AWE Tuning BMW F3X 340i Exhaust Suite

Posted on February 11, 2016 – 10:34 am

Introducing the AWE Tuning BMW F3X 340i Exhaust Suite!

Solid gains and 180 Technology®-packed attitude, the perfect combination for a no-compromise B58 exhaust upgrade!

  • Straight-through design featuring AWE Tuning’s proprietary drone-cancelling solution, 180 Technology®
  • Full 3” CNC mandrel-bent system
  • Max gains of 9 hp and 11 ft-lbs of torque at the crank
  • Available as a downpipe-back system or as an axle-back
  • Dual-walled AWE Tuning branded tips available in Diamond Black or Chrome Silver, 90mm or 102mm
  • Crafted from T304 stainless steel
  • Engineered, designed and manufactured in-house at AWE Tuning
  • No Check Engine Light – Guaranteed
  • Perfect Fitment – Guaranteed
  • AWE Tuning Lifetime Exhaust Warranty
  • 3010-32032: AWE Tuning BMW F3X 340i Touring Edition Axle Back Exhaust – Chrome Silver Tips (90mm) – $1395.00
    3010-33040: AWE Tuning BMW F3X 340i Touring Edition Axle Back Exhaust – Diamond Black Tips (90mm) – $1445.00
    3015-32072: AWE Tuning BMW F3X 340i Touring Edition Axle Back Exhaust + Performance Mid Pipe — Chrome Silver Tips (90mm) – $1,745.00
    3015-33066: AWE Tuning BMW F3X 340i Touring Edition Axle Back Exhaust + Performance Mid Pipe — Diamond Black Tips (90mm) – $1795.00
    3010-32034: AWE Tuning BMW F3X 340i Touring Edition Axle Back – Chrome Silver Tips (102mm) – $1,495.00
    3010-33042: AWE Tuning BMW F3X 340i Touring Edition Axle Back – Diamond Black Tips (102mm) – $1,545.00
    3015-32074: AWE Tuning BMW F3X 340i Touring Edition Axle Back Exhaust + Performance Mid Pipe – Chrome Silver Tips (102mm) – $1,845.00
    3015-33068: AWE Tuning BMW F3X 340i Touring Edition Axle Back Exhaust + Performance Mid Pipe – Diamond Black Tips (102mm) – $1,895.00

    To order, contact the Achtuning sales team by calling 425-895-0000 or email sales@achtuning.com


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    AWE Tuning Porsche 981/991 Foiler™ Wind Diffuser – Injection Molded

    Posted on February 9, 2016 – 9:00 am

    Due to overwhelming demand to make a less-expensive, injection-molded Foiler™, AWE Tuning has come through for the Porsche 981 Boxster, Cayman, and all 991 model owners.

    A reminder as to what these are all about: they’re the simple, elegant solution to wind buffeting in Porsche 981/991s. And now they’re available in UV stabilized injection-molded plastic for the perfect OE-style look. Roll your windows down and enjoy the tunes of your 981/991!

    AWE Tuning Foiler™ Wind Diffuser – Injection Molded (SKU:1110-11010): $79.00


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    APR Presents the A4/A5/Allroad Front Mount Intercooler System!

    Posted on February 2, 2016 – 5:00 pm

    release-b8.5-intercooler-lg

    The APR Intercooler System is a massive front mounted upgrade that dramatically reduces intake air temperature (IAT), minimizes heat soak, and provides increased performance! The system is an easy to install, direct bolt-on design, that is recommended at every stage of performance.


