The Definitive Guide to building your VW 2.0T FSI Bottom End

Integrated Engineering’s complete guide to avoiding engine block failure in your MK6 Golf R and MK5 GTI

fsiengineguide

This engine is commonly referred to as the 2.0T FSI, TSI, and TFSI (EA113). The most important differentiating factor is that this engine is direct injected, has a timing belt, and not timing chains. Newer versions of the 2.0T (MK6 GTI, MK7 GTI, for example) have timing chains.

Popular Volkswagen and Audi models that have the 2.0T FSI engine are as follows:  

  • Volkswagen MK5 GTI/GLI
  • Volkswagen MK6 Golf R
  • Passat 2006-2010 (B6)
  • EOS 2006-2015 (1F7)
  • Audi A4 2005-2008 (B7)
  • Audi TT & TTS (MK2 - 8J)
  • Audi A3 (MK2 - 8P)
  • Audi S3 2006 - 2013 (MK2-8P)
  • Audi A6 2005-2011 (C6)
  • Audi A6 Allroad 2005-2011 (C6)

The purpose of this in-depth article is to educate you on the 2.0T FSI bottom end in stock form, how to upgrade it correctly to meet your performance goals, and what to show you what IE has to offer for your build. If you have any further questions please feel free to contact us or leave a comment below.

Engine Block

 The most common part number prefix denoting the correct block is 06F. Most 2.0T blocks are interchangeable. However, there may be slight differences between blocks such as the thermostat housings. As a rule of thumb, the best way to ensure a hassle free build is to start with the same block code that your car originally came with.

Main Caps & Bearings

Like most VAG 4 cylinder engines, the 06F block uses 5 two-bolt main caps. There are 4 outer main caps and one center main cap that contains the crankshaft thrust bearings (also called thrust washers). Most stock main caps are cast iron and can be upgraded to IE’s billet steel main caps as power output increases (more on this upgrade later).

IE stock main bolt & thrust bearing part numbers:

Crankshaft

  • All 2.0T FSI stock cranks have a stroke of 92.8mm and are all forged.

  • The timing belt drive gear is attached with one large bolt (crank bolt) and crankshaft damper is attached to it with a 6 bolt interface.

  • Also on the crankshaft is the trigger wheel which is used in part with the crank position sensor to determine engine RPM. It is very important that the trigger wheel does not get bent, as that will affect the engine RPM pickup. If the trigger wheel is removed for any reason, it must be replaced (one-time use). The bolts that fasten the trigger wheel to the crankshaft are also one-time use.

  • Most 2.0T FSI crankshafts are interchangeable except for B7 Audi A4 Quattro with automatic transmission.

Connecting Rods

  • All 2.0T FSI connecting rods measure 144mm on the center-to-center dimension (length) and have a big-end journal width of 24.90mm. The journal width dimension is important because newer timing chain driven engines (2.0T TSI GEN 2/3) are narrower in this respect.
  • Wrist pin diameters vary between engine codes and vary from 20mm to 23mm, depending on specific model. The most common wrist pin size for standard 2.0T FSI engines (MK5 GTI, for example) is 20mm.

Pistons

  • Most 2.0T FSI pistons are forged but are still not as robust as aftermarket forged pistons.
  • The stock bore size of 2.0T FSI pistons are 82.5mm.
  • Most pistons employ a 20mm wrist pin, except for higher output models which have 21mm or larger.
  • The stock compression ratio varies from 9.5:1 to over 10.0 depending on engine code.

FSIsection2.png

This section will be separated by different horsepower levels. Our goal is point you in the right direction to make your build a success.

 350+ HP/TQ Connecting Rod & Piston Upgrades

At this power level we recommend upgrading the connecting rods at a minimum. You can often maintain the stock pistons as long as the piston skirts and cylinder walls are in good shape. In high mileage blocks it may be a good idea to use over-sized pistons so the piston-to-wall clearances can be set correctly. However, replacing pistons and performing the required machine work can become expensive quickly.

It is certainly possible to surpass the 350 HP/TQ level on stock rods and pistons, but if longevity and reliability is of high importance to you, we do not recommend it for long period of time.

It is common knowledge that 2.0T FSI connecting rods are a weak point of this engine. That isn’t to say that they were designed poorly but very often cannot handle the added stresses introduced by larger turbos and aggressive ECU tunes.

