VW T5
2.0L BiTDI in the T5 — WARNING: severe EGR cooler corrosion issue with 11,800 reported engine failures. Aluminium particles from the EGR cooler destroy cylinder walls and piston rings. Compression test and EGR status check are mandatory before purchase.
Wrong Power Level
BiTDI detuned to 102 hp is pure waste of resources and suffers the same known engine problems.
Engine Weaknesses 5
The aluminium cooling fins in the EGR cooler corrode; particles enter the combustion chambers via the EGR system and destroy cylinder walls and piston rings. 11,800 engine failures reported to VW.
Symptoms: Severe oil consumption well before 100,000 km, blue smoke clouds, engine oil dark and appearing spent, later engine failure
Both turbochargers on the CAAB are lubricated with the same oil that has been contaminated by EGR cooler particles. High-speed turbo shafts wear extremely quickly.
Symptoms: Power limited to 80–90 km/h, EGR fault messages, severe oil consumption, whistling from turbo
As a consequence of the EGR cooler defect oil consumption rises to over 1 litre per 1,000 km, in advanced cases to 1 litre per 500 km. Affects 140,000 vehicles from model years 2009–2015.
Symptoms: Rapidly falling oil level, blue smoke clouds on acceleration, oil pressure warning
Defective common-rail injectors dose incorrectly or atomise incompletely. Particularly critical in combination with already damaged cylinder walls. Continued driving can cause total engine failure.
Symptoms: Rough engine running, severe hesitation, misfires, heavy smoke clouds, power loss
As with the CAAC: oil cooler on the 2.0 BiTDI CAAB leaks, causing oil and coolant to mix. Exacerbated by the higher boost pressure of the BiTDI.
Symptoms: Milky oil on dipstick, white smoke, coolant level falling, rough engine running
Vehicle Weaknesses 11
The torque converter automatic (6-speed, up to 10/2009) often does not last 100,000 km under heavy load. Overhaul starts at €3,000. The 6-speed manual gearbox (from 2009) suffers from mainshaft bearing damage.
Electric sliding door motors are a primary weak spot on the T5. The drive motor wears out and the door no longer opens or closes fully. Replacement including labour costs around €270, but remains a recurring problem.
Paint flakes off the sill and B-pillar below the sliding door and rust forms. Paint damage from stepping and luggage accelerates the process. Sliding door handles also rust through.
Typical rust spots on the T5: wheel arches, bonnet (stone chips), windscreen frame and the tailgate fold and rain channels. Early inspection and preservation essential on vehicles from 150,000 km.
The right-hand driveshaft splines of the T5 wear out unusually often — a known weak component considered a scheduled wear item. The high vehicle weight (up to 3.5 t GVW) puts severe load on the shaft.
The high weight of the T5 (kerb weight from 2.2 t) puts considerable strain on springs and dampers. Springs break under heavy load, shock absorbers leak. Rear dampers wear out before the fronts.
Due to the high vehicle weight and often commercial use, T5 brake discs wear early. From 100,000 km brake hoses also become porous. As a working vehicle often neglected — lines corrode through.
T5 sliding windows often no longer seal properly. Water runs into the D-pillars, soaks the headliner and attacks the electrics. Rear lights can also let water in and cause short circuits.
Failed door locks are a classic T5 problem: doors can no longer be opened from inside or outside. Window regulator drives (especially sliding windows) also fail, often promoted by water ingress.
The gas struts on the T5 tailgate fail regularly — the tailgate no longer stays in the open position. A frequent wear issue on the heavy swing-open doors of the Multivan.
Blend door actuators fail on the T5 and no longer allow different temperature control zones. A widespread problem on the Multivan with rear heater at the auxiliary heater.