    Quick Facts:

    • Dramatically lowers intake air temp (IAT)
      Increases horsepower while minimizing power-robbing heat soak!
      17 horsepower gain over the factory system!
    • Massive frontal surface area and core volume
      2.50″ x 5.50″ x 26.00″ – 13.75 in² frontal & 357.0 in³ volume – OEM
      2.25″ x 16.2″ x 22.00″ – 36.45 in² frontal & 801.9 in³ volume – APR
    • Highly effective core design
      Bar-and-plate core with staggered and louvered fins.
      Rigorous testing determined core style, fin density, and size.
      Low pressure drop + highly effective cooling=high performance!
    • Smooth cast end tanks
      Engineered for low turbulence/restriction and maximum flow.
      Organically shaped to promote airflow across entire core.
      Pressure tested to prevent power robbing boost leaks.
    • Easy to install
      With the bumper removed, install takes minutes!
      No trimming or drilling necessary!
      Full directions and APR world-renowned customer support included
    • Designed by engineers with lasers
      With the best equipment and smartest engineers, it just works!

    Design

    Unfortunately, to the untrained eye, many intercooler designs appear the same. However, effectiveness of the system and overall performance are greatly determined by several key metrics. Alloy selection, end tank design, construction type, fin style, fin density and overall core dimensions must be analyzed and balanced accordingly to deliver class-leading performance. While the OEM’s goal is to create a lightweight, easy to manufacture and inexpensive to produce, cross-platform design capable of supporting factory power levels, APR’s intercooler must be capable of supporting more than double the factory output. Achieving this goal took a multi-step approach focused around intercooler core selection, end tank design and install location.

    Intercooler Core Design

    The APR Intercooler core is a large bar-and-plate design featuring densely packed staggered and louvered fins. This design offers exceptional cooling while balancing pressure loss across the core, and maintaining critical airflow to the components behind the intercooler system. The core size was appropriately matched to the platform, minimizing pressure drop while leaving adequate space for appropriately designed end tanks. To APR’s mechanical engineering experts, the design represented the ultimate in performance, far exceeding the capabilities of the factory intercooler. To the driver, the result is simple: Repeatable performance, even in the most demanding of situations!

    Core Style / Internal Fin Structure:

    APR’s Engineers paid close attention to the balance between core effectiveness and pressure drop through the core, core style and fin density. With fin density too low, pressure drop decreases dramatically, but typically results in a core incapable of effectively cooling. Likewise, with fin density too great, pressure drop increases dramatically, resulting in the turbocharger working harder, and hotter, to produce the same level of airflow. By fine tuning this often unseen balancing act, as illustrated below, APR’s Engineers were able to maximize performance.

    Internal Fin Structure

    Core Size:

    APR’s Engineers also paid close attention to the balancing act between core effectiveness, pressure drop and space for end tanks through core sizing. With the core too small, pressure drop decreases dramatically, but typically results in a core incapable of effectively cooling. Likewise, with core size too great, pressure drop can increase, resulting in the turbocharger working harder. However, more importantly, with no space for appropriate end tanks, utilization of the core and overall effectiveness of the system diminishes rapidly, negating the benefit of the larger core. APR’s engineers were able to balance each of these characteristics to deliver maximum performance.

    The APR system increases frontal surface area by 165.09% and has a 124.31% larger core!

    Intercooler End Tank Design

    To fully utilize the massive core, APR’s mechanical engineers designed cast aluminum end tanks organically shaped for proper airflow distribution across the entire core. By correctly sizing the intercooler core, end tank design was not sacrificed. The one-piece end tanks are CNC machined to provide a slip resistant mounting surface for hoses, precise integrated mounting surfaces, and perfectly flat connecting surfaces used for TIG welding the tanks to the core. Through proper alignment in welding jigs, each unit is assembled to tight tolerances for a precise and accurate fit.

    Intercooler Bracket Design

    APR’s mechanical engineers designed CNC-bent and TIG-welded mounting brackets to securely hold the intercooler in place. The brackets make the install extremely easy. With the bumper and factory intercooler unit removed, the APR intercooler installs in minutes without any cutting, drilling or trimming. For the DIY customer, this makes a home install simple, and for everyone else it eliminates hidden costs that often come with a more labor intensive install.

