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2.0L 16v - EA113 Gen2 K04
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2.0L 16v - EA113 Gen2 K04
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Set of 4 forged connecting rods with rifle-drilled oiling for the Audi/Volkswagen 2.0 TFSI EA113 Gen.2.
+ Forged 4340 steel
+ I-HD profile (ZRP), oil-fed
+ ARP 2000 / ARP L19 bolts (3/8")
+ 21 mm pin, 144 mm center-to-center
The second-generation 2.0 TFSI EA113 is an inline four-cylinder 16-valve petrol engine with direct injection and turbocharging, whose timing is still belt-driven. With 1,984 cc (82.5 mm bore, 92.8 mm stroke) and production concentrated between 2006 and 2013, it is among the most widely used sporty engines of the Volkswagen group. It is found in the Audi A3 and S3 8P, TT and TTS 8J, the Volkswagen Golf V GTI, Golf VI R and Scirocco R, the SEAT Leon Cupra and even the KTM X-Bow, with outputs from 230 to 272 hp depending on the engine code (BHZ, BYD, BZC, CDLA, CDLB, CDLC, CDLF, CDLG, CDMA, CDZA, BWJ). This Gen.2 variant pairs a 21 mm piston pin with a 144 mm connecting-rod center-to-center.
Very tolerant to tuning, the EA113 readily takes large power gains. But as soon as boost, engine speed and torque rise sharply, the factory rod becomes the weak point of the rotating assembly and fails before the other parts. Switching to forged connecting rods therefore remains the essential step to make an EA113 reliable for good when you want to unlock its full potential.
This version is fitted with ZRP forged rods featuring enhanced oiling: the beam is drilled with an oil passage (the so-called « rifle-drilled » technique) that feeds oil to the small end and the piston pin. This forced lubrication lowers the temperature of the pin and its bushing, cuts friction and secures engines worked hard in endurance or at sustained high rpm. The material remains wrought 4340 steel, the benchmark for the most demanding builds, suited to circuit and track days, drift, rally, drag, time attack and hillclimb, from Stage 2 to high-power Stage 3 and right through to Stage 4 and beyond. Each set gathers 4 weight-matched I-HD-profile rods, faithful to the original 21 mm pin and 144 mm center-to-center.
Where the factory rod stays sized for very high-volume production cost, the 4340 forged rod releases a far greater mechanical margin: roughly +19% on yield strength, +8% on tensile strength and +19 to +37% on fatigue life. Combined with the enhanced oiling, this reserve lets the boosted EA113 absorb cylinder-pressure peaks and inertial loads without any crack initiation or pin overheating.
| Reference | Brand | Profile | Rod bolts | Pin bore (mm) | Small-end width (mm) | Big-end bore (mm) | Big-end width (mm) | Center-to-center (mm) | Weight (g) |
|---|---|---|---|---|---|---|---|---|---|
| R-AUD-006-IR | ZRP | I-HD | ARP 2000-3/8"-38mm | 21 | 50.6 | 24.9 | 144 | 507 | |
| R-AUD-006-IR-L19 | ZRP | I-HD | ARP L19-3/8"-38mm | 21 | 50.6 | 24.9 | 144 | 507 |
The torque and stretch figures below are given as a guide for each bolt grade; always refer to your rod manufacturer’s data sheet. The stretch method, using a dial gauge, remains the benchmark for a reliable preload.
| Reference | Brand | Rod bolts | Max torque (no gauge) | Stretch (gauge check) |
|---|---|---|---|---|
| R-AUD-006-IR | ZRP | ARP 2000-3/8"-38mm | 61 N·m | 0.140 to 0.152 |
| R-AUD-006-IR-L19 | ZRP | ARP L19-3/8"-38mm | 67.8 N·m | 0.152 to 0.165 |
4340 is a highly alloyed nickel-chromium-molybdenum steel prized for its outstanding balance of strength and toughness. Used in aerospace and motorsport alike, it is quenched and then tempered to refine its structure and reach high endurance. Compared with a high-volume sintered steel it gains about +19% yield strength, +8% tensile strength and +19 to +37% fatigue life: this very reserve is what tells apart a forged rod built for a highly tuned engine from a production one. |
 | I-HD profile. The ZRP I-beam section offers the best compromise between light weight and stiffness: by cutting reciprocating mass it limits inertial loads at high rpm. The I-HD (Heavy Duty) version thickens the beam to take more torque and boost, while the rifle-drilled oil passage feeds the small end and the piston pin. It is the geometry of choice for a hard-worked EA113 that spins high and is loaded for long stints. |
The rod bolt is one of the most heavily stressed parts of the engine: it must keep the cap closed despite repeated inertial loads. The grade is chosen according to the target power and the operating engine speed.
