APR DQ250 DSG Clutch Packs

Posted on July 19, 2016 – 9:00 am

APR is pleased to present the ultimate clutch pack upgrade for the DQ250 transmission!

The APR DQ250 Clutch Packs replace the factory transmission’s friction disc and steel plates with an advanced and proprietary design that allows for greater performance. The system goes beyond the norm of simply increasing the disc and plate count, and takes a multi-step approach that not only greatly improves the overall friction engagement area, but does so without sacrificing the total heat-sink material mass of the steel plate. With 40-50% more friction discs, tighter tolerances, carefully specified materials, surface finishes, a proprietary top plate design and more, the clutches hold more torque, prevent premature failure, and provide quick stutter-free high-performance engagement!

Quick facts:

More friction discs
– OEM: 9 discs & 18 surfaces (4 large (K1) / 5 small (K2))
– APR: 13 discs & 26 surfaces (6 large (K1) / 7 small (K2))

Larger friction disc engagement area
– Larger OD / smaller ID for a wider engagement area
– Grove pattern optimized to increase engagement area
– Grove pattern maintains proper cooling channels

Optimized friction material
– Carefully selected material allows for shutter-free high-performance DCT engagement

Improved friction disc tolerances
– Tighter flatness specifications helps prevent premature wear, drag, hot spotting and warping

More steel plates
– OEM: 11 plates (5 large (K1) / 6 small (K2))
– APR: 15 plates (6 large (K1) / 7 small (K2) + 2 integrated top plates)

Proprietary top plate design
– OEM: Unused stamped-steel spacer plates
– APR: Thick steel plates with friction mating surface
– Allows for more friction plates while maintaining critical steel plate thickness

Improved steel plate design
– Thick plates maintain proper heat-sink material mass
– Heat flattened to stringent flatness requirements
– Increased hardness to further assist in rigidity
– Aggressive surface finish matched to friction material
– Design helps prevent premature wear, drag, hot spotting and warping
– Provides smooth shutter-free DTC engagement

Less clutch destroying heat
– Better friction means less required clamping pressure, and that means less clutch destroying heat

Manufactured in the USA by Quartermaster
– Multi-plate clutch experts, founded in 1958

The APR Difference

A balance between increasing friction material surface area and overall steel plate thickness is critical when designing a dual clutch transmission (DCT) clutch pack. To increase torque capacity, transmission manufacturers typically specify larger transmission designs with either more room for more discs, discs with wider surface areas, or a combination of both. However, this is not an option for those simply looking to upgrade their existing transmission.

All too often, steel plate thickness is shrunk in an effort to cram in more frictions discs and plates, but in doing so, the steel plates can become unable to dissipate heat, resulting in premature wear, hot spotting and ultimately failure. However, APR’s design increases the friction disc count by 40-50%, but does so while maintaining proper steel plate thickness and total mass. This is thanks to a proprietary top plate design. By replacing the factory stamped-steel top plate spacers with functional top plates, with integrated mounting surface surfaces, the clutch packs are left with substantially more room to increase the number of discs and plates without sacrificing thickness.

Friction Discs

A three-step approach was taken to increase friction material surface, or engagement area:

– The number of discs are increased 40-50%, resulting in 13 discs with 26 friction surfaces.
– The outer diameter of the friction disc is increases and the interior diameter is decreased, leaving a wider engagement swath.
– The friction material’s surface design is optimized, increasing the physical friction material surface area within the engagement area.

The result is obvious: a larger engagement area designed to hold more torque! Furthermore, less clamping pressure is required to hold higher torque levels, reducing the temperature of the clutch fluid. Heat is a major contributor to clutch failure, making this extremely desirable, especially for higher output vehicles, and vehicles under brutal racing conditions.

