Turbo 3.0 TDI

The VAG Group's 3.0 TDI has gone through several generations of turbos: from the ASB and BKS codes to the DHXA and DPXA, the manufacturer's reference has changed significantly.

The earliest versions of the 3.0 TDI — carrying codes such as ASB, BKN, BKS, BMK or BNG — were already fitted to the Audi A6, Audi A8 and Audi Q7 in 211 hp and 233 hp variants. Subsequent generations introduced entirely new code families: CAPA, CCWA, CCWB, CDYA for the quattro 211–240 hp variants; CASA, CCMA, CJGA, CNRB, CLZB, CRCA for the 204–245 hp versions found notably on the Audi A6 and A4. Then came the CRT codes (CRTC, CRTD, CRTE), covering outputs from 218 to 272 hp and widely shared across the Audi A6, A7, Q5 and Q7. The most recent variants, DHXA and DPXA, correspond to the 286 hp Mild Hybrid 50 TDI versions fitted to the Audi Q8 and other models in the range.

Why the same power output can point to different references

The 3.0 TDI covered here spans outputs from 204 to 286 hp, but power output alone is not enough to identify the correct turbo. The same 211 hp figure can correspond to different engine codes depending on the vehicle — Audi A4, A5, A6, A7, Q5 or Q7 — and each code points to a specific manufacturer's reference. Certain codes such as CRTD or BNG appear across several different engine variants in the catalogue, which illustrates that the same reference can cover multiple power outputs and multiple models: identifying the correct part from power output alone is therefore unreliable. The engine code, stamped on the block, remains the essential starting point.

Common failure causes and symptoms to watch for on this engine

On a diesel V6 of this capacity used in four-wheel-drive applications — Audi Q7, Q8, Touareg, Amarok — thermal stresses are high. The most frequent failures involve bearing lubrication (degraded oil or a clogged circuit), turbo seal integrity (blue smoke from the exhaust) and variable-geometry actuators (gradual power loss, limp-home mode). A build-up of deposits in the EGR circuit or the DPF can cause crankcase pressure to rise and accelerate shaft seal wear. A sharp whistling noise at mid-range revs often indicates an air leak upstream of the compressor. Addressing the root cause before replacing the turbo is essential: a new turbo fitted to a contaminated oil circuit or a leaking intake will not last. All turbos listed on this page are new units, sold as a straightforward purchase (no exchange).