Yes, Carista can do that.
- 204ps Bi-Turbo CXEB T6 Engine & Turbo problems -
- Thread starter Dellmassive
- Start date
-
- Tags
- cxeb engine
As someone who has a 2017 204 CXEB with 152k miles on it I'd say that not all fail at 80k.
Would I buy another? Nope. The risk of shelling out £12k is too great to take. I bought mine over 5 years ago when the old 180bhp engine was the big risk and the new CXEB was the all fixed new design. Mmmmmmmmm.
And I do worry about selling it and passing a potential huge bill to a new owner. But if I end up putting in a new engine then I'll keep it for ever. I still love the van.
Would I buy another? Nope. The risk of shelling out £12k is too great to take. I bought mine over 5 years ago when the old 180bhp engine was the big risk and the new CXEB was the all fixed new design. Mmmmmmmmm.
And I do worry about selling it and passing a potential huge bill to a new owner. But if I end up putting in a new engine then I'll keep it for ever. I still love the van.
Last edited:
Thanks for all the advice so far, very much appreciated. From what I've read on hear, is deleting the EGR the best way to prevent any issues, and although nothing is guaranteed, along with regular oil changes, is this the closest thing to prevent an inevitable new engine?
IMO those two factors count.
2 bar boost pressure + soot loading EGR pushing carbon into the ring grooves and lube oil via blow-by.
Dubious piston / block cooling under high load.
Don’t map it and don’t drive it too hard would be my advice if you really want one.
What I really want is a 4Motion Caravelle for a decent price, with decent mileage that won't bang
. So a 150bhp 4motion would be perfect but they are seemingly unicorns, so it's a 204 4Motion 'velle and hope the EGR delete and preventative steps work or a 150 kombi and spend some money making more car like!?
Strongy100
New Member
List of CXEB members effected.
@Tourershine - New Bi-turbo, DPF,
@RunDSG 2017 - New Bi-turbo, DPF,
@Dellmassive 2018 -- New Long Block Engine, DPF, CAT, Lamda sensor, + ( New Turbo, not needed but fitted anyway)
@robbidoo - New Bi-turbo,
@Andnik - - New Bi-turbo,
@Malcs - - New Bi-turbo,
@MikeyBeeT6 - New Bi-turbo,?
@Sparkyis - New Bi-turbo,, DPF, CAT, Lamda sensor,
@WinFreak - New Bi-turbo, DPF, CAT, Lamda sensor,
@Deleted Member - - New Long Block Engine, DPF, CAT, Lamda sensor,
@Steve8n9 - New Long Block Engine, DPF, CAT, Lamda sensor,
@driftingaway - New Long Block Engine, DPF, CAT, Lamda sensor,
@boxbark - New Long Block Engine,
@WolvesVW 2017 - New Long Block Engine, DPF, CAT, Lamda sensor, ( + DMF ) ( Turbo recond)
@vww - ?
@lexhorton 2017 - Turbo?
@Jonp40210 - new turbo?
@bp_porcaro - 2016 204 DSG diagnosed with low compression (17 bar) and oil use about 1 ltr every 1700 miles. Not fixed yet. Quick update on my 2016 204 ...82000 mls. After further work / investigation it appears that the small turbo is / has been the main culprit for my high oil consumption. Observed when the charge cooler was being replaced. Now booked in for new biTurbo unit. Not even thinking about the high bill because it makes me cry
@UVW_T6 - 2017 - new turbo, EGR blanked, DPF removed, mapped to delete DPF, EGR, AdBlue and Stage 1 boost.
@t6stormer - new BI Turbo but still in limp mode ongoing issues
@Deansie - high oil use - snapped shaft on small turbo. possible blocked DPF/CAT.
@Repete - MY18 204hp CXEB, 135000km, Oil weighing done by VW. Outcome is 0,7 liter/1000km.Now anxiously awaiting kulance claim response from VW.
@albiro - 62,000 miles (100,000km), and the oil consumption is measuring at 0.6 litres per 1000km, above VW's threshold of 0.5 litres per 1000km.
@Heydave - 0.4l per 1000km
@RS6plusMTM - 2017 CXEB 65k - small turbo seized solid - replacement turbo and had DPF professional cleaned as a precaution, even though it had no signs of excessive soot. Compression test perfect and no signs of any high oil usage.
