Audi Tuning | VW Tuning

Achtuning Closed For Thanksgiving

Posted on November 26, 2014 – 6:00 pm

Achtuning will be closed over the Thanksgiving weekend and will re-open at 9am, Monday December 1st.  Happy Thanksgiving, everyone!


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APR DirectPort Programming For ALL!

Posted on September 17, 2014 – 10:00 am

Achtuning is excited to announce that APR’s world renowned DirectPort Programming (DPP) will be available for nearly all Audi, Volkswagen, Seat, Skoda and other VAG vehicles produced between 2008 to today!  Gone are the days where most ECUs need to be removed and opened to install an APR ECU Upgrade.  DPP will allow us to flash APR ECU Upgrades directly to your MED17.x and EDC17.x ECU customers over the factory OBD-II diagnostic port with ease.  Welcome to a better world of APR ECU tuning.  We call it Performance Without Compromise!

Not only is APR’s DPP stealthy and less labor intensive, but also allows the release of several highly anticipated APR ECU Upgrades.  Customers of the newer flex fuel B8.5 A4 & A5 2.0Ts, various newer 3.0 TDIs and newer TT, CC & Tiguan 2.0Ts will be elated to know APR’s ECU Upgrades will be available shortly.  Furthermore, with the ability to distribute ECU Upgrades without requiring new flashing devices, APR’s Calibration Engineers are now able to work on various TDI and newer gasoline models like the recently released 1.4 TSI.

APR will debut the new DirectPort Programming at H2O International on the weekend of September 26th.  Support through Achtuning will follow starting the week after for applicable platforms.  All mentioned previously unsupported ECUs will also be supported at the show*.

Currently released Bosch MED17.x and EDC17.x ECU upgrades applicable to this release:

– 1.4 Turbo (Ex. A1)
– 1.4 Twincharger (Ex. MKV Polo)
– 1.8T EA888 Gen 1 Transverse (Ex. MK2 A3)
– 1.8T EA888 Gen 1 Longitudinal (Ex. B8 A4)
– 2.0T EA888 Gen 1 Transverse (Ex. MK6 GTI)
– 2.0T EA888 Gen 1 Longitudinal (Ex. Amarok)
– 2.0T EA888 Gen 2 Transverse (Ex. MKII TT)
– 2.0T EA888 Gen 2 Longitudinal (Ex B8 A4)
– 2.0 TDI CR Transverse (Ex. MK6 Golf)
– 2.0 TDI CR Longitudinal (Ex. B8 A4)
– 2.0 TDI CR Biturbo (Ex. Amarok)
– 3.0 TDI CR (Ex. C7 A6)
– 3.0 TDI CR Biturbo (Ex. SQ5)
– 3.6L FSI VR6 (Ex. C7 Passat)
– 4.0 TFSI (Ex. RS7)
– 4.2L FSI V8 (Ex. RS5)

Previously unsupported models:

– Late model 2.0 TSI CC and Tiguan
– Late model 2.0 TFSI TT
– Late model 2.0 TFSI B8.5 A4 and A5
– Late model TDI models

*Please note: there are numerous ECU box codes and revisions.  During the H2Oi release, some will not be available.  ECUs not currently available will need to be extracted and then will be made available at Achtuning upon release.


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NOW HIRING!! (Technician)

Posted on June 18, 2014 – 1:00 pm

ACHTUNING is currently looking for a performance oriented, enthusiastic Audi and/or Volkswagen factory trained technician to add to our growing team! If you have dealership experience and feel you qualify, please email your resume to jobs@achtuning.com!


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Make the Switch to APR from Stasis and Save 50%!

Posted on April 22, 2014 – 11:04 am

Achtuning is inviting Stasis Engineering tuned customers to switch to APR with excellent savings! By switching to an APR ECU Upgrade, you will have technical support from us and APR. You will not risk losing your ECU software forever should your vehicle need an update from Audi. You will have access to APR dealers across the country! You will be able to purchase APR hardware with matching APR staged performance ECU upgrades. You will be able to flash back to stock or other octane modes to take advantage of fuel grades available in your area! If you have Stasis Engineering ECU software you now have access to APR’s catalog of ECU Upgrades at 50% off the retail price of a single program! Any ECUs capable of receiving APR’s EMCS Program Switching features will be offered as fully loaded (up to an additional $604 value) at no additional charge! Please call 425-895-0000 to schedule an appointment!


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APR K04 Turbo

Posted on April 9, 2014 – 9:00 am

APR’s Engineering Teams have finished final testing of new “version 3.0″ K04 Turbocharger software for the 2.0 TSI/TFSI EA888 Gen 1 engine.  The new ECU Upgrade improves upon power deliver on top of what was previously a tremendous upgrade over stock!  Amidst addressing all previous concerns, additional motorsport features were added to further enhance your driving experience. Updates are now available here at Achtuning and is offered as a FREE software update for APR K04 Turbo Upgrade customers!

  • Please call to check file availability before booking an appointment! 
  • An OEM Bosch 3-Bar Map sensor is REQUIRED to run this software. 

Presenting the APR 2.0 TSI EA888 Gen 1 K04 Turbocharger System!

For the budget minded individual, APR is pleased to offer software and hardware utilizing an APR proprietary customized version of the factory Borg Warner K04-64 turbocharger. Originally equipped on VAG’s high output models, such as the Golf R and S3, the APR K04 Turbocharger System offers a substantial leap in power and torque all with excellent response in a reliable and stealthy, compact design. Expect lightning fast response, smooth daily driving and power that transform the vehicle into a new class of enjoyment.

The APR K04 Turbocharger System features many upgrades over the 2.0T’s factory equipped IHI turbocharger, making it an excellent upgrade. The integrated turbofold design features a cast stainless steel exhaust manifold and turbine housing, integrated into one single unit. This design aids in turbocharger spool while the stainless steel construction is capable of withstanding higher exhaust gas temperature for longer periods of time than lesser materials, such as cast iron. The CNC-machined, billet aluminum compressor wheel and higher flow exhaust turbine wheel expand the turbo’s efficiency range, allowing for higher output across a wider RPM range.

True to APR’s mantra of Performance without Compromise the days of shredding tires on front wheel drive vehicles are rapidly disappearing thanks to the new Gold Standard in ECU torque management calibration strategies only APR can deliver. Compressor surge is avoided to increase the reliability of the system without limiting the area under the curve typically experienced during a top speed acceleration run. APR’s endless pursuit of perfection has resulted in the most comprehensive 2.0 TSI K04 turbocharger system and tuning package in the world.

Using 93-octane fuel, the APR K04 Turbocharger System produces an astonishing 360 horsepower and 382 ft-lbs of torque. Unlike the factory turbocharger, power stays strong and doesn’t dramatically taper towards the vehicle’s new 7,100 RPM redline. Switching to APR’s 100 octane race fuel mode, peak power and torque climb further to 375 horsepower and 408 ft-lbs of torque. APR’s calibration experts have safely maximized the full power potential of the turbocharger unit, while keeping reliability at the forefront of their calibration strategies.

APR K04 Turbocharger System Components

Turbocharger

 

At the heart of the K04 Turbocharger System is an APR proprietary customized version of the factory Borg Warner K04-64 turbocharger originally equipped on VAG’s high-output models, such as the Golf R and S3. The turbocharger features a CNC-machined, billet compressor wheel and stainless steel exhaust turbofold.

Each turbocharger unit is machined, assembled and clocked in house at APR with the necessary brackets to ensure proper wastegate fitment and orientation. Each wastegate is then calibrated for precise operation and control to ensure seamless integration with the expertly recalibrated OEM engine management system.

Integrated DV Adapter

One of the greatest benefits to the APR K04 turbocharger system is its simple, yet elegant design. APR’s CNC-machined direct compressor recirculation port on the OEM compressor cover significantly reduces engine bay clutter and saves the end user from the hidden costs of purchasing extra throttle body pipes, hoses, clamps and DV mounts for recirculating boost pressure. The compact design also removes extra charge piping volume to allow for faster boost response and less locations for boost leaks. Furthermore, charge air pressure is directed directly at the compressor wheel which helps keep the turbo spooled upon lifting the throttle, minimizing turbo lag.

