Archive for the ‘Featured Products’ Category
When you buy a StopTech ST40 or ST60 Big Brake Kit from Achtuning, you get a FREE set of matching OE-sized rear brake discs, StopTech Street Performance brake pads, and stainless-steel braided brake lines! Shipping of your StopTech brake order is also FREE anywhere in the “lower 48” States! There continues to be no better offer for StopTech Big Brake Kits anywhere else on the market! We also stock replacement parts for StopTech Big Brake Kit calipers. Achtuning is truly your best source for all things StopTech! Begin shopping in our online store or call 425-895-0000 to speak to an Achtuning sales representative!
Be sure to check for wheel clearance!
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Achtuning is announcing NEW LOW PRICES on AWE Tuning exhaust systems starting Monday, February 8th. We will be lowering our prices an additional 8% off with FREE SHIPPING anywhere in the “Lower 48!” NO TAX for our out-of-state customers!! And even better, Achtuning is STOCKING the most popular applications so your order ships as soon as you “check out” online. Contact the Achtuning sales team with any questions, and thanks in advance for your order!
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With a recommendation from his local VW dealer, Eric gave us a call about APR goodies for his new Golf R. We talked about APR’s ECU upgrade and mentioned we install the APR Carbon Fiber Intake for free with that ECU purchase. That discussion quickly lead to the addition of APR’s Carbon Fiber Turbo Inlet Pipe and the APR Oil Catch Can, all of which we had in stock which made Eric’s decision that much easier. All we had to do was get him on the schedule. About a week later, here we are…
The APR goodies were on within a couple of hours and we have no doubt Eric’s drive home left him smiling from ear to ear. We’ll confirm that for you in a few weeks when he returns for a set of VWR Sport Springs! Looking for APR performance upgrades for your VW or Audi? Look no further! We keep their entire menu of performance options IN STOCK at Achtuning. Contact the sales team by calling 425-895-0000 or email firstname.lastname@example.org
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Need some Winter tires on the cheap? Achtuning has a limited number of dedicated snow tires in stock in sizes specific to select Audi & VW applications!
Dunlop’s Winter Sport 3D tire is available in the following sizes:
* 225/55-17, $549 shipped! (fits Audi: (C5/B8) allroad)
* 245/40-18, $609 shipped! (fits Audi: (B8) A4/S4, A5/S5, (C6) A6/S6)
* 235/45-19, $679 shipped! (fits Audi: (C7) A6/A7, A7/S7, (C5/B8) allroad)
Dunlop’s Winter Sport 4D tire is available in the following size:
* 205/50-17, $549 shipped! (fits VW: Mk5-7 Golf/GTI/Golf R, Eos, CC, Passat (B6), Audi: A3, TT)
Michelin’s Latitude Alpin tire is available in the following size:
* 235/65-17, $540 shipped! (fits VW Touareg)
Prices are for a set of 4 tires and include shipping! Click on the links or images above to begin shopping online or contact a member of the Achtuning sales team. 425-895-0000 | email@example.com
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Achtuning is now STOCKING the all new RSe10 light weight wheels from NEUSPEED. The RSe10 features a clean and simple spoke profile yet carries enough detail around the lug hole area to separate itself from other split 5-spoke wheels out there in the market.
Each RSe10 is spec-ed specifically for the assigned vehicle, which translates to complete direct bolt-on fitment utilizing factory lug bolts, center caps, as well as tire pressure monitoring sensors (if applicable) – No spacers!! Weighing just a mere 23.5 lbs, The RSe10 wheels will enhance your driving experience cosmetically as well as performance by reducing the rotational mass or un-sprung weight. The following sizes/finishes are in stock, ready to ship!
- Finish: Machine Silver & Satin Gun Metal
- Size: 18×8.5, 18×9.0, 19×8.5, and 19×9.0
- Offset (E.T.): +45mm
- PCD (Bolt Pattern): 5-112
- Center Bore: 66.56mm / 57.1mm (with hub ring)
- Weight: 23 lbs.
RSe wheels are OEM TPMS (Tire Pressure Monitoring System) compatible.
