Motor swap off an auto to my 6 speed

[JuanB12379]

Whats up guys just looking to get some input I’ve been looking into swapping my blown motor was wondering if there would be any issues if I were to purchase a motor off an automatic transmission I did some research some people are saying there’s a difference with the crank, not too sure though would appreciate any input thanks in advance


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[Smac770]

You don't say what vehicle (year and model) you have or what engine you have (specific engine code, BWT, CAEB, whatever).

[JuanB12379]

You don't say what vehicle (year and model) you have or what engine you have (specific engine code, BWT, CAEB, whatever).

2006 audi a4 2.0t posted it in the 2.0 section you can probably assume that, 02x transmission 6 speed not too sure where I can find the rest of that info some input would be thanks


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[Smac770]

US MY06 A4 2.0T 6MT.

The type 8E (VIN 7th/8th are 8E) is commonly referred to as the B6 and the B7 (why B7 and not B6.5, no idea). In the US, the B6 did not have a 2.0T option. The engine is going to be the BPG. US B7 2.0T was BPG for MY05/MY06 and then BWT for MY07/MY08 (and MY09 cabriolet). BPG and BWT are both B7 EA113 2.0T engines, but are not direct swaps. So be sure info you look up is relevant to your specific scenario.

Here we see a vehicle identification sticker for a MY06 A4 on the sheet metal in the spare tire well: https://da8h1v3w8q6n5.cloudfront.net...69/GG169_1.jpg

We see engine code BPG, rear diff code HNL (type 0AR, open diff, 31:10 ratio), and transmission code JJE (ZF 6-speed automatic). If you don't have the sticker in the owner's manual or maintenance manual, you should find it there in the spare tire well.

In regards to the BPG crankshaft:

https://www.ilcats.ru/audi/?function...05&language=en

We see it is in fact a different p/n for builds for an automatic transmission vs for a 6MT or CVT transmission. They got rid of that for the EA888 2.0T introduced in the B8.

The 14 needle bearing + 10 flywheel diagram path is for the 6MT or CVT. While the 14A bushing + 10A clutch plate diagram path is for the AT. Is the different crankshaft p/n to support those different devices attached to it? Or is there something else / more? No idea.

That would be sad if you needed a completely different engine just because the crank wasn't made to correctly mount a simple bushing vs needle bearing. But such as it seems it might be.

[JuanB12379]

Thanks for the input, I’ve been saving for these past two months, I have enough money to purchase a donor motor plus whatever else as needed, would it be easier to rebuild the motor? I’m not sure of the condition except that I’m pretty sure it was starved of oil, would that affect the valves? Might just be easier to tear It apart before anything else


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[Smac770]

I don't know anything about the EA113. And "blown" is not a specific assessment of what is actually broke and what actions would be necessary to return the engine to working function. Given you can't just swap the drive plate / flywheel like you would on an EA888, it might be worth considering. You'd likely have to break it down fully and see what's shot. Oil starvation, are the main bearings any good, are the cylinder walls ok, etc. If you knew is was something busted in just the cylinder head, it would be one thing. But you probably have to take apart the whole thing to do a complete rebuild if it was a no oil lockup. Finding another 6MT BPG is likely the least time consuming path.

[JuanB12379]

I don't know anything about the EA113. And "blown" is not a specific assessment of what is actually broke and what actions would be necessary to return the engine to working function. Given you can't just swap the drive plate / flywheel like you would on an EA888, it might be worth considering. You'd likely have to break it down fully and see what's shot. Oil starvation, are the main bearings any good, are the cylinder walls ok, etc. If you knew is was something busted in just the cylinder head, it would be one thing. But you probably have to take apart the whole thing to do a complete rebuild if it was a no oil lockup. Finding another 6MT BPG is likely the least time consuming path.

Thanks for the input, pm sent


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[Smac770]

Juan,

Your PM box is full now for a few days and it won't let me send you one. So here's that reply:

Not really. I own an MY09 A4 avant, so the first year of the B8 A4 (type 8K) here in the US. The B8 introduced many differences over the preceding A4 generations, from the DoCAN support to new immobilizer generation and completely different control module layout, and the completely new engine family (EA888 chain drive, vs EA113 belt drive). As the B8 was the introduction of the new MLB platform. Even my 6-speed automatic is a different ZF 6HP generation from the one in the type 8E (B6/B7). It's simple enough to look up a wiring diagram question, but the engine internals and common concerns, no idea. I also dislike trying to follow the workshop manuals prior to the B8 era. :-P

I'm not even sure what the big change from BPG to BWT was either. BWT was the 2.0T in the later B7 years, and was in the MY09 A4 cabriolet (which was still around as the A5 cabriolet didn't arrive until MY10).

Reviewing the VW SSP 337 on the EA113 TFSI engine, it appears there are some chains inside. So there's a belt on the outside linking the crank and the exhaust cam, then a chain inside linking the exhaust and intake cams. There's another chain linking the crank with the oil pump and the exhaust side balance shaft. The exhaust side balance shaft is then gear connected to the intake side balance shaft. Whether or not balance shafts are thing of concern on the BPG, no idea. But if something jacked up with them, it would be an issue to crank rotation.

[JuanB12379]

Juan,

Your PM box is full now for a few days and it won't let me send you one. So here's that reply:

Just cleared my inbox, should be good now thanks for the heads up and thanks for all the information.


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