Turbo Outlet and Turbo Muffler Removal

The OEM k04 turbocharger features a turbo muffler designed to reduce turbocharger sound, but does so at the cost of ultimate performance. APR removes the turbo muffler not only to enhance the sound of the turbocharger, but to also provide a smooth airflow path across the previously baffled muffler section. A clean and simple CNC flange developed by APR’s Mechanical Engineers is bolted directly to the compressor cover in place of the OEM turbo muffler. A long mounting surface provides an excellent slip-proof surface for mounting the included APR EZ-Flow silicone discharge hose and an o-ring between the flanges ensures a life of leak-proof operation.

PCV Blockoff Plate

The K04 turbocharger was originally designed for an EA113 2.0T engine, and as such, includes items not present on the EA888 2.0T engine. The compressor cover features a port used in the EA113’s PCV system, but on the EA888’s this same port is located higher up on the intake tubing. APR has provided a gasket-sealed laser-cut port cover to block off this part to ensure no unmetered air enters into the system. The design is clean and simple and never requires maintenance.

Engine Management

The factory Bosch MED 17 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.

With the significant amount of changes included in the APR K04 Turbocharger System, APR’s Engineers spent months calibrating the engine management system, including hundreds of hours of in-house chassis dyno development. Drivability, gear changes, cruising and part throttle operation were tuned to operate smoothly as if intended by the OEM through proper torque management. Further development was performed putting the vehicle through performance evaluation and durability testing at the drag strip and road course. APR’s Electrical Engineers built new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels. Thanks to APR’s incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise.

Engine Calibration:

APR’s Calibration Engineers restructured the engine’s volumetric efficiency (VE) model to correctly determine the ECU’s calculated load and deliver proper torque management. Thanks to APR’s patented boost control coding and the addition of a 3-Bar MAP sensor, the ECU is able to perform closed loop boost control well beyond relatively low limits dictated by the factory MAP sensor. This directly translates to safer and more predictable operation while additionally producing more power and torque across the entire power band.

Additionally, through the properly reconstructed VE model, accurate open loop fueling is achieved, translating to insignificant fuel trim adjustments. Closed loop fueling is calibrated to control lambda perfectly under all operating conditions. Furthermore, compensations, such as ones related to intake air temperature, exhaust temperature, and altitude, are adjusted to handle the larger variances compared to the factory, low-output setup.

APR’s Calibration Engineers have optimized cam timing, ignition timing, engine load and lambda to provide tremendous leaps in power while retaining the OEM knock control strategy. The result is safely achieved power, optimized for various fuel grades found around the world from low-quality pump fuel, all the way to high-quality, oxygenated race fuels.

Compressor Surge Avoidance:

To aid in turbocharger reliability and longevity, APR’s engineers carefully studied the turbocharger’s compressor maps to avoid regions where compressor surge may be experienced. The K04 turbocharger has fantastic response characteristics and is able to produce incredibly high pressure at low airflow levels, but in doing so, the turbocharger runs into issues of compressor surge. In the area between 3000-4000 RPM, APR’s Calibration Experts have elected to limit boost pressure. During testing, with the limits removed, APR’s engineers were able to easily achieve over 400 ft-lbs of torque with 93 octane fuel, but doing so could result in damaging the turbo’s reliability. Back-to-back testing was conducted with and without the limitation and despite the reduction in torque in this range, APR’s engineers were unable to record a measureable difference in accelerative performance.

Torque Management and Traction Control:

Torque management plays a big role in how the vehicle feels and performs, especially during moments of low gear, rapid acceleration. Typically front wheel drive vehicles suffer from excessive wheel spin during these moments due to the massive torque on tap from the K04 Turbocharger System. Some drivers can find themselves in situations where they are fighting against wheel spin and traction control when they are simply interested in going forward as quickly as possible. This is further compounded by the fact that the factory traction control (ASR) system was designed for vehicles producing far less power and torque, resulting in overcompensated ASR interventions.

APR’s Calibration Engineers set out to perfect torque management and traction control by minimizing wheel spin as much as possible without neutering the driving experience. A multi-step approach was taken to achieve appropriate control. With ASR enabled, forward movement wheel spin will trigger appropriate torque intervention levels to minimize spin without hurting forward acceleration. On top of this, the torque management system is fine tuned to deliver only as much torque as the tires can take. In normal conditions the tires will only slightly break loose under full acceleration, resulting maximum acceleration. In higher traction situations, or with ASR disabled, all of the system’s torque is directly on tap!

While the end goal is similar, APR’s torque management system differs greatly from archaic “boost-by-gear” strategies. “Boost-by-gear” strategies rely on a static limitation of boost in an effort to minimize wheel spin, but to work properly they must be dialed in for every situation. The same boost levels in different weather conditions, such as a hot summer day and a cold winter month, can produce vastly different torque levels. Since APR’s torque management system relies on the engine management’s phenomenal torque reporting abilities, it is able to adjust to every environmental situation it encounters. To achieve a targeted torque level, the ECU applies the appropriate changes to mass airflow and ignition.

Acceleration Enhancements:

Through further calibration changes APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle. Ignition delays are reduced resulting in a more responsive pedal without altering overall throttle sensitivity and resolution. Drivability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating. APR’s Motorsport Rev Limiter allows power to climb all the way to redline without dropping off several hundreds of RPM earlier. Lastly, APR’s tried and tested Motorsport Launch Limiter allows the driver to focus on launching the vehicle, rather than controlling the engine speed.

Part-Throttle Drivability:

Beyond wide-open throttle performance, APR’s Calibration Engineers spent countless hours optimizing vehicle drivability under daily, part-throttle, driving. The vehicle fully retains its impressive daily driver status and simply has more power on tap should the driver request more with his or her right foot!

APR EMCS and APR Mobile:

APR’s EMCS program-switching technology and APR Mobile put control of the ECU in the operator’s hand to access modes for standard pump fuel, high-output race fuel and even reduced-output valet modes to protect the vehicle against improper use by other individuals. This technology is patented by APR and is found nowhere else in the world. It’s Performance Without Compromise only APR can deliver!

Manifold Absolute Pressure Sensor

To provide closed-loop boost control at absolute pressure levels above 2.5 bar, APR’s K04 Turbocharger System features an OEM Bosch 3 bar MAP sensor.

Altering the ECU to understand the engine is equipped with a 3 bar MAP sensor is a trivial task. The sensor and proper calibration settings come standard on many factory VAG vehicles, but even these vehicles only provide proper closed loop boost control up to 2.5 bar absolute.

APR’s electrical engineers went many steps beyond the norm and recoded the factory ECU to deliver closed-loop boost control up to 3-bar absolute. This ability, combined with proper torque management, results in safe, reliable, and predictable performance at higher power levels without the need for clumsy and archaic external boost controlling devices.

Silicone Hose


A wire-reinforced, multi-ply silicone hose provide an unrestricted path for airflow exiting the turbocharger. The hose is engineered to properly connect the turbo’s outlet to the factory charge piping system.

APR’s Easy-Flow Silicone Hose design features stepped mounting surfaces for smooth transitions from one pipe to another. Traditional designs simply sit on top of each other, often resulting in a disruptive airflow path. By using the stepped design, hoses fit properly without airflow restrictions, resulting in the most ideal path for moving air through the turbocharger and into the engine.

Gaskets and Hardware

APR doesn’t cut corners even with the most mundane details of the kit. Every nut, bolt, stud, washer, clamp, and gasket necessary for the install is included with the kit.

Dyno Testing

Horsepower and torque were measured in APR’s in-house, Soundmaster dyno cell, using a Dynapack all-wheel dynamometer. Multiple stock and modified runs were conducted and the SAEJ1349 corrected results were averaged together to represent the differences between a stock and APR K04 2.0 TSI. Crank power figures were estimated based on VAG’s factory advertised results.

Click through the tabs below to view output using various fuel grades, power measured at all four wheels, estimated at the crank, and the absolute gain over stock.