Every RSe wheel comes with ‘RS’ center caps. However, one can choose to utilize early style OEM Audi or VW center caps as well as mounting lug bolts, which are not included with the wheel.
Audi cap part #: 4B0 601 170
VW cap part #: 3B7 601 171
NEUSPEED RSe10 wheels are 10% off at Achtuning! Contact a member of the Achtuning sales team to order yours today! 425-895-0000 | firstname.lastname@example.org
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APR has two new releases for you today and they perfectly compliment the APR Carbon Fiber Intake System.
The APR Carbon Fiber Turbo Inlet Pipe replaces the rear factory plastic accordion tube with an attractive carbon fiber inlet, complementing the APR Intake System’s aesthetically pleasing design. The intake and inlet hose are joined via a necessary flex coupler to allow for adequate engine movement under use without damaging the intake. The turbo inlet pipe is completely compatible with all factory turbochargers and APR’s Stage III Turbocharger System.
The factory coolant hose is designed to be routed over the top of the intake system. However, when routed underneath the intake, it’s far more aesthetically appealing. The APR coolant hose replaces the factory unit and routes cleanly under the intake and around the APR catch can without kinking or adding extra stress to the mounting points.
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The APR Intercooler System is a OEM location upgrade that dramatically reduces intake air temperature (IAT), minimizes heat soak, and provides increased performance! The system is a direct bolt-on upgrade that requires no trimming and is recommended at every stage of performance.
Dramatically lowers intake air temp (IAT)
Increases horsepower while minimizing power robbing heat soak!
Effectiveness tested to over 500 HP!
21 horsepower gain over the factory system!
Massive core size
Use of the OEM location allows for a massive intercooler core.
24.25” x 16.25” x 1.25” – 492.5 in³ – OEM GTI
24.25” x 16.25” x 1.37” – 541.8 in³ – OEM Golf R
24.00” x 16.25” x 2.25” – 877.5 in³ – APR
Intercooler installed in the best location for this platform
Utilizes factory air dams for exceptional airflow across the core.
100% compatible with the Adaptive Cruise Control (ACC) system.
Highly effective core design
Bar and plate core with staggered and louvered fins.
Rigorous testing determined core style, fin density, and size.
Low pressure drop + highly effective cooling = high performance!
Smooth cast end tanks
Engineered for low turbulence/restriction and maximum flow.
Organically shaped to promote airflow across entire core.
Pressure tested to prevent power robbing boost leaks.
No hidden labor costs or permanent modifications
No trimming, cutting, or other costly modification required.
No modification to the Adaptive Cruise Control System require.
Full directions and APR world-renowned customer support included.
Designed by engineers with lasers
With the best equipment and smartest engineers, it just works!
APR pioneered the OEM location direct replacement intercooler system in 2006. Unfortunately, to the untrained eye, many intercooler designs appear the same. However, effectiveness of the system and overall performance are greatly determined by several key metrics. Alloy selection, end tank design, construction type, fin style, fin density and overall core dimensions must be analyzed and balanced accordingly to deliver class leading performance. While the OEM’s goal is to create a light weight, easy to manufacture and inexpensive to produce, cross platform design capable of supporting factory power levels, APR’s intercooler must be capable of supporting more than double the factory output. Achieving this goal took a multi-step approach focused around intercooler core selection, end tank design and install location.
Intercooler Core Design
The APR Intercooler core is a large bar and plate design featuring densely packed staggered and louvered fins. This design offers exceptional cooling while balancing pressure loss across the core, and maintaining critical airflow to the components behind the intercooler system. The core size was appropriately matched to the platform, minimizing pressure drop while leaving adequate space for appropriately designed end tanks. To APR’s mechanical engineering experts, the design represented the ultimate in performance, far exceeding the capabilities of the factory intercooler. To the driver, the result is simple:Repeatable performance, even in the most demanding of situations!
Core Style / Internal Fin Structure:
APR’s Engineers paid close attention to the balance between core effectiveness and pressure drop through the core, core style and fin density. With fin density too low, pressure drop decreases dramatically, but typically results in a core incapable of effectively cooling. Likewise, with fin density too great, pressure drop increases dramatically, resulting in the turbocharger working harder, and hotter, to produce the same level of airflow. By fine tuning this often unseen balancing act, as illustrated below, APR’s Engineers were able to maximize performance.
