Volkswagen CAAB Specifications
| Engine Model: Volkswagen CAAB |
| 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: 101 Hp (75 kW) at 3500 rpm |
| Fuel System Type: Common rail direct injection |
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The Volkswagen CAAB represents a strategic application
of the EA189 diesel platform, delivering reliable performance in commercial and
passenger vehicle contexts where moderate power output is balanced against fuel
efficiency and operational durability. Its construction centers on a cast iron
cylinder block with an aluminum cylinder head, providing a foundation capable of
withstanding the elevated cylinder pressures of turbocharged diesel combustion.
The double overhead camshaft (DOHC) valvetrain with 16 valves incorporates
hydraulic lifters for maintenance-free valve actuation. The common rail fuel
system, supplied by Bosch, operates at pressures up to 1,600 bar, enabling
precise injection control for reduced emissions and combustion noise. The
variable-geometry turbocharger provides boost pressure across a wide engine
speed range, with peak torque delivered from 1,500 rpm.
The engine shares its mechanical internals with the higher-output CAAC variant,
resulting in an under-stressed configuration that responds favorably to software
calibration modifications. The diesel particulate filter requires suitable
driving patterns for passive regeneration, with frequent short-trip urban
operation contributing to filter clogging over time.
Engine Type: Inline 4-cylinder, 4-cycle, water-cooled, turbocharged diesel.
Engine Family: EA189.
Displacement: 1,968 cc (120.1 cu.in).
Bore x Stroke: 81.0 mm x 95.5 mm (3.19 in x 3.76 in).
Compression Ratio: 16.5:1.
Firing Order: 1-3-4-2.
Aspiration: Turbocharged and air-to-air intercooler.
Maximum Power: 75 kW (102 PS / 101 hp) @ 3,500 rpm.
Maximum Torque: 250 Nm (184 lb-ft) @ 1,500-2,500 rpm.
Idle Speed: 800-850 rpm.
Valvetrain: DOHC, 16 valves (4 valves per cylinder). Hydraulic lifters.
The cylinder block is constructed from cast iron,
providing the structural rigidity required to withstand peak combustion
pressures exceeding 160 bar. The block utilizes a closed-deck design at the
cylinder head interface, enhancing head gasket sealing under turbocharged diesel
operating conditions. Five main bearings support the crankshaft, with the thrust
bearing located at the number three main bearing position.
The cylinder bores are machined directly into the cast iron material without
liners, utilizing a plateau honed surface finish for optimal oil retention and
piston ring sealing. The block incorporates an integrated water jacket
surrounding each cylinder, with coolant passages designed to manage thermal
loads across the full operating range. The engine mounting points are positioned
on the front and sides of the block to accommodate the longitudinal engine
orientation in Transporter applications.
The cylinder head is manufactured from aluminum alloy,
featuring a DOHC configuration with the camshafts supported by five bearings
each. The 16 valves are arranged with four valves per cylinder in a pent-roof
combustion chamber design. Valve actuation is achieved via roller finger
followers operating from the camshaft lobes, with hydraulic lash adjusters
integrated into the followers to maintain zero valve clearance throughout the
engine’s operational life.
The intake ports are designed with a swirl-inducing geometry to enhance air-fuel
mixing. The exhaust ports are integrated into the cylinder head casting, with
the variable-geometry turbocharger mounted directly to the exhaust manifold
flange. The camshafts are driven by a timing belt, with the intake camshaft
sprocket incorporating the belt drive and the exhaust camshaft driven by a
separate gear or chain arrangement within the cylinder head.
The engine is equipped with a Bosch common rail direct
injection system. A high-pressure fuel pump, driven by the timing belt, delivers
fuel to the common rail accumulator at pressures up to 1,600 bar (23,200 psi).
Piezoelectric or solenoid injectors, depending on production date, provide up to
five injection events per combustion cycle, enabling pilot injection for reduced
combustion noise and main injection for power delivery.
