Archive for the ‘Featured Products’ Category
Achtuning is excited to announce APR’s release of the ultimate engine control unit (ECU) upgrade for the Generation 3, 2.0 TSI engine as found in the MQB platform vehicles. APR’s ECU upgrade is available in octane-specific variations and is conveniently flashed to the vehicle’s factory ECU through the OBD-II port without any physical modification to the factory ECU.
The Continental SIMOS 12 & 18 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.
APR’s Calibration Engineers spent months calibrating the engine management system, including many hours of in-house chassis dyno development. With a thorough understanding of the ECU’s torque structure, APR’s Calibration Engineers properly increased engine load to produce more power and torque from idle to redline. APR’s ECU Upgrade increases turbocharger boost pressure and optimizes cam timing, valve lift, ignition timing, lambda and more to produce higher output. Using APR’s proprietary high-speed data logging suite, the calibration team closely monitored the effects of these changes to ensure a powerful ECU upgrade without derogating the engine’s drive-ability or reliability.
APR’s ECU Upgrade will provide an excellent leap in power and torque while retaining OEM knock control sensitivity and other built in safety features. The result is safely achieved power, optimized for various fuel grades found around the world. We call it Performance Without Compromise!
APR Stage I ECU Upgrade
The APR Stage I ECU Upgrade is designed to work without requiring other changes to the vehicle’s hardware. With the ECU Upgrade alone, APR’s Calibration Experts measured higher peak figures of 381 ft-lbs of torque and 316 horsepower with 93 AKI octane fuel. Large gains were seen throughout the power band, including an additional 114 ft-lbs of torque and 87 horsepower. Even higher figures were acheived using 100 AKI octane race fuel. The increase in power directly translates to an exceptionally quicker vehicle. Using advanced GPS measuring devices and the local IHRA certified drag strip, APR’s engineers conducted several acceleration tests. During the quarter mile sprint, the APR Stage I equipped vehicle crossed the finish line 1.094 seconds quicker, with an exit speed 13.3 MPH faster!
APR’s ECU upgrade is the best power per dollar modification for the new 2.0 TSI engine and takes the vehicle’s performance to similar levels typically reserved for higher output, sporty models, without pushing the limits. With factory-like smoothness and drive-ability, APR’s ECU upgrade will fill the void in an otherwise excellent vehicle.
Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle through other calibrations changes. Ignition delay is reduced resulting in a more responsive pedal without altering overall throttle sensitivity. Furthermore, drive-ability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating.
Increased Fuel Economy:
APR’s Calibration Engineers paid close attention to several parameters directly related to fuel economy, especially while cruising at highway speeds. Depending on driving style and fuel quality, better miles per gallon may be achieved!
APR’s ECU upgrade increases the vehicle’s top speed limiter for blistering sprints around the track or across the Autobahn without the speed limiter shutting down the fun!
Left Foot Braking / Brake Boosting:
APR’s Left Foot Braking feature allows more control over the vehicle’s throttle. The factory equipped vehicle’s throttle input is disabled while pressing the accelerator and brake at the same time. Left Foot Braking, a common motorsport driving technique, allows the driver complete control over the vehicle’s throttle and braking system, which may give the vehicle the edge it needs at the track. As is with all features APR adds to the ECU, this feature may be removed upon request.
APR’s standard Stage I ECU Upgrade offers a large increase in low-end torque, which may overpower the factory clutch. While APR did not experience clutch slip at the advertised torque levels and even higher, others may due to clutch health and driving style. APR recommends upgrading slipping clutches, but has also created special software designed to deliver the same peak horsepower with a cap on low end torque to reduce or eliminate slipping. These specific files are available with various torque caps set lower than the standard Stage I ECU Upgrade.
Crank figures | Wheel Figures | Gain Over Stock - 91 Octane
Crank figures | Wheel Figures | Gain Over Stock - 93 Octane
Crank figures | Wheel Figures | Gain Over Stock - 100 Octane
APR Stage I ECU Upgrade Calibration Report
210, 220 & 230 HP & 258 FT-LBS – Stock as reported by VW
235 HP & 270 FT-LBS of torque – Stock as mesured and estimated at the crank by APR
305 HP & 371 FT-LBS of torque +78 HP @ 3,950 RPM / +105 FT-LBS of Torque @ 3,700 RPM – 91 AKI / 95 RON
316 HP & 381 FT-LBS of torque +87 HP @ 4,050 RPM / +114 FT-LBS of Torque @ 3,800 RPM – 93 AKI / 98 RON
328 HP & 382 FT-LBS of torque +97 HP @ 4,150 RPM / +125 FT-LBS of Torque @ 3,900 RPM – 104 AKI / 108 RON
- Max increases are based on APR’s actual measured stock values and not those reported by VW. | RON = ROW Fuel Grades | AKI = North American (RON+MON)/2 Fuel Grades.
- Reported wheel figures measured on APR’s in house Dynapack Dynamometer with a US Spec 2014 MK7 GTI DSG, using SAEJ1349 correction and an average of multiple runs. Crank figures estimated based on the measured wheel figures. Results will vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, and other modifications.
APR Acceleration Tests
Stock vs APR Stage 1, 93 octane
6.932 vs 5.656 – 0-60 MPH
7.242 vs 5.868 – 0-62 MPH
7.266 vs 5.883 – 0-100 KPH
14.983 vs 11.385 – 0-100 MPH
15.872 vs 10.094 – 60-120 MPH
18.968 vs 11.066 – 62-124 KPH
Speed Limited vs 11.124 – 100-200 KPH
Speed Limited vs 16.181 – 60-130 MPH
Speed Limited vs 13.343 – 30-130 MPH
14.283 vs 13.189 – Quarter Mile Time
97.10 vs 110.40 – Quarter Mile Trap Speed in MPH
- Data collected at the same location with a US Spec 2014 MK7 GTI DSG via a Racelogic P-Box with ESP/ASR disabled. May not be comparable to data collected in other locations.
The APR Development Difference
APR DirectPort Programming:
APR’s patented DirectPort Programming is now available for the Simos 12.x & 18.x ECU! Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest ECU upgrades for loading directly over the vehicle’s OBD-II port. This completely eliminates the need to remove and open the ECU for currently available files and can be uninstalled at any time!
APR ECU Explorer:
APR’s proprietary ECU Explorer gives APR’s Calibration Engineers unparalleled access to the vehicle’s entire engine management system. Typical commercially available data logging tools, used by most tuners, only allow logging up to 12 engine-operating variables at extremely low data rates. These tools are also limited to a small, specific list of variables. APR’s ECU Explorer is capable of logging every variable found within the ECU. It’s capable of logging well over 100 variables at once with data rates as high as 100 samples per second. Synchronous data logging is available for fine-tuning.
