Engine differences between CCBA (2010-12) and CTUB ( 2013 - >)??

[MerkurRS]

What are the differences between the 3.0T engine code CCBA used in the 2010-12 S4/S5 and the newer CTUB used in the 2013-16 cars?

I need to find a replacement engine (and DSG trans) with low mileage for my 2012 S4. I would like to find a salvage car with less than 40,000 miles (or so?) but most of these are newer cars, not 2012 or prior.

BTW, the trans code for a 2012 DSG is NGY and the later 2013-on trans code is PWW....again, what are the differences??

Has anyone swapped newer units despite the different codes?

Thanks in advance

[Smac770]

CAKA/CCBA was replaced by CGWC/CGXC at the facelift. CGWC/CGXC had stop/start support, though the US market never had B8 stop/start enabled vehicles. When CGWC was replaced by CREC to meet EU6, CGXC rolled to CTUB. While CREC had many changes, the only one of them to make it into CTUB seems to be the updated PCV design. Would you be able to operate a CTUB engine on a CCBA ECM? No idea. The remaining physicals seem to be the same enough.

As for the DSG transmission generations, there's threads on that subject already.

[maksym]

I think the early engines had a problem with piston rings, resulting in excessive oil consumption that had ti be fixed according to a TSB. This was fixed by 8.5.


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[Smac770]

The 3.0T had a PCV change to attempt addressing oil consumption, increasing the crankcase vacuum. Never heard of the issue going to the point of needing new pistons/rings. This change is different than the PCV overhaul I'm talking about with the EA837 evo (CRE), which was also implemented on the CTU (which did not get the other evo changes like MPI and the magnetic clutch on the compressor).

On the 2.0T, they tried that same vacuum increase (PCV white cap, oil consumption stage 1), but it generally failed to address the issue. Needing new pistons/rings on the 2.0T was widespread. The issue was not 100% concluded even in B8.5 units.

If needing new pistons/rings was also a widespread thing on the CCBA, that sucks.

[fastboatster]

one thing I saw myself is that b8.5s have an "upgraded" smaller oil pump while b8s use bigger oil pump from 3.2fsi engine. Both are variable mode oil pumps which switch between "high" and "low" oil pressure at some rpms. b8s have somewhat higher "low" pressure along with higher redline. Different head bolts and camshafts - b8s usually have special cutouts on the camshafts to allow head bolt removal without removing the camshafts and cam girdles. Cam shaft adjusters are slightly different, probably non-functional difference though but do need different tools to hold them when unbolting from the camshafts. Slightly different crankcase pressures (different PCVs as mentioned). What else - I think b8.5 alternators are held by studs, not bolts, but that doesn't change any function or part compatibility.
As for the dsgs, lots of gen2 parts are actually the updates for the gen1 like the front clutch cover plate, the clutch itself and oil pump. B8.5 dsg has a larger gear ratio spread, I think it's like 7 or something like that. of course, the software is different, probably so it doesn't kill itself while it's still young.