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Guys, apologies for another 'excess oil' thread, but I would like some advice from the group please. Before I forget, is there a VIN range for trouble engines?
Car is a 2010 A5 6sp 2.0T 138k miles. It uses a HUGE amount of oil. I was well aware of the issue with the cars before buying it, had a dipstick ready on it's arrival, and knew this day would come, but just trying to work through my options now.
The car burns a quart of oil every 180 miles, so with my GF's 30 mile trip to work and (30 miles) back that's a quart every three days.
Recently she had the EPC light come on and a massive loss of power (it's all relative :-) and, although it was almost dark, she says white smoke out the back), luckily she was very close to home. Car did not overheat. VAGCOM gave this after swapping the coils around, clearing the (same) codes and changing the spark plugs:
Saturday,24,March,2018,12:27:26:40451
VCDS -- Windows Based VAG/VAS Emulator Running on Windows 8.1 x64
VCDS Version: 18.1.0.2 (x64)
Data version: 20180122 DS285.1 www.Ross-Tech.com
Engine speed: 1204.50 /min
Normed load value: 28.6 %
Vehicle speed: 0 km/h
Coolant temperature: 16 °C
Intake air temperature: 2 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 12.298 V
Unlearning counter according OBD: 80
7960 - Cylinder Disabling
P130A 00 [167] - -
MIL ON - Not Confirmed - Tested Since Memory Clear
Freeze Frame:
Fault Status: 00000001
Fault Priority: 2
Fault Frequency: 1
Mileage: 223576 km
Date: 2018.03.24
Time: 11:24:35
Engine speed: 1231.00 /min
Normed load value: 29.8 %
Vehicle speed: 0 km/h
Coolant temperature: 21 °C
Intake air temperature: 3 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 12.981 V
Unlearning counter according OBD: 40
Engine speed: 1178.50 /min
Normed load value: 28.2 %
Vehicle speed: 0 km/h
Coolant temperature: 16 °C
Intake air temperature: 3 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 12.062 V
Unlearning counter according OBD: 80
Address 01: Engine Labels: 06H-907-115-CAB.clb
Control Module Part Number: 8K2 907 115 AL HW: 8K2 907 115 D
Component and/or Version: 2.0l R4/4V TF H16 0001
Software Coding: 0114010A180F0160
Work Shop Code: WSC 08316 444 999999
ASAM Dataset: EV_ECM20TFS0118K2907115AL 001001 (AU48)
ROD: EV_ECM20TFS0118K2907115AL.rod
VCID: 79F3DC87F847518DF2-802C
3 Faults Found:
4574 - Ignition Control Circuit for Cylinder 4
P0354 00 [039] - Malfunction
Not Confirmed - Tested Since Memory Clear
Freeze Frame:
Fault Status: 00000001
Fault Priority: 2
Fault Frequency: 1
Mileage: 223576 km
Date: 2018.03.24
Time: 11:31:27
Engine speed: 1078.50 /min
Normed load value: 14.5 %
Vehicle speed: 0 km/h
Coolant temperature: 32 °C
Intake air temperature: 4 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 11.826 V
Unlearning counter according OBD: 40
Engine speed: 799.50 /min
Normed load value: 14.9 %
Vehicle speed: 0 km/h
Coolant temperature: 31 °C
Intake air temperature: 4 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 12.015 V
Unlearning counter according OBD: 80
Engine speed: 989.50 /min
Normed load value: 14.9 %
Vehicle speed: 0 km/h
Coolant temperature: 32 °C
Intake air temperature: 4 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 12.156 V
Unlearning counter according OBD: 80
Address 01: Engine Labels: 06H-907-115-CAB.clb
Control Module Part Number: 8K2 907 115 AL HW: 8K2 907 115 D
Component and/or Version: 2.0l R4/4V TF H16 0001
Software Coding: 0114010A180F0160
Work Shop Code: WSC 08316 444 999999
ASAM Dataset: EV_ECM20TFS0118K2907115AL 001001 (AU48)
ROD: EV_ECM20TFS0118K2907115AL.rod
VCID: 79F3DC87F847518DF2-802C
3 Faults Found:
4574 - Ignition Control Circuit for Cylinder 4
P0354 00 [039] - Malfunction
Not Confirmed - Tested Since Memory Clear
Freeze Frame:
Fault Status: 00000001
Fault Priority: 2
Fault Frequency: 1
Mileage: 223576 km
Date: 2018.03.24
Time: 11:31:27
Engine speed: 1078.50 /min
Normed load value: 14.5 %
Vehicle speed: 0 km/h
Coolant temperature: 32 °C
Intake air temperature: 4 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 11.826 V
Unlearning counter according OBD: 40
Engine speed: 799.50 /min
Normed load value: 14.9 %
Vehicle speed: 0 km/h
Coolant temperature: 31 °C
Intake air temperature: 4 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 12.015 V
Unlearning counter according OBD: 80
Engine speed: 989.50 /min
Normed load value: 14.9 %
Vehicle speed: 0 km/h
Coolant temperature: 32 °C