    Testing

    Internally APR conducted a multitude of tests both on the street and on the dyno with thermocouples and pressure transducers placed at the inlet and outlet of the intercooler during the design phase. Data from these tests were used to chose the intercooler core available today. With the intercooler in it’s final production form, tests were conducted against the factory to measure the effectiveness of each system.

    Testing conducted on the dyno provided a semi controlled environment for back-to-back stress testing the two systems. Utilizing a B8 A4 2.0T 6MT at APR Stage II power levels, six back-to-back twelve second dyno pulls were conducted with only 5 seconds of cool down times between runs. APR’s ECU Explorer high resolution datalogging system was used for raw sensor data collection.

    The APR intercooler saw a beginning IAT of 29.25 degrees C that quickly dropped to 25.50 degrees C by the end of the first run and settled at only 34.50 degrees C by the end of the sixth run. The system effectively rejected heat soak and produced consistent dyno results. In stark contrast, the factory intercooler system did far worse. With a cooler beginning IAT of 27 degrees C, temperature rose to a staggering 42.5 degrees C after only the first run, already resulting in a poorer IAT than the APR intercooler after six back-to-back runs! As testing continued, it was clear the factory intercooler system was not built with performance in mind. IAT’s continued to rise, ending at 57.75 degrees C; an additional 23.25 degrees C higher than the APR system! This translated to a final gain of 17 AWHP over the factory intercooler by the sixth run while the power only varied by under 3 AWHP across all six runs with the APR Intercooler.

    Application Guide

    Audi A4 / Allroad (Typ 8K – B8 / B8.5)
    Audi A5 (Typ 8T – B8 / B8.5)
    Audi Q5 (Typ 8U – B8 / B8.5) – In Development

    1.8 TFSI and 2.0 TFSI Engines

    All Transmissions

    Does not fit vehicles with the extra Audi Drive Select cooler above the factory crash bar.

    Price:  $899.99

    Go APR!


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    AWE Tuning 2013+ R8 4.2L Straight Pipe Exhaust

    Posted on January 21, 2016 – 3:21 pm

    Highlights include:

    • Peak power gains of +22 hp and +17 ft-lb at the crank
    • 25 hp and 28 ft-lbs of torque @ 4700 rpm
    • 55 pounds lighter than stock
    • CNC-machined V-band connections
    • Crafted from mandrel-bent T304 stainless steel
    • Designed and manufactured in-house at AWE Tuning
    • No Check Engine Light – Guaranteed
    • Fitment – Guaranteed
    • Lifetime Warrant

    If you’re looking for have your R8 4.2L scream 100% of the time, and feel the R8 4.2L V8 SwitchPath™Exhaust is too docile, this is for you.  Meet the AWE Tuning R8 4.2L Straight Pipe Exhaust.  This system unlocks the same impressive power gains of 25 hp and 28 ft-lbs of torque as AWE Tuning 2013+ R8 4.2L SwitchPath™ Exhaust System, but sheds even more weight over the stock exhaust system, for a total weight loss of 55 pounds–because lighter is faster.  Be warned, though: The sound from the straight pipes is not for the faint of heart, small children, or small pets, and there are no “switching options” available with this addition.  Scared?  If so, step back and consider the head-turning, yet sophisticated AWE Tuning SwitchPath™Exhaust.  AWE Tuning stands by this product with a lifetime warranty, however, the straight pipes cannot be returned or exchanged based upon sound satisfaction.  Please note that due to the elimination of catalytic converters, this exhaust is legal only for racing vehicles which may never be used on a highway.


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    Nick’s Golf 7 R Is Winter Ready!

    Posted on December 22, 2015 – 12:09 pm

    Winter is here, and Nick is well prepared for snow covered roads after picking up a set of 18×8.5″ HRS4-DTM Hartmann Wheels wrapped in Winter rubber, his new and dedicated Winter wheel set-up.

    Compared to other 18″ wheel options in the Hartmann Wheel line-up for VW (Mk5-7) Golf fitment, these HRS4-DTM wheels provide a better contact patch with a half-inch wider width, allowing our customers to run a 235/40 tire. The offset of the HRS4-DTMs are perfect, putting the face of the wheel just behind the edge of the fender for an aggressive look.