APR ECU Composer:
APR’s proprietary ECU Composer is used for altering the engine management system. With full access to every table, map and variable within the ECU, APR’s Calibration Engineers are not limited to a handful of maps as is common for most tuning companies. ECU Composer takes calibration to a new level with APR’s Quick Flashing. APR’s Calibration Engineers can reflash the ECU in seconds rather than waiting lengthy periods of time between each flash.
APR ECU Assembly:
APR’s Electrical Engineers have the ability to alter the code structure of the ECU. Through code levels changes, APR’s Engineers are able to add features to the ECU. Other changes allow higher torque limits than those achievable through only modifying calibration data or using piggyback devices as is the case for many tuners. This allows APR’s engineers to often not require transmission software to meet or exceed advertised gains. On the highly modified end, this allows APR to make turbo upgrades operate as if intended by the OEM.
*PRE RELEASE NOTE*
Software will be available at Waterfest 20 and at dealers world wide on Monday, July 21st.
Audi A3 - CNTC – To Be Announced
Skoda Octavia / VRS – CHHB
Volkswagen MK7 Golf GTI – CHHA, CHHB & CNTA
- Pricing applicable to the USA only. If outside of the USA, please contact an APR Dealer and Importer for pricing.
- The first three letters of the vehicle’s engine code are written on white bar code sticker on the side of the engine.
- Please note, VAG issues many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECU part numbers may be temporarily unavailable when new parts or revisions are released. If the vehicle’s ECU box code and revision is known, availability can be checked by calling APR, or visiting an APR dealer. Typical turnaround time for new ECU box code and revision is quick. Please contact APR for details.
How to purchase
Locate an APR Dealer:
Use the APR Dealer Locater Tool to find an APR Dealer. The APR Dealer will have the ability to upgrade the ECU in a short period of time!
Security, Warranty and Money Back Guarantee
All APR ECU Upgrades are fully encrypted to prevent theft of our valuable and proprietary coding information by lesser companies.
30 Day Money Back Guarantee:
All APR ECU Upgrades include a 30-day money back guarantee with no questions asked. If for any reason the owners is dissatisfied with the APR ECU Upgrade, they may return to the place of purchase for a full refund, provided they are within the 30 day period from the time of the initial purchase. Labor or shipping charges are not included in the guarantee and are at the discretion of the place of install.
Limited Lifetime Warranty:
All APR ECU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available. Labor or shipping charges are not included in the warranty and are at the discretion of the place of install.
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The APR Carbon Fiber Intake System is an attractive high performance upgrade for the latest 1.8T and 2.0T engines as found in various MQB platform vehicles.
The factory intake design has the foundation for excellent performance, but much of this is sacrificed in an effort to meet other design requirements. With requirements set forth for only supporting factory power output levels, low engine sound levels and long service intervals, there is plenty of room for improvement.
The APR Carbon Fiber Intake System increases performance primarily by improving mass airflow through the system while still proving adequate filtration. Expect greater horsepower and torque through the power band with a more direct and responsive feel upon pressing the throttle. Sounds from the engine and turbocharger are enhanced and some may even experience better fuel economy depending on driving style.
Research and Development
Uncommon to most in the market today, APR spared no expenses during the research and development period. For the better part of a year, APR’s Mechanical Engineers created several prototype intake designs utilizing our in house Sterolithography 3D printer and other rapid prototyping techniques. Various filter mediums were tested in conjunction with the new intake designs through simulated models, flow bench analysis, dyno data collection and in real world applications all in an effort to derive the best possible solution.
Collection of various test pieces.
Flow Bench Testing
Intake Filter Flow Bench Analysis
Intake housing Flow Bench Analysis
Engineering and Design Information
To increase performance over the factory intake system, the intake system’s ability to flow a higher mass of air is critical. In order to achieve this, APR’s Mechanical Engineers focused on improving the pressure ratio between the inlet and outlet of the intake system, reducing turbulence, maximizing filter efficiency and keeping IAT as low as possible.
Improving the Pressure Ratio
In an effort to strive for an ideal pressure ratio (1:1) between the intake’s inlet and outlet, the intake features several key characteristics:
Volute Filter Chamber
Through CFD optimization and flow-bench validation, the intake’s filter housing was shaped into a reducing spiral, or volute, which uses the inertia of the air entering the system to increase pressure on the outside of the filter. This creates an even pressure distribution across the entire face of the filter, rather thanonly a few key spots, and as such, maximizes utilization of the filtration element.
Compared to many other popular intake styles, the APR intake system allows for the use of a small, compact filter with better filter utilization as systems often twice its size.
High Pressure Inlet Snorkel and Sealed Design
Unlike traditional open element filters, the APR intake design only pulls air from the leading edge of the vehicle’s hood. In doing so, it’s drawing air from an area of relatively high pressure. As the vehicle increases in speed, pressure continues to build and ultimately aids in the intake’s effectiveness.
By sealing the intake system, pressure created during the ram air effect and volute design is not simply lost within the engine bay. This is contrary to open element filters that pull air from a relatively low pressure region formed within the engine bay.
Flow disruptions and turbulence ultimately impede airflow to and from the intake filter, resulting in a performance loss. The APR Intake system takes a two-step approach to improving mass airflow in this region.
Directional Turning Vanes
As air enters the intake entrance, directional vanes ensure airflow is properly directed towards the entire length of the intake filter rather than only a small portion. This results in a reduction of air turbulence and creates an event pressure distribution over the entire filter surface for maximum filter efficiency. As the filter becomes dirty with age, performance drop happens less dramatically as particles form evenly over a larger portion of the intake rather than localizing to one location or another.
When air flows through a smooth pipe, the speed at which the air flows is slower along the pipe’s smooth walls than is in the center of the pipe. Ultimately this results in a boundary layer that effectively reduces the cross-sectional area of the free flowing portion of the pipe, and creates drag. To minimize this effect as much as possible, the intake’s inner surface is kept mildly rough during the manufacturing process. As such, a thinner turbulent boundary layer forms, which ultimately prevents the boundary layer from growing larger as flow increases.
Intake Air Temperature Management
Intake air temperature (IAT) plays a critical role in engine performance, especially on turbocharged engines where the ambient air temperature is raised twice through both compression via the turbocharger, and then again during the engine’s compression stroke.
In an effort to maintain the lowest possible starting IAT, the APR Intake system begins by drawing air from the coldest possible location, which is the front end of the vehicle before the radiator. Air travels a short path through the intake system, past the filter and on its way to the turbocharger through a sealed intake design that prevents ingestion of hot, under-hood. Finally, the intake’s carbon composite design features a thin fiberglass backing, which improves thermal insulative properties.
