Table of Contents
2.0 R4 16v “Turbo FSI”/TSI/TFSI (EA113)
This turbocharged EA113 engine is based on the naturally aspirated 110kW 2.0 FSI.
The TFSI engine was first used in late 2003 in the Audi A3 up until 2012 in the Golf R.
The engine is managed by the proven Bosch Motronic MED 9.1 ECU.
The most important differentiating factor is that this engine is direct injected, has a timing belt, and not timing chains.
Later versions of the EA113 had a redesigned cam lobe. In earlier models there was cam follower wear – you’ll lose fuel pump pressure and a warning light will come on.
The main features
- Belt-driven camshaft drive
- Variable timing of intake camshaft.
- High-pressure fuel pump (HPFP) in connection with the pump tappet
- available in high-performance variants – e.g. VW Golf VI R (199 kW), Scirocco III R, Audi S3 8P (195 kW), Scirocco III R 2014+ ( 206 kW).
The highest standard (OEM) performance level through improved turbo charging and engine components. (engine classification code: e.g. CRZA, CDL…)
- Forged pistons (9.8:1)
- Stronger con-rods, con-rod bearings, crankcase and main bearingsForged pistons (9.8:1)
- Larger K04 turbocharger with 1.2 bar boost
- Larger intercooler and oil cooler
- Improved PCV system
- Larger injection nozzles
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 direct injection allows the engine to run higher compression, and adds greatly to the efficiency and design of the block. VAG EA113s really good project cars and with a few sensible motorsport enhancements you can maximise your driving pleasure.
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, CDLJ, CDLK, CDLMA, CDZA etc.
The 162 kW (only Polo R WRC) and higher versions have stronger pistons and gudgeon pins, new rings, reinforced connecting rods, new bearings, reinforced cylinder block at the main bearing pedestals and cap, new lightweight aluminium-silicon alloy cylinder head for high temperature resistance and strength, adjusted exhaust camshaft timing, increased cross-section high-pressure injectors, 1.2 bars (17.4 psi) (value only valid for Audi S3(8P)) boost pressure K04 turbocharger with larger turbine and compression rotor (S3, Cupra, GTI Edition 30), of which some components are NOT shared with the lower output variants
BWA vs BWJ vs BHZ & BZC – differences
BWA (200pk) / BWJ (240pk) / BHZ & BZC (265pk & 256pk)
BWA – 06D 103 351 D
BWJ – 06F 103 351 F
BHZ – 06F 103 351 F
BWA – 06D 198 401 C
BWJ – 06D 198 401 C
BHZ – 06D 198 401 C
BWA – 06A 105 021 S
BWJ – 06A 105 021 AR
BHZ – 06A 105 021 AR
BWA – 06D 107 066 C
BWJ – 06D 107 066 K
BHZ – 06D 107 066 K
BWA – 06F 109 101 B
BWJ – 06F 109 101 G
BHZ – 06F 109 101 G
BWA – 06F 109 102 B
BWJ – 06F 109 102 D
BHZ – 06F 109 102 D
BWA – 06F 133 837 AA
BWJ – 06F 133 837 AD
BHZ – 06F 133 837 AC
BWA – 06F 133 843 A
BWJ – 06F 133 843 B
BHZ – 06F 133 843 B
Intake Air duct:
BWA – 06F 129 627 F
BWJ – 06F 129 627 H
BHZ – 06F 129 627 H
BWA – 06F 906 036 A
BWJ – 06F 906 036 A
BHZ – 06F 906 036 F
Turbo and manifold:
BWA – 06F 145 701 C
BWJ – 06F 145 701 E
BHZ – 06F 145 702 C
BWA – b101 905 631 B
BWJ – b101 905 631 B
BHZ – b101 905 631 C
Crankshaft Shells are the same
Valves are the same
Airflow meter is the same
Inlet manifold is the same
Clutch is the same
- Excessive wear on the camshaft and the pump tappet. There is special is conversion kit to rolling tappet (eg. here)
- Formation of carbon deposits in the cylinder head and intake manifold.
Since Tfsi engines are direct injection there is no way to wash the valves using fuel as the normal MPI engines so there is a big issue in carbon build up on the intake valves that is cause from many reasons.
Carbon build up is an issue, not as bad as on the larger direct injection engines but we would recommend a full clean every 80 000 km / 50000 miles.
If you use good fuel and drive it hard (3000rpm is the sweet spot), avoiding short journey you should not have major carbon build up issues until you hit high mileages.
