2.0 TSI Golf R 270hp (CDLA, EA113)
2009–2013 · petrol · 1984cc · 270hp
Engine codes: CDLA
Reliability, common problems and owner reviews for the Volkswagen Golf VI 2.0 TSI Golf R 270hp (CDLA, EA113). Check this before you buy used.
The Mk6 Golf R deliberately uses the older EA113 2.0 TFSI (K04 turbo) rather than the chain-driven EA888 — the same strong, tunable unit as the Mk5 GTI Edition 30 and the Audi S3 8P, and that bottom end is its biggest strength. But it is a maintenance-discipline engine. The defining job is the HPFP cam-follower: a flat tappet to inspect every ~15,000–20,000 km, because a worn face chews the camshaft and turns a €30 part into a four-figure repair. It is also belt-driven and interference (belt + tensioner + water pump on schedule), the early diaphragm diverter valve splits and logs underboost, the PCV membrane perishes, and FSI direct injection carbons the intake valves. A documented car with cam-follower history, fresh belt and revised diverter valve is a superb, durable hot hatch; the danger is a hard-tuned, deferred-maintenance example. Buy on history and Haldex servicing, not on power.
Known Issues
The high-pressure fuel pump runs on a flat cam-follower tappet; once its hardened surface erodes it digs into the camshaft lobe, destroying cam and pump. The single most important EA113 check.
Fix / Workaround: Inspect every 15,000–20,000 km and replace with the OEM updated follower before the cam is damaged.
Repair cost: €30–€2500
Typically appears after: 60,000 km
Belt-driven 2.0 TFSI with tight piston-to-valve clearance; a shed/snapped belt destroys the engine. Interval ~60,000–80,000 mi / 5–7 yr.
Fix / Workaround: Belt + tensioner + water pump together on schedule, by age if not mileage.
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 cures 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 (crankcase pressure, rough idle, oil leaks, raised consumption); FSI direct injection builds carbon on the intake valves over time.
Fix / Workaround: Replace PCV; walnut-blast intake valves if rough or down on power.
Repair cost: €100–€600
Typically appears after: 90,000 km
Performance flagship — many are tuned hard, stressing internals, clutch and Haldex.
Fix / Workaround: Prefer documented, sensibly-maintained cars; verify Haldex oil/filter service.
Repair cost: €0–€2000
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 Volkswagen Golf VI 2.0 TSI Golf R 270hp (CDLA, EA113) reliable?
History-Dependent — The Mk6 Golf R deliberately uses the older EA113 2.0 TFSI (K04 turbo) rather than the chain-driven EA888 — the same strong, tunable unit as the Mk5 GTI Edition 30 and the Audi S3 8P, and that bottom end is its biggest strength. But it is a maintenance-discipline engine. The defining job is the HPFP cam-follower: a flat tappet to inspect every ~15,000–20,000 km, because a worn face chews the camshaft and turns a €30 part into a four-figure repair. It is also belt-driven and interference (belt + tensioner + water pump on schedule), the early diaphragm diverter valve splits and logs underboost, the PCV membrane perishes, and FSI direct injection carbons the intake valves. A documented car with cam-follower history, fresh belt and revised diverter valve is a superb, durable hot hatch; the danger is a hard-tuned, deferred-maintenance example. Buy on history and Haldex servicing, not on power.
What are the common problems and reviews for the Volkswagen Golf VI 2.0 TSI Golf R 270hp (CDLA, EA113)?
The most commonly reported problems: HPFP cam-follower wear, Timing belt (interference engine), Diverter / bypass valve failure, PCV breakdown / intake carbon, Often heavily modified.
Is a used Volkswagen Golf VI 2.0 TSI Golf R 270hp (CDLA, EA113) worth buying?
The engine itself is OK; condition is everything. Unknown or patchy history = walk away.