    An APR Stage 1 software upgrade was also added to enhance this Golf R’s performance capabilities. The extra ability to grip the road with the slightly wider tire is an added bonus!

    Since they share the same wheel specs, the 18×8.5 +47 Hartmann HRS4-DTM Wheels also fit the Audi A3 and TT, in case you were wondering. Call our sales team at 425-895-0000 and pick up a set, or visit our online store and we’ll ship a set out to you right away!


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    APR Presents the Carbon Fiber Turbo Inlet Pipe and Coolant Hose!

    Posted on December 17, 2015 – 9:00 am

    APR has two new releases for you today and they perfectly compliment the APR Carbon Fiber Intake System.

    The APR Carbon Fiber Turbo Inlet Pipe

    The APR Carbon Fiber Turbo Inlet Pipe replaces the rear factory plastic accordion tube with an attractive carbon fiber inlet, complementing the APR Intake System’s aesthetically pleasing design. The intake and inlet hose are joined via a necessary flex coupler to allow for adequate engine movement under use without damaging the intake. The turbo inlet pipe is completely compatible with all factory turbochargers and APR’s Stage III Turbocharger System.

    CI100033B
    $149.99

    The APR Coolant Hose

    The factory coolant hose is designed to be routed over the top of the intake system. However, when routed underneath the intake, it’s far more aesthetically appealing. The APR coolant hose replaces the factory unit and routes cleanly under the intake and around the APR catch can without kinking or adding extra stress to the mounting points.

    CI100033A
    $29.99


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    APR “Unlocks” OBD-II port flashing for all 1.8T and 2.0T Simos 18 ECUs!

    Posted on December 8, 2015 – 9:00 am

    APR is pleased to announce all previously known “locked” Simos 18 ECUs are now DirectPort Programmable with any current stage of APR software at Achtuning!  The software install process is now a simple flash over the OBD-II port, just like the earlier models, and does not require removal of the ECU from the vehicle for available software.  Most commonly “locked” ECUs were found in late model 2015 and newer versions of the following vehicles:

    1.8T/2.0T EA888 Gen 3 (MQB Platform):

    1.8T/2.0T EA888 Gen 3 (Non-MQB Platform):

    Please Note: If a new ECU Box Code or Revision is found that is not currently available by APR and not currently in APR’s possession, please contact us for details on how you can save on the ECU Upgrade.  Also, if you currently have APR software this is not an update as this only applies to ECUs that were previously unavailable.

    No appointment necessary!  Just roll through between the hours of 9am and 4pm, Monday through Friday.  Thank you and GO APR!


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    APR Presents the 1.8T/2.0T Silicone Boost Hose System

    Posted on December 3, 2015 – 1:33 pm

    APR is pleased to present the ultimate boost hose upgrade for MQB platform vehicles with the 1.8T and 2.0T engines!

    The APR Boost Hose System is a comprehensive, direct replacement upgrade to the factory rubber hoses found in the charge piping system.  The system includes a multitude of enhancements designed for maximum performance, longevity, and insurance against power robbing boost leaks.  The system is sold both as a complete kit and individually, and is fully compatible with the OEM and upgraded APR Intercooler system, OEM throttle body, and all OEM turbochargers.

    Quick Facts

    Direct OEM replacement
    Compatible with OEM/APR Intercooler, OEM Throttle body and all OEM turbochargers.

    APR EZ-Flow design
    APR’s EZ-Flow stepped design provides maximum flow for maximum performance through a smooth, port matched transition from hose to connection surface.

    Multi-ply silicone outer construction
    Pressure tested far beyond the engine’s capabilities, the system maintains performance under extreme conditions and increases both heat and burst resistance as well as mating surface adhesion compared to rubber.

