VW Group 1.8 and 2.0 TFSI/TSI (EA888) common problems

Common problems and what to look for on the EA888

The known issues most worth checking when you view a car with this engine. None of them means a car is a bad buy, but they're worth knowing about before you buy, and a good history often shows they've been dealt with.

1. Timing chain tensioner (gen 1 and gen 2)

   What to look for: Ask for the engine to be stone cold when you arrive and stand at the front while someone starts it. A rattle or grinding that lasts more than a second or two before the engine settles is the thing to note. Ask for invoices showing the timing chain tensioner (and ideally the chain) has been renewed, and check the engine warning light goes out.

   Why it matters: On gen 1 and gen 2 engines, built from 2007 to about 2012 in most models and later in some Audis, the original tensioner can let the chain run slack, and in the worst case it jumps a tooth and the valves hit the pistons. Volkswagen updated the tensioner, and in the USA it extended warranty cover on some of these engines after legal action. Most cars at this age have had the later tensioner fitted, and a car with that invoice is in a good position. Gen 3 engines from 2012 have a revised design and the problem is largely resolved, though a quiet cold start is still what you want to hear.

2. Oil consumption (mainly gen 1 and gen 2)

   What to look for: Check the oil level on the dipstick or dashboard display, and ask how much oil the car uses between services and how the seller knows. On the drive, watch the mirror for blue smoke when you accelerate after idling. Ask for any invoices for breather, software or piston and ring work.

   Why it matters: Gen 1 and gen 2 engines are known for using oil, mainly because of their piston ring design, with crankcase pressure also playing a part. On the 2.0 TFSI in the 2009 to 2011 A4, A5 and Q5 (engine code CAEB), Audi issued a fix of a new crankcase pressure valve and engine software, and from the 2012 model year the engine was built with lower crankcase pressure. Gen 3 engines were redesigned and the problem was largely resolved. A car with steady, known consumption or the fix recorded is a known quantity.

3. Crankcase breather (PCV) valve

   What to look for: With the engine idling, listen for a whistle or hiss from the top of the engine and feel for an uneven idle. Look around the cam cover for oil seepage, and note any engine warning light.

   Why it matters: The crankcase breather valve can split or stick. It causes a rough idle, raised pressure in the intake and oil seepage from the cam cover and seals, along with higher oil use. It is a straightforward part to replace once found, usually with the cam cover gaskets if they have started to leak.