Audi Tuning | VW Tuning

Achtuning has added yet another familiar looking style to the Hartmann wheel line-up. Check out the Hartmann HP-310 wheels! Modeled after the Fuchs and Porsche Sport Classic design, they have black centers and silver lips which are finished off with a satin clear-coat. These low-pressure cast wheels are a 5×130 bolt pattern and only available in a 19″ diameter, sold at $400 (for fronts) and $420 (for rears) per wheel. Factory Porsche caps fit these wheels perfectly.

Specs available are as follows:
* 19×8.5 +48
* 19×10 +47
* 19×10 +55
* 19×11 +52

The Hartmann HP-310 will be added to the online store soon but meanwhile, feel free to give us a call at 425-895-0000 if you’re interested in a set.

Achtuning now has BBS RF 320 wheels IN STOCK!!  These are a 4×100 bolt pattern (cone seat) in a 16×7 with a +42mm offset.  The center bore is large enough for this wheel to fit MOST 4×100 applications as Achtuning will supply hub-rings for a hub-centric fit to your vehicle.  $599 for the set.  Call 425-895-0000 to order.

Achtuning presents the APR 2.0T FSI Stage III GTX Turbocharger System & Upgrade Kit! (EA113-K03 Vehicles)

Building upon over a decade’s worth of experience with turbocharged Audi and VW engines, including over half a decade with direct injected engines, APR’s Engineers have taken the 2.0T FSI to ground breaking levels of performance without compromise.

APR has introduced the 2.0T FSI Stage III GTX Turbocharger System. Producing over 405 horsepower on 93 (R+M)/2 octane and 449 HP in racing configurations, Stage III GTX places the 2.0T FSI’s accelerative performance in the same league as that of large V8 supercharged muscle cars and sub $400,000 exotic sports cars.

The new APR Stage III GTX Turbocharger System represents a large leap in technology over our previously available GT Turbocharger System. The new system’s response is much quicker, spooling hundreds of RPM sooner thanks to the latest in Garrett turbocharger technology and advancements in the ECU Upgrade. Further refinement of the fueling system increases the vehicle’s reliability and drivability to levels only matched by the OEM. A substantial increase in horsepower and torque results in roughly a 30-50 HP gain in the area under the curve over the previous system. As you hear a new exotic growl from your exhaust system, expect exhilarating g-force levels sure to put a huge grin on your face!

To learn about many component included in the APR Stage III GTX Turbocharger System, see below. For previous owners of the older APR Stage III GT Turbocharger System, an upgrade package is available.

APR Stage III GTX Components

Turbocharger

At the heart of Stage III GTX is a GTX2867R turbocharger, consisting of the latest technologies from Le Mans’ winning turbo manufacturer, Garrett Honeywell. The internally gated unit features a fully-machined, ten-blade billet compressor wheel and a dual ball bearing oil and water-cooled CHRA. APR’s Engineers spent countless hours testing turbine inlet and A/R sizes in order to decrease turbocharger lag without negatively impacting peak power. The newly developed compressor housing utilizes anti-surge porting, which greatly complements the lightning fast spool characteristics of this unit and grants APR’s Engineers the ability to deliver massive levels of torque inducing boost pressure, even in the lower RPM range.

Each turbocharger unit is assembled and clocked in house at APR with the necessary brackets to ensure proper wastegate fitment and orientation. Each wastegate is then calibrated for precise operation and control to ensure seamless integration with the expertly recalibrated OEM engine management system.

APR Stage III GTX Software

The factory Bosch MED 9 engine management system is responsible for proper operation of the engine in all 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 marks.

With the significant amount of changes included in the APR Stage III GTX Turbocharger System, APR’s Engineers spent months recalibrating the engine management system to operate smoothly as if intended by the OEM. 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.

APR’s EMCS program switching technology puts control of the ECU in your finger tips allowing you to access modes for standard pump fuel, high output race fuel and even reduced output valet modes to protect your vehicle against improper use by other individuals. This technology is patented by APR and is found nowhere else in the world. It’s Performance Without Compromise only APR can deliver!

*Note* Exiting APR Software customers will receive a fully loaded ECU. New Customers will receive 1 program and may purchase additional programs al la cart. Please check for EMCS availability.

