The Volkswagen (VW) 2.0 TSI/TFSI EA888 engine is a 2.0-liter, four-cylinder, turbocharged gasoline engine, a successor to the 1.8 TSI/TFSI within the EA888 series. Production of this engine began in March 2008, marking a significant upgrade from the 2.0 TSI engines of the older EA113 family. Much like its 1.8 TSI counterpart, the 2.0-liter engine has undergone several revisions throughout its production, resulting in three distinct generations of this popular VW 2.0TSI engine, also widely recognized in various Audi models as the Audi Ea888 engine.
Unveiling the 2.0 TSI EA888 Gen 1
The initial iteration, the 2.0TSI EA888/1, is identified by engine codes such as CAWA, CAWB, CBFA, CCTA, and CCTB. Mirroring the 1.8TSI, this 2.0L engine features a robust cast-iron cylinder block with cylinders spaced at 88 mm (3.46 inches) and a height of 220 mm. The increase in displacement was achieved through the implementation of a new forged steel crankshaft with a 92.8 mm (3.65 inches) stroke, while maintaining the original bore size. It also incorporates shorter connecting rods (144 mm) and unique pistons to achieve a lower compression ratio of 9.6:1. To minimize vibrations, the engine block is equipped with two chain-driven, counter-rotating balance shafts.
The 16-valve aluminum cylinder head in the 2.0 TSI Gen 1 is similar to that of the 1.8 TSI. Each cylinder is equipped with two intake and two exhaust valves. The intake valves measure 34.0 mm in diameter, while the exhaust valves are 28.0 mm, both with a stem diameter of 6 mm. The valvetrain includes low-friction roller finger cam followers and hydraulic tappets for automatic valve clearance adjustment. Both intake and exhaust camshafts are positioned atop the head and are driven by a timing chain. Notably, the intake camshaft includes a variable intake valve timing system, optimizing performance and efficiency. The 2.0 TSI Gen1 utilizes direct fuel injection with homogeneous mixture formation. A low-pressure fuel pump, located in the fuel tank, feeds fuel to a high-pressure pump. This high-pressure pump then delivers fuel at pressures up to 190 bars (2,760 psi) to the six-hole fuel injectors. The high-pressure injection pump is driven by a four-lobe cam on the exhaust camshaft. The engine also features an electronically controlled ignition system with long-life spark plugs and individual single spark coils for each cylinder.
Turbocharging is handled by a KKK K03 turbocharger, providing a maximum boost pressure of 0.6 bar (8.7 psi). This turbocharger is water-cooled and integrated with a cast iron exhaust manifold. The compressed intake air is channeled through a plastic variable-geometry intake manifold. Engine management is overseen by the Bosch Motronic MED 17.5 ECU. The 2.0 TSI Gen1 engines are equipped with two lambda probes and meet the Euro 4 emission standard (CAWB, CAWA engines) and ULEV 2 (CCTA, CCTB engines). The CCTA variant, featuring three lambda probes, even meets the stringent Californian SULEV standard.
Evolution to 2.0 TSI EA888 Gen 2
The 2.0TSI EA888/2, also launched in 2008, incorporated similar enhancements as the 1.8 TSI Gen2. The primary objectives were to reduce internal friction and enhance overall efficiency. To achieve this, the diameter of the main journals was reduced by 6 mm (from 58 mm to 52 mm). Furthermore, low-friction, thin piston rings, redesigned pistons, and an updated cylinder wall surface manufacturing process were implemented. This generation also introduced a variable oil pump for improved oil pressure control and efficiency. Crucially, the 2.0TFSI engines destined for Audi vehicles, marked by engine codes CCZA, CCZB, CCZC, and CCZD, were equipped with the Audi Valvelift System (AVS). This system provides two-stage intake valve-lift control, switching between a 6.35 mm lift and a 10 mm lift above 3,100 rpm to optimize engine performance across different engine speeds.
The 2.0 EA888/2 achieved stricter emission standards compared to its predecessor, meeting Euro5 (CDNC engine) and ULEV 2 (CAEB engine). Production of these Gen 2 engines continued until 2015, powering a range of Audi and VW models.
