VW-Audi EA113 2.0 TFSI engine

Characteristics of the EA113 engine

Reliability and repair of EA113 2.0 TFSI engine

Two-liter engine EA113 TFSI series was released in 2004 and was developed on the basis of the atmospheric engine with direct fuel injection VW 2.0 FSI – AXW. About the main difference between the two engines is not difficult to guess by the first added letter – the new motor is equipped with turbocharging. This is not the only difference, under high power the power unit must be competently prepared, in TFSI instead of aluminum cylinder block is used cast-iron with improved balancing mechanism with two balancer shafts, used a different crankshaft with thick thrust brackets, changed for lower compression ratio pistons on reinforced connecting rods. All this is covered with a refined 16-valve twin-shaft cylinder head with new camshafts, valves, reinforced springs, with modified intake channels and other refinements. The engine 2.0 TFSI is equipped with hydrocompensators, phase shifter on the intake shaft, direct fuel injection, in the timing belt is used, the service life of which is ~90.000 km, when the belt breaks the engine 2.0 TFSI bends valves.

The engine is blown by a small turbine BorgWarner K03 (pressure up to 0.9 bar), which provides a smooth torque band from 1800 rpm. More powerful versions are equipped with a more productive turbine – KKK K04.

Everything is controlled by Bosch Motronic MED 9.1 ECU.

Mechanically, these engines are reliable and durable. There are a few weak points on the “iron”, and in the rest at occurrence of some failures or failures in power it is necessary to be able to diagnose them correctly and to read actual parameters of engine operation.

Pumping fuel pump

Often the performance of the fuel pump located in the tank is reduced. The problem with the priming pump may be in the wear of its electric motor or clogging of the fuel coarse mesh. It should deliver fuel at a pressure of 6 bar. If the pressure is lower, the engine will not have enough fuel. It will be tripping at idle speeds, acceleration will occur with jerks and power failures. Also, the engine may not develop more than 3000 rpm, may stall on the move or when releasing the accelerator pedal. Diagnostics will show low fuel pressure, as well as related problems. For example, turbine underblow.

In some cases, flushing the submersible pump screen-filter helps to eliminate these symptoms.

Oil pressure

There are times when the red oil light on the dashboard display of a car with a 2.0 TFSI engine lights up, indicating low oil pressure. Usually, in most cases, a failed oil pressure sensor is to blame. After replacing it, the oil light will not illuminate.

Crankshaft sensor

A glitchy crankshaft sensor is the reason that the engine does not start the first time, it can stall while rolling. The sensor is usually clogged with dirt, and cleaning it can help.

Oil dipstick guide

The oil dipstick guide is plastic and over time it will get sulky, brittle and simply break when the oil level is checked again when the dipstick is removed.

Plastic valve cover

There are cases when the screws on the plastic cover loosen, causing oil leaks. If oil gets into the spark plug wells, ignition misses will occur. It is recommended to retighten the valve cover screws once a year.

EVCG system oil separator

The 2.0 TFSI turbo engine is equipped with a complex crankcase gas ventilation system. There are two oil separators. One is located in the oil filter module and clears oil from the crankcase gases. From there, the gases go higher up to the ducts that carry gases from the space under the valve cover. Before disposal, the gases pass through another labyrinth-type oil separator.

For utilization proper, the crankcase gases are discharged into the intake tract upstream or downstream of the turbocharger. Under engine load, when the compressor creates a vacuum in the intake tract, the gases go there. When the engine load is very light and the compressor does not create a vacuum in the intake upstream, the gases go into the intake tract downstream of the turbine, because that is where the vacuum is created.

The labyrinth oil separator has a check valve to regulate the flow: it locks the entire ventilation system against overpressure in the intake during boost. And the restriction valve regulates the amount of gas sucked out so that the turbine does not suck it out along with the oil.

The restrictor valve has a spring-loaded diaphragm that bursts over time, causing floating idle speeds and errors indicating problems with its regulation. If the check valve to the intake line is clogged, blue smoke may appear at full throttle. The entire oil separator must be replaced as an assembly. It is easy to do, and it costs only $35.