Intake air temperature: 4 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 12.156 V
Unlearning counter according OBD: 80
Address 01: Engine Labels: 06H-907-115-CAB.clb
Control Module Part Number: 8K2 907 115 AL HW: 8K2 907 115 D
Component and/or Version: 2.0l R4/4V TF H16 0001
Software Coding: 0114010A180F0160
Work Shop Code: WSC 08316 444 999999
ASAM Dataset: EV_ECM20TFS0118K2907115AL 001001 (AU48)
ROD: EV_ECM20TFS0118K2907115AL.rod
VCID: 79F3DC87F847518DF2-802C
3 Faults Found:
4574 - Ignition Control Circuit for Cylinder 4
P0354 00 [039] - Malfunction
Not Confirmed - Tested Since Memory Clear
Freeze Frame:
Fault Status: 00000001
Fault Priority: 2
Fault Frequency: 1
Mileage: 223576 km
Date: 2018.03.24
Time: 11:31:27
Engine speed: 1078.50 /min
Normed load value: 14.5 %
Vehicle speed: 0 km/h
Coolant temperature: 32 °C
Intake air temperature: 4 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 11.826 V
Unlearning counter according OBD: 40
Engine speed: 799.50 /min
Normed load value: 14.9 %
Vehicle speed: 0 km/h
Coolant temperature: 31 °C
Intake air temperature: 4 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 12.015 V
Unlearning counter according OBD: 80
Engine speed: 989.50 /min
Normed load value: 14.9 %
Vehicle speed: 0 km/h
Coolant temperature: 32 °C
Intake air temperature: 4 °C
Ambient air pressure: 980 mbar
Voltage terminal 30: 12.156 V
Unlearning counter according OBD: 80
Readiness: N/A
Compression test revealed 30 (thirty!) PSI on #4 cylinder. Moving the coils around had no effect on the location of the fault codes.
The coolant in the expansion bottle looks like this (On the left, clean G12 on the right):
Honestly, I was happy enough to throw oil in it while it was running, but now I have a decision to make. Do I just plug and play a used engine (if so, what VIN takes me outside the 'danger zone' please) or do I have it repaired/rebuilt, given that it will need a head gasket (need it anyway) and a possible carbon clean?
Advice please guys.
I haven't done enough research on the oil burn issue to know what's specifically causing oil blowby but I'd imagine it's either the piston ring land design, the actual ring package (material, gap, etc...) or valve guides (or heck, all three).
Are you having the Audi dealer do the work or an independent shop? I'd look at the warranty for a reman vs. a new engine from Audi which I assume would come with updated internal components. Not 100% sure I'd go with a used engine honestly unless costs need to be kept to a minimum short-term.
I'd personally go with what they call a "long block", the block and head already assembled and ready to go. With that many miles, the top end (head) will need refreshing anyway and you don't want to carbon clean the old. You'll just bolt on the ancillary components off of your current engine.
There is a pseudo recall for the 2.0T engines for a specific year and VIN range (til about 2012 I think). Excessive oil usage due to bad rings. The only way one could get this repaired on Audi's dime was to first show them your service records to clearly reflect that your car has always maintained the regular oil change/servicing intervals using correct parts/oils. If that hurdle is covered, then they make you do a monitored oil consumption test that they regulate/control at the dealership. If your car meets their criteria of that test, then they repair (not replace) the offending parts on their dime. Few ever get that far these days as many seem to let record keeping and regular service intervals slide once the basic warranties run out.
I would suggest a complete short block replacement with a newer/updated short block that addresses the rings issue. Re-using the original top end (head) after it's been thoroughly cleaned up (de-carboned) might make the overall expense lower. Having someone do a complete piston ring replacement would probably be too costly hours-wise anyway.
Not to rub salt in your wound, but this was a major caveat for me when shopping for my A5. It absolutely had to have the naturally aspirated 3.2L engine. Not only because of all of the horror stories I read about oil consumption, but also other issues surrounding those specific year 2.0T engines. And, I had such great success/reliability with my naturally aspirated 2.8L engine in my 2000 A4 for 9 years, that I was completely convinced I had to have the 3.2L engine.
03-26-2018, 02:46 PM
2010 A5 2.0t excess oil consumption - repair or swap engine?
