EA888 / DAXB Engine

2.0 TFSI (EA888 Gen 3 / DAXB) – Experiences, problems, fuel consumption and used-car buying tips

Introduction and applications

The engine in question belongs to the famous, but also controversial EA888 family, specifically its third generation (Gen 3). The specific code DAXB refers to the variant that delivers 252 hp and was installed in the second-generation Audi Q5 (FY).

Unlike its predecessors (Gen 2), which were notorious for massive oil consumption and timing chain failures, this engine is essentially an engineering “overhaul”. The goal was to keep the performance while drastically improving reliability. In the Q5, this is the “sweet spot” for those who don’t want a diesel (TDI), but do want sporty performance in an SUV package.

Technical specifications

Reliability, maintenance and failures

Timing belt or chain?

This engine uses a timing chain. The good news is that EA888 Gen 3 solved the issue with poor tensioners that destroyed engines before 2013. However, the chain is not eternal. Although the manufacturer does not specify a fixed replacement interval, in practice it is recommended to thoroughly check chain stretch via diagnostics or inspection port at around 150,000 to 180,000 km. If you hear rattling on cold start (first 2–3 seconds), that’s a sign you need to visit a workshop urgently.

Oil consumption and service intervals

“Does it burn oil?” – a question that follows every TFSI. On the 252 hp variant, the piston ring problem has been resolved. However, the engine can consume 0.5 to 1 litre of oil between services (every 10–15 thousand km), which is considered completely normal for a high-performance turbo petrol. If it uses a litre per 1000 km, the engine has a problem (usually the PCV/oil separator or turbo, more rarely the rings on this generation).

The engine takes approximately 5.2 litres of oil. The recommended grades are 0W-20 (VW 508.00 standard for newer models for efficiency) or 5W-30 (VW 504.00) for better protection under higher loads. The major service (chain, pump, guides) is done as needed, not at a fixed mileage, but you should budget for it around 200,000 km.

Most common failures

The biggest weak point of this engine is the thermal management module (TMM). The thermostat housing and water pump are made of plastic that deforms over time due to heat.
Symptoms: Coolant level dropping, smell of coolant under the bonnet, or puddles under the car. Replacement is not cheap because the module is complex and hard to access.

Another common failure is the PCV valve (oil separator). When the membrane tears, the engine may start to whistle, run rough at idle or suddenly increase oil consumption. Fortunately, this is not too expensive to fix.

Specific components (Costs)

Dual-mass flywheel and injection system

Yes, this engine combined with the S tronic gearbox has a dual-mass flywheel. Its lifespan depends on driving style, but it usually lasts over 200,000 km. Replacement is expensive (falls into the “very expensive” category when doing the full clutch set).

As for injection, this engine (on the European market) uses an advanced system with 8 injectors (4 for direct and 4 for indirect injection). This is an excellent solution because the indirect injectors “wash” the intake valves and prevent carbon buildup, which was a major issue on older FSI engines. The injectors are generally reliable.

Turbocharger and emissions (DPF/GPF/EGR)

The engine uses a single turbocharger (usually IHI IS20). The turbo is quite durable if the oil is changed on time (every 15,000 km at most). A common issue can be the wastegate actuator developing play, which you can hear as rattling when lifting off the throttle.

Petrol engines don’t have a DPF, but newer models (usually from 2018/2019 onwards, depending on model year and Euro 6d-TEMP standard) have a GPF (OPF) particulate filter. It rarely clogs because exhaust gas temperatures on petrol engines are much higher than on diesels, so passive regeneration is happening all the time. There is an EGR valve, but it rarely fails compared to diesels.

Fuel consumption and performance

Is the engine “lazy”?

Absolutely not. With 370 Nm available from just 1600 rpm, the Audi Q5 with this engine accelerates from 0–100 km/h in about 6.3 seconds. That’s quicker than most 2.0 TDI versions (except the SQ5). The engine is elastic, quiet and pulls linearly all the way to the redline.

Real-world fuel consumption

This is the painful part for those switching from diesel. The Audi Q5 is a heavy car with all-wheel drive and the aerodynamics of a “brick”.

• City driving: Expect between 11 and 14 l/100 km, depending on traffic and how heavy your right foot is. In winter it can be even higher.
• Country roads: You can get it down to around 7.5–8.5 l/100 km.
• Motorway (130 km/h): Consumption is around 9–10 l/100 km. At that speed the engine runs at pleasantly low revs (below 2500 rpm) thanks to the long 7th gear.

Extras: Tuning and LPG

Can LPG be installed?

Theoretically yes, practically – not recommended for the average user. Due to direct injection, you need a special system (e.g. Prins) that either injects liquid gas directly through the petrol injectors or uses a “mix” (consuming both petrol and gas to cool the injectors). Installation is very expensive (often over 1000–1500 EUR) and only pays off if you cover very high mileages.

Chiptuning (Stage 1)

The EA888 Gen 3 is a “tuning king”. The engine has huge potential. A safe Stage 1 raises power to about 300–310 hp and torque to 430–450 Nm without any mechanical changes. The engine handles this very well, but keep in mind that the higher torque puts additional stress on the gearbox and drivetrain.

Gearbox: S tronic and Quattro

Which gearbox is fitted?

With the 2.0 TFSI (252 hp) in the Q5 (FY), you get a 7-speed S tronic as standard (code DL382). This is a dual-clutch gearbox with oil-bathed clutches (“wet clutch”). It is a significant improvement over older dry-clutch gearboxes or the problematic DL501.

The drivetrain is Quattro Ultra. This is not a permanent 4x4 like older Audis (Torsen). The system disconnects the rear axle when it’s not needed to save fuel, and re-engages it in a fraction of a second when it detects slip.

Gearbox maintenance and failures

The most important rule: Gearbox oil and filter must be changed every 60,000 km. No exceptions.
If maintained properly, the gearbox is very reliable. If neglected, the mechatronics (the gearbox “brain”) can fail, which is extremely expensive (from 1000 EUR upwards). Also check for oil leaks at the driveshaft seals. The clutches are durable and rarely fail before high mileage.

Buying used and conclusion

What to check before buying?

1. Cold start: The engine must be completely cold. Listen for metallic chain rattle lasting more than 2 seconds.
2. Coolant leaks: Check the coolant level and look for white/pink dried coolant traces around the engine (below the intake manifold).
3. Gearbox service history: If the car has 130,000 km and the gearbox oil hasn’t been changed twice – skip the purchase or ask for a huge discount to cover the risk.
4. Drivetrain: With the steering wheel at full lock and moving slowly, there should be no strange noises or “juddering” from the differential.

Final verdict

The Audi Q5 with the 2.0 TFSI (252 hp) engine is an excellent choice for drivers who want a premium SUV with a sporty character and don’t drive more than 15–20 thousand kilometres per year (due to fuel consumption). Maintenance is cheaper and cleaner than on a diesel (no AdBlue issues, no DPF clogging in city driving), but it does require discipline with oil changes and regular checks of the cooling system.

Recommendation: If you find a car with a documented gearbox service history and a replaced water pump – go for it.