For the first time the power turbodiesel unit with a volume of 2 liters for VW appeared on the market in 2003. The motor, equipped with 16 valves, came with the marking 2.0 TDI. For potential buyers of VW, the installation of such an engine promised objective advantages, so the interest in the new development was great. But, quite quickly users were disappointed in the two-liter motor, as its breakdowns were too frequent and expensive.
The 2.0 TDI powertrain became one of the worst turbocharged diesels in history. Developers introduced modern, innovative solutions, while saving on the quality of materials. Quite quickly, the demand for cars with a two-liter turbodiesel began to fall sharply. In the network appeared a large number of thematic branches of forums, on which owners discussed the issues of replacing the motor with an earlier internal combustion engine.
Many owners of the technique faced problems in the operation of engines even at the stage of the manufacturer’s warranty. One of the typical breakdowns manifested itself in the appearance of cracks in the cylinder head. For power units 1.9 TDI the cylinder head had 8 valves and worked without failures. In 16-valve two-liter versions, such a problem began to be fixed constantly.
Other weak points of such motors were the oil pump, dual-mass flywheel, injectors, turbocharger, particulate filter. The manufacturer made a lot of efforts to eliminate congenital defects of the internal combustion engine. By 2006, the problem with cracking of the cylinder head was solved. After another three years, the malfunction of the oil pump was finally eliminated. Units with defects were coded BKT, BMR, BWV, BVD, BVE, BHW, BMA, BMP, BPW.
Installation and modernization of the balancer shaft made the powertrain operation quieter and smoother. At the same time, for motors with 16 valves labeled BLB, BRE, BRD, the problem in the operation of timing became relevant, largely due to the lack of a particulate filter. The 8-valve motors were much more reliable and confident.
Oil pump drive malfunctions
For buyers of cars with a two-liter 2.0 TDI diesel, one of the problems is the inability to check the condition of the drive and the oil pump itself. This requires disassembly of the equipment and bench testing. Two varieties of oil actuators were used on the various powertrain modifications. Each of them could fail at any time.
Modifications with a balancing shaft are characterized by the use of an oil pump drive with a thin hexagonal shaft. This element is called a pencil by mechanics, with its wear, the performance of the oil pump significantly deteriorates. Accordingly, there is a lack of lubrication in the engine.
Since October 2009, power units with a modified balancer shaft module have appeared on the market. Developers have installed 100-millimeter hexes in the oil pump drives. For earlier versions of the motor with a 77-millimeter hexagon, the probability of drive failure increases to 200 thousand kilometers of mileage.
Some modifications of 2-liter motors are equipped with a chain drive of the oil pump. The reliability of the chain is significantly higher than the timing drive, but also with it problems are fixed. The main faults lie in the wear of the toothed gears. The first signs of a defect can be detected after the appearance of a rumble in the lower part of the motor.
Since the 2.0 TDI motor works quite noisily, it is not always possible to determine the wear of the chain. Possible consequences – oil starvation of the power unit, in which the corresponding indicator lights up on the instrument panel. If you do not take measures, the next stage is the engine failure. At the same time, the indication “Maslenka” – almost 100% means the breakdown of the motor.
On the assembled engine, it is impossible to determine the wear of the oil pump drive. In any auto center to check the condition of the node can be checked only when it is dismantled. Accordingly, the high cost of such work is a limiting factor. Assembly, testing, back installation costs up to 500 dollars.
Despite the high price, when buying a used car, it is necessary to carry out such work. Oil pump actuator failure entails breakage of the expensive turbocharger or jamming of the powertrain.
For 2.0 TDI motors with a chain drive, periodic replacement of the sprocket from the crankshaft is required. This element is the most wearable. The sprocket and damper springs are combined into one assembly. To remove the gear from the crankshaft, it is necessary to heat it and apply a special puller. Reverse installation is also carried out with heating to a temperature of 240 degrees. It is obligatory to perform the balancing shafts of the power unit.
Defects of the particulate filter
The growth of the oil level in the engine is another common problem with 2.0 TDI powertrains. An excess lubricant level of three times is a standard defect. It is the result of dirt and soot accumulation in the particulate filter. Exhaust gases stop passing through the filter element, so diesel fuel is not completely burned out.
The residue of the combustible mixture flows into the sump of the power unit along the cylinder walls. Then it mixes with oil. As a result, the lubricant liquefies and its volume increases significantly. The turbine does not receive oil in the necessary concentration, the shaft jams or breaks. Another consequence is an increase in backlash. To eliminate the breakdown is quite simple, it will require replacement of the particulate filter, possibly in a set with a catalytic converter.
Frequent problems of the power unit 2.0 TDI
In addition to the above defects, the motors of this make and model fail for other reasons. With many problems, the owners of the technique faced even during the warranty period, long before the mileage of 100 thousand kilometers. The most frequent breakdowns:
- increase in oil consumption, for every 15 thousand kilometers through the turbine goes up to 1 liter of lubricant;
- coolant seepage into the cylinder head, the problem for such motors is congenital, the best option is to replace the cylinder head;
- failure of the dual-mass flywheel is often fixed at a mileage of about 100 thousand kilometers;
- resource of piezo nozzles on 2.0 TDI engines with Common Rail injection system lasts for 100-120 thousand kilometers, the whole set of 4 pieces is changed.
In case of unrecoverable problems with the engine 2.0 TDI, it can be changed in its entirety. The cost of a used unit in good condition varies from 1400 to 2500 dollars, depending on the modification of the motor and its mileage.