Exhaust Manifold

Attached to the turbocharger is APR’s investment-cast, super alloy, nickel-chromium-based Inconel 625 Manifold featuring APR’s Sequential Exhaust Pulse runner lengths. Unlike hand welded tubular manifolds, Inconel is a very high temperature resistant material designed to withstand extreme exhaust gas temperature changes without expanding, contracting, melting or cracking under stress. This material is typically found only at the highest levels of professional motorsport racing where reliability is essential to success.

Investment-cast Inconel features heat retention characteristics which aid in turbo response by keeping exhaust velocity high. Ensuring each exhaust pulse arrives at the collection point without collision is critical to producing lightning fast response and immediate torque delivery. Using 3D modeling and computational fluid dynamics software, APR’s Engineers designed varying short runner lengths calibrated to deliver sequential exhaust pulses without collision. A reduction in backpressure from the high flow design directly enhances power delivery.

Each manifold is investment-cast in the United States of America and machined in house on APR’s CNC machines to ensure high casting tolerances, repeatable results and strict quality control. The thick casting material reduces unwanted exhaust noise leaving behind a powerful and exotic growl.

All of these characteristics result in a manifold designed without compromise backed by a confidence inspiring lifetime warranty.

Induction and Charge Piping

Wire reinforced, multi-ply silicone hoses provide an unrestricted path for airflow to enter and exit the turbocharger at over 1,000 kilograms per hour. The ultra rigid design ensures boost and vacuum piping will not swell or collapse causing leaks and restrictions in the induction and charge piping system supporting boost response and turbo recovery. Each hose is engineered to fit properly into the vehicle’s engine bay with all necessary emissions and reference ports securely affixed.

APR’s Easy-Flow Silicone Hose design features stepped mounting surfaces for smooth transitions from one pipe to another. Traditional designs simply sit on top of each other, often resulting in a disruptive airflow path. By using the stepped design, hoses fit properly without airflow restrictions, resulting in the most ideal path for moving air through the turbocharger and into the engine.

Turbo Outlet Pipe

To provide unrestricted and smooth airflow from the turbocharger to the intercooler, the APR Stage III GTX Turbocharger System includes a cast enlarged turbo outlet pipe to properly deliver the additional airflow from the larger turbocharger.

Mass Airflow Housing

The vehicle’s engine management relies on load calculations to accurately control the engine. Calculations are made by measuring airflow across the Mass Airflow Sensor and this is a critical component of the APR Stage III GTX Turbocharger System.

The small and restrictive factory unit is removed and replaced with the much larger housing. To ensure accuracy, APR’s MAF housing is cast in the United States of America and CNC machined in house at APR to ensure repeatable results. The long, precision-machined housing features a honeycomb airflow straightener to further aid in accurately reading airflow levels. Simply enlarging the MAF housing is not permissible without accurate adjustments to the factory engine management system, which is included with APR Stage III GTX Turbocharger System.

Oil and Coolant Lines

APR’s oil and coolant lines are specific to the vehicle’s Stage III GTX System and provide years of leak free operation. The oil lines feature flexible braided stainless steel with CNC mandrel bent hard-lines for specific and clean hose routing as if intended by the OEM.

Low Pressure Fuel Pump System

The APR Low Pressure Fuel Pump System is a complete, OEM style, PWM controlled drop in fuel pump and controller solution designed to fit cleanly in the OEM location. The upgraded pump provides adequate low-pressure fuel to the APR High Pressure Fuel Pump to support the power levels produced by the APR Stage III GTX Turbocharger System.

High Pressure Fuel Rail Valve

The factory vehicle’s gasoline direct injection injectors require higher than factory fuel rail pressure to achieve targeted air fuel ratios under high load, wide open throttle operation. APR’s Low Pressure Fuel Pump delivers the desired volume of fuel to the APR High Pressure Fuel Pump, which provides increased fueling headroom over the factory unit. However, the factory High Pressure Fuel Rail Valve limits maximum rail pressure below the desired level. The included APR High Pressure Fuel Rail Valve is calibrated to increase the maximum rail pressure to levels necessary for proper operation.

