2017 Volkswagen CC Problems: 7 Known Issues

On the 2009-2017 Volkswagen CC 2.0T EA888 Gen 1 (CCTA/CBFA), the EA888 2.0T (TSI) engine in the CC is widely reported to consume excessive engine oil, often a quart every 1,000-2,000 miles, with no visible external leaks. The root cause is attributed to piston rings with insufficient tension that fail to scrape oil from the cylinder walls, allowing oil to pass into the combustion chamber where it burns off. This drives carbon buildup, can foul spark plugs, and increases crankcase pressure that stresses seals and the PCV system. A U.S. class action lawsuit makes the same piston-ring allegation against later (2018-on) VW/Audi EA888 2.0T models, though the CC is not among the vehicles named in that suit. Many owners discover the problem only after a low-oil warning or an oil-starvation-related failure.

On the 2009-2017 Volkswagen CC 2.0 TSI EA888, the EA888's PCV (the integrated crankcase oil separator / pressure-regulating valve) develops a torn rubber diaphragm or stuck check valve. A torn diaphragm passes full intake-manifold vacuum to the crankcase, creating a large vacuum leak. Symptoms include rough/high idle, lean codes, whistling or hissing, oil leaks, and increased oil consumption. Severe cases can pull the rear main crankshaft seal off its mounting plate, turning a cheap part into an expensive repair.

On the 2009-2017 Volkswagen CC EA888, the CC shares the EA888 engine's plastic water pump and thermostat housing failure common to the VW/Audi 2.0T platform. The plastic housing cracks from thermal cycling, causing coolant leaks that can lead to engine overheating. The failure is gradual, starting with weeping that becomes a full leak. The CC's engine bay heat retention (due to the coupe-like design) can accelerate the plastic degradation.

On the 2009-2017 Volkswagen CC 2.0T, the VW CC with the 6-speed DSG (DQ250) dual-clutch transmission experiences mechatronic unit failures, clutch shudder, and harsh shifting. The CC's heavier weight compared to the Golf/Jetta puts additional stress on the DSG. Common failures include the mechatronic valve body developing internal leaks and the clutch packs wearing prematurely. The issue is most prevalent in 2.0T models.

On the 2009-2017 Volkswagen CC, the steering-column clock spring (the coiled ribbon cable maintaining electrical contact to the driver airbag, horn and steering-wheel buttons as the wheel turns) is a documented failure on the CC. A torn or worn clock spring illuminates the airbag/SRS warning light, can disable the horn and steering-wheel radio/cruise controls, and may produce clicking or grinding noises. The fault can also sever the connection to the driver's airbag, so it is a genuine safety concern. NHTSA opened investigations into clock-spring failures on the 2012 Passat/CC and into the adequacy of VW's repairs, with the population growing to over a million vehicles; several VW recall campaigns address it.

On the 2009-2017 Volkswagen CC, cC owners (especially on European/German forums) frequently report water collecting in the footwells when sunroof, plenum or door-seal drains clog or door seals fail. The comfort control module and central-locking/electronics modules are located low in the footwell area where they can become partially submerged, causing electrical faults (central locking, windows, lighting, warning messages). A related complaint is rust forming under the rear door-seal rubbers, sometimes started by sharp seal-clip edges damaging the paint during assembly.

On the 2009-2017 Volkswagen CC, the CC's multi-link rear suspension develops clunking, knocking and rattling from worn control-arm bushings and links, commonly reported from around 60,000-100,000 miles. German owners report rattling at the rear axle, loose-feeling rear calipers and worn upper strut mounts. As bushings deteriorate, owners hear knocks over bumps and during cornering, may feel vibration through the chassis, and can develop uneven tire wear and vague handling.