@gavbarlow - add mine to the list too. 2017 CXEB, 102k miles. (unsure if turbo or block atm)
@merdoklt - mine had turbo fail at 100k, now at 108k it is consuming 0.4-0.8L of oil per 600mi. Looks like I might have worn out piston rings, etc. Here is a good write up in German about what might be causing the 150kw (edit: 204ps) engines to fail - T6-Motorschaden
@thebuzz555 - I’m at about 1L every 1k, already had consumption test done by VW which it passed, it’ll be getting traded back in to them for a 150 soon
@UVW_T6 -
've also had turbo issues, started squealing and then dropped all power - at only 50K miles (which I think is quite low for turbo failure!)
204 CXEB MY17(67). Had a new turbo, EGR blanked, DPF removed, mapped to delete DPF, EGR, AdBlue and Stage 1 boost..
@Ashypants -
I think I’m heading the same way…started using about 800ml per 1000miles at moment. Van starting to feel sluggish - got a ‘dead spot’ around 1200rpm. Tried running some injector cleaner through but not sorted dead spot. Think I’ve prob got a few problems going on - high oil usage (engine or turbo) and possibly DMF. Caravelle 2.0 204 BiTDI standard no remap etc. 93500miles.
@t6stormer - new BI Turbo but still in limp mode ongoing issues,
Bought from vanstation (wouldnt buy a wheel barrow from them again) 2017 t6 204bhp 76k miles.within 100 miles limp mode and diagnosed as small turbo snapped shaft, and bits gone into large turbo and damaged that too. turbo removed sent to turbo technics who couldnt do it no parts, however midland turbo repaired it £971. new turbo fitted goes well, however within a week limp mode again, also noticed no boost below 2000rpm. now it looks although its had an adblue delete and this wont allow the limp mode faults to show on vcds or on the van. I've no idea of the history of the van and dont know if its had an egr delete too? so im stuck now trying to diagnose my fault with no error codes. the adblue has 3 lines showing instead of miles, i have filled the tank with 8 liters of add blue but no difference, van still runs but shows no miles
have been advised it could well be deleted. Update on the latest software. Van was taken in and flashed with the latest software, I was hoping on the way home it would go into limp mode and flash up a warning light. However strangely enough it drove home with no problems at all, even had the ad blue showing 6.5k miles. Driven a few miles this afternoon a bit more spirited and still no problems. Im going to keep an eye on this as it did the same after the new turbo, ran well but limp mode after a week. Hopefully now when it does go into limp mode it will show an error code and i can work from there.
@ragnar.sabo - Mine is using more than 0,5 liter pr 1000 km. The turbo faild in july.
@Lolo77 - 2019 T30 204 PS 2.0 TDI bi turbo engine failure. engine failure due to low cylinder compression. Van started running lumpy in low gears, then came the exhaust smoke, immediately stopped driving, P100400 fault on diagnostics, pointing to cylinder 1, replaced but same problem so had recovered to VW approved who has simply said needs a new engine. Aware of the EGR issues and although out of warranty the van has only done 50k miles. Quoted £20k.
@Mart Ini - New twin turbo for me, amongst other very exensive stuff...new inlet manifold with valves cleaned using walnut shells, there was so much carbon build up despite using premium fuel and regualr high revs motorway runs to try and avoid this. There was no high oil useage though, jsut a rattling coming from the turbo, engine light on, no low boost pressure, fine with a few revs through it though but not driveable iuntil it was fixed. 2018 T6 Kombi Highline 204 DSG
@Repete - Another patient joining the high oil use "club". MY18 204hp CXEB. 135000km. Oil weighing done by VW. Outcome is 0,7 liter/1000km.
his week, time had come for my van going in to get the work included in TPI 2061290/6 done. As mentioned earlier we landed the following deal:
VW offering a 80% discount on all parts regarding the TPI. The danish distributor/VW shop agreed to a 50% discount on all work.
The work started Tuesday morning and final stuff finished slightly past midday today (Friday). Had them do the cambelt kit now while at it (139800 km)
So now fitted with
- a new base engine (03N100090AX) (stated as shortblock with cylinder head and all that goes with that)
- fresh Diesel particulate filter
- New Catalytic converter
- New Lambda probe.
- Loads of bolts, gaskets, tubes etc.
The ash level has been reset according to zero as mentioned in early posts of this thread.