The engine control unit (ECU) manages injection timing, duration, and rail
pressure based on inputs from sensors including the mass airflow sensor, rail
pressure sensor, crankshaft position sensor, camshaft position sensor, and
oxygen sensors. The fuel system incorporates a fuel filter with integrated water
separator. The high-pressure pump is lubricated by diesel fuel, with a dedicated
return circuit to the fuel tank.
The lubrication system is a pressurized, wet-sump
configuration designed to support the high thermal and mechanical loads of
turbocharged diesel operation. A gear-type oil pump, driven by the crankshaft,
circulates engine oil through a full-flow disposable filter and an oil cooler.
The oil cooler is of the water-to-oil type, integrated into the oil filter
housing, maintaining oil temperature within operational limits under sustained
high-load conditions.
Oil galleries within the block and cylinder head supply pressurized oil to the
crankshaft main bearings, connecting rod bearings, camshaft bearings, hydraulic
lash adjusters, and the turbocharger bearing housing. The turbocharger receives
oil through a dedicated supply line with a restrictor fitting. Total oil
capacity, including the filter, is 7.0 liters (7.4 qt). The engine requires
Low-SAPS (Low Sulfated Ash, Phosphorus, Sulfur) oil meeting Volkswagen
specification 507.00 to protect the diesel particulate filter.
0The cooling system is a pressurized, water-cooled
design engineered to manage the thermal output of the 2.0-liter turbocharged
diesel engine. A belt-driven water pump, mounted to the front of the cylinder
block, circulates coolant through the cylinder block, cylinder head,
turbocharger bearing housing, oil cooler, and radiator. The water pump is driven
by the timing belt.
A wax-type thermostat, beginning to open at 85-90°C (185-194°F), regulates
coolant flow to maintain optimal operating temperatures. The system utilizes a
cross-flow radiator with an electric cooling fan controlled by the ECU based on
coolant temperature and air conditioning operation. An expansion tank allows for
coolant expansion and air separation. Total coolant capacity is 9.0 liters (9.5
qt).
A variable-geometry turbocharger (VGT) provides forced
induction. The turbocharger features adjustable guide vanes in the turbine
housing, controlled by a vacuum-actuated mechanism, allowing the turbine to
optimize exhaust gas flow across the engine speed range. An air-to-air
intercooler mounted forward of the radiator reduces charge air temperature.
Glow Plug System: The engine is equipped with ceramic
glow plugs for cold-start assistance. Glow plugs are installed in the cylinder
head adjacent to each injector, controlled by a glow control unit that modulates
pre-heat duration based on coolant temperature and barometric pressure.
After-glow operation supports cold-idle stability following start-up and reduces
white smoke emissions during warm-up.
Timing System: The camshafts are driven by a rubber-reinforced timing belt. The
belt engages the crankshaft sprocket and routes around a tensioner pulley and
idler pulley to drive the intake camshaft sprocket. The timing belt also drives
the high-pressure fuel pump. The belt tensioner is of the automatic
spring-loaded type. The manufacturer-specified replacement interval is 210,000
km (130,000 miles), with a recommended interval of 120,000 km (75,000 miles) or
5 years in service conditions.
Emission Control: The engine incorporates a closed-loop emission control system
featuring a diesel oxidation catalyst (DOC), diesel particulate filter (DPF),
and exhaust gas recirculation (EGR) system. The EGR system utilizes a
high-pressure EGR valve and an EGR cooler to reduce nitrogen oxide emissions.
The DPF traps particulate matter and undergoes passive regeneration during
extended high-load operation, with active regeneration initiated by the ECU when
filter soot load reaches predetermined thresholds.
Electrical System: The charging system consists of a 12-volt, 140-180 amp
alternator, with heavy-duty variants for commercial applications. The starter
motor is a 2.0 kW (2.7 hp) unit.
Dry Weight: 165 kg (364 lb), including turbocharger and
injection equipment.
Overall Length (from accessory drive to flywheel): 640 mm (25.2 in).
Overall Width: 620 mm (24.4 in).
Overall Height: 700 mm (27.6 in).
