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Since its introduction in the C5 A6 in 2009, the Audi 3.0T 6-cylinder 24v engine (EA837) has continued to be manufactured by Audi. It is considered to be one of Audi’s most dependable S model engines. A 24 valve Eaton supercharger and Audi’s FSI technology are both included in the engine. CCBA, CTXA, CAJA, CAKA and CMUA, are just a few of the various engine codes that may be found for this engine.
The amazing 349 hp and torque of 295lb-ft – 347lb-ft are delivered by this supercharged engine. Detuning is to blame for the broad range of figures here. The A5, Q5 or A4 provide the lowest levels of power, while the SQ5 provides the highest levels. This is a powerful engine with a lot of room for improvement. Some 3.0T’s have been clocked at 215,65 km in the quarter mile in under 11 seconds.
Audi’s 3.0T Applications
D4 A8 (L)
D5 A8 (L)
Typical Audi 3.0T Engine Problems
Before going into further detail about the typical problem raised, please confirm that any Audi replacement parts work with your particular car. This engine is used in MANY applications, as you can see.
Spark plug and ignition coil failure
To initiate the combustion process, spark plugs need electricity. The ignition coils that generate the power. Spark plugs need greater voltage to operate, which ignition coils convert from the battery’s low voltage. The engine may misfire or perhaps not even start if the coils or plugs aren’t working properly.
Because they are located in the cylinders, ignition coils & spark plugs are subjected to very high temperatures. Coils and plugs failing are mostly caused by this and modified engines. Because ignition coils usually need to be replaced every 90,000 – 120,000 km, it is likely that you will need to purchase at least two different sets of plugs and coils.
Signs of Spark Plug and Ignition Coil Failure
Sluggish engine performance
Cost for replacing the spark plug and ignition coil
If you have one bad ignition coil, it’s best to replace all of the coils and spark plugs so you don’t have to deal with misfires in the future. If the engine has been upgraded, we suggest switching to aftermarket ignition coils and cooled spark plugs since the original ones won’t be able to handle the extra power. Make sure the distance between the spark plugs is right for your particular engine if you are doing this as a do-it-yourself project. To repair both, a technician would likely bill you about R8500.00
Water pump and thermostat failure before expected
The cooling system of an engine relies on both the thermostat and the water pump, therefore we’re going to combine them. An engine thermostat controls the amount of recirculated coolant and how much is cooled in the radiator first before being recycled. A water pump circulates coolant between the radiator and engine.
Water pumps leaking through bearing wheep holes on the first-generation 3.0T’s thermostats were a common problem. Because there isn’t enough coolant being forced through the engine if any of these fails, the engine might soon get too hot. The thermostat and the water pump are two components that are certain to break at some point over the lifetime of an Audi or Volkswagen.
Failure of the water pump or thermostat symptoms:
- Overheating of the engine
- Inconsistent temperatures readings
- The engine is emitting a sweet odor
- On the ground is coolant leakage
- Low engine coolant warning light is on
- Limp mode
Replacement cost for the thermostat and water pump
Because they often fail at the same time, we recommend replacing both when either one breaks. This isn’t the most difficult DIY and you might save some money on modifications because of where the water pump as well as thermostat are located on the 3.0. For the water pump and thermostat must be changed, anticipate paying a repair or dealer around R15,000.00
With the advent of direct injection technology, carbon buildup is now a widespread issue in many modern engines. Direct injection does not clean the ports and valves since the gasoline is injected directly into the cylinders. After 90,000 kilometers, this will cause carbon to accumulate in the intake ports and valves.
Soot will be detected in the valves due to carbon buildup, making it more difficult for the engine to “breathe.” Contrary to popular belief, carbon buildup may significantly reduce an engine’s performance. Due to the low temperature of the engine, the caked-on accumulation is more likely to accumulate in cars that make frequent short travels. Longer journeys, however, will result in less naturally occurring accumulation.
Manifestations of Carbon Buildup
- Engine knocks
- Cold-start malfunctions
- Low fuel efficiency
- Engine performance that is too slow
Methods for Avoiding Carbon Buildup:
- Regularly rev the engine hard (30mins above 3500RPMs)
- Regularly swap out the ignition coils and spark plugs.
- Sea foam or similar chemical may be used to wipe up and stop accumulation.
- Use 93+ Octane or higher grade gasoline whenever feasible.
- Periodically do manual intake valve cleaning
- Get more frequent oil changes.
- Every 95,000 kilometers, get a walnut blast
Excessive use of oil
Except for on the initial generation 3.0Ts, excessive oil consumption isn’t a very prevalent issue. When you hear that your engine is using more oil than Audi recommends, you know what that implies. If the oil pressure indicator comes on more than it should, undergo a compression test. This will reveal the amount of pressure that the engine produces as well as whether there is a leak in the system.