In doing so, APR’s able to support far higher horsepower levels than achievable on the existing APR Stage III GTX Turbocharger Systems without the need to alter the factory, correct spray pattern, injectors. This results in smoother part throttle operation, factory-like cold starts and fewer unburnt hydrocarbons emitted from the tailpipe under all conditions compared to other fueling options.

Cast Downturn and Downpipe

The GTX2867R internally gated turbocharger unit features a Garrett five-bolt flange, which differs from the OEM turbocharger flange. To support this design, the APR Stage III GTX Turbocharger System includes cast stainless steel exhaust downturn and downpipe, which mates directly to an APR Midpipe, Downpipe or Turboback Exhaust System.

Nuts, Bolts, Gaskets, Washers, Clamps, Fittings, etc

Every APR Stage III GTX Turbocharger System includes all necessary components for a complete install.

Bracketry

No matter how small the part, each piece of the APR Stage III GTX Turbocharger System oozes with quality evident in pieces like the Stage III GTX’s laser cut ancillary brackets and carriers.

Spark Plugs

Proper temperature range spark plugs are included with each APR Stage III GTX Turbocharger System.

Power Output:

Stock – (VAG’s Published Ratings)
200 HP
207 FT-LBS of Torque

Stock – (APR’s Rating on 93)
218 HP
222 FT-LBS of Torque

APR Stage III GTX – 91 (R+M)/2 or 95 RON
386 HP
346 FT-LBS of Torque
+187 HP Gain over Stock at 7100 RPM
+140 FT-LBS Torque Gain over Stock at 6800 RPM

APR Stage III GTX – 93 (R+M)/2 or 98 RON
405 HP
363 FT-LBS of Torque
+205 HP Gain over Stock at 7100 RPM
+153 FT-LBS Torque Gain over Stock at 6750 RPM

APR Stage III GTX – 100 (R+M)/2 or 104 RON
449 HP
376 FT-LBS of Torque
+259 HP Gain over Stock at 7100 RPM
+192 FT-LBS Torque Gain over Stock at 7100 RPM

Dyno Charts:

More Dyno Charts:

• APR Stage III GTX – 91 (R+M)/2 or 95 RON – At the Wheels
• APR Stage III GTX – 91 (R+M)/2 or 95 RON – At the Crank
• APR Stage III GTX – 93 (R+M)/2 or 98 RON – At the Wheels
• APR Stage III GTX – 93 (R+M)/2 or 98 RON – At the Crank
• APR Stage III GTX – 100 (R+M)/2 or 104 RON – At the Wheels
• APR Stage III GTX – 100 (R+M)/2 or 104 RON – At the Crank

Application Guide:

2.0T FSI & 2.0 TFSI – EA113 – Transverse – AXX, BWA & BPY

• Audi A3 (MK2) – 6MT & S-Tronic
• Audi TT (MK2) – 6MT & S-Tronic
• Volkswagen Eos – 6MT & DSG
• Volkswagen Golf/GTI (MK5) – 6MT & DSG
• Volkswagen Jetta/GLI (MK5) – 6MT & DSG
• Volkswagen Passat (B6) – 6MT & DSG

Part Numbers & Prices (Prices applicable to the USA only):

T3100051 – $6,649.99 – APR Stage III GTX Turbocharger System – Including Software
T3100048 – $2,674.99 – APR Stage III GTX Turbocharger System – Including Software – (Upgrade System only. See online store for details.)

Existing APR software customers will receive a fully loaded ECU. New customers will receive one program and may purchase additional programs al la cart. Please check for EMCS availability. Software only included in upgrade kit for customers previously equipped with an APR Stage III GT2871R Turbocharger System.

Motul Oil, Coolant and Oil Filter

Part of the APR Turbocharger System install process requires removal of the OEM Turbocharger. During this process, oil and coolant must be drained and should be replaced to offer superior performance and protection. The APR Turbocharger Systems are now complete turn key solutions, including everything you need down to the oil, coolant and oil filter. During checkout you’ll be given the option between Motul Specific 502.00, 505.00 & 505.01 5W40 or Motul Power 300V engine oil as well as Motul Inugel Optimal Ultra Coolant and an OEM oil filter. The Premium Motul lubricant package is included at a much lower than retail price point and the costs are listed below.

