Engine 2.0 TDI (BKD, BMP, AZV)

2.0 TDI engine characteristics

The 2.0 TDI engine is characterized by reliability and high performance, which has made it a popular choice for many Volkswagen, Audi, Skoda and SEAT car models.

Some models utilize turbochargers from manufacturers such as Garrett and BorgWarner to increase performance.

It is also important to note the fuel and oil consumption of a given engine. For example, for the Golf 5 model, fuel consumption is 6.9 liters per 100 kilometers in the city, 4.7 liters on the highway and 5.5 liters in the mixed cycle. Oil consumption can reach up to 500 grams per 1,000 kilometers.

Recommended oil types for use in the 2.0 TDI engine include 5W-30 and 5W-40 viscosities, with a total engine oil volume of 3.8 liters. Oil changes are recommended every 15,000 kilometers, although it is recommended to shorten this interval to 7,500 kilometers to increase engine longevity.

Reliability, problems and repairs of the VW 2.0 TDI

The engine, which is a two-liter four-cylinder diesel, was introduced in 2003 as part of the EA188 series. Its creation was based on the 1.9 TDI with an output of 130 hp from the same EA188 family. It differed by increasing the cylinder bore from 79.5 to 81 mm, which added an extra 100 cubic centimeters of displacement, bringing it to 2.0 liter.

This motor received a new head with two camshafts and 16 valves. The intake valves are 29.4 mm in diameter and the exhaust valves are 25.5 mm in diameter, with a 6 mm thick stem.

The camshafts are driven by the timing belt, which is required to be replaced every 120,000 kilometers. Like the 1.9 TDI, pump-jets are used, which is why this series of motors is called 2.0 TDI PD (Pumpe-Düse).

These motors are fitted with a Garrett GT1749VA turbine.

They develop 140 hp and have several variants of designations, which are mentioned below.

In 2005, a more powerful modification appeared, which was very different: reinforced crankshaft, new pistons, balancer shafts on longitudinal motors, improved cooling in a redesigned head, modified valve seats, valves with flat plates, new piezo injectors, plugs and a modified cylinder-head cover. These engines have a particulate filter and EGR valve.

Garrett GT1749VC turbine is used here.

These modifications allowed to achieve a power of 170 hp.

In addition to 16-valve versions, 8-valve versions with a single camshaft were produced. They were equipped with balancer shafts and a turbine Garrett GT1646V. The power of such engines was 140 hp.

Since 2007, all these engines were replaced by 2.0 TDI with common rail from the EA189 series.

Modifications of 2.0 TDI engines

• AZV (2003 – 2010) is the first version with DOHC head and Garrett GT1749VA turbine. The engine power is 136 hp
• BKD (2003 – 2011) – similar to AZV with modified software. Power is increased to 140 hp
• BLB (2004 – 2005) – longitudinal variant of BKD with balancer shafts.
• BRE (2005 – 2008) – BLB replacement with a different oil cooler and other small things.
• BKP (2005 – 2008) – BRE analog for Passat with piezo nozzles.
• BMN (2005 – 2009) – transverse version with 170 hp.
• BMR (2006 – 2008) – 170 hp version for Passat.
• BRD (2006 – 2008) – BMN analog with BV43 turbo.
• BMM (2005 – 2010) – motor with 8-valve SOHC head and with particulate filter. Power 140 hp.
• BMP (2005 – 2010) – analog BMM with balanced shafts.
• BMA (2005 – 2009) – 8-valve version with a turbine Garrett GT1749VA for Passat with 136 hp.
• BRT (2005 – 2010) – BMA analog with BV39 turbine for VW Sharan and Seat Alhambra. Power 140 hp.
• BGW (2003 – 2005) – engine with SOHC head and turbine GT1749VA for VW Passat B5.5 with MKPP. Power of the engine 136 hp
• BHW (2003 – 2005) – BGW analog for automatic transmission.
• BDJ (2003 – 2010) – 8-valve atmospheric version for Volkswagen Caddy under Euro-3.
• BST (2003 – 2010) – BDJ analog for Euro-4. Was on Volkswagen Caddy.
• BDK (2004 – 2008) – atmospheric version with SOHC head for Golf 5. Power output 75 hp.
• BSS (2005 – 2008) – turbodiesel with SOHC head, with a turbine Garrett GT1749VA and with particulate filter. The motor is found only on Skoda Superb.
• BPW (2004 – 2009) – 8-valve variant for Audi A4 with GT1749VA turbo.

Problems and Reliability of the 2.0 TDI

1. Wear of the hexagon of the oil pump drive. Approximately every 150-200 thousand kilometers there is wear of hexagon faces, then, oil pressure drops and the motor becomes unusable. The only way out is to change the hexagon for a new one every 150-200 thousand kilometers.
2. Oil level increase. It may seem strange, but you need to look in the direction of the particulate filter, most likely the problem is in it. If that doesn’t help, then check the injectors.
3. Loss of thrust, overblowing. Most likely you have a problem with a stuck turbine geometry. Check, repair or save time and buy a working turbo.

The 170 horse motors had injector problems early in production and there were promotions to replace them. Despite all this, the motors 2.0 TDI PD very even reliable and with adequate regular maintenance, have a very long resource, they go 400-500 thousand kilometers and more.

Tuning engines 2.0 TDI

Chip tuning

All these engines can easily be chip-tuned, which allows you to significantly increase power. Motors with output of 136 hp and 140 hp can be boosted to 180 hp and 400 Nm of torque with a single Stage 1 firmware. By installing a downpipe and flashing to Stage 2, you can remove another 10 hp and 10 Nm of torque. Further it is necessary to change the turbine on a hybrid or larger.
Engines 2.0 TDI at 170 hp can be easily chipped to 200 hp, and with downpipe and firmware Stage 2, you can even slightly exceed the mark of 200 hp and get a torque of about 430 Nm.
Similar to tuning 1.9 TDI, you can replace your turbo with Garrett GTB2260VK, but you will need to make your own manifold for it, put a good exhaust on 76 mm pipe, a large front intercooler, more productive injectors and tune it all. A turbo like this can blow 300hp.

ENGINE RATING: 4+