The Advanced 2.0 TSI EA888 Gen 3
The 2.0TSI EA888/3, or Gen3, was engineered for reduced weight and increased efficiency. A significant change was a redesigned cast iron cylinder block with thinner walls (reduced by 0.5 mm to 3 mm). It also featured new pistons, steel crankshafts, piston rings, an updated oil pump, and lighter balancing shafts. The cylinder head was completely re-engineered, now a 16-valve aluminum DOHC design with an integrated, water-cooled exhaust manifold. Camshafts remained chain-driven, and the Audi Valvelift System (AVS) was retained for intake valves only. However, the variable valve timing system was now applied to both intake and exhaust camshafts, offering more precise valve control.
A key advancement in the 2.0TSI EA888/3 was the introduction of dual injectors. It utilizes both port fuel injection (MPI) and direct fuel injection (DI), providing optimized fuel delivery for various driving conditions. The maximum boost pressure was increased to 1.3 bar (18.8 psi), facilitated by a new IHI IS20 turbocharger with an electronic wastegate for precise boost pressure management. Certain versions, including CULA, CULB, CULC, CPLA, and CPPA, are equipped with a smaller Garrett MGT 1752S turbocharger for different performance profiles.
For high-performance applications, further enhancements were implemented. Engines with CJX engine codes feature a modified cylinder head shape, a performance-oriented intake camshaft, larger exhaust valves, a reduced compression ratio of 9.3:1, upgraded pistons, higher-capacity injectors, and a high-pressure fuel pump. These high-performance variants use an IHI IS38 turbocharger with a maximum boost of 1.2 bar (17.4 psi). More powerful versions also incorporate a large air-to-air intercooler to manage intake air temperatures.
Gen3 engines are controlled by a Siemens Simos 18.1 electronic engine control unit (ECU). The enhanced 2.0 TSI EA888/3 engine complies with the latest emission standards, including Euro 6 for the European market, making it a cleaner and more efficient engine option across the Audi and VW ranges.
2.0 TSI EA888 Engine Specs Overview
| Feature | Specification |
|---|---|
| Manufacturer | Volkswagen AG |
| Production Years | 2008-Present |
| Cylinder Block Material | Cast Iron |
| Cylinder Head Material | Aluminum |
| Fuel Type | Gasoline |
| Fuel System | Direct Injection; Gen 3: Direct & Multi-Point Injection |
| Configuration | Inline |
| Number of Cylinders | 4 |
| Valves per Cylinder | 4 |
| Valvetrain Layout | DOHC |
| Bore | 82.5 mm (3.25 in) |
| Stroke | 92.8 mm (3.65 in) |
| Displacement | 1,984 cc (121.1 cu in) |
| Engine Type | Four-stroke, Turbocharged |
| Compression Ratio | 9.6:1 |
| Power Output | 170-310 hp (125-228kW) / 4,300-5,900 RPM |
| Torque Output | 207-280 lb-ft (280-380 Nm) / 1,500-5,500 RPM |
| Firing Order | 1-3-4-2 |
| Engine Oil Weight | VW 504.00; SAE 5W-30, 5W-40 |
| Engine Oil Capacity | Gen 1, 2: 4.6L; Gen 3: 5.7L (6.0 qts) |
| Oil Change Interval | 9,000 miles (15,000 km) or 12 months |
| Vehicle Applications | VW Golf, Jetta, Passat, Tiguan, Audi A3, A4, A5, A6, Q3, Q5, and many more |
Common Problems and Reliability of the Audi EA888 Engine
Interestingly, many common issues seen in the Audi EA888 engine, and its VW counterparts, are inherited from the 1.8TSI EA888 engine family. These include concerns like stretched timing chains, noticeable oil consumption, and carbon deposit buildup within intake ports and on intake valves. Detailed insights into these common problems across each generation can be found in this review of the 1.8TSI/TFSI EA888.
However, these issues are generally manageable. The cast iron engine block is rebuildable, and established solutions exist for addressing these common problems. Replacement parts are also reasonably priced. Adhering to a regimen of using high-quality engine oil, fueling with a minimum of 95 RON gasoline, and strictly following the recommended maintenance schedule can significantly contribute to the engine’s lifespan, often reaching 150,000-200,000 miles (250,000-300,000 km). Stage 1 ECU remapping generally doesn’t drastically reduce engine longevity. Even Stage 2 modifications, such as downpipes, more powerful turbochargers, and ECU remapping, can be reliable depending on the extent of power increase. However, moving to Stage 3 modifications will typically lead to a more significant reduction in engine reliability.
