It may seem strange but all the main problems were inherited from the 1.8TSI EA888 engine without any changes in the worse or better direction. The upgraded 2.0 TSI EA888/3 corresponds to the latest emissions regulations such as Euro 6 for the European market.Ģ.0 TSI EA888 Engine Problems and Reliability The Gen3 engines are equipped with Siemens Simos 18.1 electronic engine control unit (ECU). More powerful versions come with a big air-to-air intercooler. The engines are turbocharged by IHI IS38 with the max boost of 1.2 bar (17.4 psi).
The engines with code CJX have slightly different cylinder head shape, performance intake camshaft, bigger exhaust valves, reduced compression ration to 9.3:1, new pistons, more productive injectors, and high-pressure fuel pump. The CULA, CULB, CULC, CPLA, and CPPA versions are equipped with a smaller and less powerful turbocharger - Garrett MGT 1752S.įor high-performance vehicles, the engineers did some improvements in the design. It became possible by installing the new turbocharger (IHI IS20) with a new electronic wastegate, which adjusted the boost pressure. The max boost was increased up to 1.3 bar (18.8 psi). One set is mounted in the port (MPI) and another set is inside the cylinders (direct injection), for that extra efficient power when needed. The 2.0TSI EA888/3 is equipped with dual injectors. But the variable valve timing system is available for both camshafts. Like before, the camshafts are driven by the timing chain and AVS system is applied for the intake valves only. It is a 16-valve aluminum DOHC cylinder head with an integrated and water-cooled exhaust manifold. The new engine design incorporates an entirely redeveloped cylinder head. There are new steel crankshaft, pistons and rings, oil pump and light-weight balancing shafts. First of all, the engine got a new cast iron cylinder block with thinner walls by 0.5 mm (3 mm instead of 3.5). The 2.0TSI EA888/3 or Gen3 was designed to be lighter and more efficient. The production of these engines continued until 2015.
The 2.0 EA888/2 meets the higher emission standards comparing to EA888/1 - Euro5 (CDNC engine) and ULEV 2 (CAEB engine). The system varies the valve lift in two stages: 6.35 mm and 10 mm after 3,100 rpm.
It is a two-stage intake valve-lift control. In addition to that, the 2.0TFSI engines for Audi applications were equipped with AVS system (CCZA, CCZB, CCZC, and CCZD engines). Also, the low-friction thin pistons rings, new pistons and a new method for cylinder wall surface manufacturing were applied. For this purpose, the diameter of the main journals was reduced by 6 mm (58 mm to 52 mm). The main target was the friction reduction and efficient increasing. The 2.0TSI EA888/2 has appeared also in 2008 and had the same bunch of modifications as the 1.8 TSI Gen2. The 2.0 TSI Gen1 with 2 lambda probe sensors meets the European emission standard Euro 4 (CAWB, CAWA engines) and ULEV 2 (CCTA, CCTB engines) CCTA version has 3 lambda probe sensors and meets the Californian SULEV standard. The whole operation is controlled by ECU Bosch Motronic MED 17.5. The compressed intake air goes through the plastic variable geometry intake manifold. The engine is turbocharged by the water-cooled and integrated into cast iron exhaust manifold turbocharger KKK K03 with the max boost pressure of 0.6 bar (8.7 psi). The engine also has the electronically controlled ignition with long-life spark plugs and four individual single spark coils. The high-pressure injection pump is driven by a four-lobe cam on the exhaust camshaft. The low-pressure fuel pump mounted in a tank delivers fuel to the high-pressure pump supplying up to 190 bars (2,760 psi) of fuel pressure for the six-hole fuel injectors. The 2.0 TSI Gen1 has direct fuel injection with homogeneous mixing.
The intake camshaft is equipped with the variable intake valve timing system. The intake and exhaust camshafts are on top of the head and they are driven by the timing chain.
The valvetrain has low-friction roller finger cam followers and hydraulic tappets, for valve clearance compensation. The intake valve diameter is 34.0 mm the exhaust valve diameter is 28.0 mm stem diameter for both valves is 6 mm. There are two intake and two exhaust valves per each cylinder. The aluminum 16-valve cylinder head of 2.0TSI is similar to the 1.8TSI head. The engine block is equipped with two chain-driven counter-rotating balance shafts. Also, the engine has the short connecting rods (144 mm) and other pistons lower the compression ratio to 9.6:1. The displacement growing was achieved by the new forged steel crankshaft with 92.8 mm (3.65 in) stroke while the bore size was kept the same. Just like 1.8TSI, the 2.0l engine has a cast-iron cylinder block with the 88 mm (3.46 in) cylinder spacing and 220 mm height. The 2.0TSI EA888/1 is known by following codes: CAWA, CAWB, CBFA, CCTA, and CCTB.