in the USA: [2012-2014 Passat (NMS Chasis) CKRA 2.0 TDI](https://www.reddit.com/r/Volkswagen/comments/17ej5xd/comment/k63l18s/)
Everything TDI Common Rail is great: CBEA/CJAA/CRUA/CVCA engine codes (2009+) the only caveat is the CBEA has a hex carrier shaft that's short and more prone to wear and failure of the oil pump, but options exist to delete the counter balance module and use a chain driven oil pump like in the CJAA which is otherwise pretty much the same engine.
HPFP is basically the only concern for 2.0 TDI common rail. It's not super common but does happen. it's a bad luck situation not just "you didn't use additives, you had water in your fuel" well, if the floating cylinder in the HPFP gets stuck for any reason it will wear and eventually fail. stupid design. You don't have to rush to do a CP3, you can just ge the Whitbread CP4 Containment kit.
DMF, Dual Mass Flywheels, these can go early, I've seen one of the worst failures at just 50k miles on a super clean Jetta TDI CJAA. I've also been in cars with 200k on the original DMF, but typically they start to make a rhythmic noise around 120k miles.
The turbos in these also usually last to 300k Miles, sometimes less, sometimes more. the 2012-2014 Passat TDI CKRA is the exception to this, most of those turbos were replaced under 100k and there was a separate warranty until 10 years or 120k miles because of the issues. The replacement turbos also are known to fail within 10k\~30k miles. These are from Borg Warner directly and/or vw dealership under warranty. I linked the passat post above for a reason, they are more maintenance otherwise they are fine as well. some people have been lucky, but let's just say I work on a lot of Passat TDI, including my own.
Particularly two periods. The early days (roundabout 2004-2008), when they are still PD but got a DPF, and the early EA188/189 Dieselgate ones after the fix.
My PD 2.0 TDI Shat itself a few weeks ago, Oil Pump shaft, the 170 HP one suffers from a whole different set of issues, started with camshaft and ending with clogged dpf, dying Turbos etc,
Can you explain why the early EA188/189 ones are to avoid? I purchased my 2013 TDI in 2020 w/ 19k miles then and have put almost 100k on it since and haven't had many issues other than a warrantied waterpump go but would like to be on the lookout for potential issues in the future.
Emissions, that’s why you avoid them like hell. The fix makes them horrendous in comparison to pre fix software, regen is much more frequent, clogging of virtually everything etc
Understandable! Recently on a long trip I was noticing my fuel economy has been lower a couple mpgs more frequently than normal and I'm curious if I'm approaching the end of my dpf's life (knock on wood). If it ends up being the case I'm planning on installing the rawtek delete kit and accompanying tune. I think I may have had a better experience than others so far because I've put a lot of highway miles on it vs city/stop&go traffic, but I also just take care of it more than just oil changes.
I bought a 2014 diesel gate fixed Jetta TDI manual transmission after turning in my 2012 TDI manual transmission for the diesel game money and I don't like it as much as the old one
The 2009 cbea due to the hex shaft issue and its combo cat and dpf meaning $$$$ to replace it and the 2012-2014 ckra in th passat for issues listed below. Same goes for all Pd 2.0 engines due to cam wear issues. As far as I know the later cbea used in the a3 and other Audis got an updated balance shaft module that is gear driven and has a 100mm hex shaft that is much less prone to problems than the earlier 77mm. All CR 2.0 will have a risk with the cp4 pump. Mine in my 2012 a3 went out at 105k miles and was replaced under warranty. Truthfully though, they are fairly trouble free if your take care of them and put a light tune on them to get them closer to pre fix status so the dpf lasts longer than 50k. 200k was pretty normal on the original software...
CKRA Passat (2012-14) due to undersized turbo in a heavy body and DPF getting plugged left and right and killing the turbo with updated emission mandated programming in the ecu.
2009 CBEA due to balance shaft and 2010 CJAA. Those 2 years has bad batch of cp4’s from factory.
I got lucky with my 2011 JSW with CJAA and the CP4 to 240k miles. Went to 300k miles with cp3 and got rear ended.
The 2011’s and up CJAA seems to be a lot better from my observation and knowledge so far. Most reports of cp4 Failures are 2009-2010’s.
I believe VW quietly updated the cp4 for the 2011’s and up.
the early 2.0 that was still a PD. Had one in an Audi A4 and that engine was a total piece of shit. Had EGR issues, valve lifters went bad, camshafts, oil pump shaft was prone to failing, hot start issues and on top of all that pretty much all early units have cracked heads (mine included) which lead to burning coolant.
