.0 TSI / TFSI EA888 is a 2.0 liter four-cylinder gasoline turbocharged engine based on the EA888 series’ 1.8 TSI/TFSI.
In March 2008, manufacture of the 2.0 TSI engine began. It was released to replace the existing EA113 family’s 2.0 TSI engines. This two-liter variant, like the 1.8 TSI engine, went through a number of revisions during manufacture. The final VW 2.0TSI engine has three versions.
Engine Specifications and Design:
- Production Run: 2008 – Present
- Cylinder Head Material: Aluminum
- Cylinder Block Material: 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: 9.6
- Weight: 320 lbs.
- Maximum HP: 310 HP at 4,300 – 5,900 RPM
- Maximum Torque: 280 lb-ft at 1,500 – 5,500 RPM
2.0 TSI EA888 Generation 1
CAWA, CAWB, CBFA, CCTA, and CCTB are the codes for the 2.0TSI EA888 Generation 1. The 2.0l engine, like the 1.8TSI, features a cast-iron cylinder block with 88 mm cylinder spacing and 220 mm height. The new forged steel crankshaft with a stroke of 92.8 mm increased displacement while keeping the bore size same.
Furthermore, the engine’s short connecting rods and other pistons reduce the compression ratio to 9.6:1. The engine block is outfitted with two counter-rotating balancing shafts that are chain-driven.
The aluminum 16-valve cylinder head of the 2.0TSI is comparable to the head of the 1.8TSI. Each cylinder has two intake and two exhaust valves. The intake valve has a diameter of 34.0 mm, the exhaust valve has a diameter of 28.0 mm, and both valves have a stem diameter of 6 mm.
For valve clearance adjustment, the valvetrain uses low-friction roller finger cam followers and hydraulic tappets. The timing chain drives the intake and exhaust camshafts, which are located on top of the head.
The variable intake valve timing system is installed on the intake camshaft. The 2.0 TSI Gen1 features direct injection with homogenous mixing. The low-pressure fuel pump, which is housed in a tank, distributes gasoline to the high-pressure pump, which provides up to 2,760 psi of fuel pressure to the six-hole fuel injectors.
A four-lobe cam on the exhaust camshaft drives the high-pressure injection pump. The engine also includes electronic ignition with long-life spark plugs and four unique single spark coils.
Gen-1 Turbocharging
With a maximum boost pressure of 8.7 psi, the engine is turbocharged by the water-cooled and incorporated into cast iron exhaust manifold turbocharger KKK K03. The compressed intake air is routed through the variable shape intake manifold made of plastic.
The whole operation is managed by the Bosch Motronic MED 17.5 ECU. Further, as a compliance, the 2.0 TSI Gen1 with two lambda probe sensors complies with European pollution standards Euro 4 (CAWB, CAWA engines) and ULEV 2 (CCTA, CCTB engines); the CCTA variant has three lambda probe sensors and complies with Californian SULEV.
2.0 TSI EA888 Gen 2
The 2.0TSI EA888 Generation 2 debuted in 2008, with the same set of changes as the 1.8 TSI Gen-2. The primary goal was to reduce friction and increase efficiency. The diameter of the main journals was lowered by 6 mm for this reason (58 mm to 52 mm).
In addition, low-friction thin piston rings, new pistons, and a new technology for creating cylinder wall surfaces were used. A variable oil pump is used in this generation. Furthermore, the 2.0TFSI engines for Audi applications were outfitted with the AVS system (CCZA, CCZB, CCZC, and CCZD engines); it’s a two-stage intake valve lift controller.
After 3,100 rpm, the mechanism changes the valve lift in two stages: 6.35 mm and 10 mm.
The EA888 Generation 2 fulfills greater emission requirements than the EA888 Generation 1 – Euro5 (CDNC engine) and ULEV 2. (CAEB engine). These engines were manufactured till 2015.
2.0 TSI EA888 Gen 3
The 2.0TSI EA888/3, often known as the Gen-3, was created to be lighter and more efficient. First and foremost, the engine received a new cast iron cylinder block with 0.5 mm thinner walls (3 mm instead of 3.5).
New steel crankshaft, pistons, and rings, as well as an oil pump and light-weight balance shafts, have been installed. The new engine architecture includes a completely redesigned cylinder head. It’s a 16-valve aluminum DOHC cylinder head with a water-cooled exhaust manifold that’s incorporated.
The camshafts are still operated by the timing chain, and the AVS system is solely used for the intake valves. The variable valve timing system, on the other hand, is available for both camshafts.
Dual injectors are standard on the 2.0TSI EA888 Gen 3. For that additional efficient power when needed, one set is put at the port (MPI) and another set is installed inside the cylinders (direct injection).
