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2.0L TFSI / TSI engine block guide

How to get the right connecting rods for every performance goal
by
Bartek Bartoszewicz
Tuning Professional
3 Comments

More power with the 2.0L TFSI (EA113)

Whether you have an Audi A3 8P or Golf 6R – here you’ll find out how to upgrade the block and con rods of a 2.0l TFSI engine for the different tuning stages. You’ll find out the precise size of the bores, con rods, and so on.

What’s more, we’ll show you exactly what components and part combinations fit your EA113 and what to look out for to get your engine to 500 hp and more.

What con-rods were installed in the 2.0L TFSI?

To start at the beginning: the trapezoid con-rod

Time and again, the con-rods were modified over the years. The piston pin diameter was constantly increased from 20 mm up to 23 mm. The upper con-rod eyes in the engine of the Golf MK7 had no bushing any longer; the piston pin was only coated with DLC. From the outset, all TFSI con-rods were so-called trapezoid con-rods. For this, the piston had a matching trapezoidal recess. This trapezoid makes it difficult simply to install reinforced con-rods, since most con-rod manufacturers do not offer any trapezoids.

It’s the combination: con-rods and pistons for more performance

This is why it is better to install a con-rod/piston combination right away if you want more performance. This also facilitates the lowering of the compression ratio via the piston and ensures that the con-rods match the piston perfectly. Another change came with the chain engine (EA 888 model series). A completely new engine concept was developed, and the width of the big end of the con-rod was reduced for reasons of weight. Fortunately, the dimensions of the con-rod bearings remained the same. In the newer 1.8 TSI engine, the displacement was reduced, namely by way of a different crankshaft with less stroke. The bore and the con-rod were fortunately not changed.

Overview of all con-rods installed in the 2.0L TFSI engine

We compiled an overview of the different con-rods in the 2.0L TFSI engine to make it easier for you to find your desired upgrade con-rod. The con-rods are still one of the weakest links in a turbo engine, since in series development they must not just be inexpensive but also reduced in weight so as to save fuel and thus emissions.

Just click on your engine code and you get directly to the right upgrade con-rods for your TFSI or TSI engine:


Engine CodePiston PinWidth of the big end of con-rodEngine Series
AXX 20 mm 25,00 mm (wide) EA113 (cam belt)
BGB 20 mm 25,00 mm (wide) EA113 (cam belt)
BPG 20 mm 25,00 mm (wide) EA113 (cam belt)
BPJ 20 mm 25,00 mm (wide) EA113 (cam belt)
BPY 20 mm 25,00 mm (wide) EA113 (cam belt)
BUL 20 mm 25,00 mm (wide) EA113 (cam belt)
BWA 20 mm 25,00 mm (wide) EA113 (cam belt)
BWE 20 mm 25,00 mm (wide) EA113 (cam belt)
BWT 20 mm 25,00 mm (wide) EA113 (cam belt)
BYK 20 mm 25,00 mm (wide) EA113 (cam belt)
BHZ 21 mm 25,00 mm (wide) EA113 (cam belt)
BYD 21 mm 25,00 mm (wide) EA113 (cam belt)
BZC 21 mm 25,00 mm (wide) EA113 (cam belt)
CDLA 21 mm 25,00 mm (wide) EA113 (cam belt)
CDLB 21 mm 25,00 mm (wide) EA113 (cam belt)
CDLC 21 mm 25,00 mm (wide) EA113 (cam belt)
CDLF 21 mm 25,00 mm (wide) EA113 (cam belt)
CDLG 21 mm 25,00 mm (wide) EA113 (cam belt)
CDMA 21 mm 25,00 mm (wide) EA113 (cam belt)
CDZA 21 mm 25,00 mm (wide) EA113 (cam belt)
CCTA (bis 2011) 21 mm 21,90 mm (narrow) EA888 (chain)
CCZA (bis 2011) 21 mm 21,90 mm (narrow) EA888 (chain)
CCZB (bis 2011) 21 mm 21,90 mm (narrow) EA888 (chain)
CBF (bis 2011) 21 mm 21,90 mm (narrow) EA888 (chain)
CAEB (bis 2011) 21 mm 21,90 mm (narrow) EA888 (chain)
CCTA (ab 2012) 23 mm 21,90 mm (narrow) EA888 (chain)
CCZA (ab 2012) 23 mm 21,90 mm (narrow) EA888 (chain)
CCZB (ab 2012) 23 mm 21,90 mm (narrow) EA888 (chain)
CBF (ab 2012) 23 mm 21,90 mm (narrow) EA888 (chain)
CAEB (ab 2012) 23 mm 21,90 mm (narrow) EA888 (chain)

Left: TFSI con-rod with a narrow big end. Right: one with a wide big end.

All information is subject to change without notice. All rights reserved.

Tuning structure of a 2.0L TFSI engine block

The 2.0L TFSI engine (EA113) has a cam belt turbocharger and direct injection. The following vehicles are equipped with this engine:

  • VW Golf MK5 GTI
  • VW Golf MK6R
  • Audi A3 8P
  • Audi TT 8J
  • Audi A4 B7

The purpose of this description is to show you the right tuning parts for different performance goals.

The engine block of the 2.0L TFSI

The part number of the 2.0L TFSI blocks always starts with 06F. The engine code is located on the flat surface toward the cylinder head and to the right next to the knock sensor.