Motul Specific Lubricant Install Package

• 5 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil
• 1 Oil Filter
• 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic

MO00002 – $70.00

Motul 300V Lubricant Install Package

• 6 Liters of Motul 300V Power 5W40
• 1 Oil Filter
• 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic

MO00006 – $100.00

Achtuning is pleased to announce the release of APR’s Stage 3+ High-Flow, CNC-Ported, Performance Cylinder Head for the 2.0T FSI (EA113) Engine. APR’s engineers have optimized the FSI head with proprietary, computer-controlled porting conducted on APR’s in-house 5-Axis Centroid CNC machine, their engineers have increased airflow by 17% on the intake ports and an additional 12% on the exhaust ports. The engine’s boost-to-airflow ratio is reduced by roughly 10% while also reducing intake air temperature and alleviating backpressure. As a result, the spark knock threshold is extended up to 7 degrees allowing for a substantial increase in power.

• CNC Ported for Precision and Repeatability
• Airflow Increased 17% on Intake Ports
• Airflow Increased 10% on Exhaust Ports
• Boost-To-Airflow Ratio Decreased 10%
• Intake Air Temperature Decreased
• Backpressure Alleviated
• +70 HP on 93 (R+M)/2 Fuel over Stage III
• +126 HP on Race Fuel over Stage III
• Up to 430-450 HP on 93 Octane (GT / GTX)
• Up to 502-517 HP on 104 Octane (GT / GTX)
• Available for existing APR Stage III GT2871R Turbo Systems and the new APR Stage III GTX2867R Turbo Systems
• Software included for APR Stage III Customers (Vin must have APR Stage III software installed previously. Software not sold separately)

Five years prior to release, APR’s engineers began research and development on high flow cylinder heads. With the need to provide the most consistent and technologically advanced head porting solution, APR tested and quickly looked beyond manual head porting – each system is CNC machined to ensure strict repeatability. The goal was simple; a bolt on hardware solution with matching software, to integrate seamlessly into APR’s existing product line.

Calibration Report

Software is available for the previously available APR Stage III Turbocharger System and the new APR Stage III GTX Turbocharger System. Performance gains are as follows.

Stage III+ GT2871R Turbocharger System

• 407 HP & 348 FT-LBS – + 60 HP @ 7050 RPM & + 61 FT-LBS @ 3700 RPM over Stock Head – 91 (R+M)/2 or 95 RON
• 430 HP & 384 FT-LBS – + 70 HP @ 6000 RPM & + 74 FT-LBS @ 4200 RPM over Stock Head – 93 (R+M)/2 or 98 RON
• 483 HP & 434 FT-LBS – +102 HP @ 5700 RPM & + 96 FT-LBS @ 5550 RPM over Stock Head – 100 (R+M)/2 or 104 RON
• 502 HP & 459 FT-LBS – +126 HP @ 5650 RPM & +120 FT-LBS @ 5400 RPM over Stock Head – 104 (R+M)/2 or 108 RON

More Dyno Graphs

• Stock vs Stage III vs Stage III+ – 91 (R+M)/2 or 95 RON – Crank
• Stock vs Stage III vs Stage III+ – 91 (R+M)/2 or 95 RON – Wheel
• Stock vs Stage III vs Stage III+ – 93 (R+M)/2 or 98 RON – Crank
• Stock vs Stage III vs Stage III+ – 93 (R+M)/2 or 98 RON – Wheel
• Stock vs Stage III vs Stage III+ – 100 (R+M)/2 or 104 RON – Crank
• Stock vs Stage III vs Stage III+ – 100 (R+M)/2 or 104 RON – Wheel
• Stock vs Stage III vs Stage III+ – 104 (R+M)/2 or 108 RON – Crank
• Stock vs Stage III vs Stage III+ – 104 (R+M)/2 or 108 RON – Wheel

Stage III+ GTX2867R Turbocharger System

• 426 HP & 394 FT-LBS – + 49 HP @ 5250 RPM & + 50 FT-LBS @ 5050 RPM over Stock Head – 91 (R+M)/2 or 95 RON
• 450 HP & 432 FT-LBS – + 65 HP @ 5050 RPM & + 69 FT-LBS @ 4800 RPM over Stock Head – 93 (R+M)/2 or 98 RON
• 501 HP & 492 FT-LBS – +117 HP @ 5150 RPM & +120 FT-LBS @ 5050 RPM over Stock Head – 100 (R+M)/2 or 104 RON
• 517 HP & 495 FT-LBS – +123 HP @ 5250 RPM & +125 FT-LBS @ 5150 RPM over Stock Head – 104 (R+M)/2 or 108 RON

