Audi A4 2.0 TFSI B7

This is the most important maintenance item on any EA113 2.0 TFSI. The cam follower is a small metal disc that sits between the intake camshaft lobe and the high-pressure fuel pump plunger. As its coating wears through, the pump plunger grinds directly into the camshaft lobe. Volkswagen issued a Technical Service Bulletin acknowledging this as a known problem. A new cam follower costs approximately 10-20 euros and should be inspected every 15,000-20,000 km. If caught early, replacement is trivial and cheap (approximately 150-250 euros including labor). If the follower wears through completely, the camshaft lobe and fuel pump are damaged: a new HPFP costs 400-600 euros, and a camshaft replacement runs 800-1,400 euros including labor. Forum data suggests nearly every high-mileage EA113 will need at least one cam follower replacement, and roughly 15-20% of cars without proactive maintenance have suffered HPFP or camshaft damage. Later BUL engine variants (220 hp) have a modified cam lobe design that reduces this risk.

All EA113 TFSI engines suffer from carbon buildup because fuel is injected directly into the cylinder, bypassing the intake valves. Over time, typically between 60,000-120,000 km, carbon deposits restrict airflow and cause rough idle, cold-start misfires, hesitation, and reduced power. The fix is removing the intake manifold and cleaning the valves via walnut shell blasting. Professional walnut blasting costs 400-800 euros at independent specialists in Western Europe. This is essentially unavoidable on any high-mileage direct-injection engine and should be considered every 60,000-80,000 km. Sustained high-RPM driving and quality fuel can slow the buildup but do not prevent it entirely.

The original diverter valve uses a rubber diaphragm that degrades from heat and pressure cycling. When it tears, boost pressure escapes, causing the turbo to underperform. Symptoms include loss of power under acceleration, a hissing sound from the engine bay, and fault code P0299 for turbo underboost. The revised piston-style valve from Audi (or aftermarket alternatives from Forge or GFB) is far more durable. Parts cost 50-100 euros for the revised OEM valve, and labor is 50-150 euros. This is one of the most common failures on the 2.0 TFSI, affecting the majority of cars by 100,000 km, and is one of the easiest fixes on the car.

The PCV system on the EA113 is known to degrade, particularly the valve integrated into the valve cover. When it fails, crankcase pressure builds up and pushes oil past seals and gaskets. Symptoms include blue smoke at wide-open throttle, oil accumulation around the valve cover and filler cap, rough idle, and reduced boost pressure. In severe cases, oil can be drawn into the ignition coil wells, causing misfires. Replacement typically involves a new valve cover assembly (150-300 euros) plus 100-200 euros labor. Most cars will need PCV attention between 80,000-150,000 km.

The intake manifold has variable-length runners controlled by a flap motor that is prone to failure. Symptoms include check engine light with codes for runner control stuck open, implausible signal, or regulation deviation. The car may run slightly rough at idle but it is not immediately dangerous. A new flap motor costs 200-350 euros plus 100-200 euros labor. Alternatively, intake manifold runner flap delete kits are available for approximately 30-50 euros and can be combined with an ECU adaptation to eliminate the fault codes permanently. This is a popular approach among enthusiasts. The issue typically appears after 80,000 km.

Ignition coil packs on the 2.0 TFSI tend to fail around 60,000-100,000 km, particularly when PCV issues cause oil to seep into the coil wells. Symptoms include cylinder-specific misfire codes (P0300-P0304), rough idle, and hesitation under load. Individual coils cost 25-50 euros each. It is recommended to replace all four simultaneously along with new spark plugs. Total cost for four coils plus plugs is typically 150-400 euros depending on whether OEM or aftermarket parts are used. Labor is minimal as the coils are easily accessible on top of the engine.

The K03 turbocharger is generally reliable and most B7 2.0 TFSI engines will never need a turbo replacement under normal use. Failures typically only occur beyond 150,000-200,000 km or when oil changes were neglected, causing bearing wear from oil starvation. Symptoms include excessive exhaust smoke, oil consumption through the turbo seals, and whining noises. A new OEM K03 costs approximately 500-800 euros, with aftermarket replacements available from 300-500 euros. Labor is typically 500-800 euros due to accessibility. Rebuilt turbos are available from 250-400 euros. For most owners with proper maintenance, this is a low-probability issue.

This issue only affects front-wheel-drive models equipped with the Multitronic CVT automatic. Quattro models use a conventional Tiptronic, and manual gearboxes are essentially trouble-free. The Multitronic is known for chain wear, transmission control module (TCM) failures causing flashing PRND lights and limp mode, and clutch pack degradation causing judder on acceleration. Audi marketed the CVT fluid as lifetime fill, but specialists strongly recommend changing it every 60,000 km. TCM repair costs approximately 200-400 euros, but if the chain or clutch pack fails, a full rebuild runs 2,500-4,000 euros and a replacement gearbox costs up to 5,000 euros. If buying a B7 A4 automatic, strongly prefer quattro with Tiptronic over FWD with Multitronic.