2.0 TDI vRS 170hp (BMN / CEGA)
2006–2012 · diesel · 1968cc · 170hp
Engine codes: BMA, BMN, BMR, BUY, CBAB, CBBB, CEGA, CFFB, CFFE, CFGB, CFHC, CLCB, CLLA, CUVA
Reliability, common problems and owner reviews for the Audi A3 2.0 TDI vRS 170hp (BMN / CEGA). Check this before you buy used.
The 2.0 TDI common-rail (CBAB/CFFB, EA189) is the best all-round Superb engine — strong, economical and well-matched to the big car, good for high mileage. It's the cleaner-running CR successor to the PD; watch DPF/EGR on short trips, occasional injector wear, and the EA189-era electric coolant pump. Some early CR cars had oil-pump/balance-shaft attention. With disciplined oil and motorway use it's a dependable long-hauler.
Same engine, other cars
This is the same physical engine (BMA) sold under different names across brands. Reliability is broadly shared — cross-check these:
- Seat Leon II— 2.0 TDI vRS 170hp (BMN / CEGA)170hp
- Škoda Superb II— 2.0 TDI vRS 170hp (BMN / CEGA)170hp
- Volkswagen Golf V— 2.0 TDI vRS 170hp (BMN / CEGA)170hp
- Škoda Octavia II— 2.0 TDI vRS 170hp (BMN / CEGA)170hp
- Volkswagen Sharan II— 2.0 TDI vRS 170hp (BMN / CEGA)170hp
- Volkswagen Golf VI— 2.0 TDI vRS 170hp (BMN / CEGA)170hp
- Volkswagen Passat B7— 2.0 TDI vRS 170hp (BMN / CEGA)170hp
- Škoda Yeti— 2.0 TDI vRS 170hp (BMN / CEGA)170hp
- Volkswagen Passat B6— 2.0 TDI vRS 170hp (BMN / CEGA)170hp
Known Issues
Early Siemens piezo / PD injectors fail, cutting the engine. Many recalled/replaced — verify on the car.
Fix / Workaround: Confirm injector recall/replacement; budget if not done.
Repair cost: €400–€1800
Typically appears after: 100,000 km
Early CR builds share the 77mm oil-pump hex-drive failure risk; revised to 100mm later.
Fix / Workaround: Check build date; verify revised shaft. Idle rattle = stop.
Repair cost: €200–€3500
Typically appears after: 100,000 km
Blocks on short trips.
Fix / Workaround: Hot motorway runs; clean/replace.
Repair cost: €200–€1200
Early Siemens piezo injectors fail, cutting the engine. Many were recalled/replaced — but verify on the specific car.
Fix / Workaround: Confirm injectors were replaced/recalled; budget for piezo injectors (expensive) if not.
Repair cost: €400–€1600
Typically appears after: 120,000 km
Early build 170s used the chain-driven balancer assembly prone to failure; later builds switched to a cog-driven setup with no chain to fail.
Fix / Workaround: Check build/chassis number; prefer later (cog-driven) builds. Inspect oil for swarf.
Repair cost: €0–€3000
Neglected PPD170s show damaged lifters, scored camshafts and worn pistons — a top-end 'tick' is a warning sign.
Fix / Workaround: Listen for top-end tick; demand full service history; walk away if neglected.
Repair cost: €500–€3000
Early common-rail builds share the 77mm oil-pump hex-drive failure risk; revised to 100mm later.
Fix / Workaround: Check build date; verify revised oil-pump shaft. Rattle at idle = stop.
Repair cost: €200–€3500
Typically appears after: 100,000 km
Early common-rail builds share the 77mm hex risk.
Fix / Workaround: Check build date; verify revised shaft.
Repair cost: €200–€3500
Typically appears after: 100,000 km
Same balance-shaft oil-pump hex failure as the BKP — oil pressure loss, engine destruction.
Fix / Workaround: Retrofit uprated assembly; any rattle/oil light = stop. Best avoided.
Repair cost: €250–€3500
Typically appears after: 100,000 km
DPF clogs and EGR soots on urban use.
Fix / Workaround: Motorway regens; clean/replace EGR + DPF.
Repair cost: €300–€1200
Typically appears after: 140,000 km
Injector wear; electric coolant pump failure.
Fix / Workaround: Injector test; replace pump.
Repair cost: €150–€800
Typically appears after: 150,000 km
Year Cutoffs
Mileage Thresholds
After 100,000 km: Injector / early-build oil-pump risks.
After 120,000 km: Injector and top-end issues more likely without strong history.
After 180,000 km: Long-legged with care.
Pre-Purchase Checklist
- ☐Verify injectors were recalled/replaced
- ☐Establish build date for the CR oil-pump fix
- ☐Idle rattle check
- ☐DPF history; prefer motorway-used cars
- ☐Consider the 140 instead unless history is excellent
- ☐Verify piezo injectors were recalled/replaced
- ☐Check build/chassis number for balancer type
- ☐Cold-start: listen for top-end tick
- ☐Demand full service history — neglect is expensive here
- ☐Prefer the 140 BKD unless this car is exceptional
- ☐Establish build date for the oil-pump fix
- ☐Idle rattle check (oil-pump drive)
- ☐Verify injector recall/replacement
- ☐Build date for oil-pump fix
- ☐Consider the 140 instead
- ☐Verify injector recall
- ☐Best avoided — prefer 2008+ common-rail
- ☐Confirm uprated oil-pump assembly
- ☐Verify injectors
- ☐Idle rattle = walk away
- ☐Oil + DPF history
- ☐The best all-round Superb engine
- ☐Injector + coolant-pump checks
- ☐The engine to buy (4x4 option)
- ☐The engine to buy
Frequently asked questions
Is the Audi A3 2.0 TDI vRS 170hp (BMN / CEGA) reliable?
Problematic — The 2.0 TDI common-rail (CBAB/CFFB, EA189) is the best all-round Superb engine — strong, economical and well-matched to the big car, good for high mileage. It's the cleaner-running CR successor to the PD; watch DPF/EGR on short trips, occasional injector wear, and the EA189-era electric coolant pump. Some early CR cars had oil-pump/balance-shaft attention. With disciplined oil and motorway use it's a dependable long-hauler.
What are the common problems and reviews for the Audi A3 2.0 TDI vRS 170hp (BMN / CEGA)?
The most commonly reported problems: Injector failure (PD/piezo), Oil pump hex (early common-rail builds), DPF clogging, Piezo injector failure, Balancer/oil-pump assembly (early chassis numbers), Top-end wear when neglected (lifters/cam/pistons), Oil pump / balance shaft hex (early builds), Oil pump hex (early CR builds), Oil pump / balance shaft failure, DPF / EGR (short trips), Injector / coolant pump.
Is a used Audi A3 2.0 TDI vRS 170hp (BMN / CEGA) worth buying?
Known design issues and recurring faults that were never fully resolved. Buy only with eyes open.