Recalls: Audi 8PA A3 Sportback
Overview
Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.
Recalls: Audi 8PA A3 Sportback
2006 model year Audi 8PA A3 Sportback: curtain airbags may not inflate
In August 2006, a recall was issued for 2006 model year Audi 8PA A3 Sportback vehicles fitted with curtain airbags. In these vehicles, a gradual loss of gas could occur in the gas generator for the curtain airbags, causing the airbags not to inflate when required (PRA 2006/8704).
2009 model year Audi 8PA A3 Sportback with 6sp DQ250 DSG: loss of drive
In October 2009, a recall was issued for 2009 model year Audi 8PA A3 Sportback vehicles fitted with the six-speed Direct Shift Gearbox (DSG). For these vehicles, the control unit in the DSG could cause a false temperature signal which indicated that the clutch was overloaded. If this occurred, the control unit would open the clutch in order to protect the gearbox. As a consequence, the clutch protection function was activated, resulting in a flashing gear-change indicator, uneven transmission of power, reduced engine torque and release of clutch (PRA 2009/11172).
2008-11 Audi 8PA A3 Sportback with 7sp DQ200 DSG: loss of drive
In June 2013, a recall was issued for Audi 8PA A3 Sportback vehicles that were fitted with seven-speed DQ200 Direct Shift Gearboxes (DSGs) and available for sale from 1 July 2008 to 31 July 2011. In these vehicles, sulphur in the gear oil and an inorganic heat stabiliser in the plastic parts (iodine) of the mechatronic unit could cause metallic surfaces to suffer from electrolytic corrosion, particularly in conditions with high temperatures and humidity. Conducting particles could then settle between the circuit paths of the control unit and cause the gearbox fuse to blow. In most cases, the fuse would blow when the engine was started and the vehicle was stationary. If the fuse were to blow when the vehicle was in motion, however, the clutch would open and freewheel, resulting in a sudden and total loss of power to the wheels. Although other vehicle systems such as steering and braking would continue to function, the loss of power may pose a hazard to occupants and other road users (PRA 2013/13634).
2012-13 Audi 8PA A3 Sportback with 7sp DQ200: loss of drive
In November 2013, a recall was issued for 8PA A3 Sportback vehicles with seven-speed DQ200 DSG transmissions that were manufactured between October 2012 and April 2013. In these vehicles, electrolysis of sulphur constituents in the synthetic oil could cause them to separate and accumulate between electrical conductor paths. In turn, this could create a short circuit and blow the gearbox fuse, causing the clutch to fully open. While the majority of failures occurred on start-up when the vehicle was stationary, a failure when the vehicle was in motion would result in a sudden loss of power at the wheels. All other functions of the vehicle, however, would remain active. As part of the recall, the synthetic transmission oil was to be replaced with mineral oil (PRA 2013/13858).
2008-12 Audi 8PA A3 Sportback with 2.0 TDI: NOx emissions and “defeat device”
In October 2015, Audi Australia issued a recall for Audi 8PA A3 Sportback vehicles with 2.0-litre EA189 diesel engines that were available for sale from 2008 to 2012. According to the recall notice, the exhaust emissions for these vehicles ‘may not meet regulatory requirements when the affected vehicle is driven under normal conditions’ (see ‘Diesel engines: NOx emissions “defeat device”‘, below). For the 2.0-litre EA189 engine, a software update will be introduced which takes advantage of improved simulation of air currents inside the air intake system. Volkswagen aims to implement the software update from January 2016; the labour time for installing the updated software is around half an hour. Owners could determine whether their vehicle was included in the recall by using a VIN checking tool at audi.com.au (PRA 2015/14956).
2008-09 Audi 8PA A3 Sportback: impaired ABS and ESC operation
In May 2017, a recall was issued for Audi 8PA A3 Sportback vehicles that were manufactured from May 2008 to May 2009. Due to excessive thermomechanical strain, a faulty in an earth connection on the ESC control unit could develop – this could limit the ability of the ABS/ESC system to stabilise the vehicle in critical handling situations such as oversteer, understeer or hard braking. For the VINs of the recalled vehicles, please see PRA 2017/16053.