APR’s design requirements called for an intake filter medium that exhibited high flow capabilities, long service life and adequate filtration properties. While traditional paper filters and even some foam filters can achieve one or more of these requirements, only a pleated cotton filter was able to achieve all three. This is due in part to the intake housing’s volute design and turning vanes. With even pressure flow distribution across the entire filter element, the filter is loaded more evenly, retaining performance over time, increasing the length of the maintenance intervals, and increasing the filter’s effectiveness.
In an effort to please customers unaware of the sounds caused by turbocharging an engine, as well as cross platform use on both economy and performance oriented vehicles, the OEM was tasked with creating an intake that many would consider to be too quite for a performance vehicle. APR’s design requirements called for an intake system that only delivered the engine’s true turbocharged sound as air is sucked through the turbocharger or exhausted from the diverter valve upon lifting off the throttle. The inherent stiffness of carbon fiber composite material results in an induction resonance from the engine allowing the occupants to hear a clean and crisp intake note without being overbearing or cheap sounding in nature.
Upon opening the hood, it’s clear to see why the APR Carbon Fiber Intake System is so highly sought after. Featuring a carbon fiber 2×2 weave common to the engine bays of Audi’s high end of Quattro GMBH vehicles, the intake demands attention and delivers form that matches the intake’s function despite playing a secondary roll in the design requirements.
The intake system comes preassembled form APR ready to be installed in minutes with minimal tools. With the factory unit removed, the intake slips into place and connects to the factory turbo inlet pipe using the OEM hardware without filling the engine bay with additional couplers and hose clamps. Because the system fits in the OEM location, it’s fully compatible with future upgrades from APR, including our larger Stage III Turbocharger Systems.
Reported wheel figures measured on APR’s in house Dynapack Dynamometer with a US Spec 2014 MK7 Golf GTI DSG, 2.0 TSI, using SAEJ1349 correction and an average of multiple runs. Crank figures estimated based on the measured wheel figures. Results will vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, and other modifications.
*PRE RELEASE NOTE*
The Intake will be available at Waterfest 20 and on our site Monday, July 21st.
Audi A3 / S3 – (MK3 / Typ 8V) 1.8 TFSI & 2.0 TFSI
Seat Leon / Cupra – (MKIII / Typ 5F) 1.8 TSI & 2.0 TSI
Skoda Octavia / vRS – (MKIII / Typ 5E) 1.8 TSI & 2.0 TSI
Volkswagen Golf / GTI / R – (MK7 / A7 / Typ 5G) 1.8 TSI & 2.0 TSI
Vehicles equipped with secondary air injection (SAI) require the filter below.
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APR has just released the 1.8T / 2.0T EA888 Gen 3 “Boost Tap”!
The APR Boost Tap for the 1.8T and 2.0T EA888 Gen 3 engines is a simple, yet elegant solution for referencing boost pressure and vacuum as is commonly necessary for boost gauges. The boost tap plugs directly into the factory intake manifold via the boost pressure sensor bung and can be removed at any time without any permanent modification.
- 1 Injection-molded boost tap
- 1 Viton o-ring seal
- 1 Stainless steel barbed connection point
- 1 MAP sensor fastener
- 1 Brass “No-buzz” mechanical boost gauge restrictor pill
- 1 Tap cap
- 5 Stepless OEM style ear clamps
- 96 Inches of 200 PSI hose
- 1 T-fitting
- 5 Black cable ties
Constructed from lightweight injection-molded glass-filled polypropylene with a Viton o-ring, the tap has very tight tolerances for leak free operation. The reference hoses connect to the rear of the tap via a barbed stainless steel connection point and conveniently routes out of sight. A special fastener was developed to ensure a solid OEM-style-connect between the boost tap, MAP sensor, and manifold.
In addition to the boost tap, APR provides several extra components to help suit each individual’s needs. For those requiring more than one reference source, a T-Fitting allows for more tapping points. In the case where a mechanical boost gauge is used, the brass restrictor pill limits flow and cures gauge buzz. Just less than 100 inches of 200 PSI hose is included with OEM style ear clamps and black cable ties to allow for neatly routing hose through the engine bay.
The APR Boost Tap comes with a lifetime warranty and is the only solution one will need for years of reliable operation.
All 1.8T and 2.0T EA888 Gen 3 Engines
Audi A3 / S3 – (MK3 / Typ 8V)
Seat Leon / Cupra – (MKIII / Typ 5F)
Skoda Octavia / vRS – (MKIII / Typ 5E)
Volkswagen Golf / GTI / R – (MK7 / A7 / Typ 5G)
Volkswagen Jetta / GLI – (MK6 / A6)
Volkswagen Passat B7
Part / Price: MS100079 – $59.99
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After months of additional testing, Achtuning is pleased to announce the APR Stage III+ TVS1740 Supercharger System is fully compatible with the R-Tronic transmission! Check out the video featuring our very own R-Tronic equipped, APR “Stage 3″ supercharged Audi R8 being flogged on an airfield with APR’s 6-speed R8!
In the factory form, Audi’s high revving FSI V8 can leave much to be desired compared to some of the latest technological advances brought forth by Quattro GmbH in recent years. The APR Stage III+ TVS1740 Supercharger System fills the void by adding an average of roughly 46% more horsepower and torque across the entire power band. The results are nothing short of amazing; taking the R8 from 425 horsepower to 642 horsepower on pump fuel and 689 horsepower on race fuel without breaking a sweat! With 550 FT-LBS on tap thanks to the TVS1740’s positive displacement supercharger, expect instant acceleration with absolutely no lag commonly associated with other forms of forced induction.
To read more about the system and all of the included components, power, acceleration results, and more, check out our product page or contact us via email (firstname.lastname@example.org) or give our sales team a call: 425-895-0000
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H&R’s “Street Performance” coilovers for the VW (Mk7) GTI are IN STOCK, ready to ship from Achtuning! Simply click on the image above to be directed to our online store to place an order or call us at 425-895-0000.
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H&R has just released their “Sport” spring kit for Audi’s AWD A3 sedan and they’re available right here at ACHTUNING!! H&R’s “Sport” spring kit will lower the AWD Audi A3 sedan 1.5 inches both front and back to give the car that proper European stance and better handling. Buy yours now by clicking the image above to be directed to the “spring” section under the Audi (8V) A3 category to place that online order or give us a call at 425-895-0000!
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Introducing the solution to global CC asymmetry: The AWE Tuning VW CC Dual Outlet Touring Edition Exhaust!
Constructed from the same 2.5” T304 Stainless Steel Tubing and utilizing the same Helmholtz resonator technology as AWE Tuning’s CC Single Side Touring Edition Exhaust, this exhaust will not only provide an exotic exhaust note with the power to back it up, but it will also present that muscular dual outlet appearance. Additionally, their R&D team has done the dirty work for us; this is a completely bolt-on solution that utilizes a modified OE rear valance package (including heat shield) from the VR6 CC. Bolt on, start up, roll out!
