Volkswagen CFFB Specifications
| Engine Model: Volkswagen CFFB |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 120.1 cu.in (1.96 L) |
| Rated Engine Power: 138 Hp (103 kW) at 4200 rpm |
| Fuel System Type: Common rail direct injection |
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The Volkswagen CFFB is a 2.0-liter turbocharged
inline-four diesel engine from the EA189 family, produced between approximately
2010 and 2015. It represents a technological evolution within Volkswagen’s TDI
(Turbocharged Direct Injection) lineage, serving as a successor to earlier unit
injector (pumpe-duse) engines such as the BKD and BMM.
The CFFB is distinguished by its common rail fuel system, which replaced the
unit injector system of its predecessors. Operating at injection pressures up to
1,800 bar, the common rail system enables multiple injection events per
combustion cycle, resulting in reduced combustion noise, smoother operation, and
more precise fuel metering. The engine displaces 1,968 cc through a bore and
stroke of 81.0 mm and 95.5 mm respectively, an undersquare configuration that
emphasizes low-end torque production.
The DOHC valvetrain operates four valves per cylinder via roller finger
followers with hydraulic lash adjusters, eliminating manual valve clearance
maintenance. A variable geometry turbocharger provides boost pressure across a
wide engine speed range, delivering peak torque of 320 Nm from 1,750 to 2,500
rpm. The engine is equipped with a high-pressure exhaust gas recirculation
(HP-EGR) system and a diesel particulate filter to achieve Euro 5 compliance.
The timing belt arrangement drives both the camshafts and the water pump,
requiring belt replacement at specified intervals. The CFFB is sensitive to fuel
quality and lubrication specifications; the Bosch CP4 high-pressure fuel pump is
susceptible to failure when operated with contaminated fuel, and the use of
low-SAPS (Sulphated Ash, Phosphorus, Sulphur) oil meeting VW 507.00 is mandatory
to prevent DPF clogging. The EGR cooler and valve are known areas of carbon
buildup, often necessitating removal and cleaning or replacement at higher
mileages.
Engine Type: Inline-4, turbocharged diesel, transverse mounting
Displacement: 1,968 cc (120.1 cu.in)
Bore: 81.0 mm (3.19 in)
Stroke: 95.5 mm (3.76 in)
Compression Ratio: 16.5:1
Engine Management System: Bosch EDC17 with common rail control
Fuel System: Common rail direct injection, solenoid-type injectors
Injection Pressure: Up to 1,800 bar (26,107 psi)
Firing Order: 1-3-4-2
Max Power: 103 kW (140 PS; 138 hp) @ 4,200 rpm
Max Torque: 320 Nm (236 lb-ft) @ 1,750-2,500 rpm
Redline: 5,000 rpm
The cylinder block is constructed from gray cast iron
with an open-deck design, providing the rigidity necessary for diesel operation
under high cylinder pressures. The block incorporates a deep-skirt construction
extending below the crankshaft centerline, enhancing structural stiffness and
reducing NVH (noise, vibration, harshness). Cylinder bores are machined directly
into the cast iron without separate liners, utilizing a plateau-honed finish to
optimize oil retention and piston ring sealing.
The block features five main bearing caps, with the center cap incorporating
additional cross-bolting for increased rigidity. Integrated within the block
casting are oil galleries for piston cooling jets, which spray oil onto the
undersides of the pistons to manage the elevated thermal loads of turbocharged
diesel combustion. The block also houses the oil pump, which is chain-driven
from the crankshaft.
The cylinder head is a single casting in aluminum
alloy, designed for a DOHC configuration with four valves per cylinder. The
cross-flow design positions the intake ports on one side and exhaust ports on
the other, optimizing gas flow through the combustion chamber.
The combustion chambers are of the swirl-type, designed to promote thorough
mixing of air and fuel for efficient combustion. The camshafts are belt-driven
and operate the valves via roller finger followers with hydraulic lash
adjusters, eliminating the need for manual valve clearance adjustments.
Valves: 16 total (8 intake, 8 exhaust).
Intake Valve Diameter: 28.0 mm (1.10 in).
Exhaust Valve Diameter: 26.0 mm (1.02 in).
Valve Stem Diameter: 6.0 mm (0.24 in) for both intake and exhaust.
Valve Seat Material: Powder metal alloy inserts with high wear resistance for
exhaust seats.
