P0087 on Audi: How to Diagnose & Fix

The Audi TTS Mk2 (2009-2015) with the EA113-based 2.0 TFSI (engine code CDMA) 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 EA113 2.0 TFSI engines. The TTS's higher boost pressure increases fuel pump cycling, accelerating follower wear. This follower design is specific to the belt-driven EA113 2.0 TFSI; it is not used on the chain-driven EA888 engines.

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. Audi publishes no inspection interval and states that this condition does not cause stalling.

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, stalling, rough idle, and reduced power, typically with low fuel-rail pressure codes.

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 check-engine light or drive-system warning comes on, or the engine does not start. The engine module stores either no fault, or fuel-pressure sensor implausible signal (P019100) or rail pressure too low (P008700) or too high (P008800) with specific symptom codes. If Audi's Guided Fault Finding gives no result for these codes, the bulletin has the dealer add the intermediate-shaft speed sensor (G265) test. Applies to: 2017–2020 and 2022–2023 Audi RS 3 with the 2.5 TFSI five-cylinder (all VINs), per bulletin 2067757/3 (July 31, 2023).

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.

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 2011-2012 Q7 along with the S4, S5, A6 and A7 (and the 2012 VW Touareg Hybrid) under Safety Recall 24AP (NHTSA campaign 15V019), covering 26,008 US vehicles.

A fuel rail defect affects the second-generation (4M) Q7. Variation in the supplier's welding process left porous or incomplete welds in the left and right fuel rails of the supercharged 3.0 TFSI (EA837 evo), which can seep or leak fuel under high rail pressure. Audi recalled roughly 74,881 US vehicles across several models (the recall population spans 2016-2018 Q7, A6 and A7 and 2015-2018 A8) under Safety Recall 24DP (NHTSA 19V035), with owner notification beginning February 2019. This page covers the 2017-2018 second-generation Q7.

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 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.