S3 2.0 TSI 265hp (CDLA, EA113)
2006–2012 · petrol · 1984cc · 265hp
Engine codes: CDLA
Reliability, common problems and owner reviews for the Audi A3 S3 2.0 TSI 265hp (CDLA, EA113). Check this before you buy used.
The S3's EA113 2.0 TFSI (K04 turbo, shared with the Mk5 Golf GTI/Edition 30 and Mk6 Golf R) has a genuinely strong, tunable bottom end — its reputation as the robust VAG 2.0 turbo is deserved — but it is a maintenance-discipline engine, not a fit-and-forget one. The defining job is the HPFP cam-follower: a flat tappet that must be inspected roughly every 15,000–20,000 km, because once its hardened face wears through it chews the camshaft lobe and turns a €30 part into a four-figure repair. Post-2006 cams are harder but the follower still wears. On top of that it is belt-driven and interference (belt + tensioner + water pump on schedule), the early diaphragm diverter valve splits and throws underboost codes, the PCV membrane perishes (rough idle, oil leaks), and FSI direct injection carbons up the intake valves. None of these are fragile-core faults — a car with a documented cam-follower history, a fresh belt and a revised diverter valve is excellent. The real risk is buying a hard-tuned, deferred-maintenance example. Buy on history and Haldex servicing, not on power figures.
Same engine, other cars
This is the same physical engine (BWA) sold under different names across brands. Reliability is broadly shared — cross-check these:
- Volkswagen Passat B6— 2.0 TFSI 200hp (BWA / BPY)200hp
- Seat Leon II— 2.0 TFSI FR 200hp (BWA EA113 → CCZA EA888)200hp
- Audi A3— 2.0 TFSI 200hp (BWA/AXX EA113 → CCZA EA888)200hp
- Škoda Octavia II— 2.0 TSI vRS 200hp (CCZA, EA888 Gen2)200hp
- Volkswagen Sharan II— 2.0 TSI (CCZA)200hp
- Seat Alhambra II— 2.0 TSI (CCZA)200hp
- Škoda Octavia II— 2.0 TFSI vRS 200hp (BWA / AXX, EA113)200hp
- Seat Leon II— 2.0 TFSI Cupra 240hp / Cupra R 265hp (BWJ / CDLA, EA113)240hp
- Volkswagen Golf V— 2.0 TFSI GTI 200hp (AXX / BWA, EA113)200hp
- Volkswagen Golf VI— 2.0 TSI Golf R 270hp (CDLA, EA113)270hp
Known Issues
The high-pressure fuel pump runs off a flat cam-follower tappet; when its hardened surface erodes it digs into the camshaft lobe, wrecking cam and pump. The single most important EA113 check.
Fix / Workaround: Inspect follower every 15,000–20,000 km and replace with the OEM updated part; catch it before the cam is damaged.
Repair cost: €30–€2500
Typically appears after: 60,000 km
Belt-driven 2.0 TFSI; tight piston-to-valve clearance means a shed/snapped belt destroys the engine. Audi interval ~60,000–80,000 mi / 5–7 yr.
Fix / Workaround: Belt + tensioner + water pump together on schedule regardless of mileage if age-expired.
Repair cost: €350–€700
Typically appears after: 100,000 km
Early diaphragm diverter valve splits under boost → underboost, hesitation and P0299. Revised piston-style valve fixes it.
Fix / Workaround: Fit the updated revision-D piston-style diverter valve.
Repair cost: €60–€200
Typically appears after: 60,000 km
PCV membrane perishes causing crankcase pressure issues, rough idle, oil leaks and raised oil consumption; FSI intake-valve carbon also builds up over time.
Fix / Workaround: Replace PCV; walnut-blast intake valves if running rough or down on power.
Repair cost: €100–€600
Typically appears after: 90,000 km
Performance flagship — many were tuned hard (Stage 1/2), stressing clutch, Haldex and internals.
Fix / Workaround: Prefer documented, sensibly-maintained cars; verify Haldex oil/filter service.
Repair cost: €0–€2000
Year Cutoffs
Mileage Thresholds
After 20,000 km: Cam-follower inspection interval — recurring, not one-off.
After 120,000 km: Belt service + diverter valve + PCV typically all due/overdue here.
Fault Codes to Scan
Pre-Purchase Checklist
- ☐Demand a documented cam-follower inspection/replacement history
- ☐Confirm timing belt + water pump done on age/mileage
- ☐Check for revised (piston-style) diverter valve
- ☐Verify Haldex/4MOTION oil + filter servicing
- ☐Establish full tuning history — prefer unmodified or sensibly-staged cars
Frequently asked questions
Is the Audi A3 S3 2.0 TSI 265hp (CDLA, EA113) reliable?
History-Dependent — The S3's EA113 2.0 TFSI (K04 turbo, shared with the Mk5 Golf GTI/Edition 30 and Mk6 Golf R) has a genuinely strong, tunable bottom end — its reputation as the robust VAG 2.0 turbo is deserved — but it is a maintenance-discipline engine, not a fit-and-forget one. The defining job is the HPFP cam-follower: a flat tappet that must be inspected roughly every 15,000–20,000 km, because once its hardened face wears through it chews the camshaft lobe and turns a €30 part into a four-figure repair. Post-2006 cams are harder but the follower still wears. On top of that it is belt-driven and interference (belt + tensioner + water pump on schedule), the early diaphragm diverter valve splits and throws underboost codes, the PCV membrane perishes (rough idle, oil leaks), and FSI direct injection carbons up the intake valves. None of these are fragile-core faults — a car with a documented cam-follower history, a fresh belt and a revised diverter valve is excellent. The real risk is buying a hard-tuned, deferred-maintenance example. Buy on history and Haldex servicing, not on power figures.
What are the common problems and reviews for the Audi A3 S3 2.0 TSI 265hp (CDLA, EA113)?
The most commonly reported problems: HPFP cam-follower wear, Timing belt (interference engine), Diverter / bypass valve failure, PCV valve breakdown / oil consumption, Often heavily modified.
Is a used Audi A3 S3 2.0 TSI 265hp (CDLA, EA113) worth buying?
The engine itself is OK; condition is everything. Unknown or patchy history = walk away.