P0087 on Audi

NHTSA campaign 11V490 covers 2010-2012 Audi A3 vehicles equipped with the 2.0L TDI common-rail diesel engine. Under specific load and RPM conditions, injection pulses can resonate with injector line number 2, adding stress that may create small cracks and fuel leakage. Fuel near an ignition source can cause a fire. The campaign does not establish universal injector, wiring-harness or fuel-rail failure.

Audi TSB 2013147/12 applies to 2005-2006 A4 vehicles with the BPG engine and 2007 A4 vehicles with the BWT engine when the MIL is on and P2293 is stored; P0087 or P1093 may accompany it. Audi’s procedure checks fuel pressure and wear at the cam follower, intake camshaft lobe and high-pressure fuel pump. The documents do not publish a universal inspection interval and state the covered condition does not cause stalling.

The B8/B8.5 A5 with the 2.0 TFSI engine (2008-2016) suffers from premature timing chain tensioner failure, identical to the A4 and A6. The tensioners wear out between 60,000-120,000 miles, causing the timing chain to stretch and rattle. A loud rattling noise on cold start from the front of the engine is the classic warning sign. If ignored, the timing chain can jump timing or break, causing catastrophic valve-to-piston contact and destroying the engine. Early B8 models (2008-2012) are more prone to failure than later B8.5 models (2013-2016). A5OC forum members report many failures under 100,000 miles, with some owners experiencing complete engine destruction. The repair requires removing the front of the engine and costs $2,000-$5,000. Some owners report oil consumption issues leading to accelerated tensioner wear.

Manufacturing tolerance variation in the fuel rails of the supercharged 3.0 TFSI, combined with normal driveline vibration during dynamic driving, allows the high-pressure fuel injection system to develop leaks at the rail and injector seals. Leaking gasoline in the engine bay near hot components is a fire risk. Audi recalled the Q7 along with the S4, S5, A6 and A7 under Safety Recall 24AP (NHTSA campaign 15V019) covering more than 170,000 US vehicles.

A separate, later fuel rail defect affects the second-generation Q7. Variation in the supplier's welding process left porous or incomplete welds in the left and right fuel rails of the 3.0 TFSI EA839, which can seep or leak fuel under high rail pressure. Audi recalled roughly 74,881 US vehicles - 2016-2018 Q7, A6 and A7 and 2015-2018 A8 - under Safety Recall 24DP (NHTSA 19V035), with owner notification beginning February 2019.

The FSI direct-injection injectors shared across the VAG family (Audi/VW/Porsche) are a documented R8 failure point. Injectors can stick open or closed; a stuck-open injector dumps raw fuel into the cylinder and can wash down the bore, while a stuck-closed injector starves the cylinder. One well-known r8talk case had 6 of 8 injectors fail on a 2008 V8 at only 14,000 miles. Symptoms overlap with coil failure (misfires), so proper diagnosis is important, and carbon buildup on the injector tips is a contributing factor.

The R8's direct-injection fuel system depends on an in-tank low-pressure lift pump feeding the engine-mounted high-pressure pumps (two HPFPs on the 5.2 V10). The in-tank pump, shared with the Lamborghini Gallardo/Huracan on V10 cars, wears and loses delivery volume, producing a high-pitched whine from the tank area behind the seats, long cranking, hesitation under load and eventual stalling. Owners on R8Talk and the UK Audi Owners Club have documented the failure on both generations. Because the tank sits in the middle of the car, replacement requires extensive interior disassembly.

Audi TSB 2067757/3 applies to specified 2017-2020 and 2022-2023 RS3 vehicles when the MIL or drive-system warning is shown, or the engine does not start, with either no stored DTC or P019100 with symptom 5652 or 5653, P008700 with symptom 2838, or P008800 with symptom 2837 or 17897. The bulletin provides an ODIS diagnostic-routing correction involving intermediate-shaft speed sensor G265; it does not establish universal high-pressure-fuel-pump failure, increased failure from tuning, or a failed pump from fuel-pressure symptoms alone.

The EA888 high-pressure fuel pump in the S3 can fail, causing long cranks, stalling, and fuel pressure faults. Early 2015-2017 models were most affected before an updated pump revision.

The 4.2 FSI V8 runs two camshaft-driven high-pressure fuel pumps. The N276 fuel metering/pressure regulator solenoid integrated into the pump is a documented failure point, and the solenoid is not sold separately, so a failure condemns the whole pump. Separately, the steel cam follower (tappet) that rides between the camshaft lobe and the pump plunger wears through; if it is not replaced with the pump, it can destroy the new pump and score the camshaft lobe. Owners see fuel-pressure DTCs and hard starting or stalling. This is distinct from the electric in-tank low-pressure pump.

The 4.0T TFSI V8 in the S7 uses two cam-driven high-pressure fuel pumps (one per bank). A failing HPFP cannot maintain rail pressure, producing long cranking, no-start (especially when warm or cold), stalling, rough idle, and reduced power, typically with low fuel-rail pressure codes. German S7 owners report the Hochdruckpumpe as a replacement item alongside the PCV/oil separator. The cam follower that rides the pump tappet should always be replaced with the pump to avoid damaging the new pump and camshaft.

The Audi TTS Mk2 (2009-2015) with the EA888 2.0 TFSI uses a high-pressure fuel pump (HPFP) driven directly by a dedicated lobe on the intake camshaft, with a cam follower (tappet) as the intermediary. The cam follower wears through its hardened surface over 30,000-50,000 miles, eventually allowing metal-to-metal contact between the HPFP and camshaft lobe. Once the camshaft lobe is worn, no amount of new cam followers will fix the issue—only a new camshaft ($2,000-$4,000) will restore fuel pump operation. If caught early, the cam follower is a $30 part that takes 30-60 minutes to replace. TTForum.co.uk and Audizine document this as a critical inspection item for all FSI/TFSI engines. The TTS's higher boost pressure increases fuel pump cycling, accelerating follower wear. This issue was largely resolved in Gen 3 EA888 engines (2015+) with a roller follower design.