91 Octane | 93 Octane | 100 Octane – Measured Front Wheel Horespower
91 Octane | 93 Octane | 100 Octane – Estimated Crank Horsepower
91 Octane | 93 Octane | 100 Octane – Gain over Stock

Calibration Report

Output:

200 HP & 207 FT-LBS of Torque – Stock as Rated by VAG
221 HP & 220 FT-LBS of Torque – Stock as Measured by APR
346 HP & 360 FT-LBS of Torque – APR K04 with 91 AKI or 95 RON fuel
360 HP & 382 FT-LBS of Torque – APR K04 with 93 AKI or 98 RON fuel
375 HP & 408 FT-LBS of Torque – APR K04 with 100 AKI or 104 RON fuel

Max Gains over Stock (based on APR’s CCTA/CBFA measured output):

+133 HP @ 6,700 RPM & +143 TQ @ 4,400 RPM – APR K04 with 91 AKI or 95 RON fuel
+144 HP @ 6,700 RPM & +164 TQ @ 4,400 RPM – APR K04 with 93 AKI or 98 RON fuel
+166 HP @ 4,450 RPM & +191 TQ @ 4,450 RPM – APR K04 with 100 AKI or 104 RON fuel

Requirements and Recommendations

Intake System
APR’s software is designed to utilize the factory mass airflow (MAF) sensor and housing. The Carbonio Stage I and II Intake System is highly recommended and required to meet the advertised power output.

Exhaust System
The APR Downpipe Exhaust System is required if the vehicle is not currently equipped with the APR Turboback Exhaust System. APR Recommends the APR Catback Exhaust System for maximum performance.

Intercooler System
The APR Intercooler System is required to meet the advertised power figures.

Transmission
The K04 Turbocharger System greatly increases torque over the factory output levels and as such, an upgraded clutch may be necessary to transmit power to the ground. APR highly recommends upgrading the factory clutch to one that suits the operator’s intended driving style.

Exhaust Valve Springs
APR has discovered some engines experience exhaust valve float at high RPM at the advertised horsepower levels due to excessive exhaust backpressure caused by K04’s relatively small turbine wheel. In such cases, APR recommends upgrading the factory valve springs. However, upon request, lower output software capable of producing 321 horsepower and 310 ft-lbs of torque on 93 octane is available.

Tires
APR recommends Michelin PSS and PS2 tires as well as BFGoodrich Rivals and GForce Sport Comp 2 tires.

Fluids
APR recommends Motul Fluids and Lubricants.

Application Guides

Vehicles
Audi A3 (MK2)
Audi Q3
Audi TT (MK2)
Volkswagen Beetle
Volkswagen CC
Volkswagen Eos
Volkswagen Golf / GTI (MK5 / MK6)
Volkswagen Jetta / GLI / Bora / Vento / Sigitar (MK5 / MK6)
Volkswagen Passat / Magaton (B6)
Volkswagen Scirocco
Volkswagen Tiguan
Seat Altea
Seat Leon (MK2)
Seat Toledo (MK2)
Skoda Octavia / VRS (MK2)
Skoda Superb (B6)
Skoda Yeti

Engines
CAWA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CAWB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CBFA 2.0T EA888 Gen 1 Transverse
CCTA 2.0T EA888 Gen 1 Transverse
CCTB 2.0T EA888 Gen 1 Transverse
CCZA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZC 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZD 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)

Transmissions
6 Speed Manual
S-Tronic
DSG
Tiptronic

Drivetrains
Drivetrain
Front Wheel Drive
All Wheel Drive

APR K04 Turbocharger System – Includes Software
Part Number: T2100016
Price: $2,749.99
SALE: $2,474.99 <— Sale till May 4th

APR’s K04 Turbocharger System includes APR software, but for customers without APR’s Turbocharger System, who are looking to optimize their driving experience with the best engine management strategy available, APR’s K04 software is available separately. This software requires an OEM Bosch 3-bar map sensor and an OEM Borg Warner K04-64 turbocharger with no modifications to the turbo other than the required fitment aspects. All other requirements and recommendations above should be followed to ensure compatibility.

Software Only

Existing APR Software Customers – $499
New APR Software Customers – $899

Motul Oil, Coolant and Oil Filter

Part of the APR Turbocharger System install process requires removal of the OEM Turbocharger. During this process, oil and coolant must be drained and should be replaced to offer superior performance and protection. The APR Turbocharger Systems are now complete turn-key solutions, including everything you need down to the oil, coolant and oil filter. During checkout you’ll be given the option between Motul Specific 502.00, 505.00 & 505.01 5W40 or Motul Power 300V engine oil as well as Motul Inugel Optimal Ultra Coolant and an OEM oil filter. The Premium Motul lubricant package is included at a much lower than retail price point and the costs are listed below.

Motul Specific Lubricant Install Package

5 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00003
Price: $75.00

Motul 300V Lubricant Install Package

6 Liters of Motul 300V Power 5W40, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00007
Price: $105.00


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APR: 2.0 TSI “Stage 3″ GTX Turbocharger Kit Released!

Posted on April 7, 2014 – 12:31 pm

Achtuning is excited to announce APR’s release of the 2.0 TSI EA888 Gen 1 Stage III GTX Turbocharger System!

In 2008, shortly after the worldwide release of the 2.0 TSI engine, Volkswagen of America commissioned APR to build the Stage III GT Turbocharger System for their SEMA concept cars. Successes of these concept cars lead to the first release of the APR Stage III Turbocharger System, based on the then available Garret GT turbocharger, and became a worldwide phenomenon. In the years since, APR has continued to work with VWoA, Volkswagen GmBH, VWVortex and BFGoodrich to deliver more concept cars for SEMA, Wörthersee in Austria, as well as other events around the world, while APR continued testing the latest in turbocharger technology.

With the introduction of the Garret GTX2867R Turbocharger, APR has raised the bar further and redefined the standard by which the VAG community measures performance, reliability, drivability and quality. Gone are the days of compromise where low-end response meant excessive backpressure, compressor surge, and extremely limited top end performance. True to APR’s mantra of Performance without Compromise the days of shredding tires on front wheel drive vehicles are rapidly disappearing thanks to the new Gold Standard in ECU torque management calibration strategies only APR can deliver. APR’s endless pursuit of perfection has resulted in the most comprehensive 2.0 TSI turbocharger system in the world.

The 2.0 TSI is completely transformed the second it meets an APR Stage III GTX Turbocharger System. Power immediately jumps to 423 horsepower with 387 ft-lbs of torque on tap using 93 octane fuel on a completely stock and unmodified factory fueling system. Switching to APR’s 100 octane race fuel mode, power shoots up to 458 horsepower with 409 ft-lbs of torque all at the driver’s command. This level of extreme performance is just a taste of the system’s full performance capabilities. APR’s Stage III+ GTX fueling system (Coming Soon!) increases performance further by simply adding a few bolt-on APR fueling components.

APR Commissioned Stage III Vehicles

APR Stage III GTX Turbocharger System Components

Turbocharger

At the heart of Stage III GTX Turbocharger System is a GTX2867R turbocharger, which is capable of flowing nearly 50 lbs/min of corrected air flow. This directly translates to large power gains on the 2.0 TSI that continue to grow all the way to redline. The GTX Turbocharger consists of the latest technologies from Le Mans’ winning turbo manufacturer, Garrett Honeywell, and has a track record of reliability and repeatability worthy of complementing an APR Turbocharger System.

The internally gated turbocharger features a fully-machined, ten-blade billet 49.7 mm compressor wheel, Inconel 53.9 mm turbine wheel and a dual ball bearing oil and water-cooled CHRA.

APR’s Engineers spent countless hours testing turbine inlet and A/R sizes in order to decrease turbocharger lag without negatively impacting peak power. Complementing the turbo’s lightning fast response characteristics is a newly developed anti-surge housing, which enables APR’s Calibration Engineers to deliver massive low-end torque without experiencing compressor surge.

Each turbocharger unit is assembled and clocked in house at APR with the necessary brackets to ensure proper wastegate fitment and orientation. Each wastegate is then calibrated for precise operation and control to ensure seamless integration with the expertly recalibrated OEM engine management system.

Engine Management

The factory Bosch MED 17 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.

With the significant amount of changes included in the APR Stage III GTX Turbocharger System, APR’s Engineers spent months calibrating the engine management system, including hundreds of hours of in-house chassis dyno development. Drivability, gear changes, cruising and part throttle operation were tuned to operate smoothly as if intended by the OEM through proper torque management. Further development was performed putting the vehicle through performance evaluation and durability testing at the drag strip and road course. APR’s Electrical Engineers built new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels. Thanks to APR’s incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise.

