Engine 3.0 TFSI

Characteristics of 3.0 TFSI engines

Production	Volkswagen
Engine brand	EA837
Release years	2008-2017
Block material	aluminum
Supply system	direct injection (until 2013) direct injection + distributed
Type	V-shaped
Number of cylinders	6
Valves per cylinder	4
Piston stroke, mm	89
Cylinder diameter, mm	84.5
Compression ratio	10.5 10.8 (since 2013)
Engine volume, cc	2995
Engine power, hp / rpm	272/4780-6500 290/4850-7000 299/5250-6500 310/5200-6500 333/5500-6500 333/5500-7000 333/5300-6500 354/6000-6500
Torque, Nm/rpm	400/2150-4780 420/2500-4850 440/2900-4500 440/2900-4750 440/3000-5250 440/2900-5300 440/2900-5300 470/4000-4500
Fuel	95-98
Environmental regulations	Euro 5 Euro 6 (since 2013)
Engine weight, kg	190 (CAJA)
Fuel consumption, l/100 km (for Audi A6) - city - track - mixed.	10.8 6.6 8.2
Oil consumption, g/1000 km	up to 500
Engine oil	0W-30 5W-30 5W-40
How much oil is in the engine, l	6.5 6.8 (since 2013)
Oil change is carried out, km	15000 (preferably 7500)
Operating temperature of the engine, hail.	—
Engine resource, thousand km - according to the plant - on practice	— 250+
Tuning, HP — potential - no loss of resource	500+ ~400
The engine was installed	Audi A4/S4 Audi A5/S5 Audi A6 Audi A7 Audi A8 Audi Q5/SQ5 Audi Q7 VW Touareg Hybrid

Reliability, problems and repair of 3.0 TFSI engines

The EA837 series appeared in 2008 and was created on the basis of the V6 3.2 FSI engine from Audi, which was replaced by 3.0 TFSI. New engine slightly different cylinder block, which is adapted for supercharging. It's still an aluminum V6 with a 90° camber angle and a height of 228 mm, but inside this block is installed a crankshaft with a piston stroke of 89 mm, stronger connecting rods with a length of 153 mm, new piston design for a compression ratio of 10.5 and one balancer shaft. All this provides a working volume of 3 liters.

It uses two heads from 3.2 FSI without a variable valve lift system, but with a variable valve timing system on the intake valves in the 42 ° range. The heads have 2 camshafts and 4 valves per cylinder, the diameter of the inlet valves is 34 mm, the exhaust 28 mm, and the thickness of the valve stem is 6 mm. Compared to the 3.2 FSI, the 3.0 TFSI uses stronger valve springs.
The camshafts are rotated by the timing chain. Audi assures that the life of the timing chain is equal to the entire life of the engine.
The main difference between this engine and the old 3.2 FSI is supercharging, it uses a roots-type Eaton compressor, which can create a boost pressure of no more than 0.7 bar excess.
The service life of the compressor belt is 120 thousand km.
As with most Volkswagen engines and Audi, direct fuel injection with homogeneous mixture formation and Hitachi HDP 3 injection pump is used here.
In order for the motor to comply with Euro-5 environmental standards, the 3.0 TFSI has a secondary air supply.
Controls the motor of the Siemens Simos 8 ECU.

The above applies to CAJA engines, which have 290 hp. at 4850-7000 rpm and a torque of 420 Nm at 2500-4800 rpm.
The same engine for North America was designated as CCAA and complied with the ULEV 2 standard.
Later, the engine was installed in the Audi A6 C7, and with the new gearbox it received the designation CGWB, and on the Audi A8 - CGWA.

For Audi cars S4 and Audi S5 produced the CAKA engine, which developed 333 hp. at 5500-7000 rpm, torque 440 Nm at 2500-5000 rpm.
The CAKA engine from CAJA features firmware for a boost pressure of 0.75 bar.
The same motor for the USA was designated as CCBA.
The second modification was called CGWC and differed by a different box. Its American counterpart under ULEV 2 is called CGXC.

272 hp version designated as CMUA and found on the Audi A4 and A5. Such motors are distinguished by boost pressure up to 0.6 bar. On the Audi Q5, such engines came with a different box and were designated as CTUC and CTVA.
A CGEA hybrid engine was produced, which had an additional 34 kW electric motor. He meets on Volkswagen Touareg hybrid.

Modification for 310 hp found on the Audi A6, A7 and A8 and is called CGWD (in North America CGXB).

For the Audi Q7, the CTWA and CTWB engines were produced, which are the same, but differ in power from each other: 333 hp. the first and 280 hp. at the second.