Also, when diagnosing air suction, do not forget about the sealing rings of the pipe from the first oil separator to the second. If they dry out, they allow unaccounted air into the intake through the entire VKG system.

The fuel injector and its tappet

The fuel system of the 2.0 TFSI engine has variable capacity. That is, the booster pump located in the tank pumps only as much fuel as the engine can consume. The fuel supply system is dead-end, i.e. there is no return line. There is a safety valve on the fuel ramp, which bleeds off the pressure if it exceeds 112 bar.

In general, the fuel system of these first 2.0 TFSI engines is not very productive, its possibilities for tuning are not enough. In addition, with the slightest wear of its mechanical components, it does not produce the required fuel pressure.

Gasoline fuel injector, the manufacturer of which is Hitachi, is driven by an additional triple cam of the intake camshaft. This pump produces a pressure of 110 bar.

A pusher cap is located on the fuel injector rod. It is essentially a thimble between the pump rod and the camshaft cam. This cap does not last forever and needs to be replaced due to wear on its surface. When the tappet is worn out, there is a lack of fuel supply – dips, up to the inclusion of the emergency mode of the engine. Errors on insufficient fuel pressure are fixed.

In especially neglected cases, the need to replace the tappet is indicated by a foreign metallic knock from the side of the fuel injector. More often, if you ignore the noise, it is rubbed through, and then the stem of the TNVD and the valve cam mutually scuff each other. Then you will have to replace the fuel injector and the entire intake camshaft. The tappet has to be replaced every 60 000 km. And if the engine is chipped, it may require attention already at a mileage of 15 000 km.

The fuel injector itself is also not very durable. The decrease in its performance is indicated by failures at full throttle and a fairly common error on incorrect fuel pressure. However, insufficient pressure in the fuel system can be caused either by problems with the booster pump, a clogged fuel filter, or wear on the tappet and even the camshaft cam.

Intake camshaft

Early examples of the 2.0 TFSI engine had bad luck with the intake camshaft – it was made of insufficiently strong steel. The triple cam of the TNV suffered from this – it simply wore out and became worn. The camshaft was replaced along with the fuel injector as part of the recall campaign.

High Pressure Sensor on the TNF

There is a high-pressure sensor on top of the fuel injector. It is well known for eventually leaking gasoline through it. The leakage will be quite large, the smell of gasoline vapor will be felt in the cabin of the car. In case of such a leakage, the entire fuel injection valve assembly will have to be replaced, because the valve is not sold separately. Today, such an original fuel injector costs about $350. There are substitutes, which are usually 30% cheaper.

The low pressure sensor on the fuel injector

There is also a low fuel pressure sensor on the fuel injector. When it malfunctions, the engine stalls after the first cold start. Low fuel pressure regulation errors are also recorded.

Turbine

The turbine housing is combined with the exhaust manifold. The manifold inside is divided into 2 parts to evenly feed the exhaust gases to the turbine wheel. The turbines have liquid cooling of the cartridge, which continues even after the engine stops thanks to an auxiliary electric pump.

On the compressor housing are electric valves that regulate turbocharger operation. Valve N75, designed to limit boost pressure – it opens the bypass flap in the hot part of the turbine.

Valve N249 is mounted in the compressor housing and is a bypass valve. When the throttle is closed abruptly, this valve opens and allows the air compressed by the compressor to flow in a circle. In this case, there is no sudden braking of the compressor wheel and the effect of “turbo slack” is eliminated.

Turbines on engines 2.0 TFSI go quite well and do not cause special complaints. As it often happens on many motors, they can become victims of circumstances. For example, due to a clogged catalytic converter and back pressure on the exhaust, bearings and shafts can suffer due to heavy loads. Sometimes you can experience a leaking bypass flap in the hot volute.

The turbine performance can be checked during the computer diagnostics phase by checking the actual boost parameters and the function of the N75 valve. The boost pressure should match the requested pressure and the N75 valve should not open more than 80%. It is worth noting that truly correct diagnostic readings can be obtained with a fully sealed intake tract that does not bleed air.