Engine Calibration:

APR’s Calibration Engineers properly restructured the engine’s volumetric efficiency (VE) model to properly determine the ECU’s calculated load and deliver proper torque management. Thanks to APR’s patented boost control coding and the addition of a 3-Bar MAP sensor, the ECU is able to perform closed loop boost control well beyond relatively low limits dictated by the factory MAP sensor. This directly translates to safer and more predictable operation while additionally producing more power and torque across the entire power band.

Additionally, through the properly reconstructed VE model, accurate open loop fueling is achieved, translating to insignificant fuel trim adjustments. Closed loop fueling is calibrated to control lambda perfectly under all operating conditions. Furthermore, compensations, such as ones related to intake air temperature, exhaust temperature, and altitude, are adjusted to handle the larger variances compared to the factory, low output setup.

APR’s Calibration Engineers have optimized cam timing, ignition timing, engine load and lambda to provide tremendous leaps in power while retaining the OEM knock control strategy. The result is safely achieved power, optimized for various fuel grades found around the world from low quality pump fuel, all the way to high quality, oxygenated race fuels.

Torque Management and Traction Control:

Torque management plays a big role in how the vehicle feels and performs, especially during moments of low gear, rapid acceleration. Typically front wheel drive vehicles suffer from excessive wheel spin during these moments due to the massive torque on tap from the Stage III GTX Turbocharger System. Some drivers can find themselves in situations where they are fighting against wheel spin and traction control when they are simply interested in going forward as quickly as possible. This is further compounded by the fact the factory traction control (ASR) system was designed for vehicles producing far less power and torque, resulting in overcompensated ASR interventions.

APR’s Calibration Engineers set out to perfect torque management and traction control by minimizing wheel spin as much as possible without neutering the driving experience. A multi step approach was taken to achieve appropriate control. With ASR enabled, forward movement wheel spin will trigger appropriate torque intervention levels to minimize spin without hurting forward acceleration. On top of this, the torque management system is fine tuned to deliver only as much torque as the tires can take. In normal conditions the tires will only slightly break loose under full acceleration, resulting maximum acceleration. In higher traction situations, or with ASR disabled, all of the system’s torque is directly on tap!

While the end goal is similar, APR’s torque management system differs greatly from archaic “boost-by-gear” strategies. “Boost-by-gear” strategies rely on a static limitation of boost in an effort to minimize wheel spin, but to work properly they must be dialed in for every situation. The same boost levels in different weather conditions, such as a hot summer day and a cold winter month, can produce vastly different torque levels. Since APR’s torque management system relies on the engine management’s phenomenal torque reporting abilities, it is able to adjust to every environmental situation it encounters. To achieve a targeted torque level, the ECU applies the appropriate changes to mass airflow and ignition.

Acceleration Enhancements:

Through further calibration changes APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle. Ignition delays are reduced resulting in a more responsive pedal without altering overall throttle sensitivity and resolution. Drivability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating. APR’s Motorsport Rev Limiter allows power to climb all the way to redline without dropping off several hundreds of RPM earlier. Lastly, APR’s tried and tested Motorsport Launch Limiter allows the driver to focus on launching the vehicle, rather than controlling the engine speed.

Part Throttle Drivability:

Beyond wide open throttle performance, APR’s Calibration Engineers spent countless hours optimizing vehicle drivability under daily, part-throttle, driving. The vehicle fully retains its impressive daily driver status and simply has more power on tap should the driver request more with his or her right foot!

APR EMCS and APR Mobile:

APR’s EMCS program switching technology and APR Mobile put control of the ECU in the operators hand to access modes for standard pump fuel, high output race fuel and even reduced output valet modes to protect the vehicle against improper use by other individuals. This technology is patented by APR and is found nowhere else in the world. It’s Performance Without Compromise only APR can deliver!

Turbocharger Manifold

Attached to the turbocharger is APR’s investment-cast, super alloy, nickel-chromium-based Inconel 625 Manifold featuring APR’s Sequential Exhaust Pulse runner lengths. Unlike hand welded tubular manifolds and other cheap cast materials such as iron, Inconel is a very high temperature resistant material designed to withstand extreme exhaust gas temperature changes without expanding, contracting, melting or cracking under stress. Furthermore, the thick casting material reduces unwanted exhaust noise. This material is typically found only at the highest levels of professional motorsport racing where reliability is essential to success.

Investment-cast Inconel features heat retention characteristics, which aid in turbo response by keeping the exhaust velocity high. APR’s Engineers designed variable runner lengths calibrated to deliver sequential exhaust pulses without collision. Along with the manifold’s T25 outlet, this aids in turbocharger spool, producing excellent response for immediate torque delivery. A reduction in backpressure from the high-flow, collision-free design directly enhances power delivery far beyond that of the OEM turbocharger manifold and other less effective designs. Backpressure reduction also alleviates most common valve float issues associated with high output factory s3gtx turbo upgrades and so called small “hybrid” s3gtx turbochargers.

Each unit undergoes strict quality control checkpoints to ensure ultimate reliability each step of the manufacturing process. The unit is CNC machined to tight tolerances and inspected for defects before being packaged and shipped to customers around the world.

All of these characteristics result in a manifold designed without compromise backed by a confidence-inspiring lifetime warranty.

Manifold Absolute Pressure Sensor

To provide closed loop boost control at absolute pressure levels above 2.5 bar, APR’s GTX Turbocharger System features an OEM Bosch 3 bar MAP sensor.

Altering the ECU to understand the engine is equipped with a 3 bar MAP sensor is a trivial task. The sensor and proper calibration settings come standard on many factory VAG vehicles, but even these vehicles only provide proper closed loop boost control up to 2.5 bar absolute.

APR’s electrical engineers went many steps beyond the norm and recoded the factory ECU to deliver closed loop boost control up to 3 bar absolute. This ability, combined with proper torque management, results in safe, reliable, and predictable performance at higher power levels without the need for clumsy and archaic external boost controlling devices.

Mass Air Flow Sensor Housing

The factory engine management relies on load calculations derived from the mass airflow (MAF) sensor to properly control the engine. All too often this critical component is eliminated from turbo upgrade kits as the factory unit is small and can easily become saturated. The alternative of upgrading the unit is often not used due to the complexity of doing so. However, no task is too large for APR’s Engineering Teams when the sake of reliability is brought into question, and as such APR has engineered a larger housing for use in the Stage III GTX Turbocharger System.

To aid in accurate airflow readings, the APR MAF housing features a long, precision-machined tunnel with a honeycomb airflow straightener. APR’s Electrical Engineers make appropriate coding changes to the ECU to understand the larger MAF housing while the calibration experts update the ECU with all of the necessary calibration data surrounding the larger housing’s physical properties. The end results are accurate readings and a further refined driving experience.

The MAF housing includes a CNC-bent mounting bracket for a sturdy connection to the engine bay and additional wiring and couplers are included to extend the factory MAF sensor’s harness.

Silicone Hoses

 

Wire reinforced, multi-ply silicone hoses provide an unrestricted path for airflow to enter and exit the turbocharger. The ultra rigid design ensures boost and vacuum piping will not swell or collapse causing leaks and restrictions in the induction and charge piping system supporting boost response and turbo recovery. Each hose is engineered to fit properly into the vehicle’s engine bay with all necessary emissions and reference ports securely affixed.

APR’s Easy-Flow Silicone Hose design features stepped mounting surfaces for smooth transitions from one pipe to another. Traditional designs simply sit on top of each other, often resulting in a disruptive airflow path. By using the stepped design, hoses fit properly without airflow restrictions, resulting in the most ideal path for moving air through the turbocharger and into the engine.

Oil and Coolant Lines

APR’s oil and coolant lines are specific to the APR Stage III GTX Turbocharger System and provide years of leak free operation. The lines feature a flexible braided stainless steel construction with CNC mandrel bent hard-lines for specific and clean routing as if intended by the OEM. Every detail is important, and APR goes the extra mile to ensure any possible weaknesses are eliminated.