Also oil pressure is set to max while running the new engine in.
After getting old engine out they found water in the EGR cooler forcing a replacement of that as well.
Haven´t driven it very long yet but immediately noticed the engine running far smoother with far less vibration.
Looking forward to spin it more to get a sense of more potential improvements.
Good to finally get fix done done and, after bleeding a not exactly small bill, hopefully getting it fully out of my "system".
Massive
Has been a great help along the way.
@albiro - 2016 T6 204 CXEB . in the last couple of years the oil consumption has gone pretty high and I just had an oil consumption test done and it's pretty bad news. The van has done 62,000 miles (100,000km), and the oil consumption is measuring at 0.6 litres per 1000km, above VW's threshold of 0.5 litres per 1000km. The VW dealership are recommending a new engine, and they've quoted me £17,800 for parts, labour and VAT. The quote I've got back lists £7871.00 for a "stock base engine (long block)", £1440.00 for a Catalytic converter, £1845.00 for a diesel particulate filter and £295 for a lambda sensor, then there's a further three pages worth of odds and sods like washers, gaskets, bolts, etc. The labour is quote at £2070.00. All the prices then need VAT adding on, on top of that. After a month of going back and forth with VW, they eventually agreed to supply the replacement engine at warranty price, and contributed 30% towards the job. In total the van had a new longblock engine, DPF, catalytic converter and lambda sensor fit at the end of December, coming in at £8,750.00 including labour and VAT. I've put the van up for sale (I don't have sufficient privileges to post on the for sale page on the forum). The overall job original estimate was £17.8k inc VAT, VW agreed to supply the parts at warranty price rather than retail which brought the job cost down to around ~£12k, and VW contributed 30% (so ~£3k) and I paid £8.7k.
@Martymuffin - What, so 1Ltr of oil after 1,500 miles is not good…Yup, I am another one. 204 DSG (2018) 4 motion 60k.
@Heydave - I think I’m also a casualty. Sportline 67 plate owned from new, currently on 37500 miles so .mainly local stop start. Noticed oil level dropped by around 0.3 l topped up reported to dealer car case seal was changed but made no difference to the oil consumption loss rate. Coil light came on and went intolimp mode. Dealer said not egr but flushed it out anyway. Started to worry after reading about the CXE engines on the forum. I’ve tried 2x 600 mile tests and used around 0.4 l each time. Although this passes I’ve booked in for a consumption test anyway as I fear that it’s the beginning of the end. My all in warranty runs out in February next year! Other issues I have noticed is a slight rattle from the engine when feathering the accelerator and sometimes a slight juddering as though it running out of fuel in low revs, and although it’s a dsg the engine has stalled twice. Not sure whether these symptoms are all related in some way. Furthermore I have had long life 2 year service plan but now concerned it’s should of had a fixed term service plan(every year) due to low mileage/ stop start
@RS6plusMTM - 2017 CXEB 65k - small turbo seized solid - replacement turbo and had DPF professional cleaned as a precaution, even though it had no signs of excessive soot. Compression test perfect and no signs of any high oil usage. Pretty sure it related to poor oil heat management of the CXEB as for me it failed after a 500+ mile, all day drive in the 40 degree French heatwave during this summer and it seized leaving it to cool over night. A month for the AA to repatriate the van back to the UK and then a further 3 months waiting for the turbo to come into stock from being on back order so only just got it back this week.
@gavbarlow - . 2017 CXEB, 102k miles.. This discussion has been very useful and has helped me to diagnose some issues with my 2017 204. It's just done 102k miles, and has been religiously serviced by VW since new. It's used daily as the work van and regularly does mixed journeys and have experienced not issues with it at all in that time. Just recently its started displaying an engine light which registered as a glow plug 2 fault and EGR flow fault. When re-setting the light, the EGR code wouldn't always come back, but figured I needed to look into it further. Over the festive break I took the opportunity to replace all four glow plugs and whipped out the EGR valve and associated pipework. The pipes had been replaced under warranty around 4 years ago as one had split causing a blowing exhaust noise, so I was hoping they would be in good order - I was wrong! The front pipe from the EGR to the inlet was nearly clogged with an oily carbon buildup that resembles toothpaste. I've now got a new EGR valve and associated fittings ready to go back on, and the bill for genuine spares alone is around £800. Having read this feed (and all the others on the topic of turbos) I've taken the decision to remove the DPF and bi-turbo while the EGR was out as it's slowly started to use more and more oil. The inlet pipes to the turbo had oil inside all of the them, the exhaust manifold was full of oily/carbon deposits, and the gasket was saturated in oil. The lower spindle has some considerable play and the top spindle feels sticky and not free spinning as it should be. A rebuilt turbo, fitting kit and a DPF clean at Darkside developments will set me back a further £1500. Yes, the job is as bad as it looks/sounds - the VAG repair instructions give you a good steer but it's not quite as straight forward to do having never done one before. I'm an experienced mechanic and restore historic vehicles for a living so I know my way around an engine bay. Even so, I found this one of the worst jobs I've done in years given the limited access and poor visibility.