The engine codes are:

AXX, BGB, BPG, BPJ, BPY, BUL, BWA, BWE, BWT, BYK, BHZ, BYD, BZC, CDLA, CDLB, CDLC, CDLF, CDLG, CDLMA and CDZA.

Main bearing/bearing shells of the 2L TFSI

The VAG 4-cylinder engines of the 06F block have five bearing supports with thrust washers. Most bearing supports are made of cast iron. From 500 PS and up, the original supports should be upgraded to IE billet steel. For this, the bearing line of the crankshaft must be newly honed.

The crankshaft in the 2.0L TFSI

All 2.0L TFSI engines have a stroke of 92.8 mm. The cogged belt pulley is fastened with a large bolt (crankshaft bolt). On this crankshaft sprocket, the crankshaft damper is fitted with a 6-hole connection. A sensor wheel is sitting on the crankshaft that is used for positioning the crankshaft. It is very important not to bend this wheel. If it is removed for some reason, it must be replaced completely (one-time use).

(Most crankshafts are replaceable, with the exception of the Audi A4 B7 Quattro with automatic transmission.)

2.0L TFSI con-rods

All 2.0L TFSI connecting rods have a length (bore center to bore center) of 144mm and a bearing width of 24.90mm. Only the piston pin diameters differ between engine codes from 20mm to 23mm. The most common size for standard engines is 20mm (e.g. VW Golf 5 GTI). The BHZ (S3) and CDL engine already have slightly stronger connecting rods compared to their predecessors. Nevertheless, the connecting rods always remain the "weakest link in the chain" and must be replaced with upgrade connecting rods as a first measure.

2.0L TFSI pistons

Most pistons are forged; still, they are not as robust as tuning forged pistons. The original bore size is 82.5 mm. The compression ratio varies from 9.5:1 to 10.0:1, depending on the engine code. Our innovative compression ratio calculator allows you to filter for your engine code, and the compression ratio is automatically displayed.

2.0L TFSI upgrade to 350+ PS

It is generally known that the con-rods are a weak point in the engine. With this performance update, you should replace the con-rods. Although it is possible to drive with performances of over 350 PS, the original con-rod might rupture – it depends on the engine and the software tuning. Then the result is a hole in the block, and the engine cannot be saved. Before you take the risk of severe engine damage, you better replace the original con-rods by reinforced ones.

There are two plug & play con-rods available for use with standard pistons. With high mileage, we recommend the use of drilled con-rods (riffle drilled) in order to supply the piston pin with oil during a long service life. Original pistons always require trapezoid con-rods (trapezoidal design on the small con-rod eye):


For this performance, it is not imperative to replace the pistons. Assuming, of course, that there is no damage whatsoever and that the cylinder walls are in good condition.

An important fact is, however, that many bolts are stretch bolts that can be used only once. Once they have been removed, they must be replaced. ARP studs and bolts, by contrast, can be reused any number of times and offer more safety in terms of higher loads and internal cylinder pressures.

You’ll find the matching ARP studs and bolts for your upgrade here:

2.0L TFSI upgrade to 400+ PS

In order to ensure a reliable operation in this performance class, there is an urgent need to upgrade the con-rods and pistons. Most pistons use a 20 mm piston pin in connection with 144 x 20 mm con-rods.

In addition, the crankshaft bolt should be replaced with an ARP bolt in order to prevent awful engine damage.

We strongly recommend replacing the main and con-rod bearings. The benefit of the tri-metal composition is that it withstands high loads on the bearings.

You’ll find the matching parts for your upgrade here:

Available con-rods:

Or you buy our pistons + con-rods + bearings combo kits right away:

2.0L TFSI upgrade to 500+ PS

For the last upgrade stage of your 2.0L TFSI engine, you also need modified main bearing supports. The original main bearing supports are cast and have an increased engine movement compared to the upgrade IE billet supports made of high-strength alloy steel. In addition, they reduce the wear on the main bearings. If you want to play it safe, you should install our main bearing girdle.

Important: The products from the previous upgrade are still required.

You’ll find the matching articles for your upgrade here:

Do you have more questions, want more information?

Find out more on our 2L TFSI test & tune page. And we are glad to answer all your questions. Please contact us!

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Comments
Mike
15.03.2024, 19:15 Uhr
Where do you find the information if your CAEB motor is CAEB (bis 2011) versus CAEB (ab 2012). I am trying to figure out which wrist pin diameter I need. Thanks!
barry bates
28.02.2023, 13:28 Uhr
Hi None of your links work to the parts needed?
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Mario
04.04.2024, 12:03 Uhr
Hi Barry, we always try to keep all links up to date. However, as there are always changes to the product range, it can happen that some links are not correct. These error links are analyzed and adjusted at irregular intervals. If there is no longer a suitable product, the link will be removed completely.
Bartek Bartoszewicz
Tuning Professional
His first car was a Polo Mk1 with a 40 Weber twin carburetor and 129 PS (95 kW). His second was an Audi 50. Today Bartek tunes Lamborghinis to 1000 PS (735 kW). Even as a young boy, Bartek disassembled vehicles and put everything back together better. He wrote his high school diploma with oil on his fingers. The trained automotive mechanic with a focus on engines and gearboxes was determined to go into motorsports. In his 10 years in Formal 1, he supervised 73 races, including as engine mechanic for Ralf Schumacher at Toyota. Since 2010, he has dedicated himself fully to his company BAR-TEK® and helps his customers to bring VW and Audi engines to peak performance.
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