Downturn and Downpipe

An investment cast 3” stainless steel downturn provides a smooth and uninterrupted path for exhaust gases existing the turbocharger at high velocity. The high temperature resistant stainless steel design increases the components strength without fear of component failure even under the most grueling environments.

APR’s 3-inch T304 stainless steel downpipe connects seamlessly to the supplied downturn and is fully compatible with APR’s turboback exhaust system, full downpipe, or midpipe exhaust system.

Diverter Valve Housing and Wastegate Solenoid Bracket

The factory turbocharger features a diverter valve (DV) and wastegate solenoid (N75) directly mounted on the compressor housing, which is removed for the more powerful APR Stage III GTX Turbocharger Unit. As such, APR provides a CNC-machined billet-aluminum DV housing and CNC-bent N75 bracket to conveniently relocate these items within the engine bay.

The DV housing is anodized clear to protect against corrosion and the internal mounting surface is precision machined identically to the OEM unit, to ensure a proper, leak proof design.

Vacuum Lines

APR provides new vacuum lines and T-junctions. Leak proof connections are easily achieved thanks to the included OEM style crimp clamps.

Gaskets

APR doesn’t cut corners even with the most mundane details of the kit. Every nut, bolt, stud, washer, clamp, and gasket necessary for the install is included with the kit.

Spark Plugs

To cope with raised cylinder pressure and temperature, four NGK Laser Platinum Premium plugs are included. The plugs operate at a heat range colder than stock, which results in better pre-detonation resistance under extreme conditions. With these spark plugs in, APR’s calibration engineers were able to safely achieve more power, especially in extremely demanding conditions.

Install Manual

Dyno Testing

Horsepower and Torque was measured in APR’s in-house, soundmaster dyno cell, using a dynapack all-wheel dynamometer. Multiple stock and modified runs were conducted and the SAEJ1349 corrected results were averaged together to represent the differences between a stock and APR Stage III GTX 2.0 TSI. Crank power figures were estimated based on VAG’s factory advertised results.

Click through the tabs below to view output using various fuel grades, power measured at all four wheels, estimated at the crank, and the absolute gain over stock.

91 Octane | 93 Octane | 100 Octane – Measured Front Wheel Horespower
91 Octane | 93 Octane | 100 Octane – Estimated Crank Horsepower
91 Octane | 93 Octane | 100 Octane – Gain over Stock

Calibration Report

Output:

200 HP & 207 FT-LBS of Torque – Stock as Rated by VAG
221 HP & 220 FT-LBS of Torque – Stock as Measured by APR
409 HP & 374 FT-LBS of Torque – APR Stage III GTX with 91 AKI or 95 RON fuel
423 HP & 387 FT-LBS of Torque – APR Stage III GTX with 93 AKI or 98 RON fuel
458 HP & 409 FT-LBS of Torque – APR Stage III GTX with 100 AKI or 104 RON fuel

Max Gains over Stock (based on APR’s CCTA/CBFA measured output):

+199 HP @ 6,700 RPM & +159 TQ @ 4,150 RPM – APR Stage III GTX with 91 AKI or 95 RON fuel
+212 HP @ 6,700 RPM & +174 TQ @ 4,150 RPM – APR Stage III GTX with 93 AKI or 98 RON fuel
+244 HP @ 6,700 RPM & +194 TQ @ 4,200 RPM – APR Stage III GTX with 100 AKI or 104 RON fuel

Requirements and Recommendations

Intake System
The Carbonio Stage I Intake is required.

Exhaust System
The APR Midpipe Exhaust System is required if the vehicle is not currently equipped with the APR Downpipe Exhaust System or APR Turboback Exhaust System. APR Recommends the APR Catback Exhaust System for maximum performance.

Intercooler System
The APR Intercooler System is required to meet the advertised power figures.

Transmission
The APR Stage III GTX Turbocharger System greatly increases torque over the factory output levels and as such, an upgraded clutch may be necessary to transmit power to the ground. APR highly recommends upgrading the factory clutch to one that suits the operator’s intended driving style.

Engine Internals
For increased reliability and longevity, especially on vehicles running race fuel and heavily tracked, APR recommends APR Connecting Rods and APR Mahle Pistons.

Tires
APR recommends Michelin PSS and PS2 tires as well as BFGoodrich Rivals and GForce Sport Comp 2 tires.

Fluids
APR recommends Motul Fluids and Lubricants.

Application Guides

Vehicles
Audi A3 (MK2)
Audi Q3
Audi TT (MK2)
Volkswagen Beetle
Volkswagen CC
Volkswagen Eos
Volkswagen Golf / GTI (MK5 / MK6)
Volkswagen Jetta / GLI / Bora / Vento / Sigitar (MK5 / MK6)
Volkswagen Passat / Magaton (B6)
Volkswagen Scirocco
Volkswagen Tiguan
Seat Altea
Seat Leon (MK2)
Seat Toledo (MK2)
Skoda Octavia / VRS (MK2)
Skoda Superb (B6)
Skoda Yeti

Engines
CAWA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CAWB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CBFA 2.0T EA888 Gen 1 Transverse
CCTA 2.0T EA888 Gen 1 Transverse
CCTB 2.0T EA888 Gen 1 Transverse
CCZA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZC 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZD 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)

Transmissions
6 Speed Manual
S-Tronic
DSG

Drivetrains
Drivetrain
Front Wheel Drive
All Wheel Drive*

*Please note, AWD vehicles require an alternative AWD downpipe system and modification to the oil and coolant lines at the owner’s discretion.

System

APR Stage III GTX Turbocharger Systems
Part Number: T3100061
Price: $5,399.99
SALE: $4,859.99 <— Until May 4th.

APR Stage III GTX Turbocharger Upgrade System (For Existing APR Stage III GT2860RS or III+ GT3017R Customers) – Includes Software (REQUIRES 3BAR Map Sensor)
Part Number: T3100059
Price: $2,699.99
SALE: $2,429.99 <—- Until May 4th.

Motul Specific Lubricant Install Package

5 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00003
Price: $75.00

Motul 300V Lubricant Install Package

6 Liters of Motul 300V Power 5W40, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00007
Price: $105.00


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APR Spring Sale: April 7th – May 4th

Posted on April 7, 2014 – 9:00 am

The annual APR Spring Sale is upon us! Just about everything from APR featured in the Achtuning online store is ON SALE and IN STOCK now through May 4th, READY TO SHIP!! Begin shopping online or give us a call at 425-895-0000 to place your order. Immediate shipping/tracking results will be shared with you since we’re ready to ship your IN STOCK APR orders!!


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APR R8 4.2L FSI V8 Stage 3+ TVS1740 Supercharger System

Posted on April 2, 2014 – 9:00 am

Achtuning is excited to announce APR’s release of the R8 4.2L FSI V8 Stage 3+ TVS1740 Supercharger System! APR’s technical reach has grown enormously since opening in the 1990’s and currently represents a force of unmatched performance without compromise in the performance enhancement sector for Audi vehicles. Their previously available APR Stage III TVS1320 Supercharger System found its way on to several hundred 4.2L FSIs around the world, making it the most popular and reliable system on the market. With more than four years’ worth of 4.2L FSI supercharger engineering research, development and testing, APR’s new Stage III+ TVS1740 Supercharger System represents the pinnacle of Audi’s German engineering enhanced by APR’s American ingenuity.

In the factory form, Audi’s high revving FSI V8 can leave much to be desired compared to some of the latest technological advances brought forth by Quattro GmbH in recent years. The APR Stage III+ TVS1740 Supercharger System fills the void by adding an average of roughly 46% more horsepower and torque across the entire power band. The results are nothing short of amazing; taking the R8 from 425 horsepower to 642 horsepower on pump fuel and 689 horsepower on race fuel without breaking a sweat! With 550 FT-LBS on tap thanks to the TVS1740’s positive displacement supercharger expect instant acceleration with absolutely no lag commonly associated with other forms of forced induction.

Supercharger, Manifold and Runners

 

At the heart of the APR Stage III+ Supercharger System is Eaton’s latest Twin Vortices Series (TVS) supercharger unit, the TVS1740. The supercharger system is a positive displacement, roots style pump, utilizing Eaton’s lightweight, four-lobe 160 degree twisted rotors. Cast and assembled as a single, OEM-style-manifold and rotating group housing, the unit is quiet, compact, attractive, easy to install, and requires little to no extra maintenance to the unit itself.

