EA888 Gen 3 Common problems
The TSI engine (designated EA888) has been used in vehicles across the Volkswagen Group since its inception in the late 2000s. From 2023, the TSI engine reaches its fourth generation, but in this post we’ll take a look to the third generation, used from 2015 to 2020.
Now that the EA888 Gen 3 has been around for eight years, the problems with this engine have had a chance to present themselves. Vehicles powered by the EA888 are becoming more and more affordable. Read on to learn about some of the common issues associated with this engine and what you should be aware of if you’re picking up a used one!
EA888 Gen 3 Variations
Available in 1.8 and 2 liter displacements, this engine had a power range depending on the application. It was also used in front-wheel drive and all-wheel drive cars and was mounted transversely and longitudinally. Three turbochargers of different sizes were used
What vehicles use the EA888 Gen 3?
Lots of. This engine was used in the lineups of Volkswagen, Audi and Porsche. It came in everything from the high-performance Golf R, S3 and GTI to entry-level trims of the Audi Q7, A6 and Porsche Macan.
Oil leaks
Like many European engines, the EA888 suffers from oil leaks.
Cam Bridge/Adjuster
EA888 cam bridge oil may leak. Oil will seep from the seals inside the cam bridge where the cam adjuster magnet sits, down into the upper timing cover.
Timing covers
The EA888 Gen 3 upper timing cover tends to leak oil. The rubber seals around the cam adjusters and outer cover seal can leak oil to the outside.
The upper timing cover gaskets are serviceable independently, meaning they can be changed without replacing the cover.
Rear main stamp
The rear main seal, which is in the engine block where the crankshaft connects to the transmission, is very prone to leaking oil into the EA888. While the seal itself is not expensive, the labor required to replace it can be expensive. The transmission must be separated from the engine to access and replace it.
water pump
In this engine, the water pump assembly is made of plastic. Plastic will become brittle over time after countless cycles of cold and heat and may break. Also, the gaskets that seal the water pump to the block will go bad. These failures can be accelerated by oil leaking from the top of the engine. Leaking oil can get between the engine block and water pump assembly, causing rapid gasket failure.
PCV valve
The PCV valve, located on top of the engine, has been a failure point for all generations of the EA888. A failed valve can cause a wide range of problems, from check engine lights and rough idling to loud noises and oil leaks. Fortunately, the valve is not expensive and requires very little labor to replace.
Carbon accumulation
Although not as severe as previous generations, the Gen 3 EA888 still suffers from carbon build-up on the rear of the intake valves and intake manifold fins. Changes to the PCV system reduced the build-up rate, but as with most direct injection engines, carbon deposits still occur over time.
The reason direct injection engines like the EA888 have this problem is a result of how the fuel is injected into the cylinder. As the name suggests, fuel enters the cylinder directly, with the fuel injector nozzle inside the combustion chamber. Detergents and other additives, which are intended to reduce carbon build-up, cannot clean the back of the intake valves.
Carbon cleaning, either by hand or with a method such as walnut pickling, is the only way to remove carbon buildup and restore engine performance.
Stretching of the distribution chain
When Volkswagen switched from the FSI engine to the TSI engine, they removed the timing belt and replaced it with a timing chain. Like the belt, the timing chain is a wear item susceptible to stretching. They will need to be replaced if stretching is severe, but the intervals are usually very long and can be made longer by changing the oil frequently and using OE fluids and filters.
Turbo failure
Gen 3 EA888 turbochargers failed at a very high rate. While Volkswagen switched from Borg Warner to IHI as a turbo supplier prior to the Gen 3 engine, the new turbos used in the Gen 3 were not as durable.
Depending on the engine, three turbochargers were available. The 1.8 TSI came with the smaller turbo, the IS12. The 2.0 TSI found on the A3, GTI and longitudinal Audi platforms used the larger IS20. The top-powered 2.0 TSI, found in the Golf R, S3 and Arteon, used the even bigger IS38 Turbo.
Actuator failure
While real turbochargers fail frequently, another failure point is the waste gate actuator. The actuator is electronically controlled and is responsible for opening and closing the discharge gate, regulating the boost pressure. The actuator works independently of the turbo, but often the dealer will replace the entire unit regardless.
Turbo failure is expensive, but it provides an easy opportunity to upgrade to a larger OEM unit (the turbos on these vehicles are interchangeable) or go all out with an aftermarket big turbo setup.
conclusion
The EA888 Gen 3 engine is highly efficient and powerful. While the recent releases of the Gen 3 B-cycle and Gen 4 EVO engine offer even better economy and power, the Gen 3 is still a great powerplant. If you have a car powered by this pre-owned engine, be sure to keep an eye out for these common problems so you can get the most out of it. A pre-purchase inspection by trained VW/Audi technicians can help identify any potential problems in advance.
Whether you drive a GTI or a Porsche Macan, don’t let inexperienced hands touch the EA888 engine under the hood. Call Alex’s Autohaus today or schedule an appointment online at our Midvale, Utah repair shop.