Valve #249

The first 2.0 TFSI engines received a defective valve No. 249, which did not run more than 40,000 km or failed during chip tuning.

In this valve, the sealing rubber diaphragm is destroyed, because of which the air pressure created by the compressor is bled off. The design of the valve has been changed, getting rid of the weak rubber seals.

The failure of this valve is indicated by a decrease in engine power, which is felt both during acceleration and when moving off, as well as engine jerking when the throttle is released. After replacing the valve, the car drives much more cheerfully. During diagnostics, the problem with the N249 valve is indicated by a sharp decrease in boost – i.e. the appearance of the very “turbo sluggishness” from which it is supposed to save.

N75 valve

The N75 valve is often the cause of under- or overblowing of the turbine. After all, it is he who manages its performance. Malfunctions of this valve are indicated by deviations in the parameters of supercharging, as well as jerks or wavy character of acceleration.

Inlet manifold

The intake manifold of the 2.0 TFSI engine is plastic and is equipped with flaps to maintain the mixture. These flaps are only closed at minimum engine loads. When they are closed, air only enters the cylinders through swirl channels. In most engine operating modes and at idle, the flaps are always open.

The flaps are actuated by an electric servo.

Injectors

The injectors can become clogged or worn. If there are problems with them, ignition misses are recorded in the respective cylinders. Usually before replacing the injectors, people manage to change spark plugs, flip coils. And only at the last stage, if a particular injector is to blame for the skipping, it is replaced with a new one.

The timing belt

Toothed belt in the timing drive is a specialty of EA113 engines. Here it should be changed every 90,000 km.

The 2.0 TFSI engine has a special crankshaft pulley – it has an elliptical shape, which reduces belt stretching and extends its service life.

Camshaft chain

The camshaft chain on the 2.0 TFSI is not eternal and can stretch. It has been known to require replacement at mileages of less than 150,000 kilometers. A stretched chain makes a metallic rattling noise when the engine is running. The chain must be replaced together with its tensioner.

Phase shifter

The phase shifter is mounted on the exhaust camshaft, but its operation ensures that the intake camshaft is rotated within 42° of the crankshaft. This means that the intake camshaft is lagging behind or ahead of the crankshaft. Of course, this is possible because the camshaft is connected by a chain to a phase shifter mounted on the exhaust camshaft.

The phase shifter is reliable and lasts a long time.

The oil supply channels are sealed by Teflon rings, which lose their tightness with high mileage.

Balancer shaft and oil pump module

Sprocket sprocket with elastic elements, which operate in the same way as the dual mass flywheel. The elastic elements of the sprocket are designed to dampen the increased amplitude of crankshaft vibrations.

Also, the 2.0 TFSI engine, like its predecessor, responds in its own way to low-quality oil and deposits in the oil block. Particles of burnt oil and its clots clog the oil inlet, which reduces oil pressure, which, fortunately, the engine informs about quite quickly. That is, if the “red oil light” continues to appear after replacing the oil pressure sensor, it is absolutely necessary to measure the actual pressure and, if it is low, remove the oil pan and clean the oil intake.

Rarely there is exhaustion of the balancer shaft beds, and then engine oil escapes through the increased gap in them. In this case the red oil light comes on and the oil pressure becomes insufficient.

Cylinder Block

The cylinder block is taken from the 1.8 Turbo engine with 5 valves per cylinder and some modifications. The cylinders are bored directly into the cast iron block. A new initial honing technology has been used – jet honing, which is done with a high-pressure liquid.

The block is very strong. It can be honed to fit non-original pistons of larger diameter.

Crankshaft

The crankshaft is forged and reinforced compared to the 2.0 FSI, with thicker thrust blocks near the main and connecting rod journals.

Pistons

Have a reinforcing steel insert. There is an oil channel for lubrication of the piston pin.

