VW/Audi 2.0 TSI/TFSI EA888 Gen 1/2/3 Engine Specs, Problems, & More

VW/Audi 2.0 TSI/TFSI EA888 Gen 1/2/3 Engine Specs, Problems, Reliability. The VW 2.0 TSI/ TFSI EA888 is a 2.0-liter four-cylinder gasoline turbocharged engine based upon the 1.8 TSI/TFSI of EA888 series. The production of the 2.0 TSI engine started in March 2008. It was launched as a replacement for the 2.0 TSI engines of the previous EA113 household. Similar to the 1.8 TSI engine, this two-liter variation went through a series of modifications during the production time. There are three generations of the last VW 2.0 TSI engine.

Table of Contents

2.0 TSI EA888 Gen 1

The 2.0 TSI EA888/1 is known by following codes: CAWA, CAWB, CBFA, CCTA, and CCTB. Much like 1.8 TSI, the 2.0 l engine has a cast-iron cylinder block with the 88 mm (3.46 in) cylinder spacing and 220 mm height. The displacement growing was accomplished by the brand-new forged steel crankshaft with 92.8 mm (3.65 in) stroke while the bore size was kept the same. The engine has the brief connecting rods (144 mm) and other pistons lower the compression ratio to 9.6:1. The engine block is geared up with 2 chain-driven counter-rotating balance shafts.

The aluminum 16-valve cylinder head of 2.0 TSI is similar to the 1.8 TSI head. There are 2 intake and 2 exhaust valves per each cylinder. The consumption valve diameter is 34.0 mm; the exhaust valve size is 28.0 mm; stem size for both valves is 6 mm. The valvetrain has low-friction roller finger cam followers and hydraulic tappets, for valve clearance compensation. The intake and exhaust camshafts are on top of the head and they are driven by the timing chain. The intake camshaft is geared up with the variable consumption valve timing system.

VW/Audi 2.0 TSI/TFSI EA888 Gen 1/2/3 Engine Specs, Problems, Reliability

The 2.0 TSI Gen1 has direct fuel injection with uniform blending. The low-pressure fuel pump mounted in a tank delivers fuel to the high-pressure pump providing up to 190 bars (2,760 psi) of fuel pressure for the six-hole fuel injectors. The high-pressure injection pump is driven by a four-lobe web cam on the exhaust camshaft. The engine likewise has the digitally controlled ignition with long-life spark plugs and four specific single stimulate coils.

The engine is turbocharged by the water-cooled and incorporated into cast iron exhaust manifold turbocharger KKK K03 with limit boost pressure of 0.6 bar (8.7 psi). The compressed consumption air goes through the plastic variable geometry intake manifold. The entire operation is controlled by ECU Bosch Motronic MEDICATION 17.5. The 2.0 TSI Gen1 with 2 lambda probe sensing units fulfills the European emission standard Euro 4 (CAWB, CAWA engines) and ULEV 2 (CCTA, CCTB engines); CCTA variation has 3 lambda probe sensors and fulfills the Californian SULEV requirement.

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2.0 TSI EA888 Gen 2

The 2.0 TSI EA888/2 has actually appeared likewise in 2008 and had the very same bunch of modifications as the 1.8 TSI Gen2. The main target was the friction decrease and efficient increasing. For this function, the size of the primary journals was decreased by 6 mm (58 mm to 52 mm). Likewise, the low-friction thin pistons rings, brand-new pistons and a brand-new technique for cylinder wall surface production were used. This generation has a variable oil pump. The 2.0 TFSI engines for Audi applications were geared up with AVS system (CCZA, CCZB, CCZC, and CCZD engines). It is a two-stage intake valve-lift control. The system varies the valve lift in 2 stages: 6.35 mm and 10 mm after 3,100 rpm.

The 2.0 EA888/2 satisfies the higher emission requirements comparing to EA888/1 – Euro5 (CDNC engine) and ULEV 2 (CAEB engine). The production of these engines continued till 2015.

2.0 TSI EA888 Gen 3

The 2.0 TSI EA888/3 or Gen3 was developed to be lighter and more effective. Of all, the engine got a brand-new cast iron cylinder block with thinner walls by 0.5 mm (3 mm rather of 3.5). There are new steel crankshaft, rings and pistons, oil pump and light-weight balancing shafts. The brand-new engine style includes a completely redeveloped cylinder head. It is a 16-valve aluminum DOHC cylinder head with an integrated and water-cooled exhaust manifold. Like in the past, the camshafts are driven by the timing chain and AVS system is requested the intake valves just. But the variable valve timing system is available for both camshafts.

The 2.0 TSI EA888/3 is geared up with dual injectors. One set is mounted in the port (MPI) and another set is inside the cylinders (direct injection), for that extra effective power when needed. Limit increase was increased up to 1.3 bar (18.8 psi). It ended up being possible by installing the brand-new turbocharger (IHI IS20) with a new electronic wastegate, which changed the boost pressure. The CULA, CULB, CULC, CPLA, and CPPA variations are geared up with a smaller sized and less effective turbocharger – Garrett MGT 1752S.

For high-performance automobiles, the engineers did some improvements in the design. The engines with code CJX have a little various cylinder head shape, performance consumption camshaft, larger exhaust valves, minimized compression provision to 9.3:1, new pistons, more productive injectors, and high-pressure fuel pump. The engines are turbocharged by IHI IS38 with limit boost of 1.2 bar (17.4 psi). More powerful variations featured a huge air-to-air intercooler.

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The Gen3 engines are geared up with Siemens Simos 18.1 electronic engine control unit (ECU). The updated 2.0 TSI EA888/3 corresponds to the most recent emissions policies such as Euro 6 for the European market.

2.0 TSI EA888 Engine Problems and Reliability

It might seem strange however all the main problems were inherited from the 1.8 TSI EA888 engine without any changes in the even worse or better instructions. There are problems with extended timing chain, high oil intake, carbon deposit inside ports and on consumption valves. You can read detailed information about typical problems for each generation in this review for the 1.8 TSI/TFSI EA888.

Everything is fixable. The cast iron engine block is rebuildable, services for fixing common problems are already found and replacement parts are not really costly. Put the high-quality engine oil, feed with minimum 95 RON gasoline, follow the upkeep schedule specifically and the engine will last for about 150-200k miles (250,000-300,000 km). The engine durability doesn’t drop down after Phase 1 (ECU remapping) and even after Phase 2 (downpipe, more productive turbocharger, and ECU remap) depends on just how much power you will get. However obviously, Phase 3 will minimize the dependability substantially.

you must see more engine detail in here: Engine – US Cars News or you can see on wiki here