 | ARP 2000. With a tensile strength of about 220,000 psi (≈ 1,517 MPa), ARP 2000 covers the vast majority of builds. It easily handles up to about 150 hp per cylinder in 5/16" and 200 hp per cylinder in 3/8", at engine speeds reaching 8,500 rpm. It is the ideal all-round choice for circuit, track day, drift, rally, drag and hillclimb. |
 | ARP L19. More capable, ARP L19 develops about 260,000 psi (≈ 1,793 MPa). It targets the most heavily loaded engines: up to about 200 hp per cylinder in 5/16" and 250 hp per cylinder in 3/8", at engine speeds approaching 10,000 rpm. It is reserved for high boost and sustained high rpm; sensitive to corrosion and hydrogen, it demands quality oil and careful storage. |
| Manufacturers recommend tightening to stretch rather than to torque: measuring the bolt’s actual stretch with a dial gauge guarantees an even, reliable preload from one rod to the next, where a torque wrench depends on thread friction. Each bolt has a target stretch range to respect; you measure the free bolt, then the tightened bolt, and the difference must fall within the recommended window. |
 | ZRP. Designed by Alex Drakos in Athens (Greece), ZRP rods are machined from 4340 steel with high precision and delivered weight-matched to ±1 g. Offered here in the I-HD profile with enhanced oiling (drilled beam) and ARP 2000 or ARP L19 bolts, they stand out in circuit, drift, rally and drag as a robust solution with an outstanding performance-to-price ratio. |
 | 1) Small end 2) Small-end diameter 3) Rod beam 4) Rod bolt 5) Big end 6) Rod nut / bolt 7) Rod cap 8) Big-end diameter 9) Center-to-center |
| Make | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| Audi | A3 (8P1) S3 quattro | BHZ / CDLA | 265 hp | 2006–2012 |
| Audi | A3 (8P1) S3 quattro | BZC / CDLC | 256 hp | 2007–2012 |
| Audi | A3 Sportback (8PA) S3 quattro | BHZ / CDLA | 265 hp | 2008–2013 |
| Audi | A3 Sportback (8PA) S3 quattro | CDLC | 256 hp | 2008–2013 |
| Audi | TT (8J3) 2.0 TTS quattro | CDLA / CDMA | 265 hp | 2008–2014 |
| Audi | TT (8J3) 2.0 TTS quattro | CDLB | 272 hp | 2008–2014 |
| Audi | TT Roadster (8J9) 2.0 TTS quattro | CDLA / CDMA | 265 hp | 2008–2014 |
| Audi | TT Roadster (8J9) 2.0 TTS quattro | CDLB | 272 hp | 2008–2014 |
| Audi (FAW) | A4L B8 (828) 2.0 35 TFSI | CDZA | 180 hp | 2008–2016 |
| Audi (FAW) | A6L C7 (4X8, 4XL) 2.0 TFSI | CDZA | 180 hp | 2012–2016 |
| Audi (FAW) | Q5 B8 (83B) 35 TFSI quattro | CDZA | 180 hp | 2013–2015 |
| Volkswagen | Golf V (1K1) 2.0 GTI | BYD | 230 hp | 2006–2008 |
| Volkswagen | Golf VI (5K1) 2.0 R 4motion | CDLA / CDLC / CDLF | 256–270 hp | 2009–2013 |
| Volkswagen | Golf VI (5K1) 2.0 GTI | CDLG | 235 hp | 2011–2012 |
| Volkswagen | Golf VI Cabriolet (517) 2.0 R | CDLA | 265 hp | 2013–2016 |
| Volkswagen | Scirocco III (137, 138) 2.0 R | CDLA / CDLC | 256–265 hp | 2009–2017 |
| SEAT | Leon (1P1) 2.0 Cupra R | CDLA | 265 hp | 2009–2012 |
| SEAT | Leon (1P1) 2.0 TFSI | BWJ | 240 hp | 2006–2011 |
| KTM | X-Bow 2.0 (R / RR / GT4) | CDLA | 272–360 hp | 2010– |
Replacing the factory rods with forged rods during a build remains the most cost-effective spend: it is only a fraction of the price of a new engine or of a full rebuild after a failure. On a heavily worked EA113, the oil-fed forged rod averts the failure that would take out block, crankshaft and cylinder head. It is a lasting mechanical insurance to unlock the engine’s potential with peace of mind.
