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2.5L 20v - CEPA CEPB
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2.5L 20v - CEPA CEPB
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Kit of 5 ZRP 4340 forged connecting rods for the Audi 2.5 TFSI EA855 (21 mm piston pin).
The 2.5 TFSI (engine code EA855) is a 2,480 cc inline five-cylinder with turbocharging and direct injection, launched by Audi in 2009 in the TT RS (8J). A direct descendant of the five-cylinders that built Audi's rally legend, it stands out for its 1-2-4-5-3 firing order and unmistakable soundtrack. With a twin-cam 20-valve head and a sturdy cast-iron block, its architecture was designed to withstand high boost pressures.
Also fitted to the RS3 (8P) and RS Q3 (8U), it produces 310 to 360 hp in stock form and has repeatedly won its class at the International Engine of the Year awards. Its strong torque and high tuning potential make it a favourite platform for performance builds; in return, the stock rotating assembly becomes the weak link as soon as power climbs, which is why race-grade forged connecting rods are worthwhile.
Machined from high-strength 4340 steel, reinforced forged connecting rods strengthen the bottom end as soon as power rises. They become essential when switching to forged pistons, raising the rev limit, increasing boost pressure or gaining displacement, all cases where the original rod reaches its limits.
Designed to withstand the high stresses of tuned engines (turbocharged and supercharged alike), these forged connecting rods cover every discipline (rally, drift, drag, circuit and track days, hillclimb, time attack) and support Stage 2, Stage 3 and Stage 4+ builds, up to full competition engines.
| Reference | Brand | Profile | Bolts | Pin Ø | Small-end width | Big-end Ø | Big-end width | Center-to-center | Weight/rod | Oil hole |
|---|---|---|---|---|---|---|---|---|---|---|
| R-AUD-009-I-5 | ZRP | I-HD | ARP 2000-3/8"-38mm | 21 mm | 50,6 mm | 21,9 mm | 144 mm | 488 g | No | |
| R-AUD-009-I-5-L19 | ZRP | I-HD | ARP L19-3/8"-38mm | 21 mm | 50,6 mm | 21,9 mm | 144 mm | 488 g | No |
| Rod | Bolts | Tightening torque | Recommended stretch |
|---|---|---|---|
| ZRP (R-AUD-009-I-5) | ARP 2000 | 61 N·m | 0,140–0,152 mm |
| ZRP (R-AUD-009-I-5-L19) | ARP L19 | 67,8 N·m | 0,152–0,165 mm |
Manufacturers recommend the stretch-gauge method as the reference: the instructions supplied with the kit always take precedence. The torque figures correspond to assembly with ARP lubricant.
| 4340 steel is a nickel-chromium-molybdenum alloy steel used in aerospace and motorsport alike. Forged then heat-treated (quench and temper), it offers excellent tensile strength, high fatigue resistance and real ductility. Compared with an original rod (often sintered/powder metal, optimised for series-production cost), a 4340 forged rod shows roughly +19% higher yield strength, +8% higher tensile strength and above all +19% to +37% higher fatigue strength, i.e. a fatigue life under cyclic loading several times longer. This is what makes forged 4340 the reference material as soon as boost and rpm climb. |
 | I-beam profile. With its thinner central section, the I-beam rod is lighter: less inertia and freer rev pick-up. It is the preferred profile on modern turbo engines like the EA855. Its I-HD (Heavy Duty) version is a reinforced variant, designed for higher loads. |
A note on the oil hole: rods drilled with an oil hole (rifle drilled) are recommended up to around 600 hp. Beyond 600 hp, we recommend rods without an oil hole, whose solid beam offers maximum strength.
The rod bolt is one of the most heavily stressed parts in the engine. The key is to match the ARP grade to the real use of the build, then to strictly follow the assembly torque and stretch.
 | ARP 2000 (tensile strength ~220,000 psi, i.e. ~1,517 MPa) is the high-performance standard. Suited to builds uwith 3/8" bolts, and up to 8,500 rpm, it is the most common grade in circuit, track days, drift, rally, drag and hillclimb, recognised for its strength, reliability and versatility, with no particular storage constraints. |
 | L19 (tensile strength ~260,000 psi, i.e. ~1,793 MPa) is designed for engines pushed to the extreme, uwith 3/8" bolts, and up to 10,000 rpm: very high boost pressure, sustained high rpm and high cylinder pressure. It is the choice for big-power builds: drag racing, drift, rally and circuit use. Caution: sensitive to corrosion and hydrogen embrittlement, it must always be stored and fitted oiled, away from moisture. |
In addition to torque tightening, measuring rod-bolt stretch is the most reliable check for optimal preload. The check is done with the bolt fitted: place the gauge (dial indicator) on the two ends of the bolt and read its actual stretch, which must match the recommended value (see the torque & stretch table above). This method removes the friction variations inherent in torque tightening and secures the assembly on heavily stressed engines. |
 | ZRP, a Greek brand of high-performance forged connecting rods, designed by Alex Drakos in Athens. Each rod is forged from 4340 steel, precision-machined and balanced to ±1 g to stay reliable at high rpm. Available in I-beam or H-beam profile with ARP 2000, L19 or Custom Age 625+ bolts, they are designed and inspected in Greece, and proven in rally, on circuit and in drift. |
 | 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 |
These forged connecting rods fit the following Audi 2.5 TFSI engines (21 mm piston pin):
| Make | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| Audi | TT RS (8J) | CEPA | 340 hp | 2009–2014 |
| Audi | RS3 (8P) | CEPA | 340 hp | 2011–2012 |
| Audi | TT RS Plus (8J) | CEPB | 360 hp | 2012–2014 |
| Audi | RS Q3 (8U) | CTSA | 310 hp | 2013–2015 |
| Audi | RS Q3 (8U) | CZGA | 340 hp | 2015–2018 |
When an original bottom end fails (broken, bent or scored rod), going back to the factory configuration means replacing the rods and the pistons, often damaged at the same time. The bill climbs quickly, for a simple restoration to stock.
For an equivalent budget, or even less, fitting 4340 forged connecting rods paired with forged pistons brings far greater reliability and safety margin, plus real potential for power increase. It’s the solution chosen by European engine builders for over 15 years.
For the same budget: more reliability, more potential, more longevity.
