Volkswagen CAAA Specifications
| Engine Model: Volkswagen CAAA |
| 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: 83 Hp (62 kW) at 3500 rpm |
| Fuel System Type: Common rail direct injection |
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The Volkswagen CAAA is a 2.0-liter inline-four
turbocharged diesel engine from the EA189 family, produced between 2009 and
2016. Developed as the entry-level powerplant for the Volkswagen Transporter T5,
T6, Caravelle, and California commercial vehicle range, the CAAA represents a
detuned variant within the EA189 series, prioritizing longevity and fuel economy
over outright performance.
The engine shares its fundamental architecture with the more powerful CAAB and
CAAC derivatives, utilizing a double overhead camshaft (DOHC) valvetrain, common
rail direct injection, and a turbocharger with intercooler. The CAAA is
calibrated to produce 83 horsepower and 162 lb-ft of torque, with peak torque
available from 1,250 rpm - a characteristic suited to the stop-start demands of
commercial operation.
The engine incorporates a Diesel Particulate Filter (DPF) to meet Euro 5
emissions standards and requires low-ash engine oil meeting Volkswagen
specification 507.00. While its modest power output results in a perceived
sluggishness under heavy loads, the CAAA is recognized for its mechanical
robustness, straightforward serviceability, and significant tuning potential
owing to its shared internal hardware with higher-output EA189 variants.
The CAAA is a longitudinal-mounted, inline-four diesel engine utilizing a
wet-sump lubrication system and a turbocharger with intercooler. Its long-stroke
architecture - with stroke exceeding bore by 14.5 mm - generates substantial
low-end torque suitable for commercial vehicle applications. The engine
management system is a Bosch EDC17 controller governing the common rail
injection system, exhaust gas recirculation, and DPF regeneration strategies.
Engine Type: Inline-4, 4-stroke, water-cooled turbocharged diesel
Engine Family: EA189
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
Valvetrain: DOHC, 4 valves per cylinder, 16 valves total
Fuel System: Common Rail Direct Injection, Bosch high-pressure pump
Aspiration: Single turbocharger with air-to-air intercooler
Firing Order: 1-3-4-2
Maximum Power: 83 hp / 62 kW at 3,500 rpm
Maximum Torque: 162 lb-ft / 220 Nm at 1,250-2,500 rpm
Emissions Standard: Euro 5 with Diesel Particulate Filter (DPF)
Engine Oil Capacity (with filter): 7.0 L / 7.4 US qt
Oil Grade: VW 507.00 (Low-SAPS) 5W-30 or 0W-30 fully synthetic
Coolant Capacity: 8.5 L / 9.0 US qt
The cylinder block is constructed from gray cast iron
using an open-deck design, selected for its durability and resistance to thermal
cycling in commercial vehicle applications. The block incorporates deep-skirt
construction extending below the crankshaft centerline, providing enhanced
structural rigidity. The cylinder bores are machined with a plateau-honed finish
and utilize cast-in-place liners integral to the block.
Within the block, a forged steel crankshaft is supported by five main bearings.
The crankshaft features eight counterweights and induction-hardened bearing
surfaces for wear resistance. Connecting rods are forged powder metal with a
fracture-split design on the big end.
The pistons are aluminum alloy castings with a high silicon content and
incorporate a steel strut insert to control thermal expansion. Each piston is
cooled by an oil jet directed from the block, a feature essential for managing
the thermal load of diesel combustion. The oil pump is a gear-type unit mounted
within the timing cover and driven by the timing belt.
The cylinder head is a cross-flow aluminum alloy
casting housing the dual overhead camshafts and the valvetrain components. The
combustion chambers are of the swirl-type design, with four valves per cylinder
arranged in a pent-roof configuration. The intake ports are shaped to generate
high swirl motion, improving air-fuel mixing in the diesel combustion process.
The camshafts operate the valves through roller finger followers, which reduce
frictional losses compared to direct-acting bucket tappets. Hydraulic lash
adjusters integrated into the valve train eliminate the need for periodic valve
clearance adjustments. The exhaust valves are sodium-filled on certain variants
to enhance heat dissipation. The cylinder head incorporates integrated coolant
passages around the injector nozzles and pre-chamber areas to manage thermal
stress.
Valve Configuration: DOHC, 16 valves.
Intake Valve Diameter: 29.5 mm / 1.16 in.