The positive displacement supercharger offers power instantly as the throttle is pressed. Boost pressure builds with no perceived lag commonly associated with other types of forced induction, and provides a large increase in torque across the entire power band. Throttle control is linear and predictable and makes for an excellent driving experience both in daily driving and wide-open acceleration.

 

Since the supercharger does not compress air as it moves through the roots, it’s extremely efficient during light throttle and cruising situations. Unlike screw-type positive displacement superchargers that are always compressing, the TVS unit can internally bypass unwanted air, resulting in negligible parasitic loss during cruising and thus far greater fuel economy.

The single cast unit and appropriately sized rotating group eliminates potential leak points and allows for a slim, compact design without sacrificing key airflow design characteristics. The unit features a high velocity flow path through the supercharger rotors and an unrestricted discharge port into the appropriately sized plenum. The large plenum equalizes flow across all ports as air feeds evenly through the low-pressure-drop, dual-internal air-to-water heat exchangers. Finally, the ports are separated into individual runners and continue through aircraft grade 6061 billet aluminum extension runners, offering greater operation by eliminating cross talk.

Internally the dual heat exchangers offer technological advances shared by Formula 1 teams around the globe. Each unit features a louvered fin design, which minimizes pressure drop while achieving excellent cooling effectiveness. The extruded multi-rib tubing maximizes heat extraction to be carried away through the large bore coolant recirculation hard lines. Externally, supercharger coolant is pumped through a large front mounted heat exchanger where it’s cooled and circulated back through the charger again.

Engine Management

The factory Bosch MED 9 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.

With the significant amount of changes included in the APR Stage III+ TVS1740 Supercharger System, APR’s Engineers spent months calibrating the engine management system, including well over 100+ hours of in-house chassis dyno development. Drivability, gear changes, cruising and part throttle operation were tuned to operate smoothly as if intended by the OEM. Further development was performed putting the vehicle through performance evaluation and durability testing at the drag strip. APR’s Electrical Engineers built new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels. Thanks to APR’s incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise.

Adding forced induction to a naturally aspirated engine presents several challenges with regards to how the ECU operates. APR’s Calibration Engineers properly restructured the engine’s volumetric efficiency (VE) model to properly determine the ECU’s calculated load. Accurate open loop fueling is achieved, translating to insignificant fuel trim adjustments. Closed loop fueling is calibrated to control lambda perfectly under all operating conditions. Furthermore, compensations, such as ones related to intake air temperature, are adjusted to handle the large temperature variances compared to a factory naturally aspirated setup.

APR’s Calibration Engineers have optimized cam timing, ignition timing and lambda to provide tremendous leaps in power while retaining OEM knock control sensitivity. The result is safely achieved power, optimized for various fuel grades found around the world from low quality pump fuel, all the way to high quality, oxygenated race fuels.

Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle through other calibration changes. Ignition delays are reduced resulting in a more responsive pedal without altering overall throttle sensitivity and resolution. Drivability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating. APR’s Motorsport Rev Limiter allows power to climb all the way to the factory set redlines without dropping off several hundreds of RPM earlier. And lastly, APR’s tried and tested 4,200 RPM Motorsport Launch Limiter allows the driver to focus on launching the vehicle, rather than controlling the engine speed.

Beyond wide open throttle performance, APR’s Calibration Engineers spent countless hours optimizing vehicle drivability under daily, part-throttle, driving. The vehicle’s pedal maps are recalibrated under both standard and sport mode, providing smooth part-throttle drivability without compromising the driveshaft windup protection. The vehicle fully retains its impressive daily driver status and simply has more power on tap should the driver request more with his or her right foot! We call it Performance Without Compromise.

Supercharger Coolant Air-to-Water Radiators

 

APR’s supercharger system features a large, 585 mm x 140 mm x 65 mm front mount radiator and a second 320 mm x 140 mm x 90 mm side mounted radiator responsible for cooling coolant as it’s pumped out of the supercharger’s dual internal air-to-water heat exchangers. An adequate cooling system is critical in any supercharged application to not only keep power consistent, pull after pull, but also to help keep IAT below dangerously high levels.

The heat exchangers are specific to the R8 platform and feature cast aluminum end tanks with threaded connection points and bleeder valves. Each cooler cleanly installs with the supplied CNC, laser-cut brackets, complete with vibration insulators.

Supercharger Coolant Pump, Harness and Bracket

 

The R8’s rear mounted engine results in a supercharger cooling circuit spanning over twenty feet and calls for a high quality coolant pump. As such, APR’s supercharger cooling system features a highly efficient brushless cooling pump feels right at home in the R8’s engine bay.

The military grade coolant pump seamlessly connects to the factory wiring harness through the included APR wiring harness with no wire splicing and is triggered by the included relay system.

APR’s CNC, laser-cut bracket provides a simple and clean method of mounting the pump to the vehicle, out of sight, and vibration isolators ensure the system runs as quietly as possible.

Supercharger Coolant Expansion Tank

The APR coolant expansion tank is used for filling the supercharger’s cooling circuit and for handling liquid expansion under various operating temperatures. APR’s CNC, laser-cut bracket provides a simple and clean method of mounting the expansion tank to the engine bay out of sight. The alumnium tank is anodized black and features a machined APR logo.

Supercharger Coolant Lines

The APR Supercharger System features dual internal air-to-water radiators designed to reduce intake air temperature, (IAT), before entering the cylinders. With cooler IAT, the ECU will request more ignition advance and result in more power.

 

A multitude of coolant lines feed the supercharger’s internal cooling system, which provides a circuit between the included radiators, coolant pump and expansion tank. Longer lines, such as those running the full length of the car, feature threaded connections, braided stainless steel outer sleeves and reinforced rubber cores. Specifically routed hoses are made from multi-ply silicon and the remaining hoses are flexible, reinforced rubber. All necessary brass connectors, spring-loaded clamps and OEM style crimp clamps are included.

The factory engine coolant hose running beneath the supercharger is modified for fitment reasons and is constructed from a high quality, multi-ply silicon. Protective covers are provided to shield against abrasion.

Intake System and Air-Oil Separator Bracket

Two high flow K&N filters are adapted to the factory air box to provide fresh filtered air to the supercharger. The factory MAF housing bolts to the metal filter bracket and connects to the throttle body via two multi-ply silicon hoses. The ultra-ridged design ensures the hoses will not collapse under the tremendous vacuum created by the supercharger system’s newly added forced induction.

Laser-cut, CNC-bent air-oil separator brackets reposition and secure factory PCV system beneath the intake system.

Supercharger Pulley System

 

The supercharger system’s internal rotors are rotated via a belt and pulley attached to the engine’s accessory drive system.

APR’s upgraded the R8’s belt system to utilize a 6pk belt for additional strength. A new cast and CNC machined bracket is used to properly orient the circuit and features new OEM tensioners, and idler pulleys. The harmonic balancer is upgraded to an OEM replacement, high quality, balanced 6 rib unit.

Engine Oil Relocation System

The APR supercharger system’s casting features a large, high flow, dual throttle body inlet system, which provides a high velocity flow path to the supercharger roots. To incorporate this feature into the design APR’s engineers were required to move the factory oil filter.

A CNC-machined billet-aluminum adapter connected to the oil feed and return and provides a connection point for high quality, braided stainless-steel oil lines. The lines route to the new black-anodized CNC-machined billet-aluminum oil filter housing.

 

CNC, laser-cut brackets cleanly hold the housing in place and out of sight under the factory engine side covers. Conveniently oil changes are now made easier with quick and easy access to the filter.

High Pressure Fuel Pumps

 

Sold separately as brand new pumps or rebuilds of the engine’s existing pumps, the APR High Pressure Fuel Pumps address fueling needs and leaves plenty of headroom for safety and further increased power levels. By increasing the pump’s internal capacity, the fueling system is capable of displacing a higher volume of fuel per minute at every RPM. Read more on our APR High Pressure Fuel Pumps product page.

