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

[Dellmassive]

Top of the thread.

Post 4

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

- 204ps Bi-Turbo CXEB T6 Engine & Turbo problems - Looks like im the latest patient of the CEXB engine issues. (possibly the 2016-2018 range as there is a mention that the CXEB Block etc was revised in 2019) (the CXEC 199ps Bi-Turbo was released 2019> and revised ) in sort it looks like its...

www.t6forum.com

.

Best to read over from the start. Lots of info at the top.

 

[albiro]

I've just picked up the van, the dealership were pretty much stonewalling because I was loudly complaining that it's a piss take that a 62k mile diesel engine needed replacing at such a high cost, everyone in the dealership was just staring at the ground (it's not really their fault, I didn't buy it from them, and ultimately they're not VW themselves).

The quote I've got back lists £7871.00 for a "stock base engine (long block)", £1440.00 for a Catalytic converter, £1845.00 for a diesel particulate filter and £295 for a lambda sensor, then there's a further three pages worth of odds and sods like washers, gaskets, bolts, etc. The labour is quote at £2070.00. All the prices then need VAT adding on, on top of that.

I asked about this CXEB vs CXEC thing because the question I asked at the dealership of "will this replacement engine be like-for-like?" seemed to be met with a "yes", and that suggests they're just going to be fitting another engine that can potentially just have the same problems in the next few years - the engine, it turns out, has a 2-year warranty only, so basically if the problem repeats again within a few years, I'm totally screwed.

I will need to go and speak to VW care and see if they can help in any way - at present I'm unsure of the benefit of spending the above amount of cash for something that could just repeat itself within a few years, what a bizarre situation to be in.

After a month of going back and forth with VW, they eventually agreed to supply the replacement engine at warranty price, and contributed 30% towards the job.

In total the van had a new longblock engine, DPF, catalytic converter and lambda sensor fit at the end of December, coming in at £8,750.00 including labour and VAT.

I've put the van up for sale (I don't have sufficient privileges to post on the for sale page on the forum).

 

[Dellmassive]

After a month of going back and forth with VW, they eventually agreed to supply the replacement engine at warranty price, and contributed 30% towards the job.

In total the van had a new longblock engine, DPF, catalytic converter and lambda sensor fit at the end of December, coming in at £8,750.00 including labour and VAT.

I've put the van up for sale (I don't have sufficient privileges to post on the for sale page on the forum).

£8750. That was your contribution?

To the £20k overall job?

.

 

[albiro]

The overall job original estimate was £17.8k inc VAT, VW agreed to supply the parts at warranty price rather than retail which brought the job cost down to around ~£12k, and VW contributed 30% (so ~£3k) and I paid £8.7k.

 

[Dellmassive]

Gotcha....

So new engine. Dpf. Cat. Lamda sensor for you.

Same as me.

Another cxeb engine knackered.

Shame a takes a battle with VW for them to admit they had a faulty manufacturing problem and get you sorted out..... Even if you had to contribute.

 

[albiro]

They haven't admitted it though, I argued until my face went blue that this was in no way my fault and that the engine is defective by design, that they should at least be splitting the cost 50/50 with me, but they weren't having it. They basically made out they were doing me a favour, as if I was somehow responsible for this. It was like extracting blood out of a stone.

It's certainly good that I got the price roughly down to half of the original quote, but ultimately having had the vehicle serviced at a VW dealer every year on the dot, with anything they recommended each year done to it, there should be no reason why an engine should die after 60k miles, much less me having to fork out a replacement cost for it.

End of last year alone I already spent £3.5k on maintenance on the van, including servicing, new tyres, a new clutch and flywheel, fixing a whole bunch of broken things. To then have to add £8.7k to the bill just to keep the thing running was just heart breaking.

 

[SlothBurger]

Sorry to ask a question that is probably already answered. I have the CXEB engine in a 2019 Kombi. I can't find a definitive answer in the thread above how to identify if mine might be affected or if all CXEB engines are eventually affected. Mine was manufactured in April of 2019 and first registered in September of 2019. It's CXEB on the built sheet so presumably doesn't have whatever fix was implemented.

