VW 1.8 TSI EA888 Engine Specs And Problems

1.8 TSI/TFSI EA888 motor was first manufactured by Audi AG in 2007. EA888 1.8 TSI plus 2.0 TSI were constructed as alternatives to 1.8 and 2.0L motors from the EA113 lineup.

Being a 4-cylinder gasoline engine featuring a turbocharger and direct fuel injection, this motor was modernized three times. So, let’s find out a bit more about its variations.

Engines of the 3rd generation EA888 series were launched in 2011 for Audi cars, and in 2012 they reached VW, SEAT, and Skoda. This generation replaced the EA888 2nd generation (CDA and CDH) and had many differences from 888/2. A lightweight closed cylinder block appeared with 48 mm crankshaft supports and slightly thinner cylinder walls. A light crankshaft with 4 counterweights, modified connecting rods and pistons were installed in the block.

1.8 TSI Engine Specs

Manufacturer Volkswagen AG
Production years 2007 – present day
Cylinder block material Cast Iron
Cylinder head material Aluminum
Fuel type Gasoline
Fuel system Direct fuel injection; Direct injection + multi-point injection
Configuration Inline
Number of cylinders 4
Valves per cylinder 4
Valvetrain layout DOHC
Bore, mm 82.5 (3.25 in)
Stroke, mm 84.1 (3.31 in)
Displacement, cc 1,798 (109.7 cu in)
Type of internal combustion engine Four-stroke, turbocharged
Compression Ratio 9.6:1
Power, hp (horsepower) 120-170 (88-125kW)/ 4,000-6,200
Torque, lb ft 170-240 (230-320 Nm)/ 1,500-4,800
Engine weight 144 kg (318 lbs)
EA888 Firing order 1-3-4-2
Engine oil weight VW 502 00; SAE 5W-30, 5W-40

1.8 TSI EA888 Engine Problems and Reliability

All kinds of 1.8 TSI EA888 face trouble with timing chain stretching after approximately 60,000 miles (100,000 kilometers). Signs of this malfunction are noise and unsteady functioning while consequences may deal with a serious motor breakdown. The 3rd generation keeps another tensioner and has fewer chances for such dysfunction.

Unlike Generation 1 and 3, the 2nd generation tends to have trouble with excessive oil use, induced by thin piston rings. Moreover, with time, the motor starts to use more oil. It can consume about 2 liters by 1,000 kilometers after a motor run around 100,000 kilometers (60,000 miles). It’s advisable to exchange pistons for the ones of the debut modification.

In Generation Three motors, a turbocharger actuator must be regulated after the motor runs more than 100,000 kilometers (60,000 miles).

Motors with direct injection often face trouble with charcoal, appearing on intake valves plus intake ports. Fuel gets straight to the cylinder instead of being injected into the port and washed out the carbon deposit. As a consequence of that, airflow is restricted in addition to overloaded valves and inefficient closing gaps.

The motor uses more fuel, producing less output. However, Generation 3 engines avoid this trouble thanks to keeping fuel injection into the ports along with direct injection.

On the whole, 1.8 TSI EA888 motors aren’t the most durable and can face many problems, including excessive oil use and timing chain malfunction. Basically, it’s the fault of Generation Two as it’s the most widespread engine of the series.

Nevertheless, the motors of this series are pretty reliable. They have great output and torque, consuming less fuel than their rivals. Tuning can be made to all motors through an easy Electronic Control Unit remap (Stage 1). After Stage 2 and 3, motors have more effective exhaust, output turbocharger, and updated Electronic Control Unit.

That leads to outstanding power and torque. Identical to other turbocharged motors with direct injection, this one demands oil and fuel of good quality, periodical, and efficient service. If you take care of the motor, it will serve you for 150,000-200,000 miles (250,000-300,000 kilometers) and even more. However, Generation Two may need some adjustments or repairs after a 60,000-80,000 miles run.

More info – https://vwtuning.co/vw-ea888-engine-problems/

What Cars Have A VW EA888 1.8 Engine?