Exhaust Valve Diameter: 26.0 mm / 1.02 in.
Camshaft Drive: Toothed timing belt with automatic tensioner; interference
engine design.
Valve Timing: Fixed timing with no variable valve mechanism; camshaft timing
optimized for low-end torque.
The CAAA utilizes a third-generation Bosch common rail
direct injection system operating at pressures up to 1,600 bar / 23,200 psi. A
high-pressure radial piston pump, driven by the timing belt, delivers fuel to a
common rail accumulator mounted on the cylinder head. The rail distributes fuel
to solenoid-type injectors featuring a seven-hole nozzle design.
The engine control unit manages injection timing and duration, enabling up to
five discrete injection events per combustion cycle. These include a pilot
injection to reduce combustion noise, a main injection for power, and
post-injections to initiate DPF regeneration. The fuel system incorporates a
fuel cooler and a water separator integrated into the fuel filter assembly. The
fuel filter is of the spin-on type with a service interval aligned with the
engine oil change schedule.
Lubrication is provided by a high-volume gear-type oil
pump mounted within the timing cover and driven directly by the crankshaft via
the timing belt. The pump is of the regulated design, adjusting oil pressure
based on engine operating conditions to reduce parasitic losses. The system
incorporates a full-flow spin-on oil filter and a water-cooled oil cooler
integrated into the filter housing. The oil cooler uses engine coolant to
stabilize oil temperature, a critical feature for the turbocharger and the
Diesel Particulate Filter regeneration cycles.
The lubrication circuit supplies pressurized oil to the crankshaft main
bearings, connecting rod bearings, camshaft bearings, roller finger followers,
hydraulic lash adjusters, timing belt tensioner, and the turbocharger center
housing. The oil pan is a stamped steel unit with a larger capacity than
passenger car EA189 variants, reflecting the commercial vehicle application and
extended service intervals.
The cooling system is a forced circulation, pressurized
design sized for the thermal demands of commercial vehicle operation, including
sustained high-load driving and DPF regeneration cycles. A belt-driven water
pump with a composite impeller circulates coolant through the cast-iron cylinder
block and aluminum cylinder head. The system utilizes a high-capacity cross-flow
aluminum radiator with plastic end tanks and an electric cooling fan controlled
by the engine control unit.
A wax-type thermostat, rated at 87°C / 189°F, regulates coolant flow to the
radiator. An additional electric auxiliary coolant pump supports the system
during DPF regeneration and after-run cooling of the turbocharger. The expansion
tank is pressurized and incorporates a pressure relief cap rated at 1.4 bar / 20
psi. A separate coolant circuit supplies the EGR cooler, which reduces the
temperature of recirculated exhaust gases before they enter the intake manifold.
| Intake and Exhaust Systems |
Intake System: The intake system incorporates a
large-volume air cleaner housing with a paper element and a mass air flow (MAF)
sensor. The intake manifold is a composite plastic construction with integrated
swirl flaps that enhance air motion at low engine speeds for improved combustion
efficiency. An air-to-air intercooler mounted at the front of the vehicle
reduces the temperature of the compressed intake charge.
Exhaust System: The exhaust system incorporates a close-coupled oxidation
catalyst, a Diesel Particulate Filter (DPF), and a single heated oxygen sensor
for air-fuel ratio monitoring. The DPF utilizes passive and active regeneration
strategies. Active regeneration is initiated by the engine control unit through
post-injection fuel events, raising exhaust temperatures to approximately 600°C
/ 1,112°F to burn off accumulated soot. The Exhaust Gas Recirculation (EGR)
system is a high-pressure configuration, with an electrically controlled EGR
valve and a water-cooled EGR cooler.
Timing System: The camshafts and high-pressure fuel
pump are driven by a reinforced toothed timing belt with an automatic
spring-loaded tensioner. The CAAA is an interference engine design;
valve-to-piston contact occurs if the timing belt fails. The water pump is
driven by the timing belt on this engine configuration, necessitating concurrent
replacement during timing belt service.
Turbocharger System: The CAAA utilizes a fixed-geometry turbocharger with an
integral wastegate, calibrated for low-end response. The turbine housing is
sized to provide rapid spool-up, with peak torque achieved at 1,250 rpm. The
turbocharger is water-cooled and incorporates an electric auxiliary coolant pump
for post-shutdown cooling.