@Manu - T6 (2017 204 biTDI, DSG, 4m, 60k miles) started to consume more oil than it used to. Until now I only had to add 0.5 to 1l of oil between services.... On the last long trip (around 2k miles of European motorways), it went through something like 3 litres in 2k miles!. Also got the 1000km/650 miles Adblue warning popping up despite adblue tank being full (3 times...). The warning would clear on its own after a few miles but gave a 31103 code SCR/NOX error.
@WoopsBoughtT6 - 2017. 71000 miles. CXEB engine. Burning about 0.5ltr / 1100 miles. Will be doing an oil consumption test over the next 600 mile round trip journey as I think it's drinking oil when on longer trips.
@upacs -
Thank you for the extensive info. You can count my van in the stats. I had my CXEB engine replaced late last year. Symptom was high oil usage (1L every 1500Km or so). The van was running sweet, but my garage (independent) already told me about this issue, and arranged for a replacement. Even though VW covered 80% of parts and 50% of labour, it was still a nasty bill. But I will admit, as soon as I started the engine I noticed the difference. So smooth! - Is there a way to know if my replacement CXEB engine is the revised one? just want to make sure I have a good engine now, and not another broken CXEB. For what it's worth, my garage told me he is replacing one engine on these vans per week. He posted his findings here: Büel-Garage AG (it's in German, but you can translate with Google)
@kiteboardkid -
Just had a new Bi-Turbo system fitted under warranty. 43k miles - Please add me to the list of failed Turbos on the CXEB. (new Bi-turbo fitted under ALL-IN cover)
@SAJO - Feel free to add me to the list when you get chance. Turbo failure New OEM turbo fitted by local commercial dealer. These 2 fault codes,
P00AF00 Turbocharger/Super charger Boost Control A. - Sporadic
P22D300 Turbocharger Turbo Inlet Valve Stuck Closed
Turbo sent to Turbo Technics for repair/returned Irreparable
Then new OEM turbo fitted. 2018, and 82000miles.
@
Hi I have a T32 204 manual CXEB 4 motion I bought brand new in November 2017. In May 2018 Eurovans Eastbourne (terrible garage) replaced the engine as it consumed 17 litres of oil from day one. Last year whilst still under warranty they said the vehicle needed work like power steering leaking and oil leaking through the gearbox and they could not specify what would be covered under warranty starting at £4500! I picked up the van and took it to another garage who replaced the EGR unit. As of now the vehicle has done 56000 miles and it’s just been confirmed to need another new engine as the bores are scored if that’s correct (I’m not a mechanic and know nothing about the working of an engine). So needs a third engine on 56000 miles this is absurd. Up until last year Eurovans Eastbourne has serviced the vehicle until they tried to rip me off. The van was still under warranty as I purchased extended two years. They didn’t do the MOT as they said it would fail because of an excessive oil leak. I spoke to mechanics who said it wasn’t the case so I found and took it to a class 7 garage and it passed no problem. They also didn’t do the service as they said it wasn’t worth it as it needs work. I would appreciate any help you experienced users can give me on what to do and recommended repairers anywhere in the country and also is it worth considering reconditioned engines.Many thanks and sorry for the long post.
Strongy100
New Member
Can I ask a possibly dumb question of those who've had issues or who are more in the know about the CXEB engine woes...unless I've missed a different thread, why do folks seem to replace the CXEB with another CXEB which could fail again rather than a newer version from 2019> or another more reliable diesel unit (the 150bhp TDi) or even a petrol, like a GTI engine?