VW-Audi 2.0 TFSI engine modifications

1. AXX – the first version of the motor, power 200 hp at 6000 rpm, torque 280 Nm at 1700-5000 rpm. The motor was put on Audi A3, VW Golf 5 GTI, VW Jetta and Volkswagen Passat B6.
2. BWE – analog AXX, but for all-wheel drive Audi A4 and SEAT Exeo.
3. BPY – analog of AXX, but for North America, under the environmental standard ULEV 2.
4. BUL – 220-horsepower version for Audi A4 DTM Edition.
5. CDLJ – motor for Polo R WRC.
6. BPJ – the weakest version of 2.0 TFSI, 170 hp. It was put on the Audi A6.
7. BWA – analog of AXX, but with newer pistons, power is equal to 200 hp at 6000 rpm, torque 280 Nm at 1700-5000 rpm. The motor is found on Audi A3, Audi TT, Seat Altea, Seat Leon FR, Seat Toledo, Skoda Octavia RS, VW Jetta, VW Passat B6, Volkswagen Eos.
8. BYD – reinforced block, reinforced connecting rods, reduced compression ratio to 9.8, more productive injectors and pump, new head, other camshafts, turbine KKK K04 (boost pressure up to 1.2 bar), another intercooler, power 230 hp at 5500 rpm, torque 300 Nm at 2250-5200 rpm. It was put on Volkswagen Golf 5 GTI Edition 30 and Pirelli Edition.
9. CDLG – BYD adapted from the WV Golf 6 GTI Edition 35. Power 235 hp at 5500 rpm, torque 300 Nm at 2200-5200 rpm.
10. BWJ – BYD analog, but with a different intercooler, power is increased to 241 hp at 6000 rpm, torque 300 Nm at 2200-5500 rpm. The engine is found on the Seat Leon Cupra.
11. CDLF, CDLC, CDLA, CDLB, CDLD, CDLH, CDLK – analogs BYD with another intake (the manifold is old), another intercooler and intake camshaft, power 256-271 hp, depending on the settings. It was put on Audi S3, Audi TTS, Seat Leon Cupra R, Volkswagen Golf R, Volkswagen Scirocco R, Audi A1.
12. BHZ – 265-horsepower version for the Audi S3. It differs in injectors, plugs, intake, air filter box.

Problems and disadvantages of VW-Audi 2.0 TFSI engines

1. Oil burn. On cars with mileage more than average, there may be increased oil consumption (oil consumption), this issue is solved by replacing the valve VKG (ventilation of crankcase gases) or, if necessary, the replacement of oil caps and rings.
2. Knocking. Dieseling. The reason is worn out tensioner chain tensioner camshafts, replacement will help to solve the problem.
3. Does not drive at high speeds. The reason is the wear of the fuel injector tappet, the issue is solved by its replacement. Its service life is about 40 thousand kilometers, you need to check its condition every 15-20 thousand kilometers.
4. Drops in acceleration, loss of power. The problem lies in the bypass valve N249 and is solved by its replacement.
5. Does not start after refueling. The problem is in the fuel tank ventilation valve, replacement will solve everything. The problem is relevant for American cars.

In addition, ignition coils do not live for a long time, the intake manifold is periodically polluted and the intake channel motor fails, such problems are solved by cleaning the manifold and replacing the motor. Otherwise, the engine is good, vigorous, likes quality gasoline and oil. If they are available, it produces 200 hp and drives quite well.
Over time, this motor was replaced by another 2.0-liter turbo engine EA888 series.

Volkswagen-Audi TFSI engine tuning

Chip tuning

Tuning TFSI engines is quite simple (if you have money), to increase the engine power to 250-260 hp, it is enough to go to a tuning office and flash in Stage 1. If such power is not enough, then it is worth installing an intercooler, exhaust on a 3″ pipe, cold intake, a more productive fuel injector and flash, it will raise the output to 280-290 hp. Further power increase can be continued with a new K04 turbo and injectors from Audi S3, such configurations give ~350 hp. Further squeezing the juices out of the 2-liter motor is not so profitable, the price/hp ratio decreases noticeably.

MOTOR RATING: 4+