• No CEL. Guaranteed.
• Max Gains: +21 hp / +20 ft lb at the crank with CC 2.0T Downpipe
• AWE Tuning CC 2.0T Touring Edition Exhaust alone (Cat Back) produces Max Gains of +6hp /+6 ft lb at the crank
• Available with Chrome Silver or Diamond Black, individually adjustable tips
• T304 Stainless Steel Tubing
• Increased pipe diameter to 2.5″ for better breathing
• Engineered, developed, tested and manufactured in-house
This exhaust system will be added to the online store as soon as possible. Meanwhile, don’t hesitate to call or email us with any questions or to place a pre-order.
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Achtuning is excited to announce APR’s release of the ultimate transmission control unit (TCU) upgrade for the DQ250 Exx & Fxx DSG and S-tronic transmissions! APR’s TCU upgrade is available in engine and power level specific variations and is conveniently flashed to the vehicle’s factory TCU through the OBD-II port. APR’s patented DirectPort Programming Suite allows the end user to customize the TCU upgrade to their individual needs.
APR’s TCU upgrade enhances the driving experience by incorporating many of the same features typically reserved for high-end Audi Quattro GmbH RS models. Under blistering, wide-open throttle acceleration, the transmission shifts even more quickly than before with a higher rev limit. However, during normal, day-to-day driving, the TCU Upgrade delivers a smooth, more refined, driving experience.
End User Adjustability
APR’s DirectPort programming suite allows users to custom tailor the TCU upgrade to their needs at the time of installation. Users are given the following options, which they may change at an APR dealer at any time:
- User definable APR pre-optimized shift patterns based on current stage of engine performance
- User definable launch control RPM
- User definable manual mode max RPM
- User definable manual mode automatic up-shift on or off
- User definable manual mode automatic down-shift on or off (Kick-down switch)
APR will adjust any mismatch between Engine Control Unit (ECU) and TCU max RPM or standing rev limiters, should any conflicts arise.
Drive Mode Characteristics
Drive mode’s performance and comfort is greatly improved based upon the current stage of engine performance. Gear change up-shift and down-shift points occur based on engine load and throttle position, rather than hard set points, and as such occur more smoothly and less abruptly. The driver may feel more connected to the vehicle as the gear changes occur more naturally. Under part throttle driving, the transmission will stay in the current gear until the appropriate moment necessary to shift, rather than jumping to higher gears too quickly. This is especially true for calibrations geared towards larger turbocharger systems where response characteristics of the turbocharger changes the part throttle driving experience. Under wide-open throttle acceleration, shifting times are reduced and the maximum shift point RPM is set to the ECU’s rev limiter.
Sport Mode Characteristics
Sport mode’s performance and comfort is also greatly improved based upon the current stage of engine performance. Expect extremely fast gear changes as the wide-open throttle shift times are reduced. APR’s taken a two-stage approach to wide-open throttle operation as well. Shift points are optimized to deliver the fastest acceleration possible under wide-open throttle by following the torque curve of each available stage. However, with the pedal pressed far enough to hold the kick-down switch, shifts points override the torque curve and now occur at the maximum engine RPM!
Part-throttle drivability is greatly improved too. Some factory DQ250 transmission software is too aggressively geared towards holding high RPMs, and often uncomfortably down-shifts when unwanted. Under low accelerator pedal position, low load driving, gearshifts occur earlier, allowing the driver to enjoy sport mode even during those moments when wide-open throttle operation is not permissible. However, should the driver request more torque with his or her right foot, the transmission comes alive in the true spirit of sport mode!
Manual Mode Characteristics
At the time of installation, the user is able to select several options that change the behavior of manual mode. The user has the ability to enable or disable either the manual mode automatic kick-down switch for automatic down-shifts as well as the automatic up-shift that occurs at redline. For safety and acceleration, APR’s engineers kept the automatic up-shift present in first gear.
The ECU defines the maximum engine RPM possible. Using APR’s user definable max RPM settings, the end user can match the ECU’s RPM to the TCU RPM to avoid hitting the engine rev limiter should the automatic redline up-shift option remain active. In the case where an APR ECU Upgrade’s redline is lower than expected, APR can issue a free ECU update to correct the max engine RPM.
During manual mode shifting times are not only greatly improved, but the artificial delays between requesting a shift with the paddles and shifter are reduced as well. As soon as a shift request is made, the transmission instantly begins the shifting routine. Furthermore, the down-shift lockout is removed, allowing the operator to downshift at any point, so long as the next gear does not surpass the max engine RPM.
With manual mode tailored to the end users need, they are presented with a more enjoyable driving experience that operates exactly how they choose. We call it Performance Without Compromise!
APR’s TCU upgrade enables launch control on all vehicles. At the time of installation, the user is able to select their desired launch RPM, as they see fit! Launch control activates quickly, with a wider operating window, by limiting some of the stubborn activation criteria some models face during activation. The end user will notice launches now occur more rapidly with less delay between releasing the brake and forward momentum. The clutches fully grab quickly off the line and shift times are reduced. This directly translates into faster acceleration!
APR will adjust any mismatch between Engine Control Unit (ECU) and TCU standing rev limters, should any conflicts arise.
*Please Note, the vehicle must be equipped with a traction control button to enable launch control.*
Gear display indicator
APR’s TCU upgrade enables the gear display indicator for Drive and Sport mode in the vehicle’s multi function display.
All too often TCU upgrades are sold as a solution to “torque limiters” in which many companies charge extra to raise. While some companies may have trouble with torque interventions from the transmission, even at stage I power and torque levels, APR ECU upgrades do not require a TCU upgrade to meet advertised peak torque levels. APR does not charge extra to “raise the limits.” Raising the limits does not increase performance and does not increase the transmission’s ability to hold more torque. The maximum torque limiters are simply removed, allowing customers unrestricted operation. In the event torque is limited by the factory clutches, upgraded units may be installed and torque may be increased without TCU intervention.
DSG Temperature Management
Temperature management is an important part of the DQ250 transmission. While some software may simply remove temperature protection routines all together and claim increased cooling performance, APR’s TCU upgrade only allows the maximum safe temperature levels before intervention. Unlike the factory intervention routine, which simply allows for nearly no torque to be transmitted through the transmission at all, APR’s over temp intervention allows for a very limited amount of torque, enough so the vehicle can be safely driven off the track or pulled to the side of the road. In keeping the vehicle moving, airflow continues across the radiator, which in turn keeps coolant temps low and aids in removing heat from the factory DQ250 water to oil cooler to restore full operation.