Top in this series was powerful engine CTUD where the compressor could inflate 0.8 bar. This made it possible to develop 354 hp. at 6000-6500 rpm and a torque of 470 Nm at 4000-4500 rpm. In the US it is known as CTXA. They put it on the Audi SQ5.

In 2013, 3.0 TFSI Gen 2 was released: the cylinder block was modified with cast iron sleeves 1 mm thick, a lightweight crankshaft was used, light pistons for a compression ratio of 10.8, timing chains have changed. The heads are equipped with variable valve timing on the intake and exhaust camshafts. Inlet adjustment range 50°, outlet 42°. In addition, the combustion chambers, cooling system, seats and valve guides have been improved. Unlike the previous generation, direct injection is used here along with distributed injection, as on the 3rd generation EA888. There are new high pressure injectors that are moved to the edge of the cylinder.
Unlike the CAJ, CGW and other 3.0 TFSI Gen 1s, the new 3.0 TFSI engines have the ability to turn off the compressor when boost is not needed. Gen 2 also complies with Euro 6 standards.

The CREA engine has 310 hp. at 5200-6500 rpm and a torque of 440 Nm at 2900-4750 rpm. It first appeared on the Audi A8, and later other variations were made on its basis, which differ in the ECU firmware: the CREC engine received 333 hp, and the CRED develops 272 hp.

In 2016, the next turbocharged generation 3.0 TFSI of the EA839 family began to be produced, and a year later it completely replaced the TFSI with a compressor.

Problems and reliability of 3.0 TFSI engines

1. Zhor oil. Often the reason for this is bullying. No need to drive cold engine before driving actively, warm up the oil to operating temperature. In addition, there may be problems with the oil separator, rings, etc. In any case, you need to check.
2. Crack at startup. The first reason is the lack check valves cylinder head oil channels on CGW engines (after 2012 onwards). Because of this, at the start, the oil does not have time to rise up to the tensioners and the sound of an untensioned chain appears. This happens on runs up to 100 thousand km. The problem is solved by installing check valves instead of plugs.
The second reason is the wear of the timing chain tensioners. In this case, the chain rattle lasts longer and the longer the chain rattles, the worse the situation. Solved by replacing the tensioners.
3. Noise out exhaust system. The cause of such noise is the burnout of the corrugations. This usually happens in the region of 100 thousand km. Check, change and everything will work quietly.
4. Catalysts fall apart. They do not tolerate low-quality gasoline or chip tuning and serve +/- 100 thousand km. It is important to replace them in time, otherwise ceramic dust will get into the cylinders, and scuffing will form. When tuning, it will be more reliable to remove the catalysts and in any case you need to pour good gasoline.

Also, sometimes it fails. fuel pump low pressure, often the pump dies ahead of time, soot forms in the manifold and on the valves, which needs to be cleaned from time to time.
But everything written above is far from being found on every car, the main thing is to service it on time, not save money and adequately operate your engine. Change the oil more than once every 15 thousand km, but 2 times more often, pour only good oil, all this increases the motor resource.
With decent service, a 3.0 TFSI resource can exceed 200-250 thousand km or more.

Tuning engines 3.0 TFSI

Chip tuning

This motor has tremendous potential and you can get impressive numbers on factory hardware. Any 3.0 TFSI (whether 272 or 333 hp) with a Stage 1 chip on 98 gasoline can be pumped up to 420-440 hp. and 500 Nm of torque. On sports fuel, you can get about 20 more hp.
A small compressor pulley (57.7 mm), a cold intake, a large intercooler, an exhaust without catalysts and a Stage 2 chip can provide approximately 470 hp. on 98 gasoline and more than 500 hp on sports fuel. If we add to this an enlarged throttle valve and NGK candles with a glow number of 9, then 500 hp. together with 600 Nm of torque, it is already achievable on 98 gasoline, and on sports fuel you will get all 540 hp.

For some Volkswagen cars Group, a certain type of engine is installed: the TFSI engine. Of the brightest representatives of such cars, Audi cars can be distinguished, it is on them that these engines are installed with great success. Many people continue to confuse this engine with the Volkswagen TSI engine, although these engines are significantly different from each other.

TFSI are turbocharged engines, they are installed on cars brands AUDI and some Skoda cars. TSI and TFSI - engines are completely different both in structure and in some characteristics. But, for example, TFSI can be compared with another engine - FSI, which is conventional and non-turbo.

TFSI and FSI.