Keeping it Smooth

To ensure the clutches engage smoothly and quickly, careful attention was paid to the discs and plates to ensure they resist premature wear, warping, dragging and hot spotting. The discs and clutches remain thick, despite adding more, thanks to the proprietary top plate design. The steel plates undergo a heat flattening process with stringent flatness requirements, and the hardness of the steel was increased, over the factory design, to assist in rigidity. The plates are processed with an aggressive finish, but this finish is appropriately matched to the friction disc material to prevent wear. Likewise, the friction discs use a carefully selected material for optimal shutter-free high-performance engagement, and include tighter flatness specifications, further assisting in their smooth operation.

APR Recommendations and Requirements

APR provides a detailed install manual with each set of clutch packs that covers the installation process. New shims are not included with the clutches and can be purchased separately if needed. The factory shim can be reused if not compromised during removal. Also, APR dealers will have shim kits available if they are performing the install. After install, the transmission MUST undergo a factory TCU clutch adaptation before it’s driven. Failure to do this properly can cause irreparable damage to both the friction and steel plates. This adaption can be accomplished using VCDS (BETA 16.6.0 or higher), ErWin, or the VW Factory Scan Tool.

The transmission uses a micro-slip routine with hard factory torque limits. APR’s standard TCU upgrade is a MUST to ensure proper operation.

The transmission fluid is drained during the installation process so new, factory fluid, is required along with a new filter

More Photos

Application Guide

APR Clutch Packs:
All DQ250 6-Speed (wet) DSG & S Tronic / 02E Transmission

Replacement OEM Shims (OEM part number: 02E98321) – See recommendations tab above.

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NEW HRS6-091 Hartmann Wheel Specs NOW AVAILABLE!

Posted on July 14, 2016 – 3:14 pm

19″ HRS6-091 Hartmann Wheels are NOW available in a +47mm offset, a perfect fit for VW (Mk5-7) Golf/Jetta, (B6-7) Passat/CC, Audi A3/S3, and (Mk2-3) TT.  To order, visit our online store by clicking any of the images in this post or call the sales team:  425-895-0000.

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HPO-310 Hartmann Wheels for Porsche: NEW FINISH!

Posted on July 5, 2016 – 9:00 am


Achtuning is excited to introduce a brand new finish of the Fuchs-inspired design from Hartmann Wheels! The HPO-310-MS features a matte-silver finish with a matte-machined lip.  Sizes for 5×130 Porsche fitment are as follows:

  • 19×8.5 +48, $400 ea.
  • 19×11 +52, $420 ea.


To order, call the Achtuning sales team:  425-895-0000 | email:  sales@achtuning.com

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Francis’ Mk7 Golf R

Posted on June 22, 2016 – 11:03 am

Installed StopTech’s 380mm ST60 Big Brake kit on Francis’ Golf R…

… We threw in the rear slotted rotors and stainless steel lines for free as part of our on-going BBK promotion. H&R 8mm spacers were used to clear the calipers (only 5mm are needed for clearance) and pushed out the rear wheels with 15mm spacers to match.

Suspension and chassis upgrades include an H&R rear sway bar, SuperPro Suspension sway bar end links, 034 Motorsport “dogbone” mount insert, and 034 Motorsport rear subframe inserts.

An APR intercooler upgrade with boost hoses and a Neuspeed hi-flo discharge pipe was installed under the hood, along with APR’s shifter bracket and adjustable short shifter. Then finally, an APR ECU upgrade.

These are all upgrades we keep on our shelves. Either visit our online store or call the sales team at 425-895-0000 to order!

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Bavaria Wheels: $795 SHIPPED!

Posted on June 22, 2016 – 9:00 am

Achtuning has Bavaria Wheels IN STOCK with close-out pricing!! 