More Dyno Graphs

• Stock vs Stage III GTX vs Stage III+ GTX – 91 (R+M)/2 or 95 RON – Crank
• Stock vs Stage III GTX vs Stage III+ GTX – 91 (R+M)/2 or 95 RON – Wheel
• Stock vs Stage III GTX vs Stage III+ GTX – 93 (R+M)/2 or 98 RON – Crank
• Stock vs Stage III GTX vs Stage III+ GTX – 93 (R+M)/2 or 98 RON – Wheel
• Stock vs Stage III GTX vs Stage III+ GTX – 100 (R+M)/2 or 104 RON – Crank
• Stock vs Stage III GTX vs Stage III+ GTX – 100 (R+M)/2 or 104 RON – Wheel
• Stock vs Stage III GTX vs Stage III+ GTX – 104 (R+M)/2 or 108 RON – Crank
• Stock vs Stage III GTX vs Stage III+ GTX – 104 (R+M)/2 or 108 RON – Wheel

Finding the Bottlenecks

In simplest terms, an engine is an air pump. The more air an engine can flow, the more power it can achieve given an adequate supply of fuel and ignition. Through development, APR has been able to continually increase power on the 2.0T FSI by finding bottlenecks in the system and eliminating them one at a time.

The 2.0T FSI’s factory intake and exhaust are the first two items causing an airflow restriction and as such both of these items are upgraded to expand the capabilities of the engine. After this, the factory K03 turbocharger becomes a restriction and therefore an entry level K04 Turbocharger System is available. This turbocharger comes standard on several high-end Audi, VW and Seat vehicles and eventually becomes the largest restriction point in the system.

APR’s solution to the flow-limited factory turbocharger is the Stage III Turbocharger System. Stage III consists of an entirely new high flow exhaust manifold, small frame Garrett Honeywell Turbocharger and larger turbocharger inlet and outlet plumbing. This system is capable of exploiting the bottleneck in the system between the K04 and Stage III, which in this case is the factory cylinder head.

As the final stage of the air intake and the first stage of the exhaust, the cylinder head is the most critical piece of the air pump. The cylinder head is a restriction on both the intake and exhaust side at Stage III airflow levels. This results in a relatively high boost-to-airflow ratio and excessive backpressure on the exhaust side. By machining the cylinder head ports, the boost-to-airflow ratio decreases by as much as 10% and enough backpressure is alleviated to extend the spark knock threshold by roughly 7 degrees. Together these benefits and others translate into an additional 70-126 HP, depending on octane, over our standard Stage III Turbocharger System!

Graph in LPM

Testing

APR has tested countless cylinder head port profiles over the past five years to ensure they’ve arrived at the best possible configuration. It’s important to understand that an increase in flow at the inlet or exhaust port is often coupled with a decrease in air velocity. Porting the cylinder head is not a simple process of making each port larger. For this reason, porting the cylinder head on a vehicle with a K04 or smaller turbocharger will actually decrease the output of the engine. The turbocharger itself represents a larger restriction than the cylinder head, so porting accomplishes nothing other than decreasing the velocity of the air as it enters the cylinder. In turn, this increases the time between spark and combustion making a slower burning, less powerful engine flowing no more air than it did before.

Through testing on APR’s Superflow Flow Bench, they’ve also discovered many different sizes and shapes would show no benefit in flow but would result in decreased velocity. As such, some ports may retain parts of their original casting, unmachined. This is not a mistake, as increasing the port size slightly larger to ensure all surfaces are machined proves less than ideal. CNC porting allows for precise profiling unachievable through hand porting and makes compensations necessary to account for core shift. The ultimate goal and end result was developing shape, volume and profile for each port that results in the highest flow yet the least decrease in velocity over stock.