The cylinder head gasket is a multi-layer steel (MLS) design with specific
sealing beads to accommodate the differential thermal expansion between the cast
iron block and aluminum head. The glow plugs are of the ceramic type, providing
rapid warm-up for cold-start performance.
The fuel system is a common rail direct injection
system supplied by Bosch, utilizing the EDC17 engine management controller. A
Bosch CP4 high-pressure fuel pump, driven by the timing belt system, draws fuel
from the tank and pressurizes it to a maximum of 1,800 bar. This pressurized
fuel is stored in a common rail accumulator mounted on the cylinder head.
From the rail, fuel is delivered to solenoid-type injectors that protrude
directly into the combustion chamber. The injection strategy employs multiple
injection events per cycle - including pilot injection, main injection, and
post-injection - to control combustion noise, reduce particulate matter, and
regenerate the diesel particulate filter. The post-injection event introduces
unburned fuel into the exhaust stream to elevate DPF temperatures for passive
regeneration.
The system uses a fuel cooler and a water-in-fuel sensor to protect the
high-pressure components from contamination. The CP4 pump is noted for its
sensitivity to fuel quality; water or particulate contamination can cause
internal pump failure, leading to metal debris circulating through the entire
fuel system.
The lubrication system is a pressurized, wet-sump
design with a variable-displacement oil pump that adjusts output based on engine
speed and load to reduce parasitic losses. The pump is chain-driven from the
crankshaft and mounted within the front cover assembly.
Oil is drawn from a baffled aluminum oil pan to maintain pickup during cornering
and braking. A full-flow, spin-on oil filter with an integrated bypass valve is
located on the engine block. The system supplies oil to the crankshaft main and
connecting rod bearings, the piston cooling jets, the camshaft bearings, and the
turbocharger bearing cartridge.
Oil Capacity (including filter): 4.3 liters (4.5 US qt)
Oil Pressure at Idle: Minimum 100 kPa (14.5 psi)
Oil Pressure at 3,000 rpm: 350-500 kPa (50.8-72.5 psi)
Recommended Oil Viscosity: 5W-30, meeting VW 507.00 low-SAPS specification
Oil Pump Type: Variable-displacement vane-type
The cooling system is a pressurized, closed-loop design
with a belt-driven water pump. The water pump is mounted to the cylinder block
and driven by the timing belt, a design requiring water pump replacement during
timing belt service. Coolant flows through a parallel circuit: one path
circulates through the cylinder block and head, while a separate circuit serves
the EGR cooler and the turbocharger.
A wax-type thermostat with an electronically controlled heating element is
integrated into the coolant outlet housing, allowing the ECU to actively manage
warm-up times and maintain optimal combustion temperatures. The system utilizes
a cross-flow radiator with an electric cooling fan controlled by the ECU.
A plastic intake manifold with integrated swirl flaps
controls air movement into the cylinders. The swirl flaps are actuated by an
electric motor and are closed at low engine speeds to promote air turbulence for
better fuel mixing, then opened at higher speeds to maximize airflow. A charge
air cooler (intercooler) of the air-to-air type reduces intake air temperature
after compression.
A variable geometry turbocharger (VGT) manufactured by
BorgWarner or Garrett provides boost pressure. The VGT mechanism adjusts the
geometry of the turbine vanes to optimize airflow across a wide range of engine
speeds, enabling rapid boost response at low rpm while preventing over-speed at
high rpm. Boost pressure is managed by the ECU via a vacuum-actuated or
electronically controlled mechanism.
Exhaust and Emissions System: The exhaust
aftertreatment system consists of a diesel oxidation catalyst (DOC) and a diesel
particulate filter (DPF) integrated into a single canister. The DPF traps soot
particles; periodic regeneration events elevate exhaust temperatures to burn off
accumulated soot. The system utilizes a high-pressure exhaust gas recirculation
(HP-EGR) circuit, which routes cooled exhaust gases back to the intake manifold
to reduce combustion temperatures and limit NOx formation. The EGR cooler is
integrated into the engine cooling circuit and is a known area for carbon
buildup.
Preheating System: The engine is equipped with ceramic glow plugs controlled by
the ECU. The glow plug control unit manages preheating time and post-heating
after cold starts to ensure stable idle and reduce white smoke emissions.
Emissions Control: The engine meets Euro 5 emissions standards through the
combination of the DPF, EGR system, and precise common rail injection control.
The ECU utilizes inputs from a NOx sensor, oxygen sensors, and exhaust
temperature sensors to manage the aftertreatment system.