Typical Max ECU Rev Limits
- Naturally Aspirated Engines (ex, 3.6L FSI) – 6,800 RPM
- 2.0T TDI CR Engines – TBD
- 2.0T EA113 K03 Turbo Engines – 6,800 RPM
- 2.0T EA113 K04 Turbo Engines – 7,100 RPM
- 1.8T & 2.0T EA888 Gen 1 IHI Turbo Engines – 6,800 RPM
- 2.0T EA888 Gen 2 IHI Turbo Engines – 6,800 RPM
- 2.0T EA888 Gen 3 Honeywell Turbo Engines – 6,800 RPM
- 1.8T EA888 Gen 3 IHI Turbo Engines – 6,800 RPM
- 2.0T EA888 Gen 3 IHI Turbo Engines – 7,100 RPM
- K04, Stage III and III+ Upgraded Engines – 7,100 RPM
Any mismatches in APR ECU/TCU redline can be altered upon request.
The APR Difference
Please note APR’s TCU upgrade is for the Temic Tricore based Exx and Fxx transmissions. Earlier Power PC based Cxx transmissions as found in vehicles such as early K03 based EA113 2.0T’s and older 3.2L VR6’s greatly differ in their features, capabilities and TCU complexity.
APR TCU Upgrade Creation
APR’s engineers have taken a direct and custom approach to calibrating the TCU. All too often others create a generic calibration that is forced across a wide range of different vehicles and transmission versions. Unfortunately this generic method of copy and paste tuning can result in some undesirable effects, such as slow up shifts and downshifts, torque interventions, stumbling and immobility. In some extreme cases, damage to the transmission can occur. With hundreds of factory TCU variations available for the DQ250, APR’s engineers have painstakingly ensured every TCU upgrade is created using the transmission’s original file to ensure the ultimate experience!
APR DirectPort Programming
APR’s patented DirectPort Programming is now available for the Temic Tricore Exx and Fxx DQ250 transmissions. With a simple connection to the Internet, we have direct access to APR’s latest TCU upgrades for installation directly over the vehicle’s OBD-II port. This completely eliminates the need to remove and open the TCU and can be uninstalled at any time!
APR TCU Composer
APR’s proprietary TCU Composer is used for altering the transmission management system. With full access to every table, map and variable within every TCU, APR’s Calibration Engineers are not limited to the handful of pre-defined maps as is common for most tuning companies.
APR TCU Assembly
APR’s Electrical Engineers have the ability to alter the code structure of the TCU. Through code levels changes, APR’s Engineers are able to add future features to the TCU otherwise impossible through calibration changes alone.
For best results, APR advises against mixing and matching non APR TCU and ECU Upgrades. APR cannot guarantee complete compatibility with non APR ECU upgrades. Please read our 30 day money back guarantee section for more details.
DQ250 – Exx & Fxx – Temic Tricore – 6 Speed DSG & S tronic
Stage I – For use with the stock turbo and naturally aspirated engines
Stage II – For use on vehicles with an upgraded K04 Turbocharger
Stage III (COMING SOON!) – For use on vehicles with an upgraded Stage III/III+ or larger Turbocharger
Each stage is specifically tailored for each individual application
Please note changing options or switching between stages I and II is free! (labor costs may apply)
Supported Vehicles / Engines
2.0 TDI CR – Transverse – Coming Soon
2.0T – EA113 – Transverse – Exx and Fxx only. Early Cxx models not available.
1.8T – EA888 Gen 1 – Transverse
2.0T – EA888 Gen 1 – Transverse
2.0T – EA888 Gen 2 – Transverse – (Late model TT)
2.0T – EA888 Gen 3 – Transverse – 2013.5+ Jetta/GLI, Beetle & Passat
2.0T – EA888 Gen 3 – Transverse – New MQB GTI, R, A3, S3, Octavia Etc Coming Soon!
3.6L FSI VR6 – Transverse – Exx and Fxx only. Early Cxx models not available.
Security, Warranty and Money Back Guarantee
30 Day Money Back Guarantee
All APR TCU Upgrades include a 30-day money back guarantee with no questions asked. If for any reason you are dissatisfied with the APR TCU Upgrade, return to your place of purchase for a full refund, provided you are within the 30 day period from the time of your initial purchase. Labor charges are not included in the guarantee.
Limited Lifetime Warranty
All APR TCU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available. Labor charges are not included in the warranty.
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Achtuning is excited to announce APR’s release of their Audi (B8) S5 4.2L FSI V8 Stage III+ TVS1740 Supercharger System!
APR’s technical reach has grown enormously since opening in the 1990’s and currently represents a force of unmatched performance without compromise in the performance enhancement sector for Audi vehicles. Our previously available APR Stage III TVS1320 Supercharger System found its way on to several hundred S5s and RS4s around the world, making it the most popular and reliable system on the market. With more than four years’ worth of 4.2L FSI V8 supercharger engineering research, development and testing, APR’s new Stage III+ TVS1740 Supercharger System represents the pinnacle of Audi’s German engineering enhanced by APR’s American ingenuity.
In the factory form, Audi’s S5 4.2L FSI V8 leaves much to be desired compared to recent models proudly displaying the S badge. The APR Stage III+ TVS1740 Supercharger System fills the void by adding an average of roughly 45% more horsepower and torque across the entire power band. The results are nothing short of amazing; taking the S5 from 353 horsepower to 589 horsepower on pump fuel and 635 on race fuel without breaking a sweat! With up to 542 FT-LBS on tap thanks to the TVS1740’s positive displacement supercharger, expect instant acceleration with absolutely no lag commonly associated with other forms of forced induction.
Supercharger and Manifold
At the heart of the APR Stage III+ Supercharger System is Eaton’s latest Twin Vortices Series (TVS) supercharger unit, the TVS1740. The supercharger system is a positive displacement, roots style pump, utilizing Eaton’s lightweight, four-lobe 160 degree twisted rotors. Cast and assembled as a single, OEM-style-manifold and rotating group housing, the unit is quiet, compact, attractive, easy to install, and requires little to no extra maintenance to the unit itself.
The positive displacement supercharger offers power instantly as the throttle is pressed. Boost pressure builds with no perceived lag commonly associated with other types of forced induction, and provides a large increase in torque across the entire power band. Throttle control is linear and predictable and makes for an excellent driving experience both in daily driving and wide-open acceleration.
Since the supercharger does not compress air as it moves through the roots, it’s extremely efficient during light throttle and cruising situations. Unlike screw-type positive displacement superchargers that are always compressing, the TVS unit can internally bypass unwanted air, resulting in negligible parasitic loss during cruising and thus far greater fuel economy.
The single cast unit and appropriately sized rotating group eliminates potential leak points and allows for a slim, compact design without sacrificing key airflow design characteristics. The unit features a high velocity flow path through the supercharger rotors and an unrestricted discharge port into the appropriately sized plenum. The large plenum equalizes flow across all ports as air feeds evenly through the low-pressure-drop, dual-internal air-to-water heat exchangers. Finally, the ports are separated into individual runners, offering greater operation by eliminating cross talk.