Bavaria BC-5 Wheels, hyper-silver/machined:

* 20×8.5 +25, +35 available
* 5×112, CB 66.56 (free hub-rings provided for 57.1 applications)
* cone seat bolts

Close-Out Pricing: $795 SHIPPED for a set of 4!* 


Bavaria BC-5 Wheels, matte-black:

* 20×8.5 +25, +35, and +42 available
* 5×112, CB 66.56 (free hub-rings provided for 57.1 applications)
* cone seat bolts

Close-Out Pricing: $795 SHIPPED for a set of 4!* 

Bavaria BC-5 Wheels, matte-black/machined:

* 20×8.5 +25, +35, +42, and +45 available
* 5×112, CB 66.56 (free hub-rings provided for 57.1 applications)
* cone seat bolts

Close-Out Pricing: $795 SHIPPED for a set of 4!* 


Bavaria BC-10 Wheels, hyper-silver/machined:

* 20×8.5 +25 available
* 5×112, CB 66.56 (free hub-rings provided for 57.1 applications)
* cone seat bolts

Close-Out Pricing: $795 SHIPPED for a set of 4!* 


Bavaria BC-10 Wheels, matte-black:

* 20×8.5 +25, +35, and +42 available
* 5×112, CB 66.56 (free hub-rings provided for 57.1 applications)
* cone seat bolts

Close-Out Pricing: $795 SHIPPED for a set of 4!* 

Bavaria BC-10 Wheels, matte-black/machined:

* 20×8.5 +25, +35, +42, and +45 available
* 5×112, CB 66.56 (free hub-rings provided for 57.1 applications)
* cone seat bolts

Close-Out Pricing: $795 SHIPPED for a set of 4!* 

* FREE SHIPPING of a set of 4 wheels anywhere within the “Lower 48!”  Call Achtuning at 425-895-0000 to place your order. 

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HEX Tuning by VF Engineering BMW (F8x) M3/M4 ECU & TCU Software

Posted on June 16, 2016 – 11:11 am



Dyno Plots*…

*Dyno plots are for reference use only.
Actual results may vary car to car, combinations of modifications, and variances in test conditions.
Advertised gains are based on low averages so that real world results meet or exceed customer expectations.

Vehicle: 2016 BMW (F82) M4 (DCT) – Austin Yellow
Software Level: HEX Tuning Stage ONE (username:1FastS4)
Additional Mods: Completely Stock

Vehicle: 2016 BMW (F83) M4 (6MT/Manual) – Black Sapphire Metallic
Software Level: HEX Tuning Stage ONE (username:Rye rye)
Additional Mods: Completely Stock

Vehicle: 2016 BMW (F82) M4 (DCT) – Yas Marina Blue
Software Level: HEX Tuning Stage TWO (username:yellowssm)
Additional Mods: VRSF Downpipes / Factory Rear Section / Berger “Cold-air” Intake

Vehicle: 2015 BMW (F80) M3 (DCT) – Mineral Grey Mettalic
Software Level: HEX Tuning Stage TWO & Stage TWO+ (username:__________)
Additional Mods: Evolution Racewerks Downpipes / Akrapovic Exhaust / Eventuri Carbon Intake / ERW Chargepipes

Vehicle: 2016 BMW (F82) M4 (6MT/Manual) – Yas Marina Blue
Software Level: HEX Tuning Stage TWO+ (username:__________)
Additional Mods: VSRF Downpipes / BMS Intake / MPE Exhaust

Vehicle: 2016 BMW (F82) M4 (6MT/Manual) – Black Sapphire Metallic
Software Level: HEX Tuning Stage ONE -AND- Stage TWO (username:qspring)
Additional Mods: Evolution Racewerks Downpipes / Eisenmann “Black Series” Exhaust / Injen Intake

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HRS6-091 Hartmann Wheels: 19×8.5 +47

Posted on May 31, 2016 – 9:00 am



The HRS6-091 wheels from Hartmann Wheels‬ will soon be available in a 19×8.5 +47mm offset for ‎VW‬ Mk5‬, Mk6‬, ‎Mk7‬ & ‪Audi‬ ‎A3‬, ‪S3‬, and ‪‎TT‬ owners! Contact the Achtuning sales team to be placed on a call-back list by dialing 425-895-0000 or email sales@achtuning.com.