Two main reasons for connecting rod failure:

  • A very narrow beam design that leads to bent rods under high torque loads

  • Stock rods have an inferior metal composition. They are typically made from sintered iron compared to far superior forged steel aftermarket rods.

There are two available “drop-in” connecting rod options for use with stock pistons on 2.0T standard output engines:

  • Standard blocks will typically require 144x20mm connecting rods that have a tapered wrist pin. For high mileage applications, we recommend using rifle drilled connecting rods which promote wrist pin longevity. IE part numbers: IERHVC1, IERHVC1-RD

 

*NOTE - For special edition or high output engine models (models exceeding the 200HP & 207 lb-tq) you will commonly have to upgrade rods and pistons together as drop-in rods are not available for wrist pins larger than 20mm.

Connecting Rod Rifle Drilling

Rifle drilling is an oiling hole that travels the length of the connecting rod beam from the big end (crankshaft journal) to the small end (piston wrist pin) of the connecting rod. Additional pin oiling has been shown to greatly extend bushing life on daily driven or high mileage applications.

350+ HP/TQ Engine Hardware

VW FSI ARP Rod

At these power levels the stock hardware, such as main bolts and head bolts, are adequate.

One important fact that builders often overlook however is that many stock bolts are stretch bolts and can only be used once. In other words, once the bolts are removed from the engine, they must be replaced with new/unused units.

*Note - there are also several ARP performance engine hardware options available that are stronger and reusable. See the next power section for more details.

Common OE bottom end hardware that are one-time use and must be replaced are:

  • Flywheel bolts (6) OEM PN: N90665001

  • Crank damper bolt (1) OEM PN: WHT005322

  • Crank damper pulley to timing gear bolts (6) OEM PN: N91143901

400ug.png

400-500HP/TQ Connecting Rod Upgrades

FSItuscanbuiltrods.jpg

To ensure reliable operation at power levels exceeding 400HP we strongly recommend upgrading to Integrated Engineering connecting rods and aftermarket pistons. Most aftermarket 2.0T FSI pistons utilize a non-tapered 20mm wrist pin 144x20mm connecting rod.

 Available IE Connecting Rod Options:
  • H-beam 144x20 - Proven strong and reliable IE PN: IERHVA1

  • H-beam 144x20 rifle drilled - strong and reliable with added wrist pin longevity from rifle drilling IE PN: IERHVA1-RD

  • Tuscan I-beam 144x20 - Our highest quality connecting rod, strong and reliable, superior strength to weight ratio, included rifle drilling for added wrist pin longevity IE PN: IERTVA1

400-500HP/TQ Piston Upgrades

  • Mahle pistons - The best option for street builds and daily drivers, quiet piston operation, tight piston-to-wall clearances due to low expansion alloy.

  • JE pistons - a great option for street or track use, uses a tough 2618 alloy piston forging, a huge amount of bore sizes and compression ratios are available. AVAILABLE HERE

400-500HP/TQ Crankshaft/Timing Gear Interface

The 2.0T FSI timing interface is a great improvement over prior generation 4 cylinder engines. The most common failure point still remains as the timing gear located on the snout of the crankshaft. If the stock gear fails, your engine will lose timing leading to an expensive repair. To rectify this problem, we have developed a far stronger replacement gear and also an ARP crank bolt that increases the amount of force securing the gear in place.

  • IE 06F 6 bolt billet press-fit timing gear IE PN: IEBEVC8

  • IE/ARP crank bolt (This bolt is also reusable and does not need to be replaced) IE PN: ARP-06A-01

400-500HP/TQ Engine Bearings

We highly recommend using  performance main bearing and rod bearing as power levels increase. The main advantage of performance bearings is due to a tri-metal composition they are able to withstand added bearing loads and are better suited to withstand crankshaft flex.

400-500HP/TQ Engine Hardware

At this power level, the stock hardware is typically sufficient as long as it is never reused. If you plan on pushing the car further in the future you may want to consider to upgrading to ARP engine hardware. As an added bonus, ARP hardware is reusable and does not need to be replaced if removed.