Emissions Control: The engine meets Euro 5 emissions standards through the
combination of common rail injection, high-pressure EGR, DPF, and a closed-loop
lambda control system. The engine control unit monitors differential pressure
across the DPF to calculate soot load and initiate regeneration cycles as
required.
Overall Length: 26.4 in / 670 mm.
Overall Width: 25.6 in / 650 mm.
Overall Height: 28.7 in / 730 mm.
Engine Weight (dry, without ancillaries): 352 lb / 160 kg.
Engine Weight (fully dressed with turbocharger, intake, exhaust, and
alternator): 418 lb / 190 kg.
Engine Oil and Filter: Replace at 12,000-18,600 miles /
20,000-30,000 km or 12 months, depending on vehicle usage. Use VW 507.00
Low-SAPS 5W-30 or 0W-30 fully synthetic oil. Timing Belt: Replacement interval
is 80,000-100,000 miles / 130,000-160,000 km or 5 years. Water pump, tensioner,
and idler pulleys must be replaced concurrently. Fuel Filter: Replace every
20,000 miles / 32,000 km or at each major service. Water draining from the
filter assembly should be performed at each oil change.
Diesel Particulate Filter: No scheduled replacement interval. Regeneration
issues may arise from frequent short-distance driving. DPF cleaning or
replacement may be required if differential pressure sensor readings exceed
specifications. Coolant: Replace at 60,000 miles / 100,000 km or 5 years. Use
G12++ or G13 ethylene glycol coolant conforming to VW specification TL 774.
Drive Belt (Accessory Serpentine): Inspect at each oil change; replace every
60,000 miles / 100,000 km or if cracking, glazing, or fraying is evident.
Air Cleaner Element: Replace every 40,000 miles / 64,000 km; more frequent
replacement in dusty environments. Glow Plugs: Inspect resistance at major
service intervals; replacement indicated by cold-start difficulty or glow plug
fault codes. Valve Clearance: Not required due to hydraulic lash adjusters; no
adjustment interval specified. EGR Valve and Cooler: No specified maintenance
interval. Soot accumulation may require cleaning or replacement if flow-related
fault codes or performance issues develop.
Cylinder Head Bolts (M12 x 1.5): Step 1: 29 lb-ft / 40
Nm.
Cylinder Head Bolts (M12 x 1.5): Step 2: 59 lb-ft / 80 Nm.
Crankshaft Pulley Bolt (Center): 148 lb-ft / 200 Nm.
Camshaft Sprocket Bolts: 44 lb-ft / 60 Nm.
Connecting Rod Bearing Cap Bolts (M8 x 1.0): 22 lb-ft / 30 Nm.
Main Bearing Cap Bolts (M10 x 1.5), Step 1: 22 lb-ft / 30 Nm.
Main Bearing Cap Bolts (M10 x 1.5), Step 2: 44 lb-ft / 60 Nm.
Cylinder Head Cover Bolts (M6 x 1.0): 7-9 lb-ft / 10-12 Nm.
Intake Manifold Bolts: 14-16 lb-ft / 20-22 Nm.
Exhaust Manifold Nuts: 22-26 lb-ft / 30-35 Nm.
Turbocharger Mounting Nuts: 22-26 lb-ft / 30-35 Nm.
Fuel Injector Clamp Bolts: 22 lb-ft / 30 Nm.
Glow Plugs: 11-15 lb-ft / 15-20 Nm.
Oil Filter (Spin-on): 18-22 lb-ft / 25-30 Nm.
Oil Pan Bolts (M6 x 1.0): 7-9 lb-ft / 10-12 Nm.
Timing Belt Tensioner Bolt: 18 lb-ft / 25 Nm.
Water Pump Bolts (M8 x 1.25): 18 lb-ft / 25 Nm.
Flywheel / Drive Plate Bolts: 44 lb-ft / 60 Nm.
The CAAA engine served as the entry-level diesel
powerplant for the Volkswagen Transporter commercial vehicle range, offered
across multiple body styles and configurations.
Volkswagen Transporter T5 (Facelift): 2009-2015.
Volkswagen Transporter T6: 2015-2016.
Volkswagen Caravelle T5 / T6: 2009-2016.
Volkswagen California T5 / T6: 2009-2016.
Volkswagen Transporter Shuttle: 2009-2016.
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