From my experience, not only is the CR engine exponentially more complex than the PD, it has had far more issues.... mainly because it has more pieces to become issues. I've already replaced more turbochargers on CRs in the last couple years than I have on PDs ever not counting those that failed on BHWs because the chain was allowed to break. Countless exhaust throttles (PDs don't even have those) and we're already seeing intake changeover motors (PDs don't have those, either) failing, which is part of the $400 intake manifold. EGR filters (PDs don't have those) 2 EGR systems (PDs have one, and it's simpler) then the already weak cooling fans are now being asked to work much harder so now we are already seeing THOSE failing on CRs.
Now for the most part, I still like the engine. I like the way they perform, I like how clean they are, but they are also a sizeable liability and so far from what I have seen they just are not aging as well as the previous generations of engines did. So when I hear people whine about how their BRM camshaft died after 150k miles of using the wrong oil I think "Geez, would you rather replace this CBEA engine's $1600 turbocharger at 100k miles that has actually had the correct oil all its life instead?"
I know the HPFP seems to get a lot of attention, but there are plenty of other things to break on the CR engines, too. I think in the future, looking back and comparing engines, we will find the older the TDI the longer the engine was able to go with the least amount of fuss.