Internally the dual heat exchangers offer technological advances shared by Formula 1 teams around the globe. Each unit features a louvered fin design, which minimizes pressure drop while achieving excellent cooling effectiveness. The extruded multi-rib tubing maximizes heat extraction to be carried away through the large bore coolant recirculation hard lines. Externally, supercharger coolant is pumped through a large front mounted heat exchanger where it’s cooled and circulated back through the charger again.
The factory Bosch MED 9 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.
With the significant amount of changes included in the APR Stage III+ TVS1740 Supercharger System, APR’s Engineers spent months calibrating the engine management system, including well over 100+ hours of in-house chassis dyno development. Drivability, gear changes, cruising and part throttle operation were tuned to operate smoothly as if intended by the OEM. Further development was performed putting the vehicle through performance evaluation and durability testing at the drag strip. APR’s Electrical Engineers built new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels. Thanks to APR’s incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise.
Adding forced induction to a naturally aspirated engine presents several challenges with regards to how the ECU operates. APR’s Calibration Engineers properly restructured the engine’s volumetric efficiency (VE) model to properly determine the ECU’s calculated load. Accurate open loop fueling is achieved, translating to insignificant fuel trim adjustments. Closed loop fueling is calibrated to control lambda perfectly under all operating conditions. Furthermore, compensations, such as ones related to intake air temperature, are adjusted to handle the large temperature variances compared to a factory naturally aspirated setup.
APR’s Calibration Engineers have optimized cam timing, ignition timing and lambda to provide tremendous leaps in power while retaining OEM knock control sensitivity. The result is safely achieved power, optimized for various fuel grades found around the world from low quality pump fuel, all the way to high quality, oxygenated race fuels.
Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle through other calibration changes. Ignition delays are reduced resulting in a more responsive pedal without altering overall throttle sensitivity and resolution. Drivability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating. APR’s Motorsport Rev Limiter allows power to climb all the way to the factory set redlines without dropping off several hundreds of RPM earlier. And lastly, APR’s tried and tested 4,200 RPM Motorsport Launch Limiter allows the driver to focus on launching the vehicle, rather than controlling the engine speed.
Beyond wide open throttle performance, APR’s Calibration Engineers spent countless hours optimizing vehicle drivability under daily, part-throttle, driving. The vehicle’s pedal maps are recalibrated under both standard and sport mode, providing smooth part-throttle drivability without compromising the driveshaft windup protection. The vehicle fully retains its impressive daily driver status and simply has more power on tap should the driver request more with his or her right foot! We call it Performance Without Compromise.
Front Mount Heat Exchanger
APR’s supercharger system features a large, 480mm x 335mm x 45mm, front mount heat exchanger responsible for cooling coolant as it’s pumped out of the supercharger’s dual internal air-to-water heat exchangers. This is a critical component in any supercharged application to not only keep power consistent, pull after pull, but also to help keep IAT below dangerously high levels. The heat exchanger is specific to the S5 platform, featuring a hand welded design and CNC, laser-cut brackets to provide a simple and clean method of mounting to the vehicle.
APR’s supercharger system features a 4.2L coolant tank designed to increase the cooling system’s thermal capacity. During hard sprints around the track, the supercharger’s cooling system is working overtime to cool IATs and in doing so, the supercharger’s coolant temperature rises. With increased capacity, the time it takes to raise the supercharger’s coolant increases, resulting in a lower delta T, cooler IATs, and more power. For the track enthusiast, this means longer sessions and more continuous laps, under wide-open throttle, without loss of power.
Coolant Pump and Harness
APR’s coolant pump connects to the supercharger coolant circuit and continuously circulates coolant through the supercharger’s dual internal air-to-water radiators and APR front mount heat exchanger. The pump provides adequate coolant flow through a system of this size. The pump seamlessly connects to the factory wiring harness through the included APR wiring harness with no wire splicing and is triggered by the included relay system. APR’s CNC, laser-cut bracket provides a simple and clean method of mounting the pump to the vehicle.
MAF Sensor & Housing
The factory engine management relies on load calculations derived from the mass airflow (MAF) sensor to properly control the engine. Unfortunately the factory MAF sensor becomes saturated and unable to read and correctly report the high airflow levels generated by the APR supercharger as it was designed for an engine originally creating far less power.
APR provides a new MAF sensor and precision-machined MAF sensor housing to aid in accurate airflow readings. APR’s Electrical Engineers make appropriate coding changes to the ECU to understand the new MAF setup while the calibration experts update the ECU with all of the necessary calibration data surrounding the sensor’s and housing’s properties. The end results are accurate readings and a further refined driving experience.
High Pressure Fuel Pumps
Sold separately as brand new pumps or rebuilds of the engine’s existing pumps, the APR High Pressure Fuel Pumps address fueling needs and leave plenty of headroom for safety and further increased power levels. By increasing the pump’s internal capacity, the fueling system is capable of displacing a higher volume of fuel per minute at every RPM.
Coolant Expansion Tank
The APR coolant expansion tank is used for filling the supercharger’s cooling circuit and for handling liquid expansion under various operating temperatures. The tank is cut from a single block of aircraft grade 6061 aluminum billet, is anodized black and proudly displays the APR logo. APR’s CNC, laser-cut bracket provides a simple and clean method of mounting the expansion tank to the engine bay.
APR’s supercharger system varies greatly from the OEM intake manifold design, and for fitment’s sake, depending on vehicle year, some of the factory high pressure fueling system must be modified. The fuel rails and other high pressure and low pressure direct injection fuel lines are replaced with new, low profile, OEM parts on the pre November 2008 vehicles. All OEM safety equipment remains intact.
An APR high-pressure rail relief valve allows the system to operate at greater rail pressures, resulting in a reduction of injection on-time which translates to more ignition advance and greater power.
The kit also includes all new high-pressure fuel pump low-pressure fittings and replacement injector O-rings.
To cope with raised cylinder pressure and temperature, eight NGK Iridium IX spark plugs are included. The plugs operate at a heat range colder than stock, which results in better pre-detonation resistance under extreme conditions. With these spark plugs in, APR’s calibration engineers were able to safely achieve more power, especially in extremely demanding conditions.
Intake Air Temperature Sensor and Harness
APR’s Supercharger System significantly increases airflow through the engine, and is capable saturating the factory mass airflow sensor (MAF). As such, the sensor is unable to correctly report critical operating information to the ECU, resulting in incorrectly calculated load and poor operation. Simply adjusting the factory sensor and calibration will result in a calibration that’s only correct in a small operating window, resulting in a poor compromise.
Because the sensor is absolutely critical for safe, reliable and powerful operation and as such, APR provides a new MAF sensor capable of reading airflow levels beyond the operational range of the APR Supercharger System. APR’s Engineers account for this new sensor in the factory engine management system as simply adding the sensor alone is not permissible. The new sensor accurately reads airflow levels and provides the ECU with the correct information necessary control the engine.