Having come from a 1985 Westfalia which had a bulletproof '96 Golf TDI engine swap and knowing Scooby swaps and GTI swaps were commonplace, I wondered why this sort of thing isn't being considered with the T6's? Or is it and I've just missed it? I see there has been an RS3 swap, but can't find much else....
Having come from a 1985 Westfalia which had a bulletproof '96 Golf TDI engine swap and knowing Scooby swaps and GTI swaps were commonplace, I wondered why this sort of thing isn't being considered with the T6's? Or is it and I've just missed it? I see there has been an RS3 swap, but can't find much else....
Looking at a T6 Transporter 52,000 miles 2018.
Needs new engine is all I know.
Has anyone had a recent from Darkside or Retro Resus
And is the best approach to still go with the CEXB engine? Assuming all the fixes would now be in place? Or just a bad design from the start?
Needs new engine is all I know.
Has anyone had a recent from Darkside or Retro Resus
And is the best approach to still go with the CEXB engine? Assuming all the fixes would now be in place? Or just a bad design from the start?
My quote from RR was near 20k for engine, egr and turbos so make sure it’s worth it!
Yes think so but I don't think it means it's completely safe from happening again as the whole engine is just a bad design
I decided to use the 20k and get myself into a new van but my 204 already had 140k on the clock so not quite the same as what you're looking at.
I decided to use the 20k and get myself into a new van but my 204 already had 140k on the clock so not quite the same as what you're looking at.
Exactly why I asked the question above as to why no-one seems to swap the engine for a TSI or more robust diesel? It does seem odd that very few are looking at this to future proof their van or am I missing something?
I spoke to Retro Resus, it’s not that straight forward apparently.
I enquired about putting a 150bhp in, it’s not something they offer as the clocks need to come out etc.
Hi all, my first post here, and unfortunately not one I wanted to make! Owner of a 2019 Transporter, BiTurbo DSG (CXEB), and a new candidate for the dreaded list, sadly, @Dellmassive . In July I started getting underboost codes, which was later diagnosed to be a seized small turbo. This was replaced under warranty (a dealer extended warranty) and the van was declared ready to be collected, following an extensive test-drive by the dealer, where the van was 'pulling like a train'.
Upon collection, I managed to drive 15 metres from the parking space before a loud metallic rattle (much like driving over a loose drain cover), and the van died and would not restart (laboured cranking and no fire). Following further analysis, rocker arm #4 has snapped, and the timing has jumped a couple of teeth. The dealer are now trying to claim for a new long block on my warranty.
What are people's thoughts on this? It feels like a very unlikely coincidence that this happened immediately following a turbo replacement job, and was not triggered by it. Does anyone have any more detailed guidance beyond that from the workshop manual regarding the turbo replacement job, and what should have been done (like checking the intake for debris, emptying any oil build up from the charge cooler, etc)? Ideally looking for VW documentation which the dealer should have followed.
Thanks in advance!
Edit: Mileage = 72k, full service history, mixed driving.
Upon collection, I managed to drive 15 metres from the parking space before a loud metallic rattle (much like driving over a loose drain cover), and the van died and would not restart (laboured cranking and no fire). Following further analysis, rocker arm #4 has snapped, and the timing has jumped a couple of teeth. The dealer are now trying to claim for a new long block on my warranty.
What are people's thoughts on this? It feels like a very unlikely coincidence that this happened immediately following a turbo replacement job, and was not triggered by it. Does anyone have any more detailed guidance beyond that from the workshop manual regarding the turbo replacement job, and what should have been done (like checking the intake for debris, emptying any oil build up from the charge cooler, etc)? Ideally looking for VW documentation which the dealer should have followed.
Thanks in advance!
Edit: Mileage = 72k, full service history, mixed driving.
Last edited:
If the turbocharger is seized but intact with no parts missing I would say it’s a case of flushing the turbo oil drain line, proving the oil feed line and possibly cleaning the pick up strainer depending on oil analysis.
If the turbocharger is in bits you can safely say there will be parts in the charge air cooler matrix, pretty hard to back flush clean, replace the cooler for piece of mind and do the above.
I did my time on very expensive marine machinery, If you left a uncovered port / opening / bore for longer than a few seconds you got your arse reamed and you never did it again. Auto workshops are diabolical for leaving open ends on hoses, cylinder heads etc.
How did they renew the turbocharger ass’y? Drop the engine, strip the top end off or go in from under?
Similar threads
