Pontic_Greek

Some history, a couple of months ago I got the codes DTC P2279/P0068. After finding a thread here where the issue was resolved by replacing the PCV valve, I carried out the work and the codes are now gone.

I purchased the PCV off ebay, it looks like a Chinese repo.

Since doing that, my motor oil consumption has gone up. I used to have to top up the oil 1 time during 10k km oil changes at the most.
Since changing the PCV i have had to add 1 litres of oil 2 different times already and I've only done 5k

Could a "bad" PCV cause this increase in oil consumption? how would i test this. Its not throwing codes or anything.

My car is an Audi A4 B8 2014 2.0T Quattro with 110,000 km. It is APR tuned and has no mods.

SMac770

You need to measure the crankcase vacuum and see what's going on there. The fine oil separator / fresh air breather device ("PCV") is powered by the vacuum in the intake manifold or turbo inlet, depending on engine load. It has a regulator valve that controls the amount of vacuum passed to the crankcase. Too much, and it can pull unnecessary amounts of oil and vapors. If you put a vacuum gauge on the dipstick tube, you should read ~3.0 inHg (100 mbar) idling.

Pontic_Greek

OK thank you for the excellent reply.

If i am seeing more than 100mbar vacuum at idle would it be a good diagnostic test to switch out for a new oem PCV and re-test?

Airbag

get a hengst "white top" PCV

Windows95

"more often than not, the aftermarket breather valves do not work correctly"....

See video at about 1:10:00

So I'd say Audi Genuine, or Hengst (who makes the Audi part) or nothing at all.

Latest model iteration ends in "AK"

Pontic_Greek

If my iteration is 06k103495T and i put a 06k103495AK will it just "work" or will i need to do an update in VCDS? Or a software update from Audi?

SMac770

MY14, means you had a white cap from the factory, so you should only replace it with a white cap, of which AK is the latest white cap for the Gen2 2.0T. And it's 06H..., not 06K... (which would be for a Gen3). Unless you have a Gen3; you don't specify if you have a CDNC Gen2 or a CNCD Gen3 engine.

https://www.europaparts.com/pressure...495ak-oem.html

Apparently 06K 103 495 T is a thing, so it may well be you have a CNCD engine. The current rev for that application line is 06K 103 495 BL. This is why being clear about the engine involved for engine threads is a good thing.

The crankcase vacuum spec is unchanged. What did you measure as your warmed up idling crankcase vacuum?

Pontic_Greek

I have a CNCD 165kw ea888 gen3 engine.
My part number that was on the original PCV was most definitely 06K103495T

So with the above info, the 06K103495BL is the part i should purchase? As per my earlier question, will i then need a software update to accept this part, or because crankcase vacuum spec remains the same an update is not needed?

thanks again for your helpful answers

oh, i havent measured crankcase pressure from the dipstick hole yet, I will be lending one from a friend this weekend to test this.

SMac770

None of that black cap / white cap stuff applies to a Gen3 engine. The old PCV rev was whatever it was, and the current PCV rev for the CNCD is 06K...BL. And none of the Gen2 PCV talk normally relevant to a B8 2.0T applies to your Gen3. But the part about getting only an OE or the original OEM (Hengst) is probably still relevant.

Pontic_Greek

Gotcha, so optimally i should get the most recent version of the 06K (which is currently the BL) and its a direct drop in replacement and doesn't need a software update?