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2.0 TFSI / TSI engine block guide
How to get the right connecting rods for every performance goal
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 2.0 TFSI EA113 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.
CONTENT
- 1. To start at the beginning: the trapezoid con-rod
- 2. It’s the combination: con-rods and pistons for more performance
- 3. Overview of all con-rods installed in the 2.0L TFSI engine
- 4. Tuning structure of a 2.0L TFSI engine block
- 5. 2.0L TFSI upgrade to 350+ PS
- 6. 2.0L TFSI upgrade to 400+ PS
- 7. 2.0L TFSI upgrade to 500+ PS
- 8. Do you have more questions, want more information?
What con-rods were installed in the 2.0L TFSI?
Right from the start: The trapezoid on the connecting 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.
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 Code | Piston Pin | Width of the big end of con-rod | Engine 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.
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
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.
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.
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.
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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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?
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.