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.
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
- Audi A3— S3 2.0 TSI 265hp (CDLA, EA113)265hp
- 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
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.