    Fluorosilicone interior surface
    A Fluorosilicone coating on the interior surface greatly resists oil and gasoline permeation providing an extra layer of protection against deterioration of the hoses.

    Clampco T-bolt clamps
    Made from stainless steel, the Clampco T-bolt clamps replace the factory worm-gear clamps with thick, high quality and high strength T-bolt clamps designed to diminish the risk of boost leaks with increased connection strength and decreased hose slippage.

    Additional quality control
    APR takes quality seriously. Each hose is fully tested before it leaves our doors to ensure fitment and our EZ-Flow design is perfectly matched!

    APR’s engineers took a multi-step approach to optimizing the hoses to minimize boost leaks, reduce turbulence, and other performance degradation. Four-ply silicone was utilized as it provides the thickness and strength characteristics necessary to support boost levels far beyond the engine’s capabilities. A Fluorosilicone internal lining was added to ensure the hoses do not rapidly deteriorate over time when exposed to oil and gasoline from the PCV and EVAP systems.  The included stainless-steel Clampco T-bolt clamps prevent the hoses from coming lose under heavy pressure and under high temperatures, silicone adheres to its mating surface, further minimizing leaks and hose slippage.  APR’s EZ-Flow stepped design creates a smooth airflow path, reducing turbulence over non-stepped designs.  Finally, silicone provides better heat resistance over rubber, extending the life of the product and ultimately minimizing failure.  The result is hose solution that directly replaces the factory rubber hoses and maintains performance under extreme conditions!

    EZ-Flow Design

    Full System

    Intercooler Hoses

    Throttle Body Hose

    Turbo Outlet Hose

    Application Guide

    1.8T / 2.0T EA888 Gen 3

    Audi A3 & S3 (MK3)
    Audi TT / TTS (MK3)
    Seat Leon / Cupra / R (MK3)
    Skoda Octavia / VRS (MK3)
    Skoda Superb (MK3)
    VW Golf / GTI / R (MK7)
    VW Passat (B8)

    Kits

    Full System
    – All four hoses with clamps
    – MS100115
    – $199.99

    Intercooler Hose System
    – Intercooler inlet and outlet hoses with clamps
    – Replaces OEM Part 5Q0145832 & 5Q0145834
    – MS100114
    – $149.99

    Throttle Body Hose System
    – Throttle body hose with clamps
    – Replaces OEM Part 5Q0145838
    – MS100113
    – $39.99

    Turbo Outlet Hose System
    – Turbo outlet hose with clamps
    – Replaces OEM Par 5Q0145828
    – MS100112
    – $29.99


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    APR Presents the 1.8T/2.0T Intercooler System! – MQB Platform

    Posted on December 2, 2015 – 12:27 pm

    The APR Intercooler System is a OEM location upgrade that dramatically reduces intake air temperature (IAT), minimizes heat soak, and provides increased performance! The system is a direct bolt-on upgrade that requires no trimming and is recommended at every stage of performance.

    Quick Facts:

    Dramatically lowers intake air temp (IAT)
    Increases horsepower while minimizing power robbing heat soak!
    Effectiveness tested to over 500 HP!
    21 horsepower gain over the factory system!

    Massive core size
    Use of the OEM location allows for a massive intercooler core.
    24.25” x 16.25” x 1.25” – 492.5 in³ – OEM GTI
    24.25” x 16.25” x 1.37” – 541.8 in³ – OEM Golf R
    24.00” x 16.25” x 2.25” – 877.5 in³ – APR

    Intercooler installed in the best location for this platform
    Utilizes factory air dams for exceptional airflow across the core.
    100% compatible with the Adaptive Cruise Control (ACC) system.
    Highly effective core design

    Bar and plate core with staggered and louvered fins.
    Rigorous testing determined core style, fin density, and size.
    Low pressure drop + highly effective cooling = high performance!

    Smooth cast end tanks
    Engineered for low turbulence/restriction and maximum flow.
    Organically shaped to promote airflow across entire core.
    Pressure tested to prevent power robbing boost leaks.

