Permanently remove the 2.0 TDI balance shaft moduleOil pump driven directly by chain · +35 % or +116 % flow rate · no more drive pin

The engine code decides (on German registration documents: field D.2), not the model or year. Whether the conversion kit fits your car is checked by the shop with your vehicle or a scan of the registration document (engine types in section 01).

Yes, if the engine has a balance shaft module, for example BKP, BMP or BLB; for longitudinal engines (BRE, BRD) there is the longitudinal version. Unit injector engines that have no balance shaft module from the factory (BKD, BMM, BMN, AZV) do not have this drive and do not need the conversion kit; it does not fit them either.

There is no fixed interval. Wear on the hex gives hardly any warning, and the oil pressure light comes on late (the wear in the wiki). The conversion makes sense when the oil pan or the timing belt is due anyway. If the red oil light is already on: stop as soon as it is safe, switch the engine off and do not restart it until the cause is found; then have the oil pressure measured (reading the light correctly).

A new or reconditioned module brings back the same design, with the hex and the small pump. The conversion kit removes both. The job is a little bigger, because the timing belt has to come off in addition to the oil pan (comparison of the routes).

It is there for refinement: the shafts smooth out the hum of the four-cylinder; the engine does not need them to function. Quite a few production engines of the same class come without them from the factory (why balance shafts exist).

A little, mostly at idle and at low revs. Most drivers get used to it quickly; those who bought the car for its smoothness will notice the difference (section 02).

The drive pin is the small hex part between module and oil pump. Our reinforced drive pin makes this drive more durable and defuses the acute risk while the sockets are intact; that only shows with the oil pan off. If you are not sure, go straight for the conversion: with worn sockets, the only other option is replacing the affected parts. The cause remains, though: the module and the small original oil pump keep working. If you want to relieve the engine for the long term, remove the module (to the drive pin).

No, and in everyday driving you will hardly notice it. Many customers notice no difference after the conversion. We have been selling the conversion for well over ten years without problems, including after several hundred thousand kilometres.

From the factory, yes: when it is fitted, the module is synchronised to the crankshaft with a setting tool. With the conversion kit this step disappears, because the module comes out completely.

No. The drive pin goes out together with the module; the new pump runs without it.

We recommend Stage 2 (+116 %). Stage 1 (+35 %) is a clear improvement, but on some engines its reserve is not enough, and you cannot tell in advance. It is the budget option for those who accept that remaining risk. On the T5 with CFCA there is only Stage 2.

Yes. The old sprocket or spur gear has to come off the crankshaft and the new drive sprocket goes on; for that the timing belt comes off. A new or still young timing belt usually does not need replacing; it can be refitted. Above a certain mileage it is worth changing it at the same time, because the belt is not expensive. Your workshop decides according to VW specifications.

Yes, with the usual skills of a car mechanic, the supplied tools and the eGuide, which takes you through the conversion step by step. You also need a torque wrench, the usual car tools and an oil pressure tester for the final check. Allow 2 to 4 hours; that is a typical value that depends on the vehicle, the installation position and your skill.

Depending on the block, a thread may have to be cut afterwards if a machining step was skipped when the block was made; you only see this after removal. Thread cutters and templates come with the kit, and the eGuide shows the step.

No. The oil specification and change interval stay as the manufacturer specifies.

Every chain elongates while bedding in. That is why it runs in the conversion kit with a purpose-designed tensioner that takes this up (chains elongate, all of them, always).

No. The pump’s pressure relief valve limits the pressure. The higher flow rate works where the factory pump delivers too little: at idle and at low engine speed.

The kit has been in service since 2015. A workshop in Bosnia and Herzegovina sent us its gauge photos from an Audi Q5 before and after the conversion (customer feedback in section 04).