Engine Volkswagen CDAB

The 1.8-liter turbocharged Volkswagen CDAB 1.8 TSI engine was assembled from 2009 to 2018 and was installed only on models of the German concern in modifications for emerging markets. This power unit differs from a similar CDAA motor with a different firmware for Euro 4.

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

Modernization of engines of the EA888 gen2 family has led to the emergence of a new series of units. The cast-iron block, the aluminum 16-valve cylinder head with hydraulic lifters, the timing chain drive and the phase regulator on the intake shaft remained the same, but the connecting rod and piston group is already new here. It is lightweight pistons and thin oil scraper rings that are the cause of the oil burn.

The CDAB modification was created specifically for developing countries and differs from its European counterpart with the CDAA index in firmware and design simplifications of the exhaust. Thanks to this, this engine is not so demanding on fuel quality, but it has reduced power, 152 hp instead of 160 hp and a simpler environmental class, EURO 4 instead of EURO 5.


Production years 2009-2018
Displacement, cc 1798
Fuel system direct injection
Power output, hp 152
Torque output, Nm 250
Cylinder block cast iron R4
Block head aluminum 16v
Cylinder bore, mm 82.5
Piston stroke, mm 84.2
Compression ratio 9.6
Features DOHC
Hydraulic lifters yes
Timing drive chain
Phase regulator on the intake shaft
Turbocharging yes
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 4.6
Fuel type petrol
Euro standards EURO 4
Fuel consumption, L/100 km (for VW Passat 2012)
— city
— highway
— combined
Engine lifespan, km ~200 000
Weight, kg 144

The engine was installed on:

  • Volkswagen Passat B7 (36) in 2010 – 2015;
  • Volkswagen Passat CC (35) in 2009 – 2016;
  • Skoda Octavia 2 (1Z) in 2009 – 2013;
  • Skoda Superb 2 (3T) in 2010 – 2015;
  • Skoda Yeti 1 (5L) in 2009 – 2018.

Disadvantages of the VW CDAB engine

  • The use of a lightweight connecting rod and piston group and rings of an unsuccessful design led to the fact that the unit began to consume oil from the very beginning and consumption increased with mileage. The manufacturer constantly released new pistons: the AF series was replaced by BM, and then by BN, but the oil burner of this engine could not be finally defeated until the very end of the release. Many solved the problem by purchasing pistons from alternative manufacturers.
  • The constant waste of oil turns into a rapid coking of the insides of the engine. Especially sensitive for him is carbon formation on the valves and dampers in the intake. It is these processes that are the main reasons for the unstable operation of the unit.
  • The metal timing chain has a small resource and is pulled out relatively quickly, which most often ends with its jump and sixteen bent valves. The second weak point of the gas distribution mechanism is the hydraulic tensioner. Because of it, the chain can jump without stretching, just after parking in gear.
  • Owners of cars with such an engine often sniff the oil dipstick, since if there is a smell of gasoline, then with a high degree of probability you will have to replace an expensive high-pressure fuel pump.
  • Ignition coils, oil pump, water pump do not have the highest resource. The crankcase ventilation system clogs up quite quickly, which leads to lubricant leaks.

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