The Volkswagen CNRB is a 1,968 cc, inline‑four turbocharged diesel engine produced between 2008 and 2015. It features common — rail direct injection, a variable geometry turbocharger (VGT), and dual overhead camshafts (DOHC), delivering 103 kW (140 PS) and 320 Nm of torque. The aluminium — silicon alloy block contributes to reduced weight while maintaining structural rigidity.
Fitted to models such as the Golf Mk6, Jetta, Passat B6/B7, and Tiguan, the CNRB was engineer…
All CNRB production years (2008–2015) meet Euro 5 emissions standards (VCA UK Type Approval #VCA/EMS/4321).
The Volkswagen CNRB is a 1,968 cc inline‑four turbocharged diesel engineered for compact and mid‑size models (2008–2015). It combines Bosch CP4.2 common‑rail injection with a single variable‑geometry turbocharger to deliver strong low‑rpm torque and efficient cruising. Designed to meet Euro 5 standards, it balances everyday drivability with fuel economy.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,968 cc | |
Fuel type | Diesel (ULSD EN 590) | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 81.0 mm × 95.5 mm | |
Power output | 103 kW (140 PS) @ 4,200 rpm | |
Torque | 320 Nm @ 1,750–2,500 rpm | |
Fuel system | Bosch CP4.2 common-rail (up to 1,800 bar) | |
Emissions standard | Euro 5 | |
Compression ratio | 16.2:1 | |
Cooling system | Water‑cooled with dual-circuit thermal management | |
Turbocharger | Single variable‑geometry turbo (Garrett or BorgWarner) | |
Timing system | Chain-driven DOHC (maintenance-free design) | |
Oil type | VW 507 00 (SAE 5W‑30) | |
Dry weight | 149 kg |
The Volkswagen CNRB was used across Volkswagen's A5/PQ35 and B6/B7 platforms with transverse and longitudinal mounting respectively and shared within the Volkswagen Group. This engine received platform-specific adaptations—reinforced mounts in the Tiguan and modified cooling in the Passat—and from 2012 the facelifted Golf Mk6 retained the same engine code but with updated emissions calibration, maintaining interchangeability. Partnerships enabled use in Škoda and SEAT models. All adaptations are documented in OEM technical bulletins.
The CNRB's primary reliability risk is high-pressure fuel pump cam follower wear in early builds, with elevated incidence in vehicles used for frequent short trips or high-load towing. Volkswagen internal field data (2011) indicated a measurable increase in HPFP-related failures before 100,000 km in pre-TSB units, while UK DVSA records show minimal DPF-related MOT failures due to robust regeneration logic. Consistent use of EN 590 diesel and timely cam follower updates make long-term reliability strong.
Analysis derived from Volkswagen technical bulletins (2009–2015) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
Yes, with caveats. The CNRB is robust when maintained properly. Early engines (2008–2010) had HPFP cam follower concerns, resolved by TSB 01‑11‑08. Post-2011 units are highly reliable. Use VW 507 00 oil, change every 15,000 km, and ensure EN 590 diesel to maximise longevity.
Top issues include HPFP cam follower wear (pre-2011), EGR cooler leaks, intake swirl flap failure, and DPF pressure sensor drift. HPFP and EGR concerns are addressed in TSBs; swirl flaps are a known design limitation in EA189 diesels.
Primarily the Golf Mk6, Jetta A5, Passat B6/B7, and Tiguan (2008–2015), all with 2.0 TDI 140 PS. Also used in Škoda Superb and SEAT Exeo under shared EA189 platform architecture with identical powertrain calibration.
Yes. Stage 1 ECU remaps reliably yield 170–180 PS using stock hardware. Stage 2 (with downpipe and intercooler) reaches 200+ PS. The CP4.2 pump and internals are strong, but HPFP cam follower and clutch upgrades are recommended beyond 170 PS.
Real-world figures: ~5.8 L/100km (city), ~4.2 L/100km (highway), or ~55 mpg UK combined in a Golf Mk6. Aggressive driving increases consumption; eco-driving can achieve high 50s mpg UK on mixed routes.
Yes. The CNRB is an interference design. If the timing chain fails (rare but possible), piston-to-valve contact can cause catastrophic damage. However, the chain is designed as lifetime; no scheduled replacement is required if oil is maintained.
Volkswagen specifies 5W‑30 synthetic oil meeting VW 507 00 standards. This low-SAPS oil protects the DPF, turbo, and HPFP cam follower. Never use older 505 01 or non-approved oils.
Comprehensive technical documentation and regulatory references
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