Also, be sure to check out our complete ARP hardware kits for 2.0T FSI engines. AVAILABLE HERE

400-500HP/TQ Main Cap Upgrades

The stock main caps are often cast and lack the rigidity required for a reliable high powered build. As an upgrade we offer billet steel main caps that are far more rigid and will help to reduce main bearing wear. These are certainly not requirement at this power level, but may come in handy if you decide to push the engine farther in the future. Be sure to check that your machine shop can align bore and hone mains before ordering. Main cap machine work can also be very expensive.

500ug.png

500+ HP/TQ Connecting Rod Upgrades

 Available IE Connecting Rod Options:
  • H-beam 144x20 - Proven strong and reliable IE PN: IERHVA1

  • H-beam 144x20 rifle drilled - strong and reliable with added wrist pin longevity from rifle drilling IE PN: IERHVA1-RD

  • Tuscan I-beam 144x20 - Our highest quality connecting rod, strong and reliable, superior strength to weight ratio, included rifle drilling for added wrist pin longevity IE PN: IERTVA1

500+ HP/TQ Piston Upgrades

  • Mahle Pistons - recommended pistons for 500HP, however there are not many bore or compression ratio options.

  • JE Pistons - a great option for street and track use, manufactured from tough 2618 alloy piston forgings. Tons of compression ratios and bore sizes available.

  • JE 1.8T Custom Spec Pistons - Integrated Engineering knows these motors inside and out, we can help determine the custom specifications to design the exact piston to meet your project's goals. Contact sales@performancebyie.com to order custom spec pistons

    • Any bore, compression ratio, several crankshaft strokes available

    • Thermal dome coating - reflects heat away from the piston. Commonly used in high HP turbo builds or nitrous applications.

    • Anti-friction skirt coating -  Commonly used in endurance applications to increase piston skirt longevity.

    • Oil-shed coating - used to minimize rotating assembly weight, generally in high RPM naturally aspirated applications.

    • Upgraded wrist pins - options range from small and lightweight to stout and strong for turbo high HP turbo builds.

    • Lateral gas ports - ensures superior piston ring seal by increasing gas pressure behind the rings. Only recommend for race use as lateral gas ports generally become clogged quickly and wear rings quickly in street applications.

500+ HP/TQ Crank Damper Options

At this power level we highly suggest using an aftermarket crankshaft damper to increase main bearing life by absorbing crankshaft vibration. We recommend the following components to fortify this interface.

500+ HP/TQ Main Caps & Girdle Plate Upgrades

 IE VW Billet Tallboy Main Caps

At this point the main caps should be upgraded at minimum to prevent excessive main bearing wear.

Integrated Engineering does not recommend or sell main girdle kits on the 2.0T FSI engine for two main reasons. First, the installation requires significant fabrication making the install process a nightmare. Second, backdating the 2.0T oil pump to an 06A pump has been known to cause oil pressure issues due to the differences in oil check valve location.

With that said, the following main cap options are available:

  • IE Standard 4 CYL Main Caps - Standard main caps are the simpler solution as they use spacers on the top of main caps. The spacers are then machined to form a level oil pan surface that the girdle plate will sit on. IE PN: IEBEVA1

  • IE 4 CYL Tallboy Main Caps - For those who are planning on running another brand of crankshaft girdle, our tallboy main caps can be used as well. Rather than using spacers, these main caps are machined to be level with oil pan deck surface providing a more solid foundation than standard main caps and spacers. IE PN: IEBEVA3

500+ HP/TQ Wrist Pin Upgrades

Why did we create a section just about wrist pins? We have seen endless builds fail due to under spec’d wrist pins. Many piston manufacturers use a lighter spec pin that works for lower horsepower builds, however with higher HP levels and raised cylinder pressures you need a stronger wrist pin. For any build using JE pistons, we recommend upgrading to the tool steel wrist pins. Be sure to always check the material specifications and wrist pin wall thickness to avoid any pin failures!

*NOTE - Mahle PowerPak pistons already include high quality German tool steel wrist pins. Because of this the wrist pins can easily support at least 700HP.  

500+ HP/TQ Engine Bearings

We highly recommend using a performance main bearing and rod bearing as power levels increase. The main advantage of performance bearings is due to a tri-metal composition they are able to withstand added bearing loads and are better suited to withstand crankshaft flex.