    No hidden labor costs or permanent modifications
    No trimming, cutting, or other costly modification required.
    No modification to the Adaptive Cruise Control System require.
    Full directions and APR world-renowned customer support included.

    Designed by engineers with lasers
    With the best equipment and smartest engineers, it just works!


    Design

    APR pioneered the OEM location direct replacement intercooler system in 2006. Unfortunately, to the untrained eye, many intercooler designs appear the same. However, effectiveness of the system and overall performance are greatly determined by several key metrics. Alloy selection, end tank design, construction type, fin style, fin density and overall core dimensions must be analyzed and balanced accordingly to deliver class leading performance. While the OEM’s goal is to create a light weight, easy to manufacture and inexpensive to produce, cross platform design capable of supporting factory power levels, APR’s intercooler must be capable of supporting more than double the factory output. Achieving this goal took a multi-step approach focused around intercooler core selection, end tank design and install location.

    Intercooler Core Design

    The APR Intercooler core is a large bar and plate design featuring densely packed staggered and louvered fins. This design offers exceptional cooling while balancing pressure loss across the core, and maintaining critical airflow to the components behind the intercooler system. The core size was appropriately matched to the platform, minimizing pressure drop while leaving adequate space for appropriately designed end tanks. To APR’s mechanical engineering experts, the design represented the ultimate in performance, far exceeding the capabilities of the factory intercooler. To the driver, the result is simple:Repeatable performance, even in the most demanding of situations!

    Core Style / Internal Fin Structure:
    APR’s Engineers paid close attention to the balance between core effectiveness and pressure drop through the core, core style and fin density. With fin density too low, pressure drop decreases dramatically, but typically results in a core incapable of effectively cooling. Likewise, with fin density too great, pressure drop increases dramatically, resulting in the turbocharger working harder, and hotter, to produce the same level of airflow. By fine tuning this often unseen balancing act, as illustrated below, APR’s Engineers were able to maximize performance.


    Internal Fin Structure

    Core Size:
    APR’s Engineers also paid close attention to the balancing act between core effectiveness, pressure drop and space for end tanks through core sizing. With the core too small, pressure drop decreases dramatically, but typically results in a core incapable of effectively cooling. Likewise, with core size too great, pressure drop can increase, resulting in the turbocharger working harder. However, more importantly, with no space for appropriate end tanks, utilization of the core and overall effectiveness of the system diminishes rapidly, negating the benefit of the larger core. APR’s engineers were able to balance each of these characteristics to deliver maximum performance.

    The APR intercooler system’s core volume, in termsof external dimensions, is 78% greater than the OEM GTI and 62% greater than the OEM Golf R Intercooler.

    Intercooler End Tank Design

    To fully utilize the massive core, APR’s mechanical engineers designed cast aluminum end tanks organically shaped for proper airflow distribution across the entire core. By correctly sizing the intercooler core, end tank design was not sacrificed. The one-piece end tanks are CNC machined to provide a slip resistant mounting surface for hoses, precise integrated mounting surfaces, and perfectly flat connecting surfaces used for TIG welding the tanks to the core. Through proper alignment in welding jigs, each unit is assembled to tight tolerances for a precise and accurate fit.

    Pressurized Computational Fluid Dynamic (CFD) Analysis:


    APR’s Engineers determined the proper end tank design, for this application, with the help of pressurized CFD flow analysis via the SimuTech Group, and finally through real world testing. During the analysis, the effect of directional vanes were studied to test their ability to aid in airflow distribution. Analysis concluded there was no perceivable benefit on this application as the vanes only added more weight to the system. Real world testing without directional vanes resulted in a +0.5 °C to -0.5 °C temperature spread from the bottom to the top of the core on the outlet side, throughout the various back-to-back tests, further concluding the design maximized cooling effectiveness of the core.