Engine Oil Capacity (with filter): 7.0 liters (7.4 qt).
Engine Oil Specification: SAE 5W-30 meeting VW 507.00 (Low-SAPS).
Engine Oil Pressure (at idle): Minimum 0.9 bar (13 psi).
Engine Oil Pressure (at 3,000 rpm): 3.0-4.5 bar (44-65 psi).
Coolant Capacity: 9.0 liters (9.5 qt).
Coolant Specification: Ethylene glycol-based antifreeze.
Glow Plug Type: Ceramic glow plugs; resistance 0.6-1.0 ohms per plug.
Glow Plug: Inspect at 100,000 km (62,000 miles); replace as required.
Valve Clearance: Not adjustable; maintained by hydraulic lash adjusters.
Timing Belt Replacement Interval: 210,000 km (130,000 miles) manufacturer
specification.
Timing Belt Replacement Interval: 120,000 km (75,000 miles) service conditions.
Idle Speed: 800-850 rpm.
Fuel System: Common rail operating pressure up to 1,600 bar (23,200 psi).
Compression Pressure: Standard: 26-30 bar (377-435 psi) at cranking speed.
Compression Pressure: Minimum allowable: 22 bar (319 psi).
Compression Pressure: Maximum variation between cylinders: 3 bar (44 psi).
Cylinder Head Bolts (M12), Stage 1: 40 Nm (30 lb-ft).
Cylinder Head Bolts (M12), Stage 2: 80 Nm (59 lb-ft).
Cylinder Head Bolts (M12), Stage 3: 100 Nm (74 lb-ft).
Main Bearing Cap Bolts: 50 Nm (37 lb-ft).
Connecting Rod Cap Bolts (M8): 30 Nm (22 lb-ft).
Camshaft Bearing Cap Bolts: 20-22 Nm (15-16 lb-ft).
Camshaft Sprocket Bolt: 80-90 Nm (59-66 lb-ft).
Flywheel Bolts: 60-65 Nm (44-48 lb-ft).
Crankshaft Pulley Bolt: 200-220 Nm (148-162 lb-ft).
Intake Manifold Nuts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts: 25-30 Nm (18-22 lb-ft).
Injector Hold-Down Clamp Bolts: 12-15 Nm (9-11 lb-ft).
Glow Plugs: 12-15 Nm (9-11 lb-ft).
Oil Pan Bolts: 15-18 Nm (11-13 lb-ft).
Valve Cover Bolts: 8-10 Nm (6-7 lb-ft).
Timing Belt Tensioner Bolt: 20-25 Nm (15-18 lb-ft).
Timing Belt Idler Pulley Bolt: 40-45 Nm (30-33 lb-ft).
Water Pump Bolts: 15-20 Nm (11-15 lb-ft).
Turbocharger Mounting Nuts: 30-35 Nm (22-26 lb-ft).
EGR Valve Mounting Bolts: 20-25 Nm (15-18 lb-ft).
Engine Mount (Bracket to Block): 70-80 Nm (52-59 lb-ft).
Engine Mount (Through Bolt): 100-110 Nm (74-81 lb-ft).
The Volkswagen CAAB engine was utilized across the
Volkswagen Transporter platform and its passenger variants throughout its
production lifecycle.
Volkswagen Transporter T5 (Facelift): 2009-2015, the CAAB served as the
entry-level TDI engine in the T5 commercial van range, offered in various
wheelbase and roof height configurations.
Volkswagen Transporter T6: 2015-2016, the CAAB continued into the early T6
generation as a base diesel engine before the transition to EA288 EU6 engines.
Volkswagen Caravelle (T5/T6): The passenger van variant received the CAAB engine
in markets where the 102 PS output was offered as a base or mid-range option.
Volkswagen California (T5/T6): Certain camper van variants, particularly in
European markets, utilized the CAAB engine as a fuel-efficient powerplant for
motorhome applications.
Volkswagen Multivan (T5/T6): Selected commercial passenger configurations
received the CAAB engine in export markets outside the European Union.
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