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X34 MQB 1.8T/2.0T Gen 3 Carbon Fiber Cold Air Intake

Posted on May 24, 2016 – 11:05 am

The X34 Carbon Fiber Audi/VW MQB Cold Air Intake System from 034 Motorsport for 8V/8S Audi A3/S3/TT/TTS & MkVII Volkswagen Golf/GTI/R equipped with 1.8T/2.0T Gen 3 engines has arrived! This true cold air intake yields horsepower and torque gains throughout the powerband with peak gains of up to 15 crank horsepower and 12 ft-lbs of torque with the factory turbocharger.

034Motorsport’s engineers thoroughly evaluated the factory airbox design to create a performance replacement that reduces pressure drop in the intake tract while offering OEM+ fit and finish. The result is this complete one-piece MQB Carbon Fiber Air Intake Upgrade, which offers 100% bolt-on installation without the need for any additional pieces.


034Motorsport engineers started by identifying the shortcomings of the factory intake system to determine which components restricted airflow to the turbocharger inlet. While the factory lower airbox and fresh air duct to the core support were more than sufficient for increased power levels, the factory air filter, upper airbox, and turbo inlet tube were deemed too restrictive, even with the factory turbocharger.


034Motorsport’s mechanical engineers scanned the factory engine bay and modeled a one-piece unit to replace the factory intake tube and upper airbox. By eliminating the multiple couplers, transitions, and jagged features in the factory upper airbox and intake tube, 034Motorsport’s engineering team was able to drastically reduce turbulence in the intake tract, and virtually eliminate pressure drop in the intake system before the turbo inlet.

Multiple iterations were prototyped in plastic using 034Motorsport’s in-house FDM 3D printer and thoroughly tested. Ultimately, the best-performing design was a fully-enclosed unit featuring a massive 4″ inlet at the air filter and a large-diameter one-piece intake tube with smooth transitions all the way back to the factory turbo inlet.



To ensure that the X34 MQB Cold Air Intake System draws in cool, dense air, the system is manufactured entired from carbon fiber, and completely enclosed to prevent hot air from the engine bay from entering the intake tract. By bolting to the factory lower airbox, this design allows the enclosed high-flow conical filter to breathe fresh, cold air from the factory inlet duct before the radiator.


The 034Motorsport Carbon Fiber Cold Air Intake system houses a high-flow conical air filter with a masive 4″ inlet and double-layer pleated cotton filtration medium. This air filter design offers increased flow through an enlarged filtration surface, while ensuring superior filtration.


034Motorsport carefully selected the carbon fiber weave on the intake tube and upper airbox heat shield to match the factory carbon fiber engine trim found in Audi RS-model engine bays. The 034Motorsport MQB Audi/Volkswagen 1.8T/2.0T Cold Air Intake System was designed to fit like a factory part, and mates directly to the turbo inlet pipe and factory lower airbox to provide an OEM+ look.


034Motorsport’s engineering and development efforts were validated on multiple vehicles using our Mustang AWD Dynamometer to ensure that the 034Motorsport Audi/Volkswagen MQB Cold Air Intake System provided substantial increases in horsepower and torque on both stock vehicles and ones with upgraded tunes alike.

Peak Wheel Horsepower & Torque on Stock 2016 Audi S3:

  • Stock Intake: 232 Wheel Horsepower / 241 Wheel Foot-Pounds of Torque
  • 034 Carbon Fiber Intake: 240 Wheel Horsepower / 248 Wheel Foot-Pounds of Torque



  • Developed In-House by 034Motorsport’s Engineering Team
  • One-Piece Design with High-Quality Carbon Fiber Construction
  • OEM+ Fit & Finish Retains Factory Lower Airbox & Inlet Duct
  • Fully-Enclosed Design with Large Diameter 4″ Inlet Pleated Cotton Air Filter
  • Large-Diameter CFD-Optimized Air Intake Tube
  • Dyno-Proven Horsepower & Torque Gains
  • Improved Engine & Induction Sounds
  • Increased Throttle Response
  • Improved Airflow from Factory Airbox & Intake Tube
  • Compatable with SAI Equipped & Non-SAI Equipped Vehicles – No Additional Parts Required!
  • Installs Easily in Minutes!