APR’s Engineering Teams took development a step further though testing of 1mm oversized valves on both the intake and exhaust. Despite offering a significant improvement in airflow on the flow bench, there were no performance advantages from the engine. As mentioned earlier, the bottlenecks are located one at a time and between a ported head and oversized valve ported head, the restriction once again becomes the turbocharger system. The advantages of oversized ports are not realized until well over the 500 HP mark, which extends beyond other limitations in the system.

APR Stage III+

By purchasing an APR Stage III+ Cylinder Head, your existing APR Stage III Turbocharger System’s software will be upgraded to APR Stage III+ Software, free of charge.

You must own an APR Stage III or Stage III GTX Turbocharger System to qualify for the free software upgrade.

Ordering Process

The process is simple. We’ll ship APR your cylinder head. They’ll perform the work and ship it back.

Upon arrival each head will be inspected. If the head passes inspection, it will be disassembled, receive a thorough cleaning in APR’s Ultrasonic bath to remove carbon buildup, and finally ported on their in house CNC head-porting machine. After the porting process has been successfully completed, the head will undergo one final ultrasonic cleaning before being reassembled. The valves will be lapped and a final leak down test will be conducted, on APR’s purpose built test fixture, to ensure proper installation.

Requirements:

APR Stage III+ Software requires an APR Stage III or Stage III GTX Turbocharger System. Depending on which system or modifications you own, these components may not be necessary.

Application Guide:

2.0T FSI & 2.0 TFSI – EA113 – Transverse – AXX, BWA & BPY

• Audi A3 (MK2) – 6MT & S-Tronic
• Audi TT (MK2) – 6MT & S-Tronic
• Volkswagen Eos – 6MT & DSG
• Volkswagen Golf/GTI (MK5) – 6MT & DSG
• Volkswagen Jetta/GLI (MK5) – 6MT & DSG
• Volkswagen Passat (B6) – 6MT & DSG

MS000044 – $1,999.99 – APR 2.0T Cylinder Head Porting Service + Labor (contact us directly for a quote) for head removal and reinstallation.

It was in May of 2008 when we first asked Audi and VW enthusiasts what they thought about a possible new style we were considering adding to the Hartmann Wheel line-up. The unique style seemed to be a hit but priorities meant we had to put the idea on hold. Similar styles and new brands have since popped up with a good portion of the automotive industry embracing the once popular mesh style from the early 80s. When our German partners were recently asked to produce a higher quality, TUV approved version we jumped at the opportunity to add the retro-styled, German-quality wheel to the Hartmann line-up. While we might be a bit late to the game, we are proud to announce the latest addition to the Hartmann family – the HLP-410-GS:M!

In similar Hartmann fashion, the low-pressure heat treated cast wheel is painted a high-gloss silver then diamond-cut machined on the face.  A clear-coat completes the process for a durable, lasting finish!  Current sizes are 19×8.5 with either a 38 or 45mm offset – available to fit most of the Audi and Volkswagen models and they weigh 27 lbs. You’ll be able to find these in the online store shortly.

NEW from H&R!! – Audi (C7) S6/S7 ETS Electronic Lowering System works with the factory air suspension to easily lower the vehicle 1.2″, retaining the factory height adjustment switch and it’s functionality. Click the link to begin shopping online for YOUR ETS lowering module!

StopTech, the championship-winning performance and racing brand from Centric Parts, has released a Big Brake Kit developed for the 2006-2012 Volkswagen GTI and several other Volkswagen and Audi applications! The kits are available for front axle applications and include StopTech 1-piece Sport Rotors, StopTech ST-41 powder-coated four-piston calipers with the patented stiffening bridge, StopTech Street Performance brake pads for extended high performance street driving as well as occasional track use, StopTech braided stainless steel brake lines, plus all necessary brackets and hardware to complete the job.

StopTech One-Piece Big Brake Kits for 2006-2012 VW GTI – Part Number 82.893.5N00.XX

The stiff 2-piece, fully-forged calipers have designated piston sizes specific to this application and provide a firmer, more responsive brake pedal that provides better brake pedal modulation. The larger 328x25mm directionally-vaned 1-piece StopTech Sport Rotors, available in slotted or drilled finishes, provide greater heat capacity and reduced brake fade. Also assisting in fade resistance and higher performance are the StopTech Street Performance Pads which have a high maximum operating temperature and high bite for responsive brakes that can be driven hard. The included StopTech braided stainless steel brake lines reduce system compliance and help provide a firmer pedal with a more immediate and better modulated response to inputs.