 

[Taiter]

Hey, I'm new to the forum and have been reading through this thread and i have the CXEB engine in my 2018 204ps 4motion T6 kombi? I've been going through a fair amount of oil in the last few months. Had it in at my local garage today and they think it's the rings gone as its not leaking from anywhere and this is a common problem as i've just read about wear in the bore? I had to fit new turbo's not long after i bought it as previous owner only drove around short distances and turbo actuators froze so got new genuine fitted this was at about 42k miles, so hoping it's not the turbos? It's had an EGR and DPF delete done to it and mapped. Could any of this have contributed to oil usage? It is now just turned 50k miles. Is this just basically a new engine required or strip down and rebuild? Sorry if this has been asked many times. Also there seems to be alot of back pressure coming when you take the oil cap off.? And thanks in advance

 

[Dellmassive]

Sorry to ask a question that is probably already answered. I have the CXEB engine in a 2019 Kombi. I can't find a definitive answer in the thread above how to identify if mine might be affected or if all CXEB engines are eventually affected. Mine was manufactured in April of 2019 and first registered in September of 2019. It's CXEB on the built sheet so presumably doesn't have whatever fix was implemented.

Read over the whole thread...

There are some people that seem to be unaffected and have high milage cxeb engines. ( The lucky ones )

There was a revision in 2019, but we don't from what point or serial number. There would have been a sock of engines ready to go regardless of MY or reg date.

The first sign of turbo or engine trouble is increased oil use..... So monitor and log all oil changes, top ups and milage.


Fyi, standard top up would be 1ltr in the middle of a 18kmiles long life oil change from my last 17years Transport ownership.

 

[Dellmassive]

Hey, I'm new to the forum and have been reading through this thread and i have the CXEB engine in my 2018 204ps 4motion T6 kombi? I've been going through a fair amount of oil in the last few months. Had it in at my local garage today and they think it's the rings gone as its not leaking from anywhere and this is a common problem as i've just read about wear in the bore? I had to fit new turbo's not long after i bought it as previous owner only drove around short distances and turbo actuators froze so got new genuine fitted this was at about 42k miles, so hoping it's not the turbos? It's had an EGR and DPF delete done to it and mapped. Could any of this have contributed to oil usage? It is now just turned 50k miles. Is this just basically a new engine required or strip down and rebuild? Sorry if this has been asked many times. Also there seems to be alot of back pressure coming when you take the oil cap off.? And thanks in advance

The back pressure would be a sign of worn engine. So id assume it's another effected engine.

A set of rings won't fix it. (The bores wear too much)

It's a new version long block engine..... And if the oil has contaminated the exhaust system it's a cat + dpf + lambs sensor too.

Who knows what the deletes and map has done.....but they won't effect a worn block and pistons.

If you have high oil loss... Then you need to have a compression test done... Low compression means new long block engine..... (Or a second hand used CXEC)

 

[Repete]

Status update on the patient.

This week, time had come for my van going in to get the work included in TPI 2061290/6 done.

As mentioned earlier we landed the following deal:
VW offering a 80% discount on all parts regarding the TPI.
The danish distributor/VW shop agreed to a 50% discount on all work.

The work started Tuesday morning and final stuff finished slightly past midday today (Friday).
Had them do the cambelt kit now while at it (139800 km)

So now fitted with
- a new base engine (03N100090AX) (stated as shortblock with cylinder head and all that goes with that)
- fresh Diesel particulate filter
- New Catalytic converter
- New Lambda probe.
- Loads of bolts, gaskets, tubes etc.

The ash level has been reset according to zero as mentioned in early posts of this thread.
Also oil pressure is set to max while running the new engine in.

After getting old engine out they found water in the EGR cooler forcing a replacement of that as well.

Haven´t driven it very long yet but immediately noticed the engine running far smoother with far less vibration.
Looking forward to spin it more to get a sense of more potential improvements.

Good to finally get fix done done and, after bleeding a not exactly small bill, hopefully getting it fully out of my "system".

Massive thanks to Dellmassive for creating this very informative thread here.
Has been a great help along the way.

Also thanks to everyone else sharing their experiences.

 

[Dellmassive]

Status update on the patient.

This week, time had come for my van going in to get the work included in TPI 2061290/6 done.

As mentioned earlier we landed the following deal:
VW offering a 80% discount on all parts regarding the TPI.
The danish distributor/VW shop agreed to a 50% discount on all work.

The work started Tuesday morning and final stuff finished slightly past midday today (Friday).
Had them do the cambelt kit now while at it (139800 km)

So now fitted with
- a new base engine (03N100090AX) (stated as shortblock with cylinder head and all that goes with that)
- fresh Diesel particulate filter
- New Catalytic converter
- New Lambda probe.
- Loads of bolts, gaskets, tubes etc.

The ash level has been reset according to zero as mentioned in early posts of this thread.
Also oil pressure is set to max while running the new engine in.

