Audi A4 B9 problems (2015–today)

VW/Audi 3.0 TDI V6 (EA896 and EA897) · Diesel

Verdict for the versions it uses

• 3.0 TDI EA897 evo, Euro 6 (CRTC, CRTD, CRTE, CRTF, CZVA, CSWB, DDXB and others; 2014-2020)2014–2020 · 163–272 hp · CRTC, CRTD, CRTE, CRTF, CZVA, CZVB, CZVC, CZVE, CZVF, CSWB, CVZA, CVVB, DDXA, DDXB, DDXC, DDXE

  With caution

  The CRT and CZV series from 2014 to early 2017 have an Audi bulletin for possible camshaft breakage: check the engine number and whether they were replaced. The 200 kW A6 and A7 also went through the KBA recall.^{[8][9][10][11]}

• 3.0 TDI EA897 evo2 (DCPC, DDVC, DDVB, DHXA, DHXC, DENA, DEWA, DEWB; 2017-2021)2017–2021 · 231–349 hp · DCPC, DDVC, DDVB, DDVE, DHXA, DHXC, DENA, DEND, DEWA, DEWB

  Buy

  A 2024 guide to the A6 C8 reports no current complaints about camshafts or the oil pump in the EA897 family, although there is little history and it keeps the general warning that a chain failure costs several thousand euros.^[1]

• 3.0 TDI EA897 evo3 (DMGA, DMGH, DPXA, DPXB, DMGK, DMKC, DMKD; from 2020)since 2020 · 231–344 hp · DMGA, DMGH, DMGK, DPXA, DPXB, DPYC, DPYD, DMKC, DMKD

  Buy

  There are no documented faults of its own in the sources consulted and the A6 C8 guide reports only positive opinions; these are young engines with little history.^[1][7]

Faults that affect the A4 B9

Only those that affect the versions and years that this car used. The 3.0 TDI V6 has 7 documented faults in total.

1. High severityFrequency: CommonCoolingFailing water pump and cooling system leaksOn the 3.0 TDI the water pump can fail and, from 2010, overheat to the point of damaging the engine (the A6 C6 guide cites a service action). Owners also cite coolant leaks from hoses, the regulating valve and the cooler.
2. Critical severityFrequency: OccasionalTimingCamshaft breakage on the EA897 evo (CRT and CZV)On the EA897 evo engines from 2014 to early 2017 (mainly CRT, also CZV) the camshafts can break because of a material or design defect, according to the guides. Audi lists it in bulletin TPI 2043172 and the problem was considered under control from February 2017.
3. High severityFrequency: OccasionalTimingTiming chain stretch and tensioner wearOn the 3.0 TDI V6 the timing chain is at the gearbox end and its tensioner can lose tension: it rattles on a cold start and, if the chain stretches, the timing goes out and the engine is at risk. Replacing it means opening the engine and costs several thousand euros.
4. High severityFrequency: OccasionalInjectionInjector wear (needle seat) and injection faultsGerman guides point to wear of the needle seat of the 3.0 TDI injectors: they stop closing properly, diesel drips into the cylinder and dilutes the oil. Smoke from the exhaust can be the warning, and reports on the 313 hp twin-turbo repeat injection faults.
5. Medium severityFrequency: CommonEmissions controlControl unit software with a prohibited emissions strategy (NOx and AdBlue)Germany's KBA ordered a software update for the Euro 5 and 6 3.0 TDI V6 engines from Audi, VW and Porsche: a warm-up strategy that reduced NOx only on the test bench and, on the 200 kW A6 and A7, limited AdBlue dosing. The update is free.Repair: €0

A4 B9 3.0 TDI V6 pageAll versions and faults of the 3.0 TDI V6

Volkswagen / Audi 2.0 TSI and TFSI (familia EA888) · Petrol

Verdict for the versions it uses

• 2.0 TSI/TFSI Gen 2/3, with Valvelift and direct injection only (2012-2016, 180-230 hp)2012–2016 · 180–224 hp · CAEA, CDNB, CAEB, CDNC, CESA, CHHB, CULC, CNCD

  With caution

  Oil consumption improves compared with the previous generation according to the owner data collected, but carbon on the valves and coolant leaks from the thermostat housing are points to check.^[14][15][16]

• 2.0 TSI/TFSI Gen 3B / evo, with added indirect injection (2016 onwards, 190-320 hp)since 2016 · 190–320 hp · CHHA, DKFA, DLBA, CJXE, CJXA, CJXB

  Buy

  The added indirect injection reduces the carbon build-up problem and the documented oil consumption is lower. It is still worth checking the thermostat housing/water pump and the PCV valve, which are common to the whole family.^[12][13][16]

Faults that affect the A4 B9

Only those that affect the versions and years that this car used. The 2.0 TSI / TFSI has 5 documented faults in total.