FSI has been around for a long time by Volkswagen. It has stood the test of time and has performed well. It was this engine that became, in a sense, the progenitor of the TFSI engine, when the concern set itself a rather serious task: to increase the percentage of efficiency FSI engines. In addition to this task, a number of others were set: to increase engine power, reduce the amount of harmful substances emitted into the atmosphere, etc. Based on the tasks set, a new type was developed.

TFSI engines have an almost identical design with their older comrade, they have the same fuel injection as the FSI - directly into the cylinders.

The changes include the design of the engine pistons, namely the bottom of the engine piston, which was redesigned so that the engine could work with a decrease in the compression ratio. The cylinder head, crankshaft and connecting rod of the engine were also changed.

Distinctive features of TFSI.

The letter T denotes the presence of a turbocharger in the engine, or in other words, a turbine. This same turbine is located in the exhaust manifold. With him, she forms a common module. A module flange is attached to the cylinder head using special terminals. The engine turbine provides certain advantages in terms of torque, dynamics and acceleration power (when comparing TFSI and FSI).

For TFSI engines, the fuel supply system was slightly changed, namely, a new type of fuel pump was developed. Due to this application, the developer managed to increase the level of engine power and at the same time reduce the amount of fuel consumed. The latest firmware on the pump makes it deliver exactly as much fuel as the engine uses.

Thus, we can conclude that the TFSI engine is an improved turbocharged version of the FSI engine.

If you are wondering about buying a car or replacing it, and at the same time want a TFSI engine installed on it, then gather as much information about this engine as possible in advance.

After all, what is a TFSI engine and there are quite a lot of options for cars with such an engine, and the choice is a rather difficult procedure and many different factors must be taken into account. For example, financial.

If your finances allow you to buy a good and quality car, then you already know that this purchase will serve you faithfully for many years. But we must not forget that the engine of any vehicle it is its most important component.

It is this node that is responsible for the power, speed of movement and the ability to transport a certain mass. Many modern motors have various prefixes and names and markings in their names.

Therefore, you, as a car enthusiast, must carefully study and decipher these data before purchasing such a tool. They can tell you a lot. Knowing this information, you will know what your car is ready for, what restrictions it has and how it will behave on the road.

Description and features of the engine

TFSI engine stands for Turbocharged Fuel Stratified Injection. But there is another abbreviation that is very similar to the one that will be discussed now, TFS. For some reason, many drivers mistakenly confuse them and are greatly mistaken in this. These 2 engines are completely different. They differ in features and design.

There is a motor with which TFSI really has common features, this is FSI, however, they also have very strong differences. For comparison, we will take these two engines to talk a little about them. FSI today is a rather old version of motors, but quite reliable. For many years of its existence, such engines have managed to show themselves in work and have proven themselves well.

Once again, the German company was at the height of the production of high-quality and durable engines. It was the invention and production of FSI that became the impetus for the appearance of injection engines in general.

Over time, the quality of the developers' engines ceased to suit and they set themselves the goal of creating something new, more powerful and efficient. At the same time, they wanted to invent an engine that would emit less harmful substances into the atmosphere, that is, it would be more environmentally friendly.

By the way, at present, the Europeans have a leading role in ecology in all areas, including engineering. This area includes the conditions under which the quality of a product is recognized. So cars are no exception.

That is why in the production of engines for the implementation of their ideas, they did not affect only the one that concerned the injection of the mixture directly into the cylinders themselves. Everything else has changed. Some of the nodes have been revised and improved. Piston designs have generally been changed so that the engine does not lose its power, but at the same time reduces its compression performance.

2 camshafts were added to the design of the cylinder head, which were made of durable and resistant types of metals. Valves were made from the same material. The system responsible for the intake and exhaust of fuel was also improved. It was improved as follows: the channels that were responsible for the supply of fuel and the removal of gas workings were corrected.

The supply of gasoline has also been changed in TFSI. This system has undergone changes in the form of installing a modernized pump, which pumped up fuel and gave a pressure an order of magnitude higher than in FSI. As a result, we got more power, but lower consumption. In the previous version of the motors, the pump had only 2 cams, in the modern version one more was added and we already have a three-cam design.

The pump is electric, due to which its firmware has been changed. This made it possible for the engine to calculate the amount of fuel supplied, taking into account the needs of the motor. Gradually, we came to the main difference between these types of engines is the presence of a turbocharger.

In the abbreviation TFSI, this change occurred in the addition of the letter T. Thus, there was a change in the name from FSI to TFSI. The addition of this letter to the name and the presence of a turbocharger gave this type of engine more power, dynamics and torque.