500+ HP/TQ Engine Hardware

At this power level, the stock hardware is no longer sufficient. With the increased levels of load, it is very highly recommended to upgrade to ARP engine hardware. As an added bonus, ARP hardware is reusable and does not need to be replaced if removed.

Also, be sure to check out our complete ARP hardware kits for 2.0T FSI engines. AVAILABLE HERE

IE Assembled Short Blocks

Lastly, for those who do not have access to a high quality machine shop we would recommend checking out our assembled short blocks. Improper machine work can cost you a ton of money, even if the parts were perfect to begin with. AVAILABLE HERE 

This concludes our overview on building a 2.0T FSI bottom end. If you have any further questions, please contact us or leave a comment below. Good luck and thanks for reading!

16 thoughts on “The Definitive Guide to building your VW 2.0T FSI Bottom End”

  • Very well presented it shows that someone there has gotten Hands-On which is quite important to a company's background at least for me continue the good work I will be in touch I am in the process though building my MK5 it is reached 198463 miles.

    Reply
    • Integrated Engineering May 9, 2017 at 11:39 am

      Thanks!

      Reply
    • Hello I am looking for a engine kit like this one: https://www.performancebyie.com/ie-sport-short-block for a MK6 GTI, are there other assemblies like this that will fit a MK6 GTI or will that assembly fit?

      Reply
      • We do custom builds for all VW/Audi engines, send our sales team an email for build quotes: sales@performancebyie.com
        Thanks!

        Reply
  • Thanks for the info, it was most informative. Maybe you can answer a question for me. I have a 2006 A4 Quat, 126K, with failed oil ring in #3. You have inspired me to set myself up for a mild build and seems that since the engine is apart, the time is now. I picked up a nice tight low mile block incase mine was bad, and sure enough the 2 center cylinders walls on the exhaust side are badly scored. Now my question. My engine/car was manufactured 05/2006. The donor car was also a 2006 but i'm not sure of the Mfg date. I have pistons with a quarter moon crest on each side of the piston that protrude past the top of the block at TDC. The donor block has flat just shy of flush with the block at TDC. I can find no information or pics of these anywhere. Every piston I see online is flat. Do you know what I have? Thanks for you time in this matter........ Also, I should ask, is one better than the other?

    Reply
    • Integrated Engineering June 16, 2017 at 4:23 pm

      Hey Gary,
      VW/Audi experimented with the proud piston designs a lot on early FSI engines. Either will work but the flush piston designs tend to be a bit more reliable.

      Reply
  • I am considering a built motor in my stage 3 Golf R after an oil ring failure. I am not looking to build a track car, I am looking to build a fun reliable daily driver. Would this provide what I am looking for?

    Reply
    • Integrated Engineering July 27, 2017 at 10:44 am

      Absolutely it would Mike! Also, take a look at our Sport Series Short Block, it is exactly what you are looking for!
      https://www.performancebyie.com/ie-sport-short-block

      Reply
  • Thanks for the article. I have a 2009 CC that I am turning into a project car. This will be my first European project. I have two questions. First I want to confirm the above will work for my car? Second can you point me in the right direction of where I can find a solid block to start from or if you have them to sell? I know you have them prebuilt but that's part of the fun for me. Thanks in advance. Feel free to contact me.

    Reply
  • I'm building a 2.0t currently, and was planning on a 300+hp build. I was going to buy forged pistons, but it seems the money is better spent on forged con rods and main bearing caps. I was unaware that it came with forged pistons, thanks for the info!

    Reply
  • Great at everything is there any tech to talk to about building a motor in and outs. I want 500hp plus run meth.

    Reply
  • Hi, I am bulding a TFSI 2.0 CCZB engine with IE drop in rods, estimated 450 HP, what MLS head gasket do you recommend?

    Regads, Luis G.

    Reply
  • How to fix the timing of VW Polo Tsi, I was replacing conrod. Now i cannot get the timing right.

    Reply
Leave a Reply
Need Some Sticker power? X

Get IE sticker-charged.

fill the required field below and we will send you a free high-quality color UV laminated IE sticker.

fill the required field below and we will send you a free high-quality color UV laminated IE sticker.fill the required field below and we will send you a free high-quality color UV laminated IE sticker.

fill the required field below and we will send you a free high-quality color UV laminated IE sticker.

By submitting your Email address you are signing up for the IE Mailing list. you may opt out at any time.