What’s Included:

  • 034Motorsport Carbon Fiber MQB Air Intake System
  • 034Motorsport Double-Layer Pleated Cotton Air Filter
  • Integrated SAI Adapter Fitting
  • Installation Hardware
Compatible Vehicles:
  • 2015 – Present Audi A3/S3 (8V – MQB) – 1.8T & 2.0T
  • 2016 – Present Audi TT/TTS (MkIII – MQB) – 2.0T
  • 2015 – Present Volkswagen Golf/GTI/ R (MkVII – MQB) – 1.8T & 2.0T
  • Please Note: This comprehensive air intake system is designed to install on vehicles with or without factory secondary air injection (SAI) systems. No additional parts are needed!

Product Information Sheet:

Installation Instructions:


034Motorsport MQB Audi/Volkswagen EA888 Gen 3 Carbon Fiber Cold Air Intake Dyno


Please Note: Not for use on emissions-controlled vehicles in California.

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APR VW MK6 Oil Catch Can System

Posted on May 23, 2016 – 3:00 pm

APR has just released their Oil Catch Can System for the MK6 Volkswagen Golf/Jetta/R!

The APR Oil Catch Can System replaces the failure prone factory positive crank ventilation (PCV) system and traps excessive crankcase oil vapors and gunk from entering the engine. The system eliminates a common performance robbing boost leak, while reducing carbon buildup on intake valves, octane lowering oil vapors and oil pooling within the intake tract. It’s a simple modification to install, drains in seconds with the flick of a knob, and is recommended at all stages of performance.

Quick Facts

  • Increases performance – Increases performance by eliminating a common boost leak, and reducing octane lowering oil vapors and airflow restricting carbon buildup.
  • Eliminates a boost leak – The PCV block-off plate eliminates the failure prone factory PCV valve.
  • Catches oil and gunk – Oil and gunk pools in the can, not in the intercooler piping.
  • Easy to drain – A simple knob allows the system to drain in seconds without any tools.
  • Easy to install – Installs in minutes. The hoses pop right on without tools thanks to the OEM Norma fittings.
  • Easy to maintain – Yearly maintenance is a snap thanks to the two-piece billet design.
  • High-quality hoses – Resist oil degradation, kinks, abrasion, and blockage from freezing, with an OEM look.
  • High-quality can, plate and bracket – Strong, clean and attractive billet-aluminum and stainless steel parts look right at home in the engine bay.

The Problems

An engine produces extreme pressures within its cylinders during operation and some ultimately slips by the piston rings and pressurizes the engine’s crankcase. This is exacerbated when increasing horsepower and driving harder. To relieve the pressure, the engine uses a failure prone PCV system that dumps the pressure, along with oil vapors, back into the intake tract to be consumed by the engine. Unfortunately, this results in the following performance robbing scenarios:

  • Oil vapors mix with the air/fuel mixture, which reduces octane and hurts performance.
  • Carbon builds up on the back of intake valves, which reduces airflow and hurts performance.
  • Messy oil pools in the intake tract and coats the intercooler, leading to hose degradation, and reduced IC effectiveness.
  • The factory PCV system can fail, creating a massive boost leak that directly pressurizes the crankcase.

The Solution

The APR Oil Catch Can System eliminates the factory PCV valve with a billet-aluminum block-off plate. The plate routes crankcase gasses through the APR catch can, which filters oil vapors through a track-proven four-staged baffling system. The vapors pool in the bottom of the can, while the rest of the pressure is diverted back to the intake tract where it’s burned off by the engine.

The result is simple:

  • A cleaner engine
  • Better performance
  • Elimination of a common failure point

System Overview

More Photos

North American Kit Installed

REQUIREMENT NOTES: The manifold PCV port must be blocked off to use this product. This can be accomplished with the APR boost tap. Also, the system is only designed for use without the factory engine cover installed.

