ARP FASTENERS FOR VW & AUDI

High-performance rod bolt kit for the legendary VW 1600cc air-cooled flat-four. Direct replacement for factory rod bolts. Essential for any engine running more than stock compression or forced induction. 8740 chrome moly steel heat-treated to 180,000 PSI tensile strength with rolled threads for superior fatigue life.

M9 cap screw style rod bolts for early and late 40HP engines and 1500cc Type 1 motors. These smaller-displacement air-cooled engines use a different rod bolt size than the 1600cc. ARP provides both the complete bolt (104-6008) and the 2-piece replacement (104-6028) configurations.

Rod bolt kit for VW's first-generation water-cooled engines including the supercharged G60. The Corrado G60's PG engine produces 158 HP through a Roots-type supercharger and benefits significantly from upgraded rod bolts, especially when running higher boost via a smaller supercharger pulley.

The workhorse rod bolt kit covering VW's entire 1.8L and 2.0L water-cooled naturally aspirated engine family. Fits the ABA 2.0L 8V (Golf/Jetta MK3-MK4), AEG/AVH 2.0L 8V (MK4 Golf/Jetta), and earlier 1.8L blocks. Essential for turbo conversions of these engines — the ABA bottom end is a popular budget build platform for turbo projects.

Purpose-built M9 cap screw rod bolts for Formula Vee racing engines. Formula Vee is an entry-level open-wheel racing class using stock VW 1200cc air-cooled engines. Even in a class with strict engine modification rules, ARP rod bolts are a reliability upgrade that most series allow.

Cap screw style rod bolts for Super Vee racing engines using the Audi-style connecting rod. Super Vee was a more powerful racing class than Formula Vee, using modified VW/Audi engines with higher RPM capabilities where rod bolt reliability is critical.

Rod bolt kit for Audi's legendary inline 5-cylinder engine family. These engines powered Audi's iconic Quattro rally cars and remained in production from the early 1980s through the mid-1990s. The 5-cylinder produces a distinctive exhaust note and smooth power delivery. Essential upgrade for any 5-cylinder turbo build.

Pro-grade ARP2000 rod bolts for VW/Audi's ubiquitous 2.0T engine family. The M8 bolt size fits the factory connecting rod. ARP2000 material provides 220,000 PSI tensile strength — a massive upgrade over factory TTY bolts. This is the single most important fastener upgrade for any 2.0T build targeting 400+ WHP.

ARP2000 rod bolts in M9 size for 2.0T engines with the larger rod bolt. Some 2.0T connecting rods use M9 bolts instead of M8 — this varies by production year and engine code revision. Always measure your existing rod bolts before ordering.

Pro Series ARP2000 rod bolt kit for VW's legendary narrow-angle VR6 engine. The 12-valve VR6 is one of the most popular VW engines for turbo conversions, and rod bolt strength is the limiting factor for power on stock rods. With ARP rod bolts, stock VR6 rods can reliably handle 500+ WHP. Set of 12 bolts for the 6-cylinder.

ARP2000 rod bolts for Audi's twin-turbo 2.7L and naturally aspirated 2.8L 30-valve V6 engines. The 2.7T is the heart of the legendary B5 S4 — one of the most tunable platforms Audi ever built. With K04 or RS4 turbos and supporting mods, these engines can produce 450+ WHP, making rod bolt upgrades essential.

ARP2000 rod bolts for the Audi R8's 4.2-liter FSI V8. This high-revving, naturally aspirated engine produces 420-430 HP from the factory and is increasingly being supercharged for 600+ HP builds. ARP rod bolts provide the clamping force reliability needed for sustained high-RPM operation and forced induction conversions.

ARP2000 rod bolts for the Audi R8's screaming 5.2-liter V10. Shared with the Lamborghini Huracan, this engine revs to 8,700 RPM and produces 525-610 HP depending on variant. At these RPM levels, connecting rod bolt integrity is absolutely critical. Twin-turbo R8 V10 builds targeting 1,000+ HP make this a mandatory upgrade.

Head stud kit for early AEB-code 1.8T engines with M11 head bolt holes. The AEB was the first transverse 1.8T in North America and uses larger M11 studs compared to later revisions. This kit does NOT include the installation tool — if you don't already have the ARP installation tool, order 204-4102 instead.