Too-thin piston rings or PCV valve failure are the primary reasons of high oil consumption. In 90% of cases, a malfunctioning PCV valve will be the root of excessive oil use. If high oil usage is overlooked for a long time, $5,000 or more in repairs may be necessary.
Excessive Oil Consumption Symptoms
- Oil deposits
- the exhaust is emitting blue smoke.
- P0507 or P0171 error codes are shown when the PCV valve fails due to low oil pressure and illuminates more often than usual.
- The oil pan contains metal shavings.
Failure of the oil pressure switch
The oil pressure switch issue with Audi engines is one of the newest that we have heard about. Early 3.0Ts from the first generation are more likely to have this issue. Located in the oil circuit, an oil pressure switch, sometimes known to as an oil pressure transmitter, keeps track of the oil pressure and controls the oil pressure indicator’s on/off status. It is referred to as a protective device, and if it malfunctions, the motor and you’ll get conflicting oil signals, which is bad for an engine’s dependability.
Early 3.0T vehicles’ oil pressure switches malfunction because they are of an older design. Again, this is the first report of an engine where this would be a possible issue, thus generally oil pressure switches ought to last the whole lifespan of a car.
Oil pressure switch failure symptoms include:
- oil pressure gauge lighting
- P1648B fault code is present
- flashing oil pressure light
- The oil pressure gauge gave a false reading (typically very high or 0)
- The switch is dripping oil.
- heating of the engine
- Limp mode
Options for replacing an oil pressure switch:
An erroneous oil reading might be expensive to an engine, therefore it’s crucial to repair the oil pressure switch right away if you believe it has failed or is malfunctioning. Because it is located beneath the supercharger, it is best to do this do-it-yourself task on a cold engine. This is because it is in a precarious position. It should just take a few hours to repair this inexpensive item. Due mostly to labor expenses, a repair would bill around R2500.
Failure of the PCV valve in the crankcase
Crankcase vent valves (CCV), often known as the PCV valve, frequently fail in Audi and Volkswagen vehicles. Controlling emissions is the primary function of a CCV. It is responsible for transporting the exhaust gases from the engine to the combustion chamber, where they are burnt off and then expelled. Additionally, it prevents debris from accumulating in the crankcase.
The major causes of failure for these are that they get jammed closed or that the housing’s diaphragm fails. When it does break down, the engine may use a lot of oil and run poorly. Every 90,000 to 120,000 kilometers, a PCV or CCV valve is expected to fail, necessitating at least two replacements throughout the course of a vehicle’s lifespan.
Signs of a failing crankcase vent valve include:
- Emerging from the exhaust is white smoke
- Lean AFR circumstances
- engine stalls
- poor engine performance
- A lot of oil usage
Replacement cost for the crankcase vent valve:
There is no alternative except to replace the complete crankcase vent valve if it fails or becomes trapped in a closed position. It is more difficult to access than the 2.0T TSI engines since it is located behind the superchargers compressor, but it is manageable with the right equipment. A CCV replacement will probably cost around R6800 from a mechanic.
Failure of an engine mounting
A typical issue with higher-end Audi engines is with the motor mounts. They are parts that stabilize the engine and reduce vibrations while the car is stationary or moving. The driving position will be unpleasant with clunking engine sounds if the motor mounts are not in working order.
Hydraulic fluid seeping from these motor mounts is the major cause of their failure. Since the engine would be bouncing about more than usual if this is disregarded, it might result in engine damage.
Engine mount failure symptoms include engine movement while driving:
- Hydraulic fluid is low
- Shaky start
- Engine misalignment in the engine compartment
- Clunk or bang sounds coming from the engine
- Pronounced engine vibrations
Engine Mounting Replacement Cost
Whether either the right or only the left motor mounts malfunction, we strongly suggest replacing them altogether. They usually leave about the same time, which is the reason. There are two alternatives: either swap them out for OEM mounts or aftermarket mounts. Because the aftermarket mounts are expected to survive longer than the factory ones, we recommend using these instead. Some customers preferred OEM over aftermarket since they weren’t satisfied with certain aftermarket vendors. It will take time, and this is definitely not a simple DIY project. Depending on the cost of work, a mechanic would probably charge roughly R15,000.
Audi 3.0 T Engine Reliability
Despite the long list of issues mentioned above, the 3.0T engine from Audi remains one of the most dependable engines to date. While early 3.0T engines were plagued by thermostat and water pump leaks, this one is a rock solid performer. 3.0T engines in old Audi’s are in high demand, which may surprise you. In order to get the most out of the engine, be sure to strictly adhere to the maintenance schedules. Many of them have reached the 300k mark and are still running without experiencing any significant engine problems. Comment below with your thoughts on the 3.0T engine from Audi.