In the process of swapping my a4 to bhw I figured out a lot of stuff that would be useful for other people doing manual swaps on the bhw.
First off is the pilot bearing. The snout of the bhw crank is shorter and with a 240mm clutch and 02x spacer the pilot bearing doesn't really reach the input shaft. I've seen adapters and also people putting the needle bearing in halfway. My solution was a oilite bronze pilot bushing. It's from a chevy 2.8 part number is PB652HD. Works perfectly and sticks out far enough for good engagement of the input shaft. I have no issues getting into gear.
Flywheel and clutch. I used the stock 2.0t DMF. The 2.0t clutch wasn't sufficient for the diesel torque so I had to figure out a new solution. The RS4 clutch is the go-to upgrade for these cars but it requires a special flywheel. I didn't want to spend the money on the flywheel so I figured out what the RS4 clutch needs to work. The key is to take 4 mm off of the surface of the pressure plate. It cost me $120 to get the PP machined to the right height. I tried to shim the plate originally but it hits the case so you have to machine it. The clutch kit it's self was $100 used with 3k miles. The car is turned up to maximum torque and I haven't even gotten the slightest indication of slippage and the engagement is smooth and light.
Starter wise I used the 2.0t gas starter. It isn't great for when it's really cold because it turns over slower than I'd like but it always starts.
Gear ratios on the gas 02x are sufficient for the bhw. I hunted down a HCK 6th gear for highway cruising. It has a .575 ratio and was $460 from Europe. I haven't installed it yet but it will yield 2400 rpm at 85 mph vs 3000 rpm now. Mileage is good still with 36-38 mpg on winter fuel with quattro and snow tires.
I used the factory thick spacer plate from the 2.0t.
And there you have it.
First off is the pilot bearing. The snout of the bhw crank is shorter and with a 240mm clutch and 02x spacer the pilot bearing doesn't really reach the input shaft. I've seen adapters and also people putting the needle bearing in halfway. My solution was a oilite bronze pilot bushing. It's from a chevy 2.8 part number is PB652HD. Works perfectly and sticks out far enough for good engagement of the input shaft. I have no issues getting into gear.
Flywheel and clutch. I used the stock 2.0t DMF. The 2.0t clutch wasn't sufficient for the diesel torque so I had to figure out a new solution. The RS4 clutch is the go-to upgrade for these cars but it requires a special flywheel. I didn't want to spend the money on the flywheel so I figured out what the RS4 clutch needs to work. The key is to take 4 mm off of the surface of the pressure plate. It cost me $120 to get the PP machined to the right height. I tried to shim the plate originally but it hits the case so you have to machine it. The clutch kit it's self was $100 used with 3k miles. The car is turned up to maximum torque and I haven't even gotten the slightest indication of slippage and the engagement is smooth and light.
Starter wise I used the 2.0t gas starter. It isn't great for when it's really cold because it turns over slower than I'd like but it always starts.
Gear ratios on the gas 02x are sufficient for the bhw. I hunted down a HCK 6th gear for highway cruising. It has a .575 ratio and was $460 from Europe. I haven't installed it yet but it will yield 2400 rpm at 85 mph vs 3000 rpm now. Mileage is good still with 36-38 mpg on winter fuel with quattro and snow tires.
I used the factory thick spacer plate from the 2.0t.
And there you have it.
