Volkswagen CFHC Specifications
| Engine Model: Volkswagen CFHC |
| 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 CFHC is a 2.0-liter, inline
four-cylinder turbocharged diesel engine belonging to the EA189 family, produced
from 2010 to 2015. This powerplant represents the second generation of common
rail direct injection technology within Volkswagen’s TDI lineup, succeeding the
earlier Pump-Duse (unit injector) engines. The transition to common rail
architecture brought substantial improvements in refinement, with reduced
combustion noise, smoother power delivery, and enhanced emissions control
capabilities.
The CFHC was engineered to meet Euro 5 emissions standards through the
integration of a diesel particulate filter and sophisticated exhaust gas
recirculation systems. Its design emphasizes fuel efficiency, low-end torque
availability, and durability, making it a widely utilized engine across the
Volkswagen Group’s compact and mid-size vehicle platforms. The engine employs a
variable-geometry turbocharger to optimize boost response across the operating
range while maintaining exhaust gas temperatures conducive to emissions
aftertreatment.
Type: Inline 4-cylinder, turbocharged diesel, transversely or longitudinally
mounted.
Displacement: 1968 cc (120.1 cu.in).
Bore x Stroke: 81.0 mm (3.19 in) x 95.5 mm (3.76 in).
Compression Ratio: 16.5:1.
Valvetrain: Double overhead camshaft driven by a toothed rubber timing belt.
Sixteen valves total, four per cylinder.
Firing Order: 1-3-4-2.
Maximum Power: 103 kW (140 PS / 138 hp) at 4200 rpm.
Maximum Torque: 320 Nm (236 lb-ft) from 1750 rpm to 2500 rpm.
Fuel System: Common rail direct injection utilizing piezo-electric injectors.
The Bosch EDC17 engine management system controls injection timing, pressure,
and multiple injection events per combustion cycle. Aspiration: Single
turbocharger with variable geometry turbine (VGT) and air-to-air intercooler.
Emission Standard: Euro 5 with diesel particulate filter (DPF) and exhaust gas
recirculation (EGR).
The cylinder block is manufactured from gray cast iron,
a material selected for its structural rigidity, vibration damping
characteristics, and durability under the high mechanical and thermal loads
generated by turbocharged diesel combustion. The block features an open-deck
design at the cylinder head interface, allowing efficient coolant flow around
the upper cylinder bores.
Within the block, the crankshaft rotates in five main bearings, with the thrust
bearing located at the center journal to control axial crankshaft movement. The
cylinder bores are machined with a plateau honed finish to optimize oil
retention and piston ring sealing. A structural oil pan made from stamped steel
bolts directly to the block, contributing to overall engine rigidity.
The cylinder head is cast from aluminum alloy and
houses the double overhead camshafts operating sixteen valves through hydraulic
lash adjusters and roller finger followers. This valvetrain configuration
eliminates valve clearance adjustment requirements while minimizing frictional
losses. The intake valves have a diameter of 28.0 mm (1.10 in), while exhaust
valves measure 26.0 mm (1.02 in) and are sodium-filled on certain variants to
improve heat dissipation.
The combustion chambers are of the re-entrant bowl design within the piston
crowns, optimizing air-fuel mixing for efficient combustion. The cylinder head
incorporates integrated coolant passages that direct flow to the hottest areas
surrounding the pre-chamber and exhaust valve seats.
The common rail fuel system operates at pressures up to
1800 bar, delivered by a high-pressure fuel pump driven by the timing belt. The
pump supplies fuel to the rail accumulator, from which the piezo injectors meter
precise quantities to each cylinder.
The piezo injector technology enables multiple injection events per combustion
cycle - including pilot, main, and post-injections - to reduce combustion noise,
lower particulate emissions, and manage exhaust gas temperatures for diesel
particulate filter regeneration. The fuel system incorporates a water-in-fuel
sensor in the filter housing and a fuel cooler to maintain consistent
temperatures.