Overall Length: 620 mm (24.4 in).
Overall Width: 590 mm (23.2 in).
Overall Height: 650 mm (25.6 in).
Dry Weight (complete engine): 135 kg (298 lb) without ancillary systems.
Dry Weight (complete engine): 150 kg (331 lb) with turbocharger, intake,
exhaust, alternator, and starter motor.
Timing Belt Replacement Interval: Officially 210,000 km
(130,000 mi); industry practice recommends 120,000 km (75,000 mi) or 5 years due
to water pump and belt tensioner longevity considerations. Water Pump
Replacement: Recommended with each timing belt replacement due to belt-driven
design. Engine Oil Change Interval: 15,000 km (9,300 mi) or 12 months with VW
507.00 low-SAPS synthetic oil. Oil Filter Replacement: With every oil change.
Fuel Filter Replacement Interval: 30,000 km (18,600 mi). DPF Regeneration:
Automatic regeneration occurs under normal driving conditions. Forced
regeneration is required if DPF warning indicators are activated. Interruption
of a regeneration cycle can lead to oil dilution. EGR Valve Cleaning: Inspection
recommended every 80,000 km (50,000 mi) for carbon buildup. Coolant Replacement
Interval: 100,000 km (62,000 mi) or 5 years. Accessory Drive Belt Replacement
Interval: 90,000 km (56,000 mi) or 5 years.
Cylinder Head Bolts: 40 Nm (30 lb-ft)
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft)
Main Bearing Cap Bolts: 50 Nm (37 lb-ft)
Camshaft Bearing Cap Bolts: 20 Nm (15 lb-ft)
Intake Manifold Bolts: 20 Nm (15 lb-ft)
Exhaust Manifold Nuts: 25 Nm (18 lb-ft)
Injector Clamping Bolts: 28 Nm (21 lb-ft)
Glow Plugs: 15 Nm (11 lb-ft)
Oil Filter: 25 Nm (18 lb-ft)
Oil Drain Plug: 30 Nm (22 lb-ft)
Crankshaft Pulley Bolt: 50 Nm (37 lb-ft)
Flywheel/Flexplate Bolts: 60 Nm (44 lb-ft)
The Volkswagen CFFB engine was deployed extensively
across the Volkswagen Group’s MQB, PQ35, and PQ46 platform vehicles from
approximately 2010 to 2015, primarily in European and other markets where Euro 5
diesel compliance was required.
Volkswagen Golf Mk6 (Typ 5K): The CFFB served as the 2.0 TDI 140 PS powerplant
in the sixth-generation Golf, available in hatchback and Variant (estate) body
styles. It was offered with both 6-speed manual and 6-speed DSG transmissions.
Volkswagen Passat B7 (Typ 3C): The Passat sedan and estate utilized the CFFB as
a core diesel offering, providing the 140 PS output in front-wheel-drive
configurations.
Volkswagen Tiguan (Typ 5N): The first-generation Tiguan received the CFFB in
both front-wheel-drive and 4Motion all-wheel-drive configurations, valued for
its low-end torque in SUV applications.
Volkswagen Sharan (Typ 7N): The second-generation Sharan MPV employed the CFFB
as the entry-level diesel engine, paired with either manual or DSG
transmissions.
Volkswagen Eos (Typ 1F): The hardtop convertible utilized the CFFB during its
final production years as a diesel option for European markets.
Audi A3 (8P): The second-generation A3 received the CFFB as the 2.0 TDI 140 PS
variant in Sportback and three-door configurations, with both front-wheel-drive
and Quattro all-wheel-drive versions available.
Audi Q3 (8U): The first-generation Q3 compact SUV utilized the CFFB in its 2.0
TDI lineup, offered with Quattro all-wheel drive as standard.
Skoda Superb II (Typ 3T): The second-generation Superb sedan and estate employed
the CFFB as a primary diesel powerplant, known for its combination of torque and
fuel efficiency in the large sedan platform.
Skoda Yeti (Typ 5L): The Yeti crossover utilized the CFFB in front-wheel-drive
and all-wheel-drive configurations, providing the 140 PS output in the 2.0 TDI
trim levels.
Seat Alhambra (Typ 7N): The second-generation Alhambra MPV, a sister model to
the Volkswagen Sharan, received the CFFB as its diesel engine offering.
Seat Leon (Typ 1P): The second-generation Leon utilized the CFFB in its FR and
reference trim levels as the 2.0 TDI 140 PS option.
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