VW T5
2.0L TDI common rail in the T5 facelift. Reliable engine, but the EGR valve is hard to access and failure-prone. Oil pump drive issue possible as on the BKP (up to 11/2009). Check head gasket at very high mileages.
Too Little Power in T5
CAAC with 102 hp in the T5 is severely underpowered for a large van. Strained on the motorway.
Engine Weaknesses 5
At high mileage (>200,000 km) the head gasket is a known weak point on the CAAC. Coolant loss of up to 1 litre per 500 km without visible leakage. Machining the head surface costs over €2,300.
Symptoms: Coolant level regularly drops without visible puddle, overpressure in cooling system, white smoke from exhaust
The oil cooler on the T5.2 CAAC 2.0 TDI leaks. Coolant enters the engine oil and vice versa. Diagnosis: milky coffee oil, foaming coolant.
Symptoms: Coolant loss without external leakage, oil milky/foamy, engine temperature rising
The combined EGR valve with water cooler is installed between the engine block and firewall and is difficult to access. Defective circuit board in the EGR unit causes limp mode and flashing warning lights. Repair costs €600–1,725.
Symptoms: Flashing engine and glow plug warning after long-distance trips, power loss, rev limiter, fault codes P0403–P0406
Frequent DPF regenerations, especially in short-trip operation, lead to diesel entry into the engine oil. Documented at up to 2 litres of diesel in the oil after 4,000 km. Oil level rises above maximum.
Symptoms: DPF warning light briefly illuminated, oil level rises clearly above maximum mark, diesel smell in oil
Defective rail pressure sensors and injectors cause excessively high system pressure (up to 700 bar instead of 300 bar at idle) and rough running. Exclusively OEM parts recommended.
Symptoms: Rough running, difficult starting, power loss, fuel escape in engine bay
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.