Fueling System

 

To accommodate the large APR Supercharger, modifications are made to the low-pressure fueling system and evap lines. Each fuel line exceeds CARB and EPA ratings and includes a patent-pending GreenShield barrier. The multi-ply, reinforced rubber hoses are designed to protect against today’s modern deteriorating fuels and include a best-in-class working psi of 225.

OEM style spring clamps and crimp clamps are included to ensure a solid connection. The included mounting bracket allows for a clean and solid install of relocated components.

Intake Air Temperature Sensors and Harnesses

The factory mass airflow sensors include intake air temperature (IAT) probes and are designed to provide the engine control unit (ECU) with air temperature information. Because the R8 is converted from naturally aspirated to forced induction, the sensors must be relocated to ensure proper IAT measurement. The IAT sensors are absolutely critical for safe, reliable and powerful operation and as such, APR provides two OEM sensor and harnesses for placement just past the supercharger’s dual internal air-to-water radiators. The included harnesses allows for simple integration into the OEM wiring harness and comes preinstalled in the supercharger.

The sensors feed correct IAT readings to the ECU, which provides closed loop control over various calibration decisions, such as desired ignition advance. This provides safe operation no matter what the condition. During a cold day, with lower supercharger coolant temperature, the ECU will safely increase engine output mainly through ignition. However, under hot conditions, such as a vehicle seeing plenty of track time, the ECU will compensate for these conditions, lowering output slightly to avoid dangerous premature detonation. These compensations result in only attempting to safely achieve the maximum amount of power capable during any given temperature related scenario.

Engine Coolant Hose

The APR Supercharger fills the valley between the cylinder heads and as such, the factory coolant hose was redesigned to accommodate the supercharger. The specifically routed hose is made from multi-ply silicon and features a protective cover to provide a shield against abrasion.

Vaccum Lines

To accommodate the transition from naturally aspirated operation to forced induction, APR provides new vacuum lines and junctions. Leak proof connections are easily achieved thanks to the included OEM style crimp clamps.

Spark Plugs

To cope with raised cylinder pressure and temperature, eight NGK Iridium IX spark plugs are included. The plugs operate at a heat range colder than stock, which results in better pre-detonation resistance under extreme conditions. With these spark plugs in, APR’s calibration engineers were able to safely achieve more power, especially in extremely demanding conditions.

Gaskets and Hardware

New OEM gaskets and bolts are provided to facilitate a leak proof connection between the cylinder heads and APR Supercharger runners.

Fender Liner

The side blades on the Audi R8 provide an excellent mounting location for further supercharger air-to-water radiators. The APR Supercharger System utilizes a vented R8 V10 fender liner to allow proper airflow through the air-to-water radiator and in doing so, borrows an engineering design element from the V10 platform. The fender liner installs cleanly without any destructive trimming to the factory parts.

Install Manual

APR has a worldwide network consisting of many professional shops capable of performing an APR supercharger system install. To accompany APR’s world-class technical support hot line, APR includes a full, printed, step-by-step install manual to make the install process smooth and simple!

Dyno Testing

Horsepower and Torque was measured in APR’s in-house, soundmaster dyno cell, using a dynapack all wheel drive dynamometer. Multiple stock and modified runs were conducted and the SAEJ1349 corrected results were averaged together to represent the differences between a stock and APR Stage III+ R8. Crank power figures were estimated based on Audi’s factory advertised results.

Click through the tabs below to view output using various fuel grades, power measured at all four wheels, estimated at the crank, and the absolute gain over stock.

Click the links below to see power output at the wheels, estimated at the crank and with different octanes

91 Octane | 93 Octane | 100 Octane – Measured All Wheel Horespower
91 Octane | 93 Octane | 100 Octane – Estimated Crank Horsepower
91 Octane | 93 Octane | 100 Octane – Gain over Stock

APR Stage III+ TVS1740 Supercharger System Calibration Report

Output:

424 HP & 317 FT-LBS of Torque – Stock as Rated by Audi
425 HP & 318 FT-LBS of Torque – Stock as Measured by APR
611 HP & 511 FT-LBS of Torque – APR Stage III+ with 91 AKI or 95 RON fuel
642 HP & 526 FT-LBS of Torque – APR Stage III+ with 93 AKI or 98 RON fuel
689 HP & 550 FT-LBS of Torque – APR Stage III+ with 100 AKI or 104 RON fuel

Max Gains over Stock:

+200 HP @ 5,350 RPM & +200 TQ @ 5,100 RPM – APR Stage III+ with 91 AKI or 95 RON fuel
+220 HP @ 5,600 RPM & +214 TQ @ 4,950 RPM – APR Stage III+ with 93 AKI or 98 RON fuel
+263 HP @ 7,900 RPM & +239 TQ @ 5,900 RPM – APR Stage III+ with 100 AKI or 104 RON fuel

Acceleration Testing

All too often performance upgrades show improvements during a single dyno pull, but lack the ability to show the same performance in real world conditions. Furthermore the dyno may be unable to illustrate the system’s response and other tuning changes designed to make the system instantly react to the drivers input. Through acceleration testing, APR’s engineers were able to improve power delivery during launches, after gear changes and prove the cooling system was up to the task of sheading heat to keep power consistent.

APR’s local certified quarter mile drag strip is a perfect and safe testing ground for high speed, 130+ MPH sprints. Using Car and Driver magazine’s measured results as a benchmark, APR’s Engineers setout to prove the Stage III+ Supercharger System was capable of increasing the R8’s performance substantially.

Car and Driver magazine measured the R8’s sprint from 30-130 MPH in an underwhelming 17 seconds. However, with the addition of the APR’s Stage III+ TVS1740 Supercharger System, the vehicle entered a league of performance often shared by exotic supercars. Using 93 octane fuel the same acceleration test was completed 6.5 seconds faster! Through testing higher octane fuels, and eventually weight reduction and tire changes, the gap grew even larger, ultimately resulting in an astonishing 44% reduction in time.

Many more acceleration tests were performed, including record setting quarter mile passes, proving an APR Stage III+ TVS1740 Supercharger System is the ultimate upgrade for R8!

0-60 MPH

4.20 – Stock (Car & Driver Magazine)
3.61 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
3.34 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

0-100 MPH

10.60 – Stock (Car & Driver Magazine)
6.91 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
6.31 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

60-120 MPH

10.7 – Stock (Car & Driver Magazine)
6.57 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
6.03 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

60-130 MPH

14.30 – Stock (Car & Driver Magazine)
8.69 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
7.88 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

30-130 MPH

17.00 – Stock (Car & Driver Magazine)
10.49 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
9.56 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

Requirements and Recommendations (Each Sold Separately)

APR High Pressure Fuel Pumps

The APR HPFPs expands the 4.2L FSI V8’s direct injection fueling capabilities to the levels required for proper operation with the APR Stage III+ TVS1740 System. Because the pumps are sold in two different forms, they are offered separately from the kit. Entirely new pumps can be purchased, or the vehicle’s existing pumps can be sent to APR for a rebuild at a discounted rate. This product is required.

Transmission

The APR Supercharger System greatly increases torque over the factory output levels and as such, an upgraded clutch may be necessary to transmit power to the ground. APR highly recommends upgrading the factory clutch to one that suits the operator’s intended driving style.

Induction System

The APR Supercharger System was designed using the factory intake system with the included K&N Filters and OEM mass airflow (MAF) sensor housings. An intake port carbon cleaning is necessary to meet advertised power levels.

Exhaust System

The APR Supercharger System was designed for operation with the either the factory exhaust system or a high flow exhaust system.

Motul Fluids and Lubricants

Maintaining the vehicle’s fluids and lubricants is necessary. APR highly recommends Motul’s product range.

Application Guide

Audi R8 4.2L FSI V8 Coupe with 6 Speed Manual Transmission (R-Tronic currently under development)

Part Number T3100054

Price $23,749.99

Motul Oil and Coolant

During the install, oil and coolant must be drained and should be replaced to offer superior performance and protection. The APR Supercharger Systems are now complete turnkey solutions, including everything you need down to the oil, coolant and oil filter. During checkout you’ll be given the option between Motul Specific 502.00, 505.00 & 505.01 5W40 or Motul Power 300V engine oil as well as Motul Inugel Optimal Ultra Coolant. The Premium Motul lubricant package is included at a much lower than retail price point and the costs are listed below.