Application Guide

MS100124 – Mk6 Golf R – $499.99
MS100121 – MK6 Golf / GTI – 1.8 / 2.0 TSI (EA888 Gen 1) – $399.99
MS100122 – MK6 Jetta / GLI – 1.8 / 2.0 TSI (EA888 Gen 1) – $399.99

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APR’s 4.0T Cast Downpipes and Stage 2 ECU Upgrade

Posted on March 28, 2016 – 9:00 am

The APR 4.0T Cast Downpipe Exhaust System replaces the restrictive factory catalyst cross pipes and resonators with an upgraded 76mm stainless steel mandrel-bent system, featuring port-matched cast inlets, high-flow catalysts and various other features. Expect better throttle response, more horsepower and an intoxicating exhaust note, while remaining civilized during normal daily driving. It’s the best performance upgrade for the 4.0 TFSI following the APR ECU Upgrade and it’s all designed and assembled in-house, using premium materials and world-class manufacturing techniques few can match.

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Quick Facts

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More power and better response
Expect a decrease in turbo lag with power and torque gains as high as 49 HP and 95 FT-LBS of torque over APR Stage I!

Full 76mm downpipe system
The APR system is a full downpipe upgrade as it replaces the kinked 60mm catalyst cross pipes and resonated midpipes with straight through, 76mm mandrel-bent tubing.

Port-matched investment-cast downpipe inlets
The factory inlets are restrictive. APR’s cast system allows for massive, port-matched inlets that smoothly neck down over a long distance. The result is improved flow, better response and more power.

Dual, high-flow catalysts
GESI’s encapsulated catalysts are known for their strength and performance. Expect lower emissions, reduced noise and less exhaust smell compared to catless setups, all without negatively impacting performance to over 1,000 HP. Furthermore, with the catalyst moved, expect a cooler engine bay!

T304L stainless steel construction
Premium grade T304L stainless steel resists corrosion and stands the test of time.

Argon back-purged TIG welding
Clean, strong and attractive welds both inside and outside the pipes.

OEM-style low-profile slip-on clamps
The APR slip-clamps are easy to use, resist leaks and pipe deformation better than swedged setup, are lower profile than vbands and flanges and don’t require replacement gaskets.

OEM-style internally-corrugated flex sections
APR’s flex sections are internally corrugated to increase flow and prevent failures common with braided flex sections.

Investment cast secondary oxygen sensor bungs
APR’s obsession to details resulted in investment cast oxygen sensor bungs that sit on top of the piping, preventing material from protruding into the exhaust stream, disrupting flow.

Compatible with the OEM catback exhaust
Bolt-on and go! The system is fully compatible with the factory catback exhaust.

Designed, assembled and quality controlled in-house
All critical aspects of the system are handled internally to ensure the highest quality fit and finish.

All hardware and instructions included
New OEM gaskets, oxygen sensor harnesses, clamps, brackets and install instructions are included to make the install as headache free as possible.

APR Stage II ECU Upgrade price waived
With every APR downpipe purchase comes a free upgrade to Stage II from Stage I, saving consumers hundreds of dollars!

Limited lifetime warranty
The best system on the market also carry the best warranty in the industry!

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Cast Downpipes Inlets with 76mm Tubing

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The factory downpipes are less than desirable from a performance standpoint. Both pipes quickly neck down from the massive turbocharger outlet to small and resistive 60mm pipes that are kinked in many areas before twisting and dumping into catalytic converters. APR greatly improved upon this design through the use of investment-cast and port-matched downpipe inlets. Each pipe gradually reduces to the larger and straighter 76mm piping, with the hot catalyst moved further down the exhaust stream to keep under hood temperature down. The photos illustrate the differences between the factory and APR exhaust system inlets.