Internal Fin Structure
APR’s Engineers also paid close attention to the balancing act between core effectiveness, pressure drop and space for end tanks through core sizing. With the core too small, pressure drop decreases dramatically, but typically results in a core incapable of effectively cooling. Likewise, with core size too great, pressure drop can increase, resulting in the turbocharger working harder. However, more importantly, with no space for appropriate end tanks, utilization of the core and overall effectiveness of the system diminishes rapidly, negating the benefit of the larger core. APR’s engineers were able to balance each of these characteristics to deliver maximum performance.
The APR intercooler system’s core volume, in termsof external dimensions, is 78% greater than the OEM GTI and 62% greater than the OEM Golf R Intercooler.
Intercooler End Tank Design
To fully utilize the massive core, APR’s mechanical engineers designed cast aluminum end tanks organically shaped for proper airflow distribution across the entire core. By correctly sizing the intercooler core, end tank design was not sacrificed. The one-piece end tanks are CNC machined to provide a slip resistant mounting surface for hoses, precise integrated mounting surfaces, and perfectly flat connecting surfaces used for TIG welding the tanks to the core. Through proper alignment in welding jigs, each unit is assembled to tight tolerances for a precise and accurate fit.
Pressurized Computational Fluid Dynamic (CFD) Analysis:
APR’s Engineers determined the proper end tank design, for this application, with the help of pressurized CFD flow analysis via the SimuTech Group, and finally through real world testing. During the analysis, the effect of directional vanes were studied to test their ability to aid in airflow distribution. Analysis concluded there was no perceivable benefit on this application as the vanes only added more weight to the system. Real world testing without directional vanes resulted in a +0.5 °C to -0.5 °C temperature spread from the bottom to the top of the core on the outlet side, throughout the various back-to-back tests, further concluding the design maximized cooling effectiveness of the core.
Intercooler placement plays a critical role in overall performance. By utilizing the factory mounting location, APR’s engineers were able to design a core featuring a massive frontal surface area and large core volume, which plays a critical advantage over common short and stubby front mount designs. Utilization of the factory location means the core receives a high volume of pressurized airflow spread across the entire unit thanks to the highly engineered factory air dam system. Furthermore, by keeping the intercooler in the OEM location and balancing core fin density, the factory air-to-water cooling system is not disrupted, which is ever so critical on this platform due to the use of an integrated cylinder head manifold cooling system.
The APR intercooler system simply fits, which helps save on hidden labor charges during the time of install. There are no compatibility issues with active cruise control (ACC) systems and the design leaves room for future engine / transmission oil cooling upgrades for track-going customers. The intercooler installs without trimming any air dams, core supports, or more. There’s no drilling, or permanent modifications to the vehicle. Simply follow the included directions and enjoy!
Internally APR conducted a multitude of tests while choosing the appropriate intercooler core and end tank design. Thermocouples were placed at the top and bottom of the core to measure cooling effectiveness and cooling distribution across the entire unit. Pressure transducers were placed at the inlet and outlet of the intercooler to determine pressure loss across the various units. With this information, APR’s engineers specified the appropriate intercooler core type, dimensions, cooling fin density and made the necessary design changes to the end tanks to ensure full utilization of the entire core.
The end result was development of a system that’s much more effective at cooling compared to the factory GTI and factory Golf R intercooler system. Effectiveness is measured as (Intercooler Inlet Temp – Intercooler Outlet Temp) / Intercooler Inlet Temp. The APR Intercooler system’s effectiveness under the most demanding situations was between 82-83% while the factory GTI struggled at 60% and the factory Golf R at 65%.
MK7 GTI 2.0T Intercooler Testing
Back-to-back stress testing on the dyno help to further prove APR’s intercooler upgrade’s effectiveness compared to the factory unit. Tests were first conducted with an APR Stage 2 MK7 GTI using the factory intercooler, then the slightly upgraded Golf R intercooler and finally APR’s Intercooler system. Each dyno pull lasted 12 seconds with 5 seconds of dwell between runs. Raw sensor data was collected using APR’s ECU Explorer high resolution datalogging system.