Which vehicles come equipped with EA888 1.8 TSI engines?

  • VW Jetta Mk5/Sagitar
  • VW Passat B6
  • VW Passat CC
  • Audi TT Mk2 (8J)
  • Audi 8P A3
  • Audi B7 A4
  • Audi A4 (B8)
  • Audi A5
  • SEAT Leon Mk2 (1P)
  • SEAT Altea XL
  • Skoda Yeti
  • Skoda Octavia Mk2 (1Z, Ming Rui)
  • Skoda Superb Mk2 (3T)


1.8 TSI EA888 Gen 1

Serving as a substitute to 2.0 TSI EA113 and being manufactured till 2010, the debut version of 1.8 TSI motor with BYT and BZB codes was built from scratch. Its only identical characteristic to its forerunner remains the 88 mm (3.46 inches) cylinder spacing.

The cylinder block and crankcase are made of grey cast iron, which is high-productive and enduring along with having outstanding acoustic dampening features. To decrease vibration, the crankcase comprises 2 chain-driven counter-rotating balance shafts. Having 220 mm block height, 1.8 TSI Generation One gained steel crankshaft with 8 counterbalances, updated aluminum pistons plus connecting rods of 148 mm.

The motor keeps a 16-valve cylinder head (having 2 intake and 2 exhaust valves for each cylinder) with chain-driven dual overhead camshafts while the intake camshaft features a variable intake valve timing control system. The diameter of the intake valve is 34 mm while the exhaust one is 28 mm and the stem diameter for both of them is 6 mm. Low-friction roller finger cam followers, containing automatic hydraulic valve clearance compensation, operate valves.

Keeping variable-length plastic intake manifold, the debut generation of motors gained BorgWarner KKK K03 turbocharger with water cooling, placed in cast iron exhaust manifold and having maximal boost pressure of 0.6 bar (8.7 psi). Gasoline is supplied via a direct fuel injection system, having consistent fuel injectors with 6 holes run by a solenoid.

The electronic control unit is Bosch Motronic MED 17.5. Simultaneously, 1.8 TFSI motors, applied for Audi cars with CABA, CABB and CABD codes, got Fuel Stratified system along with variable oil pump.


1.8 TSI EA888 Gen 2

As the first generation wasn’t perfect, the brand continued to optimize this engine in 2008 and created TSI EA888 Generation Two, which was produced till 2015. Though this motor was manufactured along with its predecessor for two years, it turned into the most popular modification.

With CDAA, CDHA, and CDHB codes, the motor gained an updated steel crankshaft while the main journal diameter decreased from 58 mm to 52 mm.

Besides, modernized pistons and piston rings were added but served as the main reason for excessive oil consumption. Consequently, motors were built with variable oil pumps. But everything else, except for some minor elements and Electronic Control Unit tuning, is similar to the 1st generation.


1.8 TSI EA888 Gen 3

Manufacture of the 3rd generation of 1.8 TSI EA888 was launched in 2011. Initially, these motors were utilized for Audi automobiles, but afterward, some other VW Group vehicles were supplied with them. Generation 3 motors appeared after numerous modifications and had a few similarities with the 2nd generation.

1.8 TSI EA888 Generation 3 features fresh lightweight cylinder block with thin walls, light but enduring camshaft with 4 counterbalances, redeveloped pistons plus rods. The upgraded cylinder head is a distinctive feature of the motor. An aluminum cylinder head with a dual overhead camshaft and 16 valves comprises an integrated exhaust manifold.

Intake and exhaust valves are operated by a variable valve timing system. Additionally, the 2-stage valve lift control turns on after 3,100 rpm. While no changes were made to the timing chain, another chain tensioner was applied.

The fuel system contains direct fuel injection inside combustion chambers along with classic multipoint fuel injection before intake valves. The motor keeps IHI IS12 turbocharger with the maximum boost pressure of 1.3 bar (18.8 psi).