Available today from Achtuning, these new “entry level” StopTech big brake kits expand the company’s offerings in the high performance aftermarket brake segment, covering not only the Mk5 and Mk6 VW GTI, but also certain EOS, Jetta, Beetle, and Audi A3 applications.

With lessons learned through more than a decade of racing and exhaustive in-house testing, StopTech high performance brake components are engineered to provide shorter stopping distances, better brake modulation, firmer pedal feel and less brake fade for stronger, more reliable performance on and off the track.

These have been added to the Achtuning Online Store. Prices range from $1495 to $1795 depending on options selected like rotor surface, coating, and caliper color. Click on any of the links in this post or the image above to be directed to our website for an online order. As always, do not hesitate to contact us via email (sales@achtuning.com) or by phone (425-895-0000) with any questions or post up here!

StopTech, the championship-winning performance and racing brand from Centric Parts, has today released a range of 2-piece rotor upgrades for the 2007-2008 Audi RS4!  The new direct replacement rotors are available for front or rear axles and include StopTech’s patented 2-piece, floating, directional AeroRotors with iron friction rings and aluminum AeroHats.

Available in drilled or slotted form, with or without a protective zinc coating, the new StopTech rotor upgrades for the Audi RS4 expand StopTech’s offerings in the high performance aftermarket brake market. With lessons learned through more than a decade of racing and testing, StopTech high performance brake components are engineered to provide shorter stopping distances, better brake modulation, firmer pedal feel and less brake fade for stronger, more reliable performance on and off the track.

StopTech Two-Piece Rotor Upgrades for the 2007-2008 Audi RS4:

Why (else) StopTech over OEM:
* Using OEM rotors, at the current prices on Achtuning.com, a front and rear brake pad and rotor replacement would be about $2549 installed (4.0 hours) plus tax.
* Using the Stoptech DRK Upgrade, a front and rear brake pad and rotor replacement on an RS4 would be about $2499 installed (4.0 hours) plus tax – a savings of $50 vs. OEM.
* The big savings come on the subsequent replacement of rings and pads.  A front and rear brake pad and rotor ring replacement would be about $1789 installed (6.0 hours) plus tax – a savings of $760 vs. OEM.

These parts are now en route from StopTech to Achtuning! Give us a call or email us for a quote today!!

Achtuning is pleased to announce APR’s release of the ultimate ECU Upgrade for the Audi S6 and S7 4.0 TFSI V8!

After months of long nights and many hours of testing, developing and more testing, APR is pleased to offer you an ECU recalibration that is second to none. APR’s extensive research and development provides you with a powerful ECU upgrade with no loss of drivability or reliability. Expect faster acceleration, improved throttle response and more power across the entire power band.

APR’s 4.0 TFSI V8 ECU Upgrade is an expertly recalibrated engine control strategy that primarily remaps the engine’s operating parameters, within the factory ECU, to provide smooth and reliable power as if intended by the OEM. APR’s ECU Upgrade is developed to work within the OEM and Tier 1 Supplier specifications for engine component stress tolerances and performance specifications. Available in octane-specific variations, APR’s calibrations allow you to take advantage of fuel quality available in your area. APR’s patented EMCS functionality puts the control of your engine’s operation at your fingertips and allows for additional features and options to be installed to your OEM ECU.

APR Stage I ECU Upgrade

The APR Stage I ECU Upgrade gives you higher peak numbers of 560 HP/580 FT-LBS on 93 (R+M)/2 octane and up to 569 HP/605 FT-LBS on 100 (R+M)/2 octane race fuel. As much as 124 HP and 163 FT-LBS of torque are available through the power band! APR’s ECU Upgrade is the best power per dollar modification for the new 4.0 TFSI V8 and gives it just the extra edge these cars lack from the factory without pushing the limits. With factory-like smoothness and drivability, APR’s ECU upgrade will fill the void in an otherwise excellent car.

Acceleration Enhancements:

Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the S6 and S7 through other calibrations changes. Ignition delay is reduced resulