KNOWN FAULTS · Volkswagen

Volkswagen Jetta VI 1.6 / 2.0 TDI common problems.

2010–2018 · Diesel

Sources are not verified in real time and no entry confirms that your car is affected.

4 known faults with sources

Cracked EGR coolerCooling / EGR

Engine / equipment: 1.6 and 2.0 TDI (EA189 and EA288)
Period mentioned: Approx. 2010–2020
Symptoms: Coolant level drops with no visible leak, white smoke with a sweet smell, rising temperature or engine light. In severe cases the engine hydrolocks.
Possible cause described: The internal tubes of the EGR cooler crack and coolant enters the intake. It worsened after the post-Dieselgate software update, which increased EGR use.
Check for the garage: Cooling system pressure test and check for coolant in the intake or manifold.
Cost cited in the source: €400–1,300A rough figure from the original database, not an up-to-date quote.

Applies if: Only if fitted with the 6-speed DQ250 DSG. Confirm the gearbox type.

DQ250 DSG mechatronic and oilDSG gearbox

Engine / equipment: DQ250 6-speed wet-clutch DSG (2.0 TDI, 2.0 TSI and other powerful engines in the Golf, Passat, Tiguan, A3, TT, Octavia, Superb, Leon…)
Period mentioned: 2003–2020
Symptoms: Jerking or shudder when pulling away and at low speed, harsh shifts, gearbox warning or limp mode; codes P17BF, P189C, P0841, P0871 or P0717.
Possible cause described: In most cases the cause is the mechatronic unit (the electro-hydraulic control unit), not the clutches. The oil shares a circuit with the clutches and degrades, carrying debris that damages the valves; the pan can also rust and leak. Volkswagen specifies an oil and filter change every 60,000 km.
Check for the garage: Read codes with ODIS or VCDS, check the oil change history, inspect the pan for rust or leaks and the clutch adaptation values. Replacing the mechatronic control board is often enough.
Cost cited in the source: Oil and filter change: maintenance every 60,000 km; control board or mechatronic: expensive repairA rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: from 60,000 km. This is not a maintenance interval and does not predict a failure.

Applies if: Only if fitted with the air conditioning system described.

A/C not cooling: N280 valveClimate control

Engine / equipment: Air conditioning with clutchless compressor and N280 regulating valve (combustion VW, Audi, Seat, Cupra and Skoda from 2006)
Period mentioned: 2006–2026
Symptoms: The air does not cool or cools intermittently (for example only at motorway speed), and sometimes the compressor rattles with the A/C on. Codes 01232 (N280 valve), P2612 or 00898.
Possible cause described: The compressor regulates its output with the N280 solenoid valve, its most common failure point. Audi issued technical bulletins over a manufacturing fault in this valve on Sanden compressors. Its connector can also become brittle and corrode (especially without the engine undertray), or the wiring fails.
Check for the garage: Read the codes and N280 control current with VCDS or ODIS, measure its resistance (about 10 ohms) and check the connector and wiring before replacing parts. If the valve or compressor is replaced, the whole circuit must be flushed.
Cost cited in the source: N280 valve: a cheap part (about 30 dollars) where sold separately; new compressor with circuit flush: considerably moreA rough figure from the original database, not an up-to-date quote.

Applies if: US bulletin for the 2009–2012 Golf and Jetta 2.0 TDI (engines CBEA and CJAA); in Europe the engine codes differ, ask the dealer.

High-pressure pump shedding metal particles on 2.0 TDI common rail: rough running and no startInjection / turbo

Engine / equipment: 2.0 TDI common rail (in the US, codes CBEA and CJAA) of the Golf VI and Jetta
Period mentioned: 2009–2012 in the US bulletin
Symptoms: Engine warning light, judder or rough running and, in the end, the engine cranks but does not start. Possible codes: P0087 (rail pressure too low), P0088 (too high) or P0191 (rail pressure sensor).
Possible cause described: Volkswagen explains in a US technical bulletin (June 2015) that, if no cause is found after checking everything else, metal particles must be looked for inside the high-pressure pump, by removing the N290 fuel metering valve. The particles come from the pump's internal wear and can reach the rest of the circuit. The bulletin also asks to check the misfuelling guard in the filler neck (so that petrol cannot get in).
Check for the garage: This is garage work: measure the pump's supply pressure, injector leakage and the N276 valve, and only at the end look for particles in the pump. If there are any, the pump usually has to be replaced and whatever received the particles cleaned or replaced.
Cost cited in the source: No verified estimate; ask the garage for a quote.A rough figure from the original database, not an up-to-date quote.