Audi 8PA A3 Sportback: Takata airbag recall
In August 2018, a recall was issued for Audi 8PA A3 Sportback vehicles. The Takata driver’s airbag in these vehicles contained propellant wafers that could absorb moisture over time. In the event of a collision which triggered the driver’s airbag, excessive internal pressure could cause the metal airbag inflator housing to explode. This, in turn, would cause the metal fragments to be projected through the airbag cushion and into the cabin – these fragments posed a serious risk of injury and fatality. For the VINs of the recalled vehicles, please see PRA 2018/16949.
2008-13 model year Audi 8PA A3 Sportback S-Tronic: pressure accumulator crack and loss of power
In October 2019, recall campaign 35D9 was issued for 2008-13 model year Audi 8PA A3 Sportback vehicles that had seven-speed S-Tronic (or double clutch) transmissions. Due to a production fault, a crack in the transmission’s pressure accumulator (within the mechatronics housing) could occur. If the pressure accumulator cracked, oil and pressure would be lost in the hydraulic system of the gearbox. If this occurred, the transmission of engine power would be interrupted, similar to depressing the clutch in a vehicle with a manual transmission – this increased the risk of a collision and injury to vehicle occupants. For the VINs of the recalled vehicles, please see PRA 2019/17883.
2008-13 model year Audi 8PA A3 Sportback S-Tronic: pressure accumulator crack and loss of power #2
In May 2020, recall campaign 35E7 was issued for 2008-13 model year Audi 8PA A3 Sportback vehicles that had seven-speed dual clutch (‘S-Tronic’) gearboxes and had previously been the subject of recall campaign 35D (PRA 2019/17883). All of these vehicles that had previously been inspected without repair now needed to be inspected again and repaired if necessary. Due to a production fault, a crack in the transmission’s pressure accumulator (within the mechatronics housing) could occur. If the pressure accumulator cracked, oil and pressure would be lost in the hydraulic system of the gearbox. If this occurred, the transmission of engine power would be interrupted, similar to depressing the clutch in a vehicle with a manual transmission – this increased the risk of a collision and injury to vehicle occupants. For the VINs of the recalled vehicles, please see PRA 2020/18296.
2011-12 Audi 8PA A3 Sportback with 7sp S tronic: loss of power
In November 2020, recall campaign 35E4 was issued for Audi 8PA A3 Sportback vehicles that had seven-speed DQ200 dual-clutch transmissions (Audi’s ‘S tronic’) and were manufactured between 7 February 2011 and 9 September 2012. Due to a production fault, a crack could develop in the transmission’s pressure accumulator. If this occurred, oil and pressure could be lost in the hydraulic system of the gearbox. This, in turn, would cause the transmission of engine power to the gearbox to be interrupted, similar to depressing the clutch in a vehicle fitted with a manual transmission. This loss of power could increase the risk of a collision and injury to vehicle occupants and other road users. For the VINs of the recalled vehicles, please see PRA 2020/18561.
Problems and faults: Audi 8PA A3 Sportback
Overview
This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.
To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.
Audi USA: DQ250 DSG fault and extended warranty
In December 2009, Volkswagen and Audi USA initiated a ‘Customer Satisfaction Campaign‘ for 2007-09 ‘model year’ Volkswagen vehicles that had six-speed DSG transmissions.
Faulty component and jerky gearshifts
According to Volkswagen/Audi, the six-speed DQ250 DSG transmissions of a limited number of 2007-09 ‘model year’ vehicles had a faulty component inside the transmission’s Mechatronic unit. Specifically, the bushings of two solenoid valves inside the mechatronic unit could wear prematurely, causing the clutches inside the transmission to ‘operate less smoothly than before’ and provide jerky gearshifts. According to Volkswagen, the vehicle remained safe to drive since it did not affect forward or rearward motion of the vehicle. As part of the ‘Customer Satisfaction Campaign’, Volkswagen/Audi would replace mechatronic units that were identified as faulty by Volkswagen’s diagnostic tool.