Now we would like to finally dispel all doubts about the difference between these two engines. After all, both in one and in the other there are turbines. And at first glance, they are the same and equal to each other. But no, there are still significant differences. Only TSI has two.

Firstly, one of them is the supply of fuel, which goes to intake manifold. The second difference is that the design of such a motor provides for the presence of a turbine tarbonaduva. That is, the design of the engine provides for both a mechanical turbine and an electric compressor.

Exhaust gases lead to the operation of one unit. Another unit increases the air pressure. Their work is organized in turn and depends entirely on the operating modes of the motor. TSIs are considered more economical and more responsive than TFSIs.

TFSI is most often installed by Germans on car brands such as Audi and Skoda. Now it’s worth paying a little attention to problematic issues and the main disadvantages of TFSI motors. Each unit and node has them, and it will not be right if we hide them and do not touch them.

TFSI engine problems

So, we will take the 2.0 TFSI engine and discuss what the owners of cars with these types of engines installed on them most often complain about. The first and fairly common problem is oil consumption or, as many car owners put it, “oil zhor”.

This problem is not present in fresh cars, but more concerning those that have already run more than average. Yes, there is a problem, but it is solvable and there is nothing wrong with that, just contact the service in time and they will help you fix everything. Usually everything is solved by replacing components such as the VKG valve. If this procedure does not solve the problem, then the valve stem seals are changed.

The second problem is knocking. It appears when the camshaft chain tensioner has already worn out. It is also solvable and occurs by replacing this node.

The third problem is the loss of power, that is, there are failures in acceleration. The problem lies in the valve number 249. Replacing it will solve all the problems.

The fourth problem with high revs the car is not running. Check the injection pump pusher, the problem is in it. If this unit is periodically checked (every 15-20 thousand kilometers) and controlled, then its replacement will solve everything.

Fifth problem refueled the car, but it does not start. Check ventilation valve. These kinds of problems are more american cars. The most interesting thing is that we named the problems that people often encounter.

However, you probably noticed that all of them are quickly resolved. They bought the part, replaced it, that's the whole algorithm. Since engines are quite complex, the best option would be to contact specialists in this field if problems arise.

2.0 FSI (Fuel Stratified Injection) engines are not unique in their kind, however, they are more common on the market. Mitsubishi was the first to introduce similar engine in 1997 - 1.8 GDI.

In theory, the 2.0 FSI engine is economical and environmentally friendly. It is characterized as much more efficient than conventional injection engines. There are a lot of advantages.

It must be admitted that if everything works as it should, then a car with 2.0 FSI and TFSI will appeal to many. You can count on an advantageous ratio of performance to fuel consumption. For example, the Audi A3 2.0 FSI consumes on average about 7.5-8 l / 100 km, and the 200-horsepower version - only 2 liters more.

Perhaps that is why Volkswagen decided to develop turbocharged engine modifications, and FSI removed it from sale. As a result, TFSI got under the hood of many VW models and is currently the main engine for powerful compacts, small sports cars and cars of the middle and higher class. If the 2.0 FSI was presented in only one forcing option - 150 hp, then the TFSI received several variations - from 170 to 272 hp.

Unfortunately, the 2-liter unit with direct injection has a number of costly problems. In naturally aspirated versions, after 90-140 thousand km, carbon deposits appear on the intake valves - soot. There are problems with camshafts and engine sensors. In addition, minor interruptions in the operation of the motor are enough for the “Check Engine” message to appear.

In the case of a turbo engine, problems with the turbocharger and big expense oil (sometimes it takes up to 1 liter per 2000 km). In addition, there have been cases of soot on the intake valve and sensor failure (for example, a knock sensor).

Soot on the valves

Symptoms: uneven and rough operation, reduced power.

Repair: The problem mainly affects early versions of FSI. Later the software was changed. Carbon deposits are removed in several ways: with special cleaning agents or mechanically.

Oil consumption

Symptoms: rapid drop in oil level, catalytic converter damage.

Repair: the problem is well known official dealers. Excessive oil consumption mainly concerns the 200-horsepower version of the engine of the initial production period and the later 211-horsepower unit. One solution - overhaul engine.

Technique

The 2 liter direct injection engine is a modern design. In addition to a special injection system, this engine has pistons and a 16-valve head made of aluminum alloy, an intake manifold with air flow control dampers, as well as a variable valve timing system.

A timing belt is responsible for the timing drive, but in some versions of TFSI it is a chain (since 2008 - CAWA, CAWB, CCTA, CCZA and CCZC). The injection system uses a high pressure pump and an exhaust gas recirculation valve. The TFSI engine is constantly evolving, and currently the flagship version of the engine has a power of 272 hp.

