Audi Tuning | VW Tuning

Audi (B8) A4 APR Software Update!

Posted on February 27, 2015 – 9:00 am

With over half a decade of development poured into this platform, APR’s Engineers are pleased to deliver several free upgrades to our existing customers. APR Stage I, Stage II and their K04 Turbocharger ECU upgrades are now revised with APR’s new calibration strategies designed to produce a fantastic driving experience with more power and torque on tap!

APR’s calibration experts spent months working with the various ECU, hardware and octane configurations to deliver a driving experience second to none. Major improvements were made to the way the throttle behaves, leaving the driver to feel more connected to the vehicle than ever before. With control and response maximized, APR’s engineers set out to increase power while keeping factory comforts in mind during part throttle driving. Engine load, valve lift, cam phasing and boost levels were all optimized to ensure the engine was breathing as freely as possible for maximum output. Ignition, lambda and other aspects of the direct injection fueling system were tweaked to raise and refine power further. The end result is a fantastic leap in performance and response that wakes up the engine sooner in the RPM band and carries horsepower and torque further towards redline.

Please visit each product page for full details, including our performance charts at the wheels, crank and the gain over stock using 91, 93 and 100 octanes!

New Figures:

Stage I ECU Upgrade | Product Page:

  • 301 FT-LBS / 256 HP – max gain of + 53 FT-LBS / + 55 HP over stock on 91.
  • 322 FT-LBS / 266 HP – max gain of + 74 FT-LBS / + 66 HP over stock on 93.
  • 323 FT-LBS / 282 HP – max gain of + 74 FT-LBS / + 76 HP over Stock on 100.

Stage I v1.3 vs v2.0, at all four wheels

Stage II ECU Upgrade | Product Page:

  • 341 FT-LBS / 287 HP – max gain of + 92 FT-LBS / + 97 HP over stock on 91.
  • 354 FT-LBS / 291 HP – max gain of +105 FT-LBS / +101 HP over stock on 93.
  • 359 FT-LBS / 304 HP – max gain of +109 FT-LBS / +111 HP over stock on 100.

Stage II v1.3 vs v2.0, at all four wheels

K04 Turbo Upgrade | Product Page:

  • 321 FT-LBS / 339 HP – max gain of +121 FT-LBS / +149 HP over stock on 91.
  • 342 FT-LBS / 348 HP – max gain of +130 FT-LBS / +158 HP over stock on 93.
  • 387 FT-LBS / 363 HP – max gain of +145 FT-LBS / +171 HP over stock on 100.

K04 Turbocharger v2.0 vs v3.0, at all four wheels

APR’s Stage 1 and Stage 2 ECU Upgrades are now version 2.0 while the K04 upgrade is version 3.0. No appointment necessary, just roll through between 9am and 4pm, Monday through Friday!


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Something Bavarian Has Begun

Posted on January 7, 2015 – 12:44 pm

Achtuning is excited to announce AWE Tuning’s entry into the BMW market!

AWE Tuning will officially launch their BMW performance exhaust line-up in January, and over the coming months they will be releasing many new performance upgrades for current model BMW models. Stay tuned!!


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Happy New Year!

Posted on January 1, 2015 – 12:00 am

Achtuning will be closed on New Years Day, January 1st.  We wish everyone a safe and Happy New Year and look forward to doing business with you in 2015!


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Happy Holidays from Achtuning!

Posted on December 24, 2014 – 5:00 pm

From all of us here at Achtuning, we wish you and yours a very Happy Holiday Season! Achtuning will be closed on Thursday and Friday (December 25th/26th)  and will return the following Monday, December 29th.  Have a Merry Christmas!!


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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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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.