After getting old engine out they found water in the EGR cooler forcing a replacement of that as well.

Haven´t driven it very long yet but immediately noticed the engine running far smoother with far less vibration.
Looking forward to spin it more to get a sense of more potential improvements.

Good to finally get fix done done and, after bleeding a not exactly small bill, hopefully getting it fully out of my "system".

Massive thanks to Dellmassive for creating this very informative thread here.
Has been a great help along the way.

Also thanks to everyone else sharing their experiences.

A great result..

Have you got some numbers and paperwork you can share with us?

Did they do the oil weigh test? The compression test?

So you paid 20% parts... How much?

So you paid 50% labour... How much?



......

I'm still waiting for paperwork myself.... I'll chase again.

My plan is to go very easy on the engine for the first 4-8k miles to allow the bed in period.

And I'll get the first oil change done at 5-8k miles.

 

[FerrisBFW]

Retro Resus require a 500 mile oil & filter change after a new VW engine. I then did a further one at 1800 and then again 3600, from now its 5k miles oil and filter changes. I just pickerd up a used never used Darkside oil cooler kit I will fit in the Spring, I did see big temperatures (up to 130 degrees) on my engine last Summer driving to Corfu, Italian, Swiss and French Alps - hoping not to see that again

 

[Dellmassive]

Retro Resus require a 500 mile oil & filter change after a new VW engine. I then did a further one at 1800 and then again 3600, from now its 5k miles oil and filter changes. I just pickerd up a used never used Darkside oil cooler kit I will fit in the Spring, I did see big temperatures (up to 130 degrees) on my engine last Summer driving to Corfu, Italian, Swiss and French Alps - hoping not to see that again

Gotcha.

Not sure if that's a bit excessive or good practice.

I suppose it's down to cost.. filter and oil £100

And the more you'll changes the better.

But thinking of a brand new van .. they say 12k miles to first oil change.

 

[colinsunbeam]

Personally I do an oil change every 5000 and try to complete all regens before switching off the engine. Just approaching 50,000 miles and all looks good. Mine is a 2022 model, but the regens are going to be what kills the engine if you stop the engine before completion.

 

[Dellmassive]

@VanDamMan has always been an advocate of "what happens to the hot turbo with constant stop/starts"

( ie long mototway drive then pull up at a roundabout on the exit ramp - and poof, engine shuts down)

and i have to agree with him, than constant stop/starts will stop the oil-pump and oil flow to the turbo.

but surly all the manufactures know this so have made the engines more durable to deal with stop/starts.? - or are they just making sure the engine lasts till the end of the warrenty period? - ie 3years?. who knows?

im fact i 90% of the time have the stop/start dissabled because i beleive it will causes less wear & tear.

esspecialy now im running in a new engine.


so while letting the Regen & DPF finish its cycle is good practice for long DPF life.

stopping the stop/start must also be good for the long term health of the engine & turbo, . . but to the detriment of the planet via emmissions.

 

[Repete]

Personally I do an oil change every 5000 and try to complete all regens before switching off the engine. Just approaching 50,000 miles and all looks good. Mine is a 2022 model, but the regens are going to be what kills the engine if you stop the engine before completion.

As much as I fully agree to the importance of regular quality oil changes, the subject of this thread is, with a distance, beyond that relevant point.
Take the time time to dive into the first posts and note that the outset of what some of our vans is hit by is actually a construction/build error
(I mean even VW recognizes that ).

Of course a well maintained van is important to have some longevity, but even seriously doing that, at its best just serves to postpone, what seems inevitable for some series of the CXEB engines pre 2019.
I know mine is seriously well kept as well as the other owners registered on the first pages.

Running a 2022 model should keep you safe from at least the TPI 2061290/6 since that one supposedly was fixed during 2019.

 

[Dellmassive]

list above updated - List of CXEB effected members

about 12 effected vans added to the list !!!

 

[WoopsBoughtT6]

I'm on the 'watch with breath held' list.

2017
71000 miles
CXEB engine
Burning about 0.5ltr / 1100 miles.

Will be doing an oil consumption test over the next 600 mile round trip journey as I think it's drinking oil when on longer trips.

It's typically used as a family wagon for school, rugby, bmx, beach etc so many shorter journeys which I think are balancing out the consumption.

 

[Repete]

Will be doing an oil consumption test over the next 600 mile round trip journey as I think it's drinking oil when on longer trips.

I can confirm that the longer trips was how I ended up documenting things.

Best of luck to you.