Technical Data 2.0 FSI / TFSI

Part 1

Parameters	2.0 FSI	2.0TFSI	2.0TFSI*	2.0TFSI	2.0TFSI	2.0TFSI**
Release years	2004-09	2005-10	since 2008.	since 2004.	since 2008.	2005-07
Engine type, number of valves	petrol, R4/16	turbo, R4/16	turbo, R4/16	turbo, R4/16	turbo, R4/16	turbo, R4/16
Working volume	1984	1984	1984	1984	1984	1984
Compression ratio	11.5: 1	10.3: 1	9.6: 1	10.5: 1	9.6: 1	10.5: 1
Timing type	DOHC	DOHC	DOHC	DOHC	DOHC	DOHC
Max. power (kW / hp / rpm)	110/150/6000	125/170/4300	132/180/4000	147/200/5100	155/211/4300	162/220/5900
Max. torque (Nm / rpm)	200/3500	280/1800	320/1500	280/1800	350/1500	300/2200

Note: * Engine can be powered by bioethanol; ** The variant was installed in the Audi A4 series 8E (DTM version).

Part 2

Parameters	2.0TFSI***	2.0TFSI****	2.0TFSI*****	2.0TFSI	2.0TFSI******
Release years	2007-08	2011-12	2007-13	since 2008.	since 2008.
Engine type, number of valves	turbo, R4/16	turbo, R4/16	turbo, R4/16	turbo, R4/16	turbo, R4/16
Working volume	1984	1984	1984	1984	1984
Compression ratio	10.3: 1	9.8 1	9.8 1	9.8 1	9.8 1
Timing type	DOHC	DOHC	DOHC	DOHC	DOHC
Max. power (kW / hp / rpm)	169/230/5500	173/235/5500	177/240/5700	195/265/6000	200/272/6000
Max. torque (Nm / rpm)	300/2200	300/2200	300/2200	350/2500	350/2500

Note: *** Only on Golf V GTI Edition limited to 30 units; **** Limited edition of 35 Golf VI GTI Edition only; ***** In Leon Cuprze; ****** In the Golf R - the manufacturer indicates a power of 271 hp.

Spare parts cost ($) *

	Dealerships	Analogues
oil filter / air	9/25	from 7/20
spark plug
turbocharger	1100	from 800
thermostat
water pump
coils (pcs.)
dual mass flywheel

* For 2.0 TFSI / 200 HP (2006).

Application

The engines are most widely used in the following cars:

Audi A3 (2003-2012) Skoda Octavia II (2004-2013), Audi A5 (since 2008), Volkswagen Golf(2003-2008), Seat Leon (2005-2012), Volkswagen Passat (2006-2010).

Audi is changing the system of differentiation of modifications of its models. Designations indicating the displacement (for example, 2.0, 3.0, 4.2 and so on) are a thing of the past. Instead, two-digit digital indexes will be used in increments of five units, tied to engine power. But not directly, but indirectly. For example, versions with a capacity of 110-130 hp. will be designated by the index 30, with a return of 230-250 - by the number 45, and the highest gradation of 70 - for machines more powerful than 544 hp. (400 kW).

Audi A3 at Auto China 2014

The company began to roll out such a scheme back in 2014, but only in China, India and the Middle East. And the first international model with new designations will be . Modification of the A8 3.0 TDI with a power of 286 hp. will be called A8 50 TDI, and the A8 3.0 TFSI version (400 hp) now bears the A8 55 TFSI index.

This step has been long overdue. After all, competitors in the German "big three" have long moved away from the direct designation of engines. For example, Mercedes indices 180, 400 or 500 have long indicated not the working volume, but the place of the version in the hierarchy. As well as the last two digits in three-digit indices cars BMW (or two digits for crossover versions). In addition, the same motor now has several versions with different power- the old nameplates do not display this difference.

But main reason most likely different. The fact is that Audi is on the verge of the commercial implementation of electric vehicles, and to fence for them new system indexes is more difficult than switching to a unified scheme tied to the return of the motor.

Model naming remains the same (from A1 to R8). After the two-digit power index, the prefixes characterizing the type will remain. power plant: TFSI (gasoline), TDI (diesel), g-tron (natural gas) or e-tron (electric vehicles and hybrids). An exception is made for charged modifications S and RS, as well as the R8 sports car - their engines will continue to be called. Complete change of "motor" indices throughout model range will happen next summer.

ADDED:

This is what the new index grid looks like today. But the company clarified that over time, the power gradation can be revised.