Same ARP2000 head stud kit as 204-4101 but includes the proprietary installation tool. The 1.8T head stud installation tool threads into the block in place of each stud, creating a guide for precise stud alignment. Without it, you risk cross-threading studs into the block. Recommended for first-time installers.

The most popular ARP head stud kit for the 1.8T platform. Fits the majority of 1.8T engines produced from 2000 onward with M10 head bolt holes. ARP2000 material provides 220,000 PSI clamping force — dramatically stronger than the factory TTY bolts that stretch and lose clamping force under high boost. Mandatory for any 1.8T build running over 25 PSI.

The same ARP2000 M10 head stud kit as 204-4103 with the installation alignment tool included. If this is your first head stud installation, spend the extra money and get this kit. The tool prevents cross-threading and ensures each stud sits perfectly perpendicular to the deck surface.

Head stud kit for VW's naturally aspirated 8-valve engines with M11 bolt holes. Covers the popular ABA 2.0L (Golf/Jetta MK3), AEG 2.0L (MK4), and earlier 1.8L 8V engines. This is the go-to head stud kit for ABA turbo builds — the most popular budget turbo platform in the VW world. Pro Series 12-point nuts for wrench clearance.

Head stud kit for VW's DOHC 16-valve engines. The 16V head is more complex than the 8V with dual overhead cams and four valves per cylinder. These engines responded extremely well to turbo conversions and head studs are critical for sealing the head gasket under boost. The 16V is also popular in Formula racing applications.

Head stud kit for Audi's 10-valve inline 5-cylinder. This engine family includes both naturally aspirated and turbocharged variants, with the turbo version famously powering Group B rally cars. The 10-valve head uses a simpler single-overhead-cam design with two valves per cylinder.

Head stud kit for Audi's legendary 20-valve turbocharged 5-cylinder. The 20V turbo I5 powered the RS2 Avant (tuned by Porsche), the Ur-S4/S6, and the Sport Quattro S1 — some of the most iconic performance Audis ever built. These engines are commonly built to 500+ HP with larger turbos, making head studs essential.

The ultimate head stud material — CA625+ (Custom Age 625 Plus) — for Audi's modern 2.5L TFSI 5-cylinder. This engine produces 394 HP stock and is routinely tuned to 600-900+ HP. CA625+ is a nickel-based superalloy rated at 260,000+ PSI, making it the strongest fastener material ARP offers. Required for builds exceeding 600 HP where ARP2000 studs reach their limit.

ARP2000 head studs for VW/Audi's 2.0T direct-injection engines. The EA113 and EA888 2.0T is the dominant performance engine in the modern VW/Audi lineup. Factory head bolts are TTY and lose clamping force above 25 PSI of boost. ARP studs maintain consistent clamping to over 40 PSI. This is the #1 selling ARP VW product for good reason.

M8 head studs for single-port VW air-cooled cylinder heads. Single-port heads were used from 1961-1970 and have a single intake port per cylinder. These heads flow less air than dual-port but are still popular for stock restorations and mild street builds. ARP studs prevent the head lifting issues common with high-compression air-cooled builds.

M8 head studs for dual-port VW air-cooled cylinder heads. Dual-port heads (1971+) have separate intake ports for each cylinder, allowing better airflow and improved performance. Most performance air-cooled builds use dual-port heads. ARP studs provide even clamping across the head-to-cylinder barrel interface.

M10 (larger thread) head studs for single-port air-cooled heads. The M10 studs provide significantly more clamping area than M8 studs. Preferred for higher-compression builds and cases where the original M8 stud holes have been enlarged. Requires M10-tapped case.

M10 head studs for dual-port air-cooled heads. The most popular choice for performance air-cooled VW builds running higher compression ratios or turbo/supercharger setups. M10 studs provide the extra clamping force needed to keep heads sealed on built engines.

Repair-thread head studs for single-port air-cooled cases with damaged stud holes. The M14 repair thread on the case-end allows installation into cases where the original M10 threads have been stripped or damaged. The cylinder-end remains M10 for standard nut fitment.