The tests quickly proved the long sought after OEM “upgraded” cooler (factory Golf R intercooler) showed minimal improvement over the standard GTI unit. However, the APR intercooler saw a dramatic difference that made a positive impact on performance.
The factory GTI and Golf R intercoolers saw a starting IAT of 43 °C and 42 °C which climbed to as high as 71 °C and 66 °C, respectively, by the end of only the first pull. In contrast, the APR intercooler system saw IAT’s drop to 40 °C! The APR system effectively rejected heat soak and by the end of the sixth run saw a final IAT of 49 °C where as both the GTI and Golf R intercoolers struggled to keep up, resulting in a final performance robbing IAT of 84 °C and 82 °C. This translated to a final gain of 21 WHP over the GTI intercooler and 18 WHP over the Golf R Intercooler!
MK7 Golf R 2.0T Intercooler Testing
Back-to-back stress testing on the dyno help to further prove APR’s intercooler upgrade’s effectiveness compared to the factory unit. Tests were first conducted with an APR Stage 2 MK7 Golf R using the factory intercooler, then APR’s Intercooler system. Each dyno pull lasted 12 seconds with 5 seconds of dwell between runs. Raw sensor data was collected using APR’s ECU Explorer high resolution datalogging system.
The tests quickly proved the factory Golf R intercooler could not effectively reject heat soak on vehicles equipped with APR’s performance software. However, the APR intercooler saw a dramatic difference that made a positive impact on performance.
The factory intercoolers saw a starting IAT of 26 °C which climbed to as high as 46 °C by the end of only the first pull. In contrast, the APR intercooler system saw IAT’s only raise 1 °C! The APR system effectively rejected heat soak and by the end of the sixth run saw a final IAT of 36 °C where as the factory intercoolers struggled to keep up, resulting in a final performance robbing IAT of 54 °C. This translated to a final gain of 14 WHP over the Golf R intercooler!
1.8 TFSI / TSI – E888 Gen 3 – Transverse
2.8 TFSI / TSI – E888 Gen 3 – Transverse
A3 / S3 – (Typ 8V / MK3)
TT / TT S – (Typ 8S – MK3
Leon / Cupra – (Typ 5F – MK3)
Octavia / VRS – (Typ 5E – MK3)
Superb – (Typ 3V – B8)
Golf / GTI / R – (Typ 5G – MK7)
Passat – (Typ 3G – B8)
Part Number IC100019
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Since replacing the stock IS20 turbo on the Achtuning VW (Mk7) GTI with the IS38 turbo from a Golf R we needed to eliminate weak points within the drivetrain to better put down the extra power. An upgraded “Stage 2 Daily” clutch and flywheel from Southbend would allow us to climb through the gears without missing a beat…
… While a WaveTrac limited slip differential keeps both feet firmly planted to the ground and evenly distributing power, eliminating torque steer.
As far as we know this is the first manual transmission equipped VW (Mk7) GTI to receive the WaveTrac upgrade and we can’t wait to put the GTI through its paces on the track to test the new upgrades!
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APR is pleased to present the ultimate fully adjustable Short Shifter System for the 6 speed manual transmission!
The APR Short Shifter System is a comprehensive upgrade to the factory gear shifter assembly and is designed to reduces shifter movement, in all directions, while simultaneously improving shift quality. The system provides fine tuning of front-to-back and side-to-side movements to shorten shifts, counterweight adjustments for enhanced shift quality, and upgrades the weak points of the factory setup to provide years of worry free use. The upgrade is simple, easy to install, easy to adjust, and leaves the driver spending less time shifting and more time accelerating to victory. To APR’s engineers, it’s the ultimate solution, but to the driver, it just works!
Fully adjustable front-to-back movement
A slotted adjustment track on the shifter lever allows for precise adjustment of the shifter’s forward and backwards travel distance.
Fully adjustable side-to-side movement
A slotted adjustment track on the relay lever allows for precise adjustment of the shifter’s side to side travel distance.
Three stackable counterweights allow the driver to change the overall feel of the system to his or her own preference liking.