Extended DSG warranty
As part of the Customer Satisfaction Campaign, Volkswagen and Audi extended the warranty on the DQ250 DSG transmission to ten years or 100,000 miles (160,900 kilometres) – whichever occurred first – from the vehicle’s original ‘in-service’ date. The ‘in-service’ date was defined as the date that the vehicle was delivered to the original purchaser/lessee or, if the vehicle was a demonstrator, the date that the vehicle commenced service.
Under the extended warranty, the Volkswagen/Audi dealer was responsible for diagnosing and repairing the DSG transmission at no cost to the owner provided that the vehicle was maintained in accordance with the requirements in the owner’s manual.
2008-12 Audi 8PA A3 Sportback 1.8 TFSI and 2.0 TFSI: chain tensioner retainer failure
For 1.8 TFSI/TSI and 2.0 TFSI/TSI EA888 engines that were manufactured from 2008 to 1 May 2012, the chain tensioner retainer was susceptible to failure. If this occurred, the pistons and valves could collide and cause serious engine damage. The chain tensioners could fail as early as 30,000 kilometres and it is recommended that owners have the most recent chain tensioner retainer fitted as a preventative measure. For Australian deliveries, affected vehicles included:
- the Audi 8PA A3 Sportback 1.8 TFSI (engine code: CDAA);
- the Audi 8PA A3 Sportback 2.0 TFSI (engine code: CAWB); and,
- the Audi 8PA A3 Sportback 2.0 TFSI (engine code: CCZA) offered from June 2008 to 2012.
Background
The tensioner on the camshaft chain used oil pressure to maintain tension. When there was no or low oil pressure, the tensioner would fall back on its ratchet to maintain tension. The ratchet, however, could slip and release chain tension – this would cause the chain to move on the sprockets and skip a couple of teeth before sufficient oil pressure accumulated to tension the chain. By skipping teeth, the engine’s camshaft timing was altered and the ECU would continue to adjust camshaft timing – generally, this caused either rough running or the vehicle would not start. It is understood that if the chain skipped around six teeth, then the pistons could collide with the valves in the cylinder head such that the engine had to be rebuilt or replaced.
Symptoms
Symptoms of a failed chain tensioner retainer include:
- The engine won’t start;
- On start-up, there is a rattling noise from the engine bay for a few seconds (until sufficient oil pressure accumulated);
- Illumination of the ‘check engine’ light, potentially accompanied by camshaft timing errors; and,
- Misfires (if the valves are bent).
Retainer revisions
The part number for the original chain tensioner retainer was 06H 109 467 AB. While a revised chain tensioner retainer was first introduced in engines built from 17 May 2010 and a second revision was introduced for engines built from December 2011, it is the third revision of the retainer – part number 06K 109 467 K – which was introduced for engines built from 1 May 2012 which fixed the problem. For further information on this problem, please see Golf GTi UK Forum: Timing Chain Tensioner Failure.
2008-10 Audi 8PA A3 Sportback 2.0 TFSI: wastegate rattle
In August 2010, Volkswagen Group of America issued technical bulletin 2024061 for vehicles which had 2.0-litre turbocharged petrol engines; while the bulletin identified 2.0 TFSI engines with the codes CBFA and CCTA, the bulletin is also understood to apply to the CAWB, CCZA and CCZB engines and therefore includes the Audi 8PA A3 Sportback 2.0 TFSI which was offered in Australia with the CAWB and CCZA engines.
In these vehicles, the driver may hear a rattling noise from the engine or exhaust engine when accelerating and with engine speeds in the range of 1800-3000 rpm. To diagnose that the noise was combing from the turbocharger,
- The turbocharger was to be inspected for internal or external damage;
- If there was no damage, the vehicle was to be taken for a test drive. The rattling noise could typically be reproduced when driving up a moderate incline, starting at 35 mph (56 km/h) in fourth gear and accelerating through the rev range from 1800-3000 rpm under moderate to heavy throttle;
- Once detected, a two ounce wheel weight was to be applied to the wastegate actuator rod and another test drive performed. If the rattling noise was quieter or changed in pitch, this indicated that the noise was due to exhaust gas pulsations that caused the wastegate flap and actuator rod to vibrate at the introduction of boost pressure.