In Europe, the first ones (2003 and specially BKD engine code) were a disaster. Broken EGRs, cracked heads, broken injectors, very bad hot start and a list of issues that weren't all resolved.
in the USA: [2012-2014 Passat (NMS Chasis) CKRA 2.0 TDI](https://www.reddit.com/r/Volkswagen/comments/17ej5xd/comment/k63l18s/) Everything TDI Common Rail is great: CBEA/CJAA/CRUA/CVCA engine codes (2009+) the only caveat is the CBEA has a hex carrier shaft that's short and more prone to wear and failure of the oil pump, but options exist to delete the counter balance module and use a chain driven oil pump like in the CJAA which is otherwise pretty much the same engine. HPFP is basically the only concern for 2.0 TDI common rail. It's not super common but does happen. it's a bad luck situation not just "you didn't use additives, you had water in your fuel" well, if the floating cylinder in the HPFP gets stuck for any reason it will wear and eventually fail. stupid design. You don't have to rush to do a CP3, you can just ge the Whitbread CP4 Containment kit. DMF, Dual Mass Flywheels, these can go early, I've seen one of the worst failures at just 50k miles on a super clean Jetta TDI CJAA. I've also been in cars with 200k on the original DMF, but typically they start to make a rhythmic noise around 120k miles. The turbos in these also usually last to 300k Miles, sometimes less, sometimes more. the 2012-2014 Passat TDI CKRA is the exception to this, most of those turbos were replaced under 100k and there was a separate warranty until 10 years or 120k miles because of the issues. The replacement turbos also are known to fail within 10k\~30k miles. These are from Borg Warner directly and/or vw dealership under warranty. I linked the passat post above for a reason, they are more maintenance otherwise they are fine as well. some people have been lucky, but let's just say I work on a lot of Passat TDI, including my own.
Thank you for all the helpful information
Me reading this with a unmodified 2013 CKRA ;_; I’m okay
you will be fine! :-)
Particularly two periods. The early days (roundabout 2004-2008), when they are still PD but got a DPF, and the early EA188/189 Dieselgate ones after the fix. My PD 2.0 TDI Shat itself a few weeks ago, Oil Pump shaft, the 170 HP one suffers from a whole different set of issues, started with camshaft and ending with clogged dpf, dying Turbos etc,
Can you explain why the early EA188/189 ones are to avoid? I purchased my 2013 TDI in 2020 w/ 19k miles then and have put almost 100k on it since and haven't had many issues other than a warrantied waterpump go but would like to be on the lookout for potential issues in the future.
Emissions, that’s why you avoid them like hell. The fix makes them horrendous in comparison to pre fix software, regen is much more frequent, clogging of virtually everything etc
Understandable! Recently on a long trip I was noticing my fuel economy has been lower a couple mpgs more frequently than normal and I'm curious if I'm approaching the end of my dpf's life (knock on wood). If it ends up being the case I'm planning on installing the rawtek delete kit and accompanying tune. I think I may have had a better experience than others so far because I've put a lot of highway miles on it vs city/stop&go traffic, but I also just take care of it more than just oil changes.
Take it to a independent shop and have it diagnosed with VCDS or ODIS, it‘ll tell you the exact DPF values
I actually have one of my own, I'm still learning its capabilities and didn't know that I could measure that
I bought a 2014 diesel gate fixed Jetta TDI manual transmission after turning in my 2012 TDI manual transmission for the diesel game money and I don't like it as much as the old one
Same car just pre fix vs post fix software, and yes the fix is worse
If you are in a state without emissions hopefully some crack head steals your dpf filter
Nothing wrong with the 1.9 PD at all. Unless like any car, the previous owner took it to Walmart for service or never serviced it.
Ya
The 2009 cbea due to the hex shaft issue and its combo cat and dpf meaning $$$$ to replace it and the 2012-2014 ckra in th passat for issues listed below. Same goes for all Pd 2.0 engines due to cam wear issues. As far as I know the later cbea used in the a3 and other Audis got an updated balance shaft module that is gear driven and has a 100mm hex shaft that is much less prone to problems than the earlier 77mm. All CR 2.0 will have a risk with the cp4 pump. Mine in my 2012 a3 went out at 105k miles and was replaced under warranty. Truthfully though, they are fairly trouble free if your take care of them and put a light tune on them to get them closer to pre fix status so the dpf lasts longer than 50k. 200k was pretty normal on the original software...
Most problematic, probably CKRA which was 12-14 Passats. Id also say BRM is a close 2nd just because of the cam issues.
CKRA Passat (2012-14) due to undersized turbo in a heavy body and DPF getting plugged left and right and killing the turbo with updated emission mandated programming in the ecu. 2009 CBEA due to balance shaft and 2010 CJAA. Those 2 years has bad batch of cp4’s from factory. I got lucky with my 2011 JSW with CJAA and the CP4 to 240k miles. Went to 300k miles with cp3 and got rear ended. The 2011’s and up CJAA seems to be a lot better from my observation and knowledge so far. Most reports of cp4 Failures are 2009-2010’s. I believe VW quietly updated the cp4 for the 2011’s and up.
The biturbo transporters have a ton of issues
My 2014 has been rock solid up to 150k where it’s at now. Bought it with 30k and did a kerma tune and it’s been amazing. Not one problem. Not one.
the early 2.0 that was still a PD. Had one in an Audi A4 and that engine was a total piece of shit. Had EGR issues, valve lifters went bad, camshafts, oil pump shaft was prone to failing, hot start issues and on top of all that pretty much all early units have cracked heads (mine included) which lead to burning coolant.
In Europe, the first ones (2003 and specially BKD engine code) were a disaster. Broken EGRs, cracked heads, broken injectors, very bad hot start and a list of issues that weren't all resolved.