The sensor’s design differs from the factory unit, and as such APR provides a precisely CNC-machined billet aluminum MAF housing to enclose the unit. The sensors placement and the MAF housing’s diameter are taken into great consideration to ensure proper airflow measurement.
The included harness allow for simple integration into the OEM wiring harness.
The APR Supercharger System features dual internal air-to-water radiators designed to reduce intake air temperature, (IAT), before entering the cylinders. With cooler IAT, the ECU will request more ignition advance and result in more power.
APR reinforced rubber coolant lines feed the Supercharger’s internal cooling system, which provides a circuit between the included APR front mount heat exchanger, APR coolant pump and APR expansion tank.
All necessary brass connectors, spring-loaded clamps and OEM style crimp clamps are included. Additionally some engine coolant lines are updated while installing the supercharger system and are included with the kit.
To accommodate the large APR Supercharger, modifications are made to the low-pressure fueling system and evap lines. Each fuel line exceeds CARB and EPA ratings and includes a patent-pending GreenShield barrier. The multi-ply, reinforced rubber hoses are designed to protect against today’s modern deteriorating fuels and include a best-in-class working psi of 225.
OEM style spring clamps and crimp clamps are included to ensure a solid connection. To help provide a neat and appealing install and assist in abrasion resistance, nylon braid hose cover and shrink-wrap is included.
To accommodate the transition from naturally aspirated operation to forced induction, APR provides new vacuum lines and T-junctions. Leak proof connections are easily achieved thanks to the included OEM style crimp clamps.
Pulleys and Belt
The supercharger system’s internal rotors are rotated via a belt and pulley attached to the engine’s accessory drive system. The included 5pk belt and OEM idler pulleys ensure a proper connection to drive the supercharger.
Several OEM components are moved during the install of the supercharger system, and as such, APR provides an OEM style extension harness to connect components without modification to the factory wiring harness.
New OEM gaskets and bolts are provided to facilitate a leak proof connection between the cylinder heads and APR Supercharger unit.
The included core support bolts allow the vehicle’s front end to be placed into the service position. In doing so, the install process is made much easier thanks to the added space in the engine bay.
The included factory style zip-ties aid in securing various lines moved during the install and to replace factory zip-ties removed during the install process.
Padding material protects items from damage during the install process.
On post November 2008 vehicles, a specific tool is included to aid in installing the supercharger.
APR has a worldwide network consisting of many professional shops capable of performing an APR supercharger system install. To accompany APR’s world-class technical support hot line, APR includes a full, printed, step-by-step install manual to make the install process smooth and simple!
Horsepower and Torque were measured in APR’s in-house, sounmaster dyno cell, using a dynapack all wheel drive dynamometer. Multiple stock and modified runs were conducted and the SAEJ1349 corrected results were averaged together to represent the differences between a stock and APR Stage III+ B8 S5. Crank power figures were estimated based on Audi’s factory advertised results.
Click through the tabs below to view output using various fuel grades, power measured at all four wheels, estimated at the crank, and the absolute gain over stock.
All Wheel Figures | Estimated Crank Figures | Gain over Stock | 91 (R+M)/2 Octane Fuel
All Wheel Figures | Estimated Crank Figures | Gain over Stock | 93 (R+M)/2 Octane Fuel
All Wheel Figures | Estimated Crank Figures | Gain over Stock | 100 (R+M)/2 Octane Fuel
APR Stage III+ TVS1740 Supercharger System Calibration Report
348 HP & 325 FT-LBS of Torque – Stock as reported by Audi
353 HP & 325 FT-LBS of Torque – Stock as measured by APR
566 HP & 493 FT-LBS of Torque – +211 HP @ 7,100 RPM & +186 FT-LBS of Torque @ 4,950 RPM – APR 91 AKI / 95 RON
589 HP & 511 FT-LBS of Torque – +236 HP @ 7,000 RPM & +202 FT-LBS of Torque @ 4,850 RPM – APR 93 AKI / 98 RON
635 HP & 542 FT-LBS of Torque – +280 HP @ 7,150 RPM & +231 FT-LBS of Torque @ 5,350 RPM – APR 100 AKI / 104 RON
All too often performance upgrades show improvements during a single dyno pull, but lack the ability to show the same performance in real world conditions. Furthermore the dyno may be unable to illustrate the system’s response and other tuning changes designed to make the system instantly react to the drivers input. Through acceleration testing, APR’s engineers were able to improve power delivery during launches, after gear changes and prove the cooling system was up to the task of shedding heat to keep power consistent.
APR’s local certified quarter mile drag strip is a perfect and safe testing ground for high speed, 130+ MPH sprints. Using Car and Driver magazine’s measured results as a benchmark, APR’s Engineers set out to prove the Stage III+ Supercharger System was capable of increasing the S5’s performance substantially.
Car and Driver magazine measured the B8 S5’s quarter mile performance in an underwhelming 13.4 seconds at 105 MPH. However, with the addition of the APR’s Stage III+ TVS1740 Supercharger System, the vehicle entered a league of performance often shared by exotic supercars. Using 93 octane fuel the same acceleration test was completed 2.2 seconds sooner and 19.68 MPH faster! Through testing higher octane fuelsthe gap grew even larger, ultimately resulting in an astonishing 18% reduction in time.
Many more acceleration tests were performed, including record setting quarter mile passes, proving an APR Stage III+ TVS1740 Supercharger System is the ultimate upgrade for B8 S5!
Requirements and Recommendations (Each Sold Separately)
APR High Pressure Fuel Pumps
The APR HPFPs expands the 4.2L FSI V8′s direct injection fueling capabilities to the levels required for proper operation with the APR Stage III+ TVS1740 System. Because the pumps are sold in two different forms, they are offered separately from the kit. Entirely new pumps can be purchased, or the vehicle’s existing pumps can be sent to APR for a rebuild at a discounted rate. This product is required. Product Page: APR HPFP.
The APR Supercharger System greatly increases torque over the factory output levels and as such, an upgraded clutch may be necessary to transmit power to the ground. APR highly recommends upgrading the factory clutch to one that suits the operator’s intended driving style. APR currently does not provide technical support for vehicles equipped with the Tiptronic transmission.
The APR Supercharger System was designed using the APR Carbonio Intake System and recommends it for optimal performance. An intake port carbon cleaning is necessary to meet advertised power levels.
The APR Supercharger System was designed for operation with the either the factory exhaust system or a high flow exhaust system. APR recommends the APR RSC Catback Exhaust System optimal performance.
Motul Fluids and Lubricants
Maintaining the vehicle’s fluids and lubricants is necessary. APR highly recommends Motul’s product range.