To fix, a replacement clip (part no. 06J145220A) was to be fitted to the end of the wastegate actuator. As shown in the HumbleMechanic video below, however, the clip only prevented wastegate rattle at that location.
Carbon deposits (build-up) on intake valves
Audi’s naturally aspirated, direct injected petrol engines (such as the 8PA A3 Sportback’s 2.0 FSI) are considered susceptible to accumulating carbon deposits (or build up) on the intake valves. In these direct injection petrol engines, carbon deposits may accumulate on the stem and throat of the intake valve due to:
- the vaporisation of oil which is not trapped by the oil separator; or
- unburned fuel and exhaust gases that escape past the piston rings and enter the crankcase (‘blow-by’).
Since direct injection engines do not spray fuel on the backside of the intake valves, the detergent properties of the fuel cannot remove the carbon build up (as occurs in port injected engines). Symptoms of carbon deposits on the intake valve include difficulty starting the vehicle (hard starting), misfiring and misfire engine codes and reduced engine performance. Potentially, these deposits can result in damage to the catalytic converter and, for turbocharged engines, the turbocharger itself if bits of the deposit break off and enter the exhaust. To remove the carbon deposits, the intake must be removed and the valves cleaned manually. To reduce the incidence of carbon deposits, a common aftermarket measure is the fitment of an oil vapor catch can. The catch can receives dirty air from the crankcase via the Positive Crankcase Ventilation (PCV) valve, filters it and returns it to the intake manifold via the PCV port.
Diesel engines: NOx emissions “defeat device”
Australian-delivered Audi 8PA A3 Sportback vehicles powered by 2.0-litre diesel engines that were available for sale from 2008 to 2012 had software in the electronic control module (ECM) that could sense – via sensors measuring the position of the steering wheel, vehicle speed, the duration of the engine’s operation and barometric pressure – when the vehicle was undergoing emissions testing. The ECM would then run a ‘dyno calibration’ to produce lower nitrous oxide emissions during testing. At all other times, the ECM would run a separate ‘road calibration’ which reduced the effectiveness of the emission control system, specifically the selective catalytic reduction (SCR) or the lean NOx trap.
Based on testing conducted by the EPA and the California Air Resources Board (CARB), NOx emissions for the ‘road calibration’ were 10 to 40 times higher than US standards – this led the United States Environmental Protection Agency (EPA) to issue a notice of violation under the Clean Air Act. As a result, these vehicles did not meet the environmental standards claimed by Audi.
Audi 8PA A3 Sportback 2.0 TFSI: intake flap motor & manifold runner position sensor
In March 2008, Audi issued technical service bulletin 2016868/2 for 2005-07 Audi 8PA A3 Sportback 2.0 TFSI vehicles. In these vehicles,
- The Malfunction Indicator Light (MIL) may illuminate; and,
- One or more of the following Diagnostic Trouble Codes (DTCs) is stored in the Engine Control Module (ECM) data memory:
- DTC P0642: sensor voltage circuit A, low voltage;
- DTC P2004: intake manifold runner control bank 1, stuck open;
- DTC P2008: intake flap for airflow control, electrical malfunction;
- DTC P3137: intake manifold runner control circuit bank 1, basic settings not carried out; and,
- DTC P3138: intake flap for airflow control, control difference.
According to the service bulletin, this condition could be caused by:
- The ECM software; and/or,
- The intake flap motor V157 or Intake Manifold Runner Position Sensor G336 being inoperative (both are included in a single unit).
Updated ECM software was subsequently introduced, while the manufacturing process for the intake flap motor and intake manifold runner position sensor was improved.
Problems and faults: Audi 8PA A3 Sportback
- The air conditioning may work intermittently or stop entirely due to a leaking high-pressure sensor.
- After sitting overnight, the 2.0-litre engine may run rough, misfire and activate the ‘check engine’ light – this is because the hydraulic valve lash adjusters drain down and must all be replaced.
- A tapping noise from under the vehicle may be due to the fuel line contacting the underbody – this can be fixed by installing insulators.
- The lighting for switches may stay on due to a short circuit in a courtesy light.
- The master power window switch may work intermittently due to interference with the trim.
