Characteristics of 2.0 TSI engines (3rd generation)
| Characteristic | Value |
|---|---|
| Manufacturing | Volkswagen |
| Engine brand | EA888 3rd generation |
| Years of production | 2012-present |
| Cylinder block material | Cast iron |
| Power system | Direct injection + distributed |
| Type | Ready |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 92.8 |
| Cylinder diameter, mm | 82.5 |
| Compression ratio | 9.3 (CJX), 9.6 |
| Engine displacement, cc | 1984 |
| Engine power, hp/rpm | 180/4000-6000, 210/5300-6200, 220/4500-6200, 230/4700-6200, 265/5350-6600, 280/5600-6500, 290/5900-6400, 300/5500-6200, 310/5500-6500 |
| Torque, Nm/rpm | 320/1500-3800, 280/1700-5200, 350/1500-4400, 350/1500-4600, 350/1700-5300, 350/1700-5600, 350/1700-5800, 380/1800-5500, 400/2000-5400 |
| Fuel | 98 |
| Environmental standards | Euro 5, Euro 6 |
| Engine weight, kg | 140 (CJX) |
| Fuel consumption, l/100 km (city / highway / mixed for Golf 7 GTI) | 7.5/5.1/6.0 |
| Oil consumption, g/1000 km | Up to 500 |
| Engine oil | 0W-30, 0W-40, 5W-30, 5W-40 |
| How much oil in the engine, liters | 5.7 |
| Oil change is carried out, km | 15000 (better 7500) |
| The operating temperature of the engine, deg. | – |
| Engine life, thousand kilometers | Factory data: -, In practice: 250+ |
| Tuning, h.p. | Potential: 350+, Without loss of resource: – |
| Motor installed | Volkswagen Golf 7 GTI/7R, Volkswagen Jetta GLI, VW Passat B8, VW Tiguan, Audi A4, Audi A5, Audi A6, Audi S3, Audi Q3, Audi Q5, Skoda Octavia RS, Skoda Superb, VW Amarok, VW Beetle, VW Eos, VW Scirocco, VW Sharan/SEAT Alhambra, VW T6/California, Audi A1, Audi TT/TTS, Audi Q2, SEAT Leon Cupra |
Reliability, problems and repairs of 2.0 TSI engines (3rd gen.)
1.8 TSI EA888-3In 2012, the third generation of VW 2.0 TSI engines began production, which replaced the 2nd version EA888 (CAE, CDN and CCZ). Engineers continued to develop this series and used a slightly lighter closed cylinder block with thin walls (3 mm instead of 3.5 mm) and with disconnectable oil nozzles. Inside the block there is a crankshaft with 52 mm journals and 8 counterweights, new connecting rods and modified pistons. There are also 2 lightweight balancer shafts and a new design oil pump.
The block is covered with a new head with a variable valve timing system on the intake and exhaust camshafts. The exhaust camshaft also features a two-stage AVS valve height control system that shifts at 3,100 rpm.
The camshafts rotate using the old timing chain from the gen.2, but with a different tensioner. This chain is designed to last the life of the car (as VW say), but this is not the case under normal circumstances.
As with many modern motors, here the exhaust manifold is built into the head. Also for the 3rd generation EA888, direct fuel injection was used along with the usual distributed fuel injection.
The cooling and lubrication system has been modified on this motor. A new IHI IS20 turbine has been applied here, which can inflate up to 1.3 bar.
These motors meet the Euro-6 environmental standards. The ECU Siemens Simos 18.1 controls all this.
The 3rd generation EA888 engines with CHHB designation have 220 hp at 4500-6200 rpm, 350 Nm of torque at 1500-4400 rpm. The CHHA motor gets 230 hp at 4700-6200 rpm, 350 Nm of torque at 1500-4600 rpm. The differences between these engines are in the ECU settings.
For all-wheel drive Audi TT produced an analog for 230 hp under the name CHHC.
In the U.S., these engines are designated as CXCB (220 hp) and CXCA (210 hp), they are found on the VW Golf 7 GTI.
There is also a version with a small Garrett MGT 1752S turbine, called CUL. Depending on the ECU configuration, there are different modifications for 180 hp (CULA and CULB) and 220 hp (CULC).
For Audi cars with a longitudinal installation was produced series CNC – the analog of CHH. It included CNCB (180 hp), CNCD (220 hp) and CNCE (230 hp).
For more powerful cars were created engines CJX, which differed by another head casting, another exhaust camshaft, new exhaust valves and seats, pistons for compression ratio of 9.3, more powerful fuel injectors, more productive high-pressure fuel injectors and powerful oil injectors. For these engines are used a large intercooler and enlarged turbine IHI IS38, which inflates up to 1.2 bar.
The most popular model CJXC has 300 hp at 5500-6200 rpm and 380 Nm of torque at 1800-5500 rpm. There are 265 hp (CJXE), 280 hp (CJXA and CJXB), 286 hp (CJXF), 290 hp (CJXH) and 310 hp (CJXG) versions. All these motors differ in the firmware of the control unit.
Audi S1 received a similar CWZA motor, but with an IHI IS20 turbine and a boost pressure of 1.4 bar. It develops 231 hp at 6000 rpm, 370 Nm of torque at 1600-3000 rpm.
In North America, the Golf 7 R was powered by the CYFB engine with 292 hp at 5,400 rpm, 380 Nm of torque at 1,800 rpm.
There’s also a VW Jetta GLI and Beetle in the States with CPLA and CPPA engines, which are analogs of the European CHH, but under North American environmental standards and with a small Garrett MGT1752S turbine. They are distinguished by the secondary air pump on the CPPA motor and its compliance with the PZEV standard.
This motor has 1.8-liter brethren CJE and CJS.
As of 2016, the 888/3 series is being replaced by the even newer EA888 3B.
Reliability and problems of 2.0 TSI (3rd generation) engines.
This motor is an enlarged 1.8 TSI of the 3rd generation, its problems are the same as on the 1.8. Here, too, the camshafts wear out, the timing chain stretches, the thermostat breaks, and so on. Here we have told the main thing about the reliability of CHHB, CNCD, CHHA and other gen 3.
Tuning of engines 2.0 TSI CNCD/CHHB
Chip tuning
These motors are very amenable to tweaking and easily cross the 300 hp bar. You just need to re-flash the control unit and on 98 gasoline you will get under 320 hp along with 450-500 Nm of torque. If you put a cold intake, a bigger intercooler and a downpipe, you will get more than 330 hp and 520-540 Nm of torque on the Stage 2 firmware. You can pour in sport fuel and squeeze a little more, but in general, this is the limit for the standard turbo.
To get more power you can use IS38 turbine from Golf 7 R, 9 gauge plugs, intercooler from S3, cold intake and downpipe. On 98 gasoline, you’ll get over 380 horses and up to 550 Nm of torque.
The CJX motors from the Audi S3/VW Golf 7R/SEAT Leon Cupra produce the same results.
MOTOR RATING: 4+