The lubrication system employs a gear-type oil pump
driven by the crankshaft. The pump is a variable-displacement design on this
engine, adjusting output based on engine speed and load to reduce parasitic
losses. A full-flow oil filter with a bypass valve ensures continuous oil supply
even under cold-start conditions. Engine Oil Capacity: 4.3 liters (4.5 qt) with
filter change.
Recommended Oil Grade: SAE 5W-30 or 0W-30 meeting Volkswagen specification VW
507.00. This low-ash, low-SAPS (sulfated ash, phosphorus, sulfur) oil is
mandatory for compatibility with the diesel particulate filter to prevent ash
accumulation that would reduce filter efficiency and service life. The oil
cooler is integrated with the oil filter housing and uses engine coolant to
stabilize oil temperature. A windage tray integrated into the bedplate separates
oil mist from the rotating assembly.
The cooling system utilizes a cross-flow aluminum
radiator with an electric cooling fan controlled by the engine control module. A
belt-driven water pump with a composite impeller circulates coolant through the
engine, heater core, and radiator. The water pump is driven by the timing belt,
a design consideration that links water pump service to timing belt replacement.
Coolant Capacity: 7.5 liters (7.9 qt) inclusive of the engine, radiator, and
heater circuit.
The thermostat is housed in a plastic assembly mounted to the cylinder head and
opens at 87°C (189°F). The cooling system is designed for long-life coolant
meeting Volkswagen specification TL-VW 774 G12 or G13. An auxiliary electric
coolant pump continues circulation after engine shutdown when required,
preventing localized hot spots in the turbocharger housing.
The exhaust system incorporates a close-coupled diesel
oxidation catalyst, a diesel particulate filter, and an exhaust gas
recirculation system. The diesel particulate filter traps soot particles and
undergoes periodic passive or active regeneration cycles, during which the
engine control module elevates exhaust temperatures to oxidize accumulated soot.
The exhaust gas recirculation system routes a
portion of exhaust gases through a cooler to the intake manifold,
reducing combustion temperatures and suppressing nitrogen oxide
formation. The EGR valve is a known high-mileage service item, with
carbon accumulation potentially causing sticking or reduced flow.
The variable-geometry turbocharger utilizes movable
vanes surrounding the turbine wheel, allowing the turbine housing to adjust its
effective cross-sectional area based on engine operating conditions. At low
engine speeds, the vanes close to increase exhaust gas velocity across the
turbine, improving boost response. At high engine speeds, the vanes open to
reduce backpressure and maintain efficiency. An electric actuator, controlled by
the engine control module, positions the vanes based on load and speed inputs.
Timing Drive: The camshafts are driven by a toothed
rubber timing belt with an automatic tensioner maintained by a spring-loaded
mechanism. The belt also drives the high-pressure fuel pump and the water pump.
Volkswagen specifies a timing belt replacement interval of 210,000 km (130,000
mi) under normal operating conditions, though service recommendations in various
markets suggest 120,000 km (75,000 mi) or 5 years. The engine is an interference
design; belt failure results in piston-to-valve contact requiring complete
cylinder head overhaul or engine replacement.
Crankcase Ventilation: A closed-loop positive crankcase ventilation system
incorporates an oil separator integrated into the cylinder head cover. The
separator uses a cyclone design to remove oil droplets from blow-by gases before
they are drawn into the intake system.
Overall Engine Length: 630 mm (24.8 in) from timing
belt cover to flywheel.
Overall Engine Width: 680 mm (26.8 in) measured at the turbocharger and intake
manifold.
Overall Engine Height: 720 mm (28.3 in) from oil pan to valve cover.
Dry Weight: 165 kg (364 lb) without ancillary components including the
alternator, starter motor, and air conditioning compressor.
Engine Oil Change Interval: 15,000 km (9,300 mi) or 12
months under normal operating conditions using VW 507.00 approved oil. Severe
duty operation, including frequent short trips, towing, or extended idling,
requires 10,000 km (6,200 mi) intervals. Use of non-specification oil leads to
diesel particulate filter clogging and increased engine wear. Oil Filter:
Cartridge-style replaceable element housed in a plastic filter cap. Replacement
at every oil change.