Motul Specific Lubricant Install Package

10 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil & 9 Liters of Inugel Optimal Ultra (Concentrated) – Organic

Part Number: MO00015

Price: $125.00

10 Liters of Motul 300V Power 5W40 & 9 Liters of Inugel Optimal Ultra (Concentrated) – Organic

Part Number: MO00016

Price: $165.00


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APR Releases 3rd Gen. 1.8 TSI ECU Upgrade!

Posted on January 23, 2014 – 2:00 pm

Achtuning is pleased to announce another world first from APR!!

APR presents the ultimate engine control unit (ECU) upgrade for the Generation 3, 1.8 TSI engine. APR’s ECU upgrade is available in octane-specific variations and is conveniently flashed to the vehicle’s factory ECU through the OBD-II port without any physical modification to the factory ECU.

The Continental SIMOS 12 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.

APR’s Calibration Engineers spent months calibrating the engine management system, including many hours of in-house chassis dyno development. With a thorough understanding of the ECU’s torque structure, APR’s Calibration Engineers properly increased engine load to produce more power and torque from idle to redline. APR’s ECU Upgrade increases turbocharger boost pressure and optimizes cam timing, ignition timing, lambda and more to produce higher output. Using APR’s proprietary high-speed data logging suite, the calibration team closely monitored the effects of these changes to ensure a powerful ECU upgrade without derogating the engine’s drivability or reliability.

APR’s ECU Upgrade will provide an excellent leap in power and torque while retaining OEM knock control sensitivity and other built in safety features. The result is safely achieved power, optimized for various fuel grades found around the world. We call it Performance Without Compromise!

APR Stage I ECU Upgrade

The APR Stage I ECU Upgrade is designed to work without requiring other changes to the vehicle’s hardware. With the ECU Upgrade alone, APR’s Calibration Experts measured higher peak figures of 290 ft-lbs of torque and 245 horsepower with 93 AKI octane fuel. Large gains were seen throughout the power band, including an additional 92 ft-lbs of torque and 62 horsepower. The increase in power directly translates to an exceptionally quicker vehicle. Using advanced GPS measuring devices, APR’s engineers conducted several acceleration tests. During the 100-200 KPH sprint, the APR Stage I equipped vehicle crossed the finish line 9.845 seconds quicker, resulting in an outstanding 35% improvement!

APR’s ECU upgrade is the best power per dollar modification for the new 1.8 TSI engine and takes the vehicle’s performance to similar levels typically reserved for higher output, sporty models, without pushing the limits. With factory-like smoothness and drivability, APR’s ECU upgrade will fill the void in an otherwise excellent vehicle.

Acceleration Enhancements:

Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle through other calibrations changes. Ignition delay is reduced resulting in a more responsive pedal without altering overall throttle sensitivity. Furthermore, drivability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating.

Left Foot Braking / Brake Boosting:

APR’s Left Foot Braking feature allows more control over the vehicle’s throttle. The factory equipped vehicle’s throttle input is disabled while pressing the accelerator and brake at the same time. Left Foot Braking, a common motorsport driving technique, allows the driver complete control over the vehicle’s throttle and braking system, which may give the vehicle the edge it needs at the track. As is with all features APR adds to the ECU, this feature may be removed upon request.

Clutch Protection:

APR’s standard Stage I ECU Upgrade offers a large increase in low-end torque, which may overpower the factory clutch. While APR did not experience clutch slip at the advertised torque levels and even slightly higher, others may due to clutch health and driving style. APR recommends upgrading the factory unit, but has also created special software designed to deliver the same peak horsepower with a cap on low end torque. These specific files are available with various torque caps set lower than the standard Stage I ECU Upgrade.

Speed Limiter:

APR’s ECU upgrade increases the vehicle’s top speed limiter for blistering sprints around the track or across the Autobahn without the speed limiter shutting down the fun!

Increased Fuel Economy:
APR’s Calibration Engineers paid close attention to several parameters directly related to fuel economy, especially while cruising at highway speeds. Depending on driving style and fuel quality, better miles per gallon may be achieved!
Power Charts

To view other power charts, please click the links below

91 AKI Fuel – WHP
91 AKI Fuel – CHP
91 AKI Fuel – Gain over Stock
93 AKI Fuel – WHP
93 AKI Fuel – CHP
93 AKI Fuel – Gain over Stock

APR Stage I ECU Upgrade Calibration Report

Acceleration Chart

APR Stage I ECU Upgrade Acceleration Report

The APR Development Difference


APR DirectPort Programming:

APR’s patented DirectPort Programming is now available for the Simos 12.x ECU! Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest ECU upgrades for loading directly over the vehicle’s OBD-II port. This completely eliminates the need to remove and open the ECU for currently available files and can be uninstalled at any time!

APR ECU Explorer:

APR’s proprietary ECU Explorer gives APR’s Calibration Engineers unparalleled access to the vehicle’s entire engine management system. Typical commercially available data logging tools, used by most tuners, only allow logging up to 12 engine-operating variables at extremely low data rates. These tools are also limited to a small, specific list of variables. APR’s ECU Explorer is capable of logging every variable found within the ECU. It’s capable of logging well over 100 variables at once with data rates as high as 100 samples per second. Synchronous data logging is available for fine-tuning.

APR ECU Composer:

APR’s proprietary ECU Composer is used for altering the engine management system. With full access to every table, map and variable within the ECU, APR’s Calibration Engineers are not limited to a handful of maps as is common for most tuning companies. ECU Composer takes calibration to a new level with APR’s Quick Flashing. APR’s Calibration Engineers can reflash the ECU in seconds rather than waiting lengthy periods of time between each flash.

APR ECU Assembly:

APR’s Electrical Engineers have the ability to alter the code structure of the ECU. Through code levels changes, APR’s Engineers are able to add features to the ECU. Other changes allow higher torque limits than those achievable through only modifying calibration data or using piggyback devices as is the case for many tuners. This allows APR’s engineers to often not require transmission software to meet or exceed advertised gains. On the highly modified end, this allows APR to make turbo upgrades operate as if intended by the OEM.

Application Guide

Year Engine Engine Codes Transmissions
2013.5+ VW Jetta CPKA & CPRA Manual (Tiptronic transmission is in final testing)
2013.5+ VW Beetle CPKA & CPRA Manual (Tiptronic transmission is in final testing)
2013.5+ VW Passat CPKA & CPRA Manual (Tiptronic transmission is in final testing)

Price – $599.00

- Pricing applicable to the USA only. 
- The first three letters of the vehicle’s engine code are written on white bar code sticker on the side of the engine.
- Please note, VAG issues many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECU part numbers may be temporarily unavailable when new parts or revisions are released. If the vehicle’s ECU box code and revision is known, availability can be checked by calling APR, or visiting an APR dealer. Typical turnaround time for new ECU box code and revision is quick. Please contact APR for details.

Security, Warranty and Money Back Guarantee

All APR ECU Upgrades are fully encrypted to prevent theft of our valuable and proprietary coding information by lesser companies.

30 Day Money Back Guarantee:
All APR ECU Upgrades include a 30-day money back guarantee with no questions asked. If for any reason the owners is dissatisfied with the APR ECU Upgrade, they may return to the place of purchase for a full refund, provided they are within the 30 day period from the time of the initial purchase. Labor or shipping charges are not included in the guarantee and are at the discretion of the place of install.
Limited Lifetime Warranty:
All APR ECU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available. Labor or shipping charges are not included in the warranty and are at the discretion of the place of install.

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General Maintenance Services Available At Achtuning

Posted on January 21, 2014 – 9:00 am

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If you haven’t already heard, Achtuning is now offering vehicle service and maintenance in addition to the installation of the many performance products offered.  Our factory trained technicians are ready to help get you back on the road.  Give us a call and schedule your next vehicle service appointment – 425-895-0000! Labor discounts available for Active Duty Military personnel, (ACNA) Audi Club North America, (BMW CCA) BMW Car Club of America, and (PCA) Porsche Club of America members!!


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Achtuning and its affiliates are not affiliated with any automobile manufacturer. OEM names and/or part numbers are used only to aid in identifying replacement parts; we do not imply that Achtuning products are affiliated with, sponsored, or approved by the Original Equipment Manufacturer.