Audi EA888 Engine Modifications and Power Variants
The Audi EA888 engine comes in a wide array of power outputs and modifications, tailored for different models and performance requirements. Below are some notable examples:
- CAWA – 170 hp (125 kW) at 4,300-6,000 rpm, 207 lb-ft (280Nm) at 1,700-5,000 rpm. Applications: VW Tiguan.
- CCZC – 170 hp (125 kW) at 4,300-6,200 rpm, 207 lb-ft (280Nm) at 1,500-4,200 rpm. Applications: VW Tiguan, Audi Q3.
- CCZD – 178 hp (132 kW) at 4,500-6,200 rpm, 207 lb-ft (280Nm) at 1,700-4,500 rpm. Applications: VW Tiguan.
- CCTA/CBFA – 200 hp (147 kW) at 5,100-6,000 rpm, 207 lb-ft (280Nm) at 1,800-5,000 rpm. Applications: VW Golf Mk5 GTI (US Market), Golf Mk6 GTI (US Market), Audi Q3 (US Market), VW Jetta Mk5/Mk6, VW Passat B6, VW CC, Audi A3 (8P).
- CAWB/CCZA – 200 hp (147 kW) at 5,100-6,000 rpm, 207 lb-ft (280Nm) at 1,700-5,000 rpm. Applications: Audi A3 Cabriolet, VW Scirocco, VW Tiguan, Audi TT, Skoda Superb Mk2 (3T), Skoda Octavia.
- CPSA – 211 hp (155 kW) at 5,000-6,200 rpm, 221 lb-ft (300Nm) at 1,800-4,900 rpm. Applications: Audi Q3.
- CCZB – 211 hp (155 kW) at 5,300-6,200 rpm, 207 lb-ft (280Nm) at 1,700-5,200 rpm. Applications: VW Golf Mk6 GTI, VW Scirocco, VW Passat B6, VW CC, VW Tiguan, SEAT Altea Freetrack, SEAT Leon FR.
- CAEA/CDNB – 179 hp (132 kW) at 4,200-6,000 rpm, 236 lb-ft (320Nm) at 1,500-4,000 rpm. Applications: Audi A4 (B8), Audi Q5, Skoda Kodiaq.
- CAEA/CAEB/CDNC – 211 hp (155 kW) at 4,300-6,000 rpm, 260 lb-ft (350Nm) at 1,500-4,200 rpm. Applications: Audi A4 (B8), Audi A5, Audi Q5, SEAT Exeo.
- CHHB – 220 hp (162 kW) at 4,500-6,200 rpm, 258 lb-ft (350Nm) at 1,500-4,000 rpm. Applications: VW Golf Mk7 GTI, VW Tiguan 2, Audi A3, Skoda Superb, Skoda Octavia RS.
- CNCD – 224 hp (165 kW) at 4,500-6,250 rpm, 258 lb-ft (350Nm) at 1,500-4,500 rpm. Applications: Audi Q5.
- CHHA – 230 hp (169 kW) at 4,700-6,200 rpm, 258 lb-ft (350Nm) at 1,500-4,600 rpm. Applications: VW Golf Mk7 GTI Performance, Skoda Octavia RS230.
- CJXE – 265 hp (195 kW) at 5,350-6,600 rpm, 258 lb-ft (350Nm) at 1,500-4,000 rpm. Applications: SEAT Leon Cupra.
- CJXA/CJXB – 280 hp (206 kW) at 5,100-6,500 rpm, 280 lb-ft (380Nm) at 1,800-5,500 rpm. Applications: SEAT Leon Cupra, Skoda Superb.
- CJXD – 290 hp (213 kW) at 5,900-6,400 rpm, 258 lb-ft (350Nm) at 1,700-5,800 rpm. Applications: SEAT Leon Cupra.
- CYFB – 292 hp (215 kW) at 5,400 rpm, 280 lb-ft (380Nm) at 1,800 rpm. Applications: VW Golf Mk7 R (North American Market).
- CJXC – 300 hp (221 kW) at 5,500-6,200 rpm, 280 lb-ft (380Nm) at 1,800-5,500 rpm. Applications: European VW Golf Mk7 R, Audi S3, SEAT Leon Cupra.
- CJXG – 310 hp (228 kW) at 5,500-6,200 rpm, 280 lb-ft (380Nm) at 1,800-5,500 rpm. Applications: Audi TTS.