Timing Belt Replacement Interval: 210,000 km (130,000 mi) as specified by
Volkswagen. Water pump replacement is recommended concurrently with the timing
belt. Many independent service centers recommend 120,000 km (75,000 mi) or
5-year intervals due to the interference design and consequences of belt
failure. Fuel Filter: Replaceable cartridge with water-in-fuel sensor.
Replacement interval of 60,000 km (37,500 mi) or as indicated by the service
indicator.
Diesel Particulate Filter: No scheduled replacement interval under normal
operating conditions. Filter regeneration requires sustained engine operation at
highway speeds. Repeated interrupted regeneration cycles lead to filter
clogging, increased backpressure, and eventual replacement. EGR Valve:
Inspection during major service intervals. Carbon accumulation may require
cleaning or valve replacement if sticking occurs.
Coolant Replacement: Every 120,000 km (75,000 mi) or 60 months. Air Filter:
Replacement interval of 60,000 km (37,500 mi). More frequent replacement
required in dusty environments. Accessory Drive Belt: Serpentine belt with
automatic tensioner. Inspection interval of 90,000 km (56,000 mi). Replacement
is recommended if cracking, glazing, or fraying is observed.
Main Bearing Cap Bolts: 50 Nm (36.9 lb-ft).
Connecting Rod Cap Bolts: 30 Nm (22.1 lb-ft).
Camshaft Bearing Cap Bolts: 12 Nm (8.9 lb-ft) for M6 bolts..
Camshaft Bearing Cap Bolts: 21 Nm (15.5 lb-ft) for M8 bolts.
Flywheel Bolts: 60 Nm (44.3 lb-ft).
Intake Manifold Bolts: 20 Nm (14.8 lb-ft).
Exhaust Manifold Nuts: 25 Nm (18.4 lb-ft).
Turbocharger Mounting Nuts: 35 Nm (25.8 lb-ft).
Glow Plugs: 15 Nm (11.1 lb-ft).
Oil Drain Plug: 30 Nm (22.1 lb-ft).
Oil Filter Cap: 25 Nm (18.4 lb-ft).
Water Pump Mounting: 12 Nm (8.9 lb-ft).
Timing Belt Tensioner: 20 Nm (14.8 lb-ft).
High-Pressure Fuel Pump Mounting: 20 Nm (14.8 lb-ft).
Volkswagen Golf Mk6: 2010 to 2015 model years. The CFHC
was installed in Golf 2.0 TDI variants across European and other markets,
offered with both manual and DSG transmissions.
Volkswagen Jetta: 2010 to 2015. The engine powered Jetta 2.0 TDI sedan models,
providing fuel-efficient performance in the compact sedan segment.
Volkswagen Touran: 2010 to 2015. The CFHC served as a primary diesel option for
this compact multi-purpose vehicle, offering torque suitable for passenger and
cargo applications.
Volkswagen Caddy: 2010 to 2015. The engine was utilized in Caddy 2.0 TDI van and
passenger variants, valued for durability and fuel economy in commercial
applications.
Volkswagen Beetle: 2012 to 2015. The CFHC appeared in Beetle 2.0 TDI models
during the final years of this generation.
Skoda Octavia Mk2: 2010 to 2013. The engine was offered in Octavia 2.0 TDI
variants across European markets.
Skoda Yeti: 2010 to 2015. The CFHC powered Yeti 2.0 TDI versions, providing
all-wheel-drive compatibility.
Skoda Superb: 2010 to 2015. The engine served in Superb 2.0 TDI sedan and estate
models.
Seat Leon: 2010 to 2015. The CFHC was installed in Leon 2.0 TDI variants across
the compact hatchback range.
Seat Altea: 2010 to 2015. The engine powered Altea 2.0 TDI multi-purpose vehicle
models.
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