Motors with CJEB, CJEE, and CJED codes are located longitudinally while CJSA is placed transversally. Nine times out of ten, 4-wheel drive automobiles feature CJSB engines. Meanwhile, CPKA and CPRA are the prevalent motors in the American and Canadian markets.

Where Is The Engine Code On A VW EA888 Located?

Where is the engine code on a VW?


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The information provided in this article is for general informational purposes only. The author and publisher make no representations or warranties of any kind, express or implied, regarding the accuracy, adequacy, validity, reliability, availability, or completeness of any information presented. The reader is advised to consult a qualified professional, such as a mechanic or dealership, before making any decisions related to their vehicle's engine oil or maintenance.

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10 thoughts on “VW 1.8 TSI EA888 Engine Specs And Problems”

  1. Hi I have a ‘17 Passat 1.8T and installed a complete ECS Tuning made catchcan. Installed it at 4k miles on the engine and 4 month/ 4k miles later it’s still dry. I mean not even a single drop or any residue.

    I know I only 8k miles on the odometer and engine is very new so it’s not going to produce very much oil or vapor but shouldn’t I have more in the can?

    I’ve seen cars fill up small catch can at 3-5k oil change but they were 100k miles cars.

    1. I’ve heard a lot about the improper installation of ECS Tuning Baffled Oil Catch Can Systems, but nothing about emptiness. I think you should re-check the installation and fitment. If it’s OK then you should be fine.

  2. Hi folks,
    I’m repairing my 2016 Passat R-Line after a collision but after replacing all broken parts, when the key is turned to “ON”, there is a clicking sound around the turbocharger and the Cooper Standard (06K145613C) gets hot quickly. Does anyone have an idea what could be causing the turbo from completely opening/closing and staying that way instead of the clicking sound?

  3. mohammed rahman

    Great write up. You mention turbo actuator needs to be regulated? Please can you give some more information on this or a guide on how to do this or faults code for this or symptoms for this?

    I have gen 3 motor CJEB. I am getting diesel sound from front of block and rear towards the HPFP. in gen 1 and 2 you used to have this noise coming from evaporate valve or pc valve which are also in the gen 3. have you heard of these problems with the gen 3? its making a clutter noise at idle but goes away with revs. any support will be so thankful.

  4. Hi All,
    Looking at buying a 2014 Audi TT 1.8 TFSI which has only done 5000 miles. Thing is it has the CDAA engine, with engine number being CDAA450853. Please would you be able to advise if it will have the problematic generation 2 engine which burns excessive oil. Or could it be that the engines before 2013 had the issue and from 2013 were revised with new piston/rings before leaving the factory. Is it something that can be determined by the engine number CDAA450853.
    Thanking you in advance

  5. Edward Pendleton

    So having all those issue with my 2014 Passat 1.8 have tried to fix issue been paying to have fix but still have cutting off issue just read about the problem with 1.8 turbo engine can it b fix or do I need new engine and is it a recall on the cat

  6. My Passat 2011 1.8TSi CDAA….has excessive oil burn and essentially just limp mode since 100 000 miles. Hard to determine exact casue but suspect rings and timing chain. Any support or coorespondence from VW is impossible, or at least provides a definition of the word impossible.
    Whilst I love the cars and it performed very well, when reasonably new under 80 000 miles, I do feel the manufacturer has walked away from issues directly related to design.
    Having heard that VW is now the biggest car producer……I can only assume that this is because they produce cars to replace their previous cars because longevity is so short!!!

  7. What are the common causes of low oil pressure in the Gen II 1.8 TSI engines? I’ve got a 2011 Skoda Superb whose oil pressure goes below spec once the oil gets above 80 celcius.

  8. Hello just a question. Does anyone knows if i can install a CXBB engine from a 2018 golf into a 2015 vw jetta with a CPRA engine? Just because the CXBB a readily available and half the cost. CPRA Jetta engine went bad, looking for replacement but i see a lot of CXBB from golf. Any diference between them?.

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