- 204ps Bi-Turbo CXEB T6 Engine & Turbo problems -

[Manu]

When you take it into VW , take a copy of the TPI above .

Tell them you know about the engine wear issue with the cxeb engine.

They will start with an oil test, Same as they done with me.

Have you got your own logs?. As to when and how much oil you topped up with?.... That will help.

Then if it fails the oil test they need to do a compression test.... To see if it's the block or turbo.

Low compression on block is new engine, dpf,cat, sensor.

Good compression will likely mean further investigation on the turbo.... Most likely turbo,dpf,cat,sensor.


Keep us posted with what happens.

All right, a follow-up. I post it here in case this is helpful or anyone sees any red flags in the communications with VW... It is a 204 BiTurbo 4 motion LWB T6 with a CXEB engine and about 65000 miles. I noticed an increase in oil consumption in August while driving back from France but did not make much of it. I had to top up 1 later in the middle of a long trip I do yearly. Normally I only have to top up at the end of it, and only 05l or so (it is over a 2500-mile road trip). Frustratingly, this was while the van was still under extended warranty, but I did not think much of it and I did not raise it with VW.... Over Christmas, the oil consumption spiked and I got multiple adblue errors. After roughly 200 miles of driving, the van would ask for adblue and start a count down from 600 miles, only to reset itself after a while. As I was abroad, I did not bring it to the garage. I did so once I was back in the UK (and out of warranty....). I drove the van for 623 miles for the oil consumption test. This is a copy of their email...

"The results were that it only just passed from an oil level measurement but in the time since your last visit, we have found that the regeneration of the DPF was cancelled 4 times. This means that fuel would have gone into the oil raising the level. This means that the reading we took would not be correct and this means the vehicle has failed the oil consumption tests.
We believe that the oil is passing the piston and con rods causing the excessive use of the oil. With this in mind, the repair required to resolve this would be to replace the engine, catalytic converter, diesel particulate filter and lambda probes.
I have attached an estimate for the full costs of this. As your All In warranty expired 04/12/2024 we are unable to claim against this. However we have approached VW UK regarding the repair and they are prepared to cover the cost of 80% of the parts cost but cannot cover any more than this.
This means that you would be liable for the cost of 20% of the parts and the full cost of labour. As a result, the total cost to you with this discount would be £6279.02 including VAT."

So with that, we can add my van to the list of failed CXEB engines... The total cost they gave in the email is around 17k, so 6k makes it sound like a bargain... quite shocking to see well-looked-after diesel engines fail with this mileage....

Should I query whether the turbo should also be changed?? It seems to be the only part under the bonnet that is not being changed....
The car got a new EGR under the extended warranty last year because the car was losing coolant... I suspect this is unrelated??
I will do a bit of research on this forum for advice on how to make the new engine last, whether that requires blocking EGR or tampering with the DPF... Once the new engine is no longer under warranty, I will consider all avenues....

Thanks, @Dellmassive for the accurate information in this and so many other posts!

 

[albiro]

Your situation and mine are almost identical @Manu - my van had ~63k miles when I realised I was putting in silly amounts of oil. The van was a 2016 T6 204PS (not 4motion), and had I actually had extended warranty it would have been just under a year past it's end-of-warranty. VW had the same diagnosis: New longblock engine, DPF, catalytic converter and lambda sensor needed, quote came in at £17.8k including VAT and labour.

You managed to get a better price of £6.2k, whereas in the end mine weighed in at £8.7k. I think the difference in the approach was that VW offered the parts at warranty price, then offered to cover 30% of the overall job (parts + labour). Maybe it's worth pushing for a warranty price on the parts? That would reduce the price a bit, though I suspect about £2.5k of your quote is labour already.

"makes it sound like a bargain" is much the same thought as I had - ultimately, you shouldn't, just like me, need to pay anything because there should be no need for an engine with that low mileage to need replacing, but there's simply no consumer protection at this point in the journey.

 

[Fivetones]

I’ve read this whole thread. Two questions maybe @Dellmassive is best placed to answer:

1. Has it been determined if remapping is a factor at all?
2. Is it still true, to date, that the revisions that have led to the CXEC (T6.1) have fixed the problems or is it still too early to tell?

 

[Dellmassive]

I’ve read this whole thread. Two questions maybe @Dellmassive is best placed to answer:

1. Has it been determined if remapping is a factor at all?
2. Is it still true, to date, that the revisions that have led to the CXEC (T6.1) have fixed the problems or is it still too early to tell?

1 - there are two seperate posible issues with the CXEB. "A- BiTurbo failure", and "B- Engine Block/Piston wear."

so . . . .

