T5 BiTDI Engine Problems & Repairs

A striking feature of these engines is that they are often completely or partially replaced. During research, the EGR (Exhaust Gas Recirculation) system was mentioned. Allegedly, a design flaw causes debris to be generated, which scratches the combustion chamber and leads to excessive oil consumption.

Is this the root cause of the frequent engine failures that occur in BiTDIs?

Hi.
"Chips introduced via the AGR system? I've never heard of that happening with a T5. However, I have heard of chips coming from the plasma coating that can flake off the cylinder walls."
haithamina

Quote:

Yes, from a plasma coating that is peeling off the cylinder walls.

Is the block made of aluminum?

Best regards, Rainer.

Does this problem also exist in the T6? The T5.1 5-cylinder diesel engines were also prone to issues, which explains the high number of engine overhauls.

When comparing the T4 models with the 5-cylinder engine producing 151 horsepower, these vehicles are often sold even with mileage exceeding 600,000 kilometers.

I can't understand why it's so difficult to build a motor out of a reasonable and durable material, especially considering vehicles manufactured after 2010.

Is the consequence to essentially exclude BiTDI?

Good morning!
There was no BiTDI engine in the T5.
Probably refers to the (early) oil-burning models in the T6...
SG
Manfred.

Here, we should not make general statements that apply to all models.

The T4 engines were diesel engines, initially featuring swirl chamber technology, and later, 5-cylinder direct injection engines, all of which were quite durable (...I think...).

T5 vans were equipped with PD aggregate diesel engines, which had 4-cylinder and 5-cylinder versions. There were certainly some failures with these engines. However, there are also some that have reached very high mileage. Within our circle of friends, we have a T5 BPC with approximately 500,000 km on the clock and no issues.

T5.1: Switch to CR engines (EA189), only 2.0L 4-cylinder engines available. The CFCA is introduced here as a BiTurbo model. There are likely to be some failures in this model as well.

T6 models were switched to the EA288 engine, which is also a 2.0-liter four-cylinder CR engine. Here, too, a bi-turbo version is available, producing 204 horsepower.

It is necessary to carefully differentiate between opinions expressed online, the actual usage, and the surprisingly high level of damage in relation to the production numbers. However, I cannot do this because I do not have access to the underlying data.

What I've learned is: What doesn't exist can't be broken.
I used to drive a T4, then a T5, and now I have a T6 with 110 kW. So far, all of them have been trouble-free.

Perhaps it's simply a matter of how things are handled.

"At least the 'early' models were quite unreliable; one of our emergency vehicles (NEF) with just under 150,000 km already had its third engine replaced... and all the failures started at less than 100,000 km."
Is that also the case in the Amarok and Crafter models?

Sure, here is the translation of the text from German to English:

"Sg" is an abbreviation for "singular." It is used to indicate that a noun or pronoun is in the singular form.

For example, the sentence "The cat is black" uses the singular noun "cat." The sentence "He is tall" uses the singular pronoun "he."

In German, the singular form of a noun is usually indicated by the article "der" or "die." For example, the singular form of the noun "Mann" (man) is "der Mann." The singular form of the noun "Frau" (woman) is "die Frau."

The singular form of a pronoun is usually indicated by the pronoun itself. For example, the singular form of the pronoun "ich" (I) is "ich." The singular form of the pronoun "du" (you) is "du."

Okay, let's summarize: The 2.0 BiTDI engine in the T5 is a huge piece of junk, so avoid it. However, when browsing the list, I didn't notice any T6 BiTDI engines with problems, or perhaps I missed them.
Either the problems have finally been resolved, or the T6 models simply haven't accumulated enough mileage yet.

Best regards, Rainer.

I am exclusively referring to the T5.2 model in the 179PS (horsepower) variant.

Hello Andreas,

So, about the engine?

Quote:

10/2009–09/2016 Engine series: VW EA189 Engine code: CFCA Engine type: Inline 4-cylinder engine. Fuel mixture preparation | Direct injection (common rail) Engine supercharging | Turbocharger | Twin-turbocharger Engine displacement: 1968 cm³ Maximum power: 132 kW (180 hp) at 3500 rpm. Maximum torque: 400 Nm at 1500–2000/min

According to Wikipedia, the engine should have been built by the fall of 2016, while the second facelift of the T5 to become the T6 occurred in 2015. I find it all very confusing. So, is the CFCA engine only available in the T5.2 and not in the T6? And what is the difference between the T5.2 and the T6?
Was ist der Unterschied zwischen the T5.2 and the T6? Were the T5.2 engines also used in the T6, and vice versa?

Best regards, Rainer.

No.

The T6 included changes such as headlights, hood, chassis, and infotainment system, along with the switch to the EA288 engine.

"But there's always an exception to every rule. The T6 was also available as a Euro5 model with the EA189 engine from the T5.2. I even have that noted in my owner's manual, and you probably do too. These were for certain export markets or something like that. So, there was essentially a hybrid model during the transition period..."

I'm referring to the CFCA engine, which you can find a lot of negative information about. From a technical perspective, I'm interested in knowing what the specific weaknesses of this engine are.

However, there's always an exception to every rule. The T6 was also available as a Euro5 model with the EA189 engine from the T5.2. I even have that noted in my owner's manual, and you probably do too. These were intended for certain export markets or something like that. So, there was essentially a hybrid version during the transition period.

...it was the truck registrations (often vans, double cabs, or flatbeds) that were still available as Euro 5 during this transitional period, as Euro 6 had not yet become mandatory for trucks.
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Quote:

I'm referring to the CFCA engine, about which you can read a lot of negative things. From a technical perspective, I'm interested in knowing what the weaknesses are in this engine.

...so, the engine is definitely a weak point, otherwise there wouldn't be so many reports of problems in other forums regarding extremely high oil consumption or engine damage.
It is suspected that the coating in the EGR cooler is not functioning properly, causing the aluminum to oxidize. This aluminum oxide is then likely drawn in and destroys the cylinder walls. Many people who are not affected (like myself) are replacing the combined cooler with the new, improved version in an attempt to prevent engine damage.
It's not yet clear whether it will be useful.

Best regards,

Within my circle of acquaintances, two (T6) Bi-TDI vehicles have failed in the last 2 months, both with approximately 100,000-120,000 kilometers on the clock, and both exhibiting very high oil consumption (more than 500ml per 1,000 kilometers). VW claims the problem is due to worn piston rings.

Hey,
Are there only CFCA engines (BiTdi, 179 hp, Euro5) in the T6?
or even the successor models with the 204 hp Euro6 engines.
that are clearly not reliable?



Best regards, Andreas.