The cast inlets, piping and other components are made from the the high-nickel content, premium-grade stainless steel known as T304L. This material was chosen for its excellent corrosion resistance, strength and appearance. The castings are tumbled to smooth and de-burr any imperfections, and all piping is brushed clean before entering the CNC controlled mandrel benders. TIG welding is used at all connection points, and was chosen for its strength and appearance. Each weld is argon back purged during assembly to increase strength and consistency of the welds. The gusseted brackets are CNC laser cut and bent to provide strong mounting points to the factory mounting hardware.

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76mm Midpipes with Catalyst

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The APR midpipes replace the kinked factory 60mm resonator pipes with new, 76mm mandrel-bent T304L stainless tubing, complete with OEM style low-profile flex sections, GESI catalysts, investment cast O2 sensor bungs, and reducers. The pipes mate perfectly to the factory catback exhaust system without any modification necessary. All connection points use APR’s OEM style slip clamps providing the ultimate in compatibility, performance and easy of install compared to flanges, v-bands and pipe deforming sedges and slip fits common on other systems.

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Flex Sections

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The APR midpipes use OEM-style flex sections that are fully sealed with a corrugated inner lining to improve flow and reliability. The low profile design and minimal use of bradding material eliminates clearance issues common with other designs that can billow, rub, rattle and fray over time. Each flex section is constructed from T304L stainless steel.

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Catalytic Converters

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APR’s engineers specified high-quality and high-flow GESI metal 300-cell catalysts ideal for forced induction application. During dyno testing, the 100mm x 100mm design showed no measurable loss in power, thanks to the catalyst’s specifications.

Internally the catalytic converters feature a proprietary wash coat that helps to reduce emissions and smell common on cat-less setups. With performance in mind, the catalysts are placed far away from the turbo outlets to reduce turbulence in the downpipes and to help reduce under-hood temperature. The low-profile catalysts feature fully captured substrate bricks, which are furnace braised to the outer mantles and physically captured by the diffuser cones preventing rattling, rotation, and damage to the substrate. Subsequently, a byproduct of running the catalysts are a reduction in noise, making the system as a whole more pleasing to the ear.

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APR’s engineers specified a T304L stainless steel, OEM-style exhaust clamp designed to eliminate the need for flanges, swedging, or slip fittings. By using this low profile design, the exhaust system can be positioned higher in the exhaust tunnel and away from the ground with better clearances compared to flanged setups. Each clamp allows for less turbulence and greater accuracy at the connection points as the pipes simply butt up to one another rather than the ambiguity and voids associated with swedged slip fittings. Furthermore, the clamp doesn’t rely on deforming the pipe to provide a tight seal, making install and removal more convenient.

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Oxygen Sensor Bungs

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APR’s Engineers paid special attention to the details when designing the APR Cast Downpipe Exhaust System all the way down to the oxygen sensor bungs. APR’s O2 bungs are investment cast from T304L stainless steel and are curved to perfectly fit on 76mm piping, without protruding into the pipe, as this would further impede airflow beyond the sensor itself. The bungs are TIG welded to the piping and back-purging is used to ensure the interior surface is smooth and clean.

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Oxygen Sensor Harness

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Two high quality oxygen sensor extension harness are included as the catalysts and sensor bungs are relocated further away from the turbochargers.

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Included with each system is an OEM gasket, designed to mate between the downpipe and the turbocharger.

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Dyno Testing

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APR saw gains ranging from +25 to +71 Horsepower and +32 to +95 FT-LBS of Torque, depending on application and octane, over the APR Stage I ECU Upgrade.

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The APR Difference: The Engineering and Designing Phase

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In the past APR worked with other manufacturers to develop a limited range of private-label exhaust systems outside the scope of APR’s internal development and manufacturing capabilities. Understanding the limits of such a program, combined with APR’s desire to deliver higher-quality products in a timely manner with better customer support, APR invested in internalizing the program. With the release of this exhaust system and the others like it, APR is pleased to present our first systems fully designed and engineered in-house from the ground up!