Repair-thread head studs for dual-port air-cooled cases with damaged stud holes. Same M14 repair thread concept as 204-4307 but for dual-port cylinder heads. A common rescue solution for vintage VW engine cases that have seen decades of service and multiple rebuilds.

ARP2000 head studs for VW's venerable 1.9L TDI diesel family. The 1.9 TDI is one of VW's most robust engines, known for 300,000+ mile reliability. When tuned with larger injectors, bigger turbo, and ECU tuning, these engines can produce 200+ HP and 350+ lb-ft of torque. ARP head studs prevent the head gasket failures that occur above 25 PSI boost on modified TDI engines.

ARP2000 head studs for Audi's modern 2.5L TFSI turbocharged 5-cylinder. This International Engine of the Year award-winning powerplant produces 394 HP stock with massive tuning potential. ARP2000 studs are suitable for builds up to approximately 600 HP — beyond that, upgrade to the CA625+ version (404-4708).

ARP2000 head bolts (not studs) for the 1.8T. Head bolts are preferred over studs in some applications — specifically when there's insufficient clearance above the head for stud installation, or in racing classes that don't allow studs. Bolts also simplify head removal since the bolts come out with the head.

Same ARP2000 head bolt kit as 204-3901 with the installation alignment tool included. The tool ensures proper bolt alignment during installation, preventing thread damage to the aluminum block.

Main stud kit for VW's water-cooled 8-valve engine family. The 2-bolt main cap design uses ARP studs to secure each of the 5 main bearing caps. Essential for turbo ABA builds where the additional power puts stress on the main bearing caps. Combined with ARP rod bolts (104-6004), this completes the bottom-end fastener upgrade.

Main stud kit for VW's 12-valve VR6. The VR6's unique narrow-angle design places all 6 cylinders in a single block with a 15-degree vee angle, using a single cylinder head. The main bearing caps support the crankshaft in this compact arrangement. ARP main studs are critical for turbocharged VR6 builds that regularly exceed 400 WHP.

ARP2000 main studs for the 2.0T FSI/TFSI engine family. The EA888 block uses a girdle-style main bearing support system and these studs secure it with 220,000 PSI clamping force. For big turbo builds targeting 500+ WHP, main studs are essential alongside head studs and rod bolts to build a reliable bottom end.

Main stud kit for Audi's inline 5-cylinder engine family. The 5-cylinder block uses 6 main bearing caps (one more than a typical 4-cylinder) to support the longer crankshaft. ARP main studs ensure the crank stays aligned during the high torsional loads generated by turbocharged 5-cylinder engines.

ARP2000 main studs for Audi's twin-turbo 2.7L V6, including the critical side bolts. The 2.7T V6 uses a unique main cap design with both vertical studs and horizontal side bolts for maximum rigidity. This complete kit covers both. Essential for B5 S4 builds running K04 or RS4 turbos at 400+ HP.

Complete cam tower bolt kit for the 2.0L FSI engine. Replaces all factory cam tower fasteners with high-strength 8740 chrome moly bolts. The FSI's DOHC design requires precise cam tower clamping — factory bolts can stretch over time and heat cycles, leading to cam bearing wear and valve timing variation.

Ring gear bolt kit with 12-point nuts for VW's 020 manual transmission. The 020 was VW's standard 5-speed manual from the early 1980s through the mid-1990s. Used in everything from Rabbits to Corrados. M9 x 1.00 thread pitch. ARP bolts prevent ring gear loosening under aggressive driving.

Ring gear bolt kit with 12-point nuts for VW's 02A manual transmission. The 02A was the standard transmission for MK3 and MK4 VW models, handling the torque from 2.0L, VR6, and 1.8T engines. Larger M10 x 1.25 thread than the 020 for increased strength. Essential for any 02A behind a turbo engine.

Ring gear bolt kit with 12-point nuts for VW's 02M 6-speed manual transmission. The 02M is the strongest factory VW transverse manual, handling up to approximately 350 lb-ft of torque. Used behind 1.8T, VR6, and early 2.0T engines. ARP bolts are mandatory for high-torque turbo applications that stress the ring gear.