The maximum boost pressure was raised to 18.8 psi. It was made feasible by adding a new turbocharger (IHI IS20) with an electronic wastegate that controlled boost pressure. The CULA, CULB, CULC, CPLA, and CPPA models use a smaller and less powerful turbocharger – the Garrett MGT 1752S.
Engineers made certain design changes for high-performance automobiles. CJX engines having a slightly altered cylinder head shape, a performance intake camshaft, larger exhaust valves, a lower compression ratio of 9.3:1, new pistons, more productive injectors, and a high-pressure fuel pump. IHI IS38 turbochargers provide a maximum boost of 17.4 psi to the engines. More powerful models include a large air-to-air intercooler.
The Siemens Simos 18.1 electronic engine control unit is installed in the Gen 3 engines (ECU). The updated 2.0 TSI EA888 Gen 3 meets the most recent emissions rules for the European market, such as Euro 6.
Applications of VW/Audi 2.0 TSI/TFSI Engine:
- VW Golf 5 GTI
- Golf 6 GTI
- Golf 7 GTI/7R
- Volkswagen Jetta GLI
- VW Passat B6/B7/B8
- VW Passat CC
- VW Tiguan
- VW Beetle
- VW Amarok
- VW Eos
- VW Scirocco
- VW Sharan
- SEAT Alhambra
- VW T6/California
- Audi A4
- Audi A5
- Audi A6
- Audi Q5
- Audi S3
- Audi A1
- Audi Q2
- Audi Q3
- Audi Q7
- SEAT Altea
- Skoda Kodiaq
- SEAT Leon Cupra
- Skoda Superb
- Skoda Octavia RS
Problems Surrounding VW/Audi 2.0 TSI/TSFI Engine:
The 2.0 TSI EA888 TSI engine has been a source for some problems, and though there is a sign that it will get any better with the latest update, the high oil consumption can be attributed to worn out camshafts or chains while carbon deposits on your valves could result from build-up due to improper cleaning practices at home.
Apart from that, unstable lifespan, high oil consumption, and timing chain issues earned the 2.0 TSI EA888 a terrible reputation among automobile owners all over the world.
Some of the issues for the engine include:
1. Timing Chain Issues
A stretched timing chain is a common issue in the 2.0 Volkswagen EA888 Gen1 and Gen2 engines; more specifically CCTA, CBFA, CAEB, CAEA, CDNC, and CPMA variants.
The major cause of timing chain stretching has been reported to be higher-than-normal power over a sustained period of time. It should last the life of your car, unless unforeseen events put additional strain on it, in which case you may only need to replace it once.
Because the timing chain is not normally a planned maintenance item, this problem will likely go unnoticed until some of the symptoms begin to manifest.
The issue is usually accompanied by excessive engine noise and unreliable operation, and it might result in catastrophic engine damage. However, the Gen 3 engines have a redesigned tensioner and are less prone to similar failures.
2. Excessive Oil Consumption
The Gen 2 is well-known for its penchant for consuming copious amounts of oil. This typical issue is caused by piston rings that are overly thin. The oil consumption is quite progressive, reaching 2 liters per 600 miles at a mileage of roughly 60,000 miles.
The remedy is to use pistons and piston rings from a Gen1 engine to replace the factory Gen 2 pistons. That problem is not listed in the issues list for Generations 1 and 3.
For Gen 3 engines, the turbocharger actuator must be adjusted when the mileage reaches 60,000 miles or less.
3. Carbon Build Up
Carbon buildup on the intake ports and intake valves is an inherent problem with direct injection engines. Instead of being injected into the port and washed out, the fuel is poured directly into the cylinder. This results in reduced airflow, more weight on valves, and poor closing gaps.
As another result, the engine will generate less power and use more gasoline. In addition to direct injection, the Gen 3 engines include fuel injection into the ports; in this instance, the latest generation avoids the issue and maintains the intake components reasonably clean.
Summary
It may appear unusual, but all of the major issues were inherited from the 1.8TSI EA888 engine with no adjustments in any direction. There are issues with the timing chain, excessive oil consumption, and carbon deposits within ports and on intake valves.
However, everything is repairable. The cast iron engine block is rebuildable, solutions to typical issues have already been discovered, and new parts are not prohibitively expensive. Fill the engine with high-quality engine oil, feed it with minimum 95 RON fuel, and stick to the maintenance plan, and the engine should survive for 150-200k miles.
Good thing is that the engine’s lifetime does not decrease after Stage 1 (ECU remapping), and even after Stage 2 – downpipe, more productive turbocharger, and ECU remap, depending on the amount of power you receive. However, Stage 3 will severely impair dependability.