Design and development begins with the use of APR’s professional grade in-house coordinate measuring machines. APR’s engineers have full access to a Romer Absolute arm with integrated laser scanner, FaroArm and Creaform 3D laser scanner for collection of special constraints surrounding the factory exhaust system. The engineers scan the vehicles and create detailed 3D maps of their design environment while designing each system in PTC Creo 3.0 CAD software.

Using APR’s in-house stereolithography 3D printer, rapid prototypes are created for fitment on the vehicle. The design is easily and quickly verified, and if necessary, changes can be made. Once adequate clearances and fitment is confirmed, especially in areas that move under load, physical quick-cast prototypes are created and fitted for final verification through real-world use.

APR’s world-class manufacturing partners from around the globe are responsible for manufacturing each component that falls outside of APR’s internal capabilities. Working closely with each manufacturer, APR’s engineers supply CAD models, materials specs, and other design specifications and work hand-in-hand with the manufacturer to develop the components. The end result is a collection of components, wholly unique to the APR name, awaiting final finishing, assembly and quality control at APR’s 78,000 square foot facility in Opelika, Alabama in the USA.

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The APR Difference: The Fabrication, Finishing and Assembly Phase

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Manufacturing takes place both internally and externally to APR while finishing and assembly is completed in-house. APR’s fabrication team sends each cast component through the ceramic vibrating tumblers to smooth and de-burr surface imperfections. Each component is then cleaned by hand and prepared for assembly.

APR’s fabrication experts TIG weld each component, creating reliable, high quality and attractive welds. Each component is back-purged with argon during the process ensuring the weld is strong and consistent, as well as clean throughout. With this process complete, the APR Cast Downpipe Exhaust System is born!

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The APR Difference: Final Quality Control

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APR has placed a large emphasis on improving quality control across various product lines, and the exhaust program is not excluded. To ensure the systems are delivered as advertised, APR’s engineers have taken a multi-step approach that encompasses many techniques that go beyond the industry standard.

Metallurgy Testing
APR’s engineers request full metallurgy reports with each batch of components to ensure the components are made with the T304L stainless steel grades specified on the original design prints. This information is then cross-referenced against randomly selected and independently tested samples before the components are released for assembly.

Dimensional Inspection
Great designs only matter if the manufacturer delivers the components as expected. To help ensure the designs are as specified, APR’s engineers randomly select components and conduct full dimensional inspections using in-house 3D laser scanning equipment. Tolerances are digitally checked against the original specifications and passed or failed based on the results.

Operating in an environment designed for accuracy and repeatability, APR’s fabrication experts leave little room for error during the final assembly phase. Jigs and fixtures, created in-house, live on custom-specified fabrication tables. This working environment ensures the highest level of quality control during the assembly process and safeguards against dimensional variations potentially created during the manufacturing process. The end result is a system that fits every time as it’s true to the original design specifications.

Visual Quality
When hand-building the products in-house, an extra level of control takes place. Components are visually checked for imperfections, and items that fall out of quality standards are rejected. The products are then packaged with care before being distributed across the world.

APR’s confidence in the system’s quality allows for a limited lifetime warranty.

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Hardware Application Guide

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Audi S6 / S7
Audi RS6 / RS7

A8/A8L/S8 – In development



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Software Application Guide

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For the best results, APR recommends installing the APR Stage II ECU Upgrade. The upgrade price is waived for APR Stage I ECU Upgrade customers with purchase of the APR downpipes.

$374.99 – Audi S6 / S7
$749.99 – Audi RS6 / RS7
$499.99 – Audi S8

Audi A8 / A8L – In development

– Availability and ECU Compatibility: Stages, programs, and features may not be available for all ECUs.
– ECU Revision Notice: Multiple ECU revisions exist for each platform. APR software may be temporarily unavailable when factory updates are applied. Achtuning can check availability in person, or over the phone if the ECU boxcode/revision is known.
– Stage II Pricing: Customers who have purchased an APR ECU Upgrade before February 16th, 2015 are exempt from upgrade fees.

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