The carbon build up happens because the fuel is not being injected over the valves and this would keep the valves nice and clean. When the engine is cold the unburned particles are dumped back into the intake, and it is these that foul up the intake. So avoiding short journeys and making sure the engine gets up to operating temperature as quickly as possible will prevent this issue.
Larger capacity direct injection engines are even more prone to carbon build up issues. The carbon build up will rob you of power rather than do any major damage but cleaning out the head will dramatically increase the performance and economy.
Solution: cleaning the intake valves is required and at the same time the installation of the PCV delete kit or oil catch can (aka OCT / oil catch tank). The best to intake clean service is walnut shell blast or various or using other methods to tidy up the intakes.
Get the engine up to temperature as soon as you can (don’t idle it but just drive it steadily at around 2000rpm till it warms up) and keep the engine operating at 3000rpm for 15 minutes per week. At this RPM range the engine is designed to run hotter and this can help burn off some of the carbon deposits.
Driving the engine at just over 3000 RPM raises the temperature and puts the engine into a “cleaning mode” where it runs leaner and hotter clearing out a lot of the carbon build up inside the engine, so try to hit this sweet spot as often as you can and for at least 15 minutes per week.
Keep an eye on the recirculation valve, the oil this sprays into the intake when it goes is cited as a major cause of the carbon build up. If you notice high oil consumption then get this valve checked ASAP.
High oil consumption = over 0.5 litres per 1 600 km / 1000 miles.
- Diverter valves are prone to fail, so get an uprated NON ATMOSPHERIC diverter.
- The high pressure pump issue.
The High pressure pump is what makes those direct injection engines perform so well and fuel efficient.The pump is feeding fuel to the injectors with up to 125 bar of pressure using the intake camshaft lobe to pressurize the fuel by pressing the pump shaft 3 times per 1 camshaft turn.The pump is located on the engine cylinder head (drivers side).
- connecting rod failures
- 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 turbo versions fitted to TFSi engines, version one is the k03 which can be tuned to max of 300hp 350lbft and then version 2 the K04 turbo which has been seen running 400hp 450lbft with supporting hardware.
According to this page there are engines with code:
- AXX = K03 turbo Audi A3 VW Golf 2003-04
- BWA = K03 turbo Audi Seat Skoda VW 2004+
- BYD = K04 turbo VW Golf V ED30 & Pirelli edition Golf V GTI
- BWJ = K04 turbo Seat Leon Cupra, K1 and Cupra R
- BHZ = k04 turbo early Audi S3 – S3 pre-facelift (2007-2009)
- CDL = k04 vary HP versions found in the Audi S3, Golf R and Golf ED35, Polo 6R WRC Street, Scirocco R
BHZ → euro 4
CDL → euro 5, 6 (Scirocco R 2014-17)
(cams pistons rod injectors also differ between codes)
K03 turbo in connection with adding the other performance parts you should be enough max to 280bhp.
KO4 unit should reach around the 350bhp.
A bigger Garret turbo unit would be required if you want to achieve power figures around the 350-600bhp mark.
The more air to get into an engine, the more fuel it can burn and uprating the induction with a turbocharger upgrade makes massive power gains.
Large capacity turbo chargers tend to experience a bottom end lag, and small turbo chargers spool up more quickly but won’t have the high rpm engines power gains.
Dimensions of the compressor rotors in turbochargers
- K03 A3: 41-51mm
- K04 S3: 46-56mm
- K16 RS3: 49,6-62mm
The cars that come with a KO4 turbo ie: RS4 B5, TTS, S3 8P etc have better Bosch injectors and are also reportedly able to flow to around 500hp as long as you uprate the fuel rail pressure.
The RS4 injector spray pattern is not perfect in this engine but will deliver more fuel, although the RS3 S3’s etc have a similar head designs so the spray pattern is spot on.
Any change to the injectors on a TFSi will require a new map to take them into account. It makes sense to over specify your injector capacity and fuel pump, although this is harder on the direct injection engines, but aftermarket parts makers are catching up. You can get a port injection kit for the EA113 which will help reduce carbon build up and allow you to make more power so this would be a good upgrade path to take and allows you to reach power figures approaching 700bhp. For serious power gains on the TFSi you are looking at an uprated fuel pump (the S3 injectors are a good upgrade option on tuned 2.0 TFSi engines.
- AXX/BPY – 10,5:1
- BWA – 10,3:1
- BHZ/CDL – 9,8:1
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.
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 hp, 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.