Pre November 2008 – B8 S5 – 4.2L FSI V8 – 6MT
Stage III+ TVS1740 Supercharger System – Includes Software
Part Number: T3100055
Post November 2008 – B8 S5 – 4.2L FSI V8 – 6MT
Stage III+ TVS1740 Supercharger System – Includes Software
Part Number: T3100060
*The APR Stage III+ TVS1740 Supercharger System physically fits Tiptronic vehicles. However, APR currently does not provide technical support for vehicles equipped with the Tiptronic transmission.
Motul Oil, Coolant and Oil Filter
During the install, oil and coolant must be drained and should be replaced to offer superior performance and protection. The APR Supercharger Systems are now complete turnkey solutions, including everything you need down to the oil, coolant and oil filter. During checkout you’ll be given the option between Motul Specific 502.00, 505.00 & 505.01 5W40 or Motul Power 300V engine oil as well as Motul Inugel Optimal Ultra Coolant 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
10 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil, Oil Filter & 2 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00004
Motul 300V Lubricant Install Package
10 Liters of Motul 300V Power 5W40, Oil Filter & 2 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00008
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Achtuning is pleased to present the release of APR’s ultimate low pressure fueling system upgrade for the VAG EA113 and EA888 2.0T engines!
The APR Low Pressure Fuel Pump (LPFP) Upgrade is designed to ensure the low pressure fueling system is capable of delivering the proper volume of fuel from the fuel tank to the high pressure fueling system under high demand situations.
Key Components and Benefits:
- APR LPFP ECU, harness & bracket
- APR 255 LPH high pressure inline fuel pump & bracket
- OEM quality fuel lines, crimp clamps & quick connectors
- Clean and simple solution to OEM low pressure fueling system
- Allows for higher output calibrations with select APR Stage 3/3+ Turbocharger Systems.
- Integrated into factory CAN bus
- Quiet and cool low power operation, only on when needed
- Quick fuel tank empting mode for use with switching fuel grades or dry storage/transportation
- No unintended side effects common with other parts
- No ECU software required
- Only needed where specified by APR
OEM Fueling System Overview:
The OEM fueling system consists of several key components:
- Direct injection injectors
- Direct injection high-pressure fuel pump (HPFP)
- In tank PWM-controlled low-pressure fuel pump (LPFP)
- LPFP controller
- Engine control unit (ECU)
The high-pressure fuel pump (HPFP) needs to provide the injectors with a large volume of fuel to satisfy the desired air to fuel ratio. The injectors are only able to spray for a very small window of time, so the HPFP must provide the fuel at high pressures, upwards of 200 bar. In some instances, if the injectors are a limiting factor, they can be enlarged to reduce the time they need to spray. In other instances, the bore and or stroke of the HPFP can be increased to increase the volume of fuel displaced by the HPFP. By increasing the volume of fuel between the HPFP and the injectors, pressure behind the injectors increases and the amount of time the injectors need to spray decreases.
Unfortunately under some situations, the HPFP is cable of displacing a larger volume of fuel than it receives from the low pressure fueling system. As demand goes up, the low pressure fueling system needs to work harder to provide the volume of fuel necessary, but in some situations, the factory unit is unable to do so.
The APR LPFP increases the supply of fuel from the fuel tank to the HPFP to ensure the HPFP displaces the maximum volume of fuel possible during each stroke. This ensures the HPFP is capable of working at 100% capacity.
Challenges to upgrading the LPFP:
- Very little room for upgraded pump
- OEM Pump requires a PWM signal
- OEM pump controller overheats with high output pumps
- Upgraded OEM pump controller not fully compatible
- ECU modifications may be required
- Secondary controllers often rely on physical boost signals
The factory LPFP sits in a basket submerged in the vehicle’s gas tank. The pump operates off of a pulse-width modulated (PWM) signal sent from the pump’s control module, which is mapped in the ECU. As fueling demand increases and decrease, the PWM signal adjusts to send only the required amount of fuel through the pump.
Unfortunately upgrading the LPFP is not a simple drop in task. The pump’s factory enclosure presents some packaging constraints limiting clean expansion to a larger unit. Likewise, doing so often results in overheating and subsequent protective shut down of the factory control unit as it’s operating outside of its intended design. This is even true when installing larger and expensive factory units like those found on high output vehicles, such as the Audi TT RS and RS3. Furthermore, upgrading the LPFP control module with the matching expensive higher output control units present other issues as the controller receives CAN messages from integrated vehicle componentry not common on vehicles requiring an upgraded LPFP.
The APR Solution:
- Inline fuel pump
- Fuel pump controller with proper ECU CAN bus communication
- Clean mounting brackets included
- Direct bolt on with no software required
APR took a multi-step approach to solving the low pressure fueling system and is pleased to present a clean and accurately controlled solution for high horsepower applications.
The APR LPFP System features a 255 LPH high-pressure inline fuel pump that sits between the HPFP and the factory LPFP. The included APR Auxiliary ECU sits on the factory CAN bus and receives critical operating information from the factory ECU to accurately control the pump. As fueling demands increase and decrease, the APR Auxiliary ECU controls output of the pump to deliver the desired volume of fuel to the HPFP.
By connecting to the factory CAN bus, the APR Auxiliary ECU eliminate the need for less sophisticated and often problematic methods of controlling the upgraded pump. Because the pump only runs when needed, less power is consumed, fuel temperature is lower and noise, especially at idle, is essentially non-existent.
Finally, with the fuel line disconnected, with the click of a buttion the APR Auxiliary ECU allows the user to quickly and easily empty the vehicle’s fuel tank to make way for switching to higher octane fuels or for dry storage and transportation.
Audi A3 / S3 (MK2)
Volkswagen Golf / GTI / Golf R / ED30 / Pirelli / ED35 (MK5 / MK6)
Volkswagen Jetta / GLI / Bora / Vento / Sigitar (MK5 / MK6)
Volkswagen Passat / Magaton (B6)
Volkswagen Scirocco / Scirocco R
AXX 2.0T EA113
BHZ 2.0T EA113
BPY 2.0T EA113
BWA 2.0T EA113
BYD 2.0T EA113
BZC 2.0T EA113
CAW (A/B) 2.0T EA888 Gen 1
CBFA 2.0T EA888 Gen 1
CCT (A/B) 2.0T EA888 Gen 1
CCZ (A/B/C/D) 2.0T EA888 Gen 1
CDL (A/B/C/D/F/G) 2.0T EA113
CRZA 2.0T EA113
6 Speed Manual
S-Tronic & DSG
Front Wheel Drive / FrontTrak
All Wheel Drive / Quattro / 4Motion
Complete System for Front Wheel Drive Vehicles
SALE $584.99 <— Till May 4th
Complete System for All Wheel Drive Vehicles
SALE $584.99 <— Till May 4th
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