    Intercooler Placement

    Intercooler placement plays a critical role in overall performance. By utilizing the factory mounting location, APR’s engineers were able to design a core featuring a massive frontal surface area and large core volume, which plays a critical advantage over common short and stubby front mount designs. Utilization of the factory location means the core receives a high volume of pressurized airflow spread across the entire unit thanks to the highly engineered factory air dam system. Furthermore, by keeping the intercooler in the OEM location and balancing core fin density, the factory air-to-water cooling system is not disrupted, which is ever so critical on this platform due to the use of an integrated cylinder head manifold cooling system.

    The APR intercooler system simply fits, which helps save on hidden labor charges during the time of install. There are no compatibility issues with active cruise control (ACC) systems and the design leaves room for future engine / transmission oil cooling upgrades for track-going customers. The intercooler installs without trimming any air dams, core supports, or more. There’s no drilling, or permanent modifications to the vehicle. Simply follow the included directions and enjoy!

    Testing

    Internally APR conducted a multitude of tests while choosing the appropriate intercooler core and end tank design. Thermocouples were placed at the top and bottom of the core to measure cooling effectiveness and cooling distribution across the entire unit. Pressure transducers were placed at the inlet and outlet of the intercooler to determine pressure loss across the various units. With this information, APR’s engineers specified the appropriate intercooler core type, dimensions, cooling fin density and made the necessary design changes to the end tanks to ensure full utilization of the entire core.

    The end result was development of a system that’s much more effective at cooling compared to the factory GTI and factory Golf R intercooler system. Effectiveness is measured as (Intercooler Inlet Temp – Intercooler Outlet Temp) / Intercooler Inlet Temp. The APR Intercooler system’s effectiveness under the most demanding situations was between 82-83% while the factory GTI struggled at 60% and the factory Golf R at 65%.

    MK7 GTI 2.0T Intercooler Testing

    Back-to-back stress testing on the dyno help to further prove APR’s intercooler upgrade’s effectiveness compared to the factory unit. Tests were first conducted with an APR Stage 2 MK7 GTI using the factory intercooler, then the slightly upgraded Golf R intercooler and finally APR’s Intercooler system. Each dyno pull lasted 12 seconds with 5 seconds of dwell between runs. Raw sensor data was collected using APR’s ECU Explorer high resolution datalogging system.

    The tests quickly proved the long sought after OEM “upgraded” cooler (factory Golf R intercooler) showed minimal improvement over the standard GTI unit. However, the APR intercooler saw a dramatic difference that made a positive impact on performance.

    The factory GTI and Golf R intercoolers saw a starting IAT of 43 °C and 42 °C which climbed to as high as 71 °C and 66 °C, respectively, by the end of only the first pull. In contrast, the APR intercooler system saw IAT’s drop to 40 °C! The APR system effectively rejected heat soak and by the end of the sixth run saw a final IAT of 49 °C where as both the GTI and Golf R intercoolers struggled to keep up, resulting in a final performance robbing IAT of 84 °C and 82 °C. This translated to a final gain of 21 WHP over the GTI intercooler and 18 WHP over the Golf R Intercooler!


    MK7 Golf R 2.0T Intercooler Testing

    Back-to-back stress testing on the dyno help to further prove APR’s intercooler upgrade’s effectiveness compared to the factory unit. Tests were first conducted with an APR Stage 2 MK7 Golf R using the factory intercooler, then APR’s Intercooler system. Each dyno pull lasted 12 seconds with 5 seconds of dwell between runs. Raw sensor data was collected using APR’s ECU Explorer high resolution datalogging system.

    The tests quickly proved the factory Golf R intercooler could not effectively reject heat soak on vehicles equipped with APR’s performance software. However, the APR intercooler saw a dramatic difference that made a positive impact on performance.

    The factory intercoolers saw a starting IAT of 26 °C which climbed to as high as 46 °C by the end of only the first pull. In contrast, the APR intercooler system saw IAT’s only raise 1 °C! The APR system effectively rejected heat soak and by the end of the sixth run saw a final IAT of 36 °C where as the factory intercoolers struggled to keep up, resulting in a final performance robbing IAT of 54 °C. This translated to a final gain of 14 WHP over the Golf R intercooler!