Stainless steel spline insert
The unique interlocking stainless steel insert prevents the input spline from wearing out over time. On cast and billet aluminum systems, wear of this part is common, which leads to sloppy shifts, component failure and potentially damage to the transmission.
Billet relay lever
The CNC-machined, thick billet aluminum relay lever is responsible for side-to-side movement and adjustment. This piece replaces the thin, flexible, stamped metal or plastic factory pieces.
Billet shift lever
The CNC-machined, thick billet aluminum shifter lever is responsible for front-to-back movement and adjustment. This component houses the counterbalance weights and replaces the factory cast, spline-wear-prone, piece.
Easy to adjust
Adjustment is as simple as loosening and tightening the pegs or adding more weights. No disassembly required!
Easy to install
The system mimics the factory shape making install simple and relatively easy.
All necessary hardware
The system includes new friction material, clips, locking nuts and stainless steel bolts and pegs. It’s a complete upgrade and complements the APR Shifter Cable Bracket.
The APR Adjustable Short Shifter system is sold as a complete system, or both pieces can be purchased separately. The system is designed to work with transverse 6 speed manual transmissions, commonly designated as the MQ350, O2M or O2Q. These transmission are found on nearly all MK5, MK6 and MK7 platform Golf/GTI/R/Jetta/GLI, MK2/MK3 A3/S3/TT, Octavia, Leon, Cupra, Scirocco and similar vehicles equipped with the the 1.8T, 2.0T, 2.0 TDI and 3.2L VR6 engines.
Full System – Shifter Lever and Shifter Relay
$249.99 US Retail
Shifter Lever Assembly Only
$179.99 US Retail
Shifter Relay Assembly Only
$99.99 US Retail
Achtuning already has a stocking order in place. To pre-order with us and ensure availability, contact our sales team right away to place an order – call 425-895-0000 or email email@example.com
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Enhanced No-Load Bias Ratio via its Wave Design Center Pack
One of the known shortcomings of a typical torque biasing differential is its loss of drive (behaving much like an open diff) under zero or near-zero torque conditions (for example, when there is ‘no-load’ applied through the drive-train, either at vehicle stationary and/or transition from engine driving vehicle to engine braking and back).
The Wavetrac® differential uses a patent pending design to improve grip in low traction conditions. Precisely engineered, converging / diverging wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart. This imparts an increased normal force through the side gears, increasing the bias ratio as a function of load. This increase occurs automatically only when conditions find it necessary, and it ‘reverts’ back to its nominal bias ratio quickly and seamlessly, maintaining optimal drive-ability and performance at all times. It’s like having two differentials in one: you get the benefit of a higher bias ratio when needed without detriment to the car’s handling.
Interchangeable Friction Plates Provide Controlled Bias
Here’s something else you won’t find in any other design:
The Wavetrac® diff’s behavior can be altered in the field to suit your needs. It comes standard with carbon-fiber bias plates for the best all around performance. Interchangeable plates using materials with different friction coefficients to fine-tune the bias ratio are sold separately.
These friction plates provide a mechanism to tune the response of the differential as a function of applied torque load. The applied torque load manifests itself as an axial load from the differential pinions into the housing. This axial force is then considered a normal force into the friction plate, and as a function of the effective coefficient of friction, will provide a resistive torque to the rotational motion of the differential pinions. The resistive torque will add to the resistance of relative rotation of all components within the differential. The resistive force, however, is non-uniform since it is a function of the axial load from the differential pinions. The unbalance of the resistive torque will manifest as non-uniform energy absorption within the differential causing a bias ratio.
Superior Design, Materials, and Construction
Designed from a clean sheet, the new Wavetrac® Differential brings current gear technology to the market. Internally, its gear tooth forms are optimized for strength and improved oil film retention over competitive designs. Our gear package is smaller, reducing overall mass, yet is more durable. Attention was also paid to the side gear/axle interface, putting as much material thickness as possible in this critical area – most important when power levels get high.
Each Wavetrac® Differential is crafted from the highest quality materials available. The internal gears are made from high strength 9310 alloy steel. The diff bodies are machined from case hardened steel billet. To complete the package, every Wavetrac® differential is built exclusively using high quality, high strength fasteners from ARP®, the world leader in fastener technology.
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