![]() Each cylinder has two intake and two exhaust valves. The aluminum 16-valve cylinder head of the 2.0TSI is comparable to the head of the 1.8TSI. The engine block is outfitted with two counter-rotating balancing shafts that are chain-driven. The new forged steel crankshaft with a stroke of 92.8 mm increased displacement while keeping the bore size same.įurthermore, the engine’s short connecting rods and other pistons reduce the compression ratio to 9.6:1. The 2.0l engine, like the 1.8TSI, features a cast-iron cylinder block with 88 mm cylinder spacing and 220 mm height. Maximum Torque: 280 lb-ft at 1,500 – 5,500 RPMĬAWA, CAWB, CBFA, CCTA, and CCTB are the codes for the 2.0TSI EA888 Generation 1.Valvetrain: DOHC four valves per cylinder.The final VW 2.0TSI engine has three versions. This two-liter variant, like the 1.8 TSI engine, went through a number of revisions during manufacture. It was released to replace the existing EA113 family’s 2.0 TSI engines. In March 2008, manufacture of the 2.0 TSI engine began. 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. What are VW/Audi 2.0 TSI/TFSI EA888 Engines? 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. They say a 1% variance in the EVAP control valve makes a 20% difference to fueling, so the tolerances are pretty tight and would explain my -17% short term fuel trim.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. Before I thought it was in early boost.Īn evap issue makes sense to me logically, but it also has a leak test cycle which should have identified a leak if there is one. The problem now seems more prominent on the vacuum side of boost - say -3 to 0 psi according to my boost gauge. I also took advantage of inspecting the vacuum lines and found a couple of dodgy clamps that I replaced.ĭriving to work today the problem now seems worse. I started to investigate the EVAP system and took apart the control valve and blew threw it - it was closed as it's supposed to be. While the OEM TIP fits much better than the 034 TIP, it sadly did not fix the issue. Well, after going through 3 bike tyres, the fourth one held long enough to pressure test, and again I found no leaks.Īs I put my carbonio airbox back in I put my stock Turbo Intake Pipe back in - thinking the only thing I didn't pressure test was my 034 TIP. The article I used most - basically setup the test in reverse to what I had done previously so that the PCV to turbo crankcase vapour return line is blocked off and not pressurise the engine via the PCV. ![]() Last weekend I was determined to find the fault, armed with a number of boost leak articles I set out to pressure test the car again. I'd be interested in monitoring what the ECU uses to decide the DV position but can't seem to figure out what that is. Happy to do some loggin if you suggest what to log. I'm holding onto some hope that this is a fixable condition because otherwise I love the car. ![]() But no-one ever seems to post that the issue got fixed. I have tried almost daily searching bing and google and have found a tonne of people with what seems like the same problem, variable valve lift seems to always get the blame. ![]() I also tried pressure testing a few times and have not found any noticeable leaks.
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