1a - A power remap may push the turbo and engine harder, as an exaple hire fuelling will add to oil diolution. . . so to counter this i would say oil changes need to be more frequent.

higher turbo pressures may have some effect the system, as will higher DPF usage and possible back pressure due to DPF buildup causing higher backpressure of the turbo and engine.

but you need to specify the remap:

is it a remap for additional power? - why bother doing that to 204ps, its powerfull enough already.

or is it an EGR delete? - if so why?, what was the reason? - the CXEB EGR can be replaced and last about 60k miles ish

or is it an DPF delete? - if so why?, what was the reason? - a clogged DPF is just a symptom of a problem further back. ie high oil use that gets caught in the DPF, but cant be burned off and will just clog and melt the dpf.

However if you have one of the effected Engine/Block/Piston wear problems then i doubt weather the ECU is mapped or not will have any effect. . . these effected engines show eccessive wear and low compression like regular clockwork at around 80K miles. (gradule high oil use is the first sign)


2 - it seems to be, the CXEC was introduced in 2019. so now 6 years old. and with these vans doing 30k a year average in a comercial setting. those arly CXEC will be up at 180K miles by now.. . . with no issues so far that im aware of.


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may take on this is:

the 2016 CXEB 204BiTDI engine was a great unit, and an improvement over the T5.1 CFCA 180BiTDI.

but it had many early high millage vans back for vw warrenty replacement engines. - with worn engines at 80K

VW worked out what was going and revised the production run 2019 to fix the issue.

in the background the CXEC was being developed for the newer T6.1, which incorperated a new EGR system to stop the EGR clogging of older gen engines.
so some of the very early T6.1s have the ready to go CXEB, then later the production seemed to change to the CXEC. - and then after that around 2020 VW moved over to the Bosch fuel system and moved again to the DNA/A/B/C and the 204BiTDI DMZA

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so if you have an early CXEB 204ps 2016-2019 and are under the 80k miles then you may be effected with the worn engine TPI ( keep a very close eye on oil usage)

if you have a 2019ish CXEB 204ps - then you may or may not have the revised version of the engine. if your around 80K miles then you need to keep a very close eye on the oil usage. . . if you are well over that and say 100K then you are most likley have the revised engine and are good to go till 300K or more.

if you have an early CXEB thats knackered - and go to VW, it will be replaced by VW with the revised version of the CXEB engine and you should be good for 300K+

if you have an early CXEB thats knackered - and go to a back street garage for a second hand or recon engine. then who knows what your getting? it could be a worn engine block with a skimmed head and set of piston rings? . . who knows what the life will be? 20k? 40k? 80k? so thats down to you and a risk you will be taking.

Basicaly the ONLY FIX for the worn CXEB is a NEW revised ENGINE from VW - and thats what DS will offer you, a new engine from VW and they will fit it.

if you have a 2019> CXEC, then you are sweet and nothing to worry about thus far 6 years in.

if you have a 2020> 2.0 BiTDI CR -DMZA - 150kw/204ps then we can also assume you are good. - thus far.



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see the engine range here:

VW Transporter Engine codes (T5-T6.1)

VW Transporter Engine codes (T5-T6.1) do we have a definitive list of engine codes? if not then lets get one sorted out. ill start the list, . . . and in info below and ill update the main list.

www.t6forum.com

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[Nam600]

As part of the repair, I have seen somewhere that the replacement pistons are a newer version. I think there is a good chance that the issue with undersized ring-pack oil drain bores in the piston are to blame. Exact same issue happened on the 1.8TSI engine (160ps I think) and all engines built around 2011 to 2016 where the oil drains in the pistons were gradually 'carbing-up' and causing excess oil to build. After a while, the engine would use lots of oil and eventually the piston rings would jam/stick in the ring grooves causing loss of compression. The excess carbon build-up around the pistons sped-up the problem by polishing/wearing the cylinder liner wall.

 

[Fivetones]

Thanks so much @Dellmassive for such a comprehensive reply. I’ll be in the market for a 4mo t6.1 Cali at some point so this is good to hear.

 

[Blasam]

Probably a “how long is a piece of string question” but do we know or is it documented just how common these CXEB issues are? With a glass half full outlook, I assume there’s a large quantity of CXEBs running well? As rule of thumb, most come to forums once a problem arises?

I’m trying to remain positive as my Feb 2017 CXEB is yet to s**t itself at 120k on the clock

 

[Dellmassive]

nothing official that I've seen . . . VW are never going to admit that any this is ever wrong.

so we are building up our own statistics from T6F members


Affected: 42x vans - Here - (most are for turbo, only about 15odd for whole engine)


Lucky people: 7x vans - Here -


unknown: xxx? who knows, as only some people will come across this thread after they have a problem, im assuming many thousands of vans out there with no issues at all?



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