    Application Guide

    1.8 TFSI / TSI – E888 Gen 3 – Transverse
    2.8 TFSI / TSI – E888 Gen 3 – Transverse

    Audi
    A3 / S3 – (Typ 8V / MK3)
    TT / TT S – (Typ 8S – MK3

    Seat
    Leon / Cupra – (Typ 5F – MK3)

    Skoda
    Octavia / VRS – (Typ 5E – MK3)
    Superb – (Typ 3V – B8)

    Volkswagen
    Golf / GTI / R – (Typ 5G – MK7)
    Passat – (Typ 3G – B8)

    Part Number IC100019

    Price $899.99


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    The APR Short Shifter

    Posted on November 24, 2015 – 9:44 am

    APR is pleased to present the ultimate fully adjustable Short Shifter System for the 6 speed manual transmission!

    The APR Short Shifter System is a comprehensive upgrade to the factory gear shifter assembly and is designed to reduces shifter movement, in all directions, while simultaneously improving shift quality. The system provides fine tuning of front-to-back and side-to-side movements to shorten shifts, counterweight adjustments for enhanced shift quality, and upgrades the weak points of the factory setup to provide years of worry free use. The upgrade is simple, easy to install, easy to adjust, and leaves the driver spending less time shifting and more time accelerating to victory.  To APR’s engineers, it’s the ultimate solution, but to the driver, it just works!

    Quick Facts
    Fully adjustable front-to-back movement
    A slotted adjustment track on the shifter lever allows for precise adjustment of the shifter’s forward and backwards travel distance.

    Fully adjustable side-to-side movement
    A slotted adjustment track on the relay lever allows for precise adjustment of the shifter’s side to side travel distance.

    Adjustable counterweights
    Three stackable counterweights allow the driver to change the overall feel of the system to his or her own preference liking.

    Stainless steel spline insert
    The unique interlocking stainless steel insert prevents the input spline from wearing out over time. On cast and billet aluminum systems, wear of this part is common, which leads to sloppy shifts, component failure and potentially damage to the transmission.

    Billet relay lever
    The CNC-machined, thick billet aluminum relay lever is responsible for side-to-side movement and adjustment. This piece replaces the thin, flexible, stamped metal or plastic factory pieces.

    Billet shift lever
    The CNC-machined, thick billet aluminum shifter lever is responsible for front-to-back movement and adjustment. This component houses the counterbalance weights and replaces the factory cast, spline-wear-prone, piece.

    Easy to adjust
    Adjustment is as simple as loosening and tightening the pegs or adding more weights. No disassembly required!

    Easy to install
    The system mimics the factory shape making install simple and relatively easy.

    All necessary hardware
    The system includes new friction material, clips, locking nuts and stainless steel bolts and pegs. It’s a complete upgrade and complements the APR Shifter Cable Bracket.

    Application Guide
    The APR Adjustable Short Shifter system is sold as a complete system, or both pieces can be purchased separately. The system is designed to work with transverse 6 speed manual transmissions, commonly designated as the MQ350, O2M or O2Q. These transmission are found on nearly all MK5, MK6 and MK7 platform Golf/GTI/R/Jetta/GLI, MK2/MK3 A3/S3/TT, Octavia, Leon, Cupra, Scirocco and similar vehicles equipped with the the 1.8T, 2.0T, 2.0 TDI and 3.2L VR6 engines.

    Full System – Shifter Lever and Shifter Relay
    MS100103
    $249.99 US Retail

    Shifter Lever Assembly Only
    MS100119
    $179.99 US Retail

    Shifter Relay Assembly Only
    MS100120
    $99.99 US Retail

    Achtuning already has a stocking order in place. To pre-order with us and ensure availability, contact our sales team right away to place an order – call 425-895-0000 or email sales@achtuning.com


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