Engine Audi CDNC

The 2.0-liter Audi CDNC 2.0 TFSI engine was assembled by the German concern from 2008 to 2013 and was installed on the company’s most popular models: A4, A5, Q5. After the modernization, the power of the unit increased to 225 hp and it received a new CNCD index.

The EA888 gen2 series includes: CDAA, CDAB, CDHA, CDHB, CCZA, CCZB, CCZC, CCZD, CDNB, CDNC, CAEA, CAEB.

In 2008, the EA888 gen2 turbo engines debuted, and in particular the 2.0-liter CDNC unit. By design, there is an in-line 4-cylinder cast-iron block with a closed cooling jacket, direct fuel injection, an aluminum 16-valve cylinder head equipped with hydraulic lifters, a three-chain timing drive, a dephaser on the intake shaft and an IHI RHF5 turbine with an intercooler. Of the features of this motor, we note the presence of a variable displacement oil pump, an intake manifold with geometry change dampers, a pair of balancers with its own drive, as well as a system for changing the height of the lift of the exhaust valves Audi Valvelift System or AVS.


Production years 2008-2013
Displacement, cc 1984
Fuel system direct injection
Power output, hp 211
Torque output, Nm 350
Cylinder block cast iron R4
Block head aluminum 16v
Cylinder bore, mm 82.5
Piston stroke, mm 92.8
Compression ratio 9.6
Features AVS
Hydraulic lifters yes
Timing drive chains
Phase regulator on the intake shaft
Turbocharging IHI RHF5
Recommended engine oil 0W-30, 5W-40 (approved VW 502.00 or 505.00)
Engine oil capacity, liter 4.6
Fuel type petrol
Euro standards EURO 5
Fuel consumption, L/100 km (for Audi Q5 2009)
— city
— highway
— combined
Engine lifespan, km ~300 000
Weight, kg 142

The engine was installed on:

  • Audi A4 B8 (8K) in 2008 – 2013;
  • Audi A5 1 (8T) in 2008 – 2013;
  • Audi Q5 1 (8R) in 2008 – 2012.

Disadvantages of the Audi CDNC engine

  • The most famous problem with the second generation EA888 turbo engines is oil burn due to pistons with thin rings, as well as tiny holes for draining grease. The VW concern has released several revisions of repair pistons, but it is better to buy forged ones.
  • Owners of cars with such an engine regularly encounter floating engine speeds and the reason for this is the coking of intake valves due to the direct injection system. Another culprit is contamination and a wedge of the intake manifold swirl flaps.
  • On power units until 2012, the timing chain could already stretch to 50,000 km or jump due to a weak tensioner if you leave the car on a slope in gear. Then the engine was updated and everything began to serve up to 100 – 150 thousand km without any problems.
  • In this power unit, the oil filter is located on top for easy replacement. And to prevent oil from draining, there is a tube with a pressure reducing valve in the bracket. When its sealing rings wear out, it no longer performs its function.
  • The motor is very demanding on maintenance and especially on the quality of the lubricant used. Oil channel filters are clogged from impurities and the phase regulator fails, and if the filters in the balancer shafts are clogged, they will jam and their circuit will break.
  • This unit uses a modern variable displacement oil pump with two operating modes: up to 3500 rpm it creates a pressure of 1.8 bar, and after 3.3 bar. The design turned out to be not very reliable, and the consequences of its breakdown are often fatal.
  • Engine weaknesses also include the booster pump control unit, short-lived supports, a pump leaking through the case, a weak vacuum pump gasket, and often torn membranes of the oil separator and turbocharger bypass valve. If you change the candles according to the regulations every 90,000 km, then the ignition coils do not last long.

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