1. High severityFrequency: CommonLubricationHigh oil consumptionIt is the most repeated complaint on first-batch EA888s (2008-2012) and still appears, to a lesser extent, in later generations. The engine needs topping up between services with no visible leak or obvious smoke at first.Repair (garage): €1,500–€4,000
2. Medium severityFrequency: Very frequentIntakeCarbon build-up on the intake valvesBecause the fuel is injected directly into the cylinder, no petrol washes over the intake valves, so oil residue and soot build up and, over the years, restrict airflow and affect engine response.
3. Medium severityFrequency: CommonCoolingThermostat housing leak and water pump failureSince Volkswagen integrated the water pump impeller into the thermostat housing, this plastic part leaks coolant over time; on the oldest units, with a separate belt-driven pump, failures of the pump itself are also documented.
4. Low severityFrequency: OccasionalLubricationPCV valve (crankcase ventilation) failureThe PCV valve returns to the intake manifold the oil and combustion vapours that build up in the crankcase. If it sticks closed or open, it causes a rough idle, misfires or oil leaks from the seals.Repair (garage): €60–€250

A4 B9 2.0 TSI / TFSI pageAll versions and faults of the 2.0 TSI / TFSI

ZF 8HP (caja automática de convertidor de par, 8 velocidades)

Verdict for the versions it uses

• 2nd generation (2014-2017)2014–2017 · 8HP50, 8HP70, 8HP75, 845RE

  Buy

  It is the most widespread version and the one with the most known mileage: in the analyses of several models (BMW X3, BMW X5, Audi A6) gearbox faults are a minority of the total accounts, although occasional jerking is still documented and, less often, mechatronic faults or leaks. It is worth checking the history, but there is no systemic defect that argues against buying.^[17][18][19]

• 3rd generation, with electrification (from 2018)since 2018 · 8HP51, 8HP76, 8HP95, 850RE

  With caution

  There is less accumulated mileage and fewer accounts than with the earlier versions, and on plug-in hybrid models there are added electronic warnings shared between the engine and the gearbox that complicate diagnosis. There are no known systemic defects, but there is less track record to confirm it.^[20]

Faults that affect the A4 B9

1. High severityFrequency: OccasionalElectronicsMechatronic failure as the gearbox ages (sometimes with reverse)Yes, although in a minority of cases: there are documented ZF 8HP mechatronic failures on BMW after 120,000-130,000 km, costing €1,400 to €3,500, and also control unit or electronic selector faults on Audi and Land Rover.Repair: €1,400–€3,500
2. Medium severityFrequency: CommonTransmissionJerking and hesitation when changing gear, sometimes needing reprogrammingYes: on BMW, Audi, Jaguar and Alfa Romeo there are accounts of jerking, hesitation or harsh shifts with the ZF 8HP. It is usually due to ageing oil or the calibration of the mechatronics, and the dealer often fixes it -not always first time- by reprogramming the gearbox control unit.
3. Medium severityFrequency: OccasionalLubricationOil leaks from the gearbox gaskets or sumpYes: on the BMW 1 Series and the Jaguar F-Pace there are accounts of oil leaks from the ZF 8HP gearbox gaskets, in one case already at 40,000 km. If it is not repaired soon, the loss of pressure can speed up internal wear and lead to the jerking or mechatronic failure of the related faults.Repair (garage): €1,000–€2,000

A4 B9 ZF 8HP gearbox pageAll versions and faults of the ZF 8HP

Volkswagen 2.0 TDI (EA189, EA288 and EA288 evo) · Diesel

Verdict for the version it uses

• 2.0 TDI EA288 (from 2012)since 2012 · 110–240 hp · CRBC, CUNA, CUPA, CRLB, CRMB, DFEA, DFEB, DFFA, DFGA, DDAA, DFCA, CUAA

  Buy

  Caradisiac picks it as the best diesel in the third-generation Audi A3. Its most cited fault is coolant loss from water pump leaks, easy to keep an eye on before buying.^[22]

Faults that affect the A4 B9

Only those that affect the versions and years that this car used. The 2.0 TDI has 8 documented faults in total.

1. Medium severityFrequency: CommonCoolingCoolant loss from the water pump or the coolersMany 2.0 TDI engines lose coolant. On the 150 hp EA288 the water pump is usually the culprit and, more rarely, the cylinder head; on the 140 hp EA189 the typical causes are the oil cooler or the EGR cooler.
2. Low severityFrequency: RareTurboHissing when accelerating from damaged hoses or intercooler on the Transporter T6 2.0 TDIOn the Transporter T6 2.0 TDI (2015-2019) a hissing sound can be heard when accelerating, caused by loose or damaged hoses or a crack in the intercooler. Often there is no loss of power and no warning light; oil stains reveal the crack.

A4 B9 2.0 TDI pageAll versions and faults of the 2.0 TDI

Audi 3.0 TFSI V6 con compresor (EA837) and turbo (EA839, 3.0 and 2.9 TFSI) · Petrol

Verdict for the versions it uses

• 3.0 TFSI turbo (EA839: CZSE, DR, CWGD; 2016 onwards)since 2016 · 330–354 hp · CZSE, DR, CWGD

  Buy

  We have not found any documented faults of its own in open sources; the German A6 C8 guide says this V6 has not given problems so far, although with few years of use and no high-mileage data.^[1]

• 2.9 TFSI twin-turbo (EA839: DECA, DKMB; 2016 onwards)since 2016 · 330–450 hp · DECA, DKMB

  Buy

  No documented faults of its own in open sources (the A6 C8 guide only says the EA839 has not attracted attention), but these are very recent versions with sporty use; check the maintenance history.^[1][2]

Faults that affect the A4 B9

None of the documented faults of the Audi 3.0 TFSI V6 affects the versions and years that the A4 B9 used.

A4 B9 Audi 3.0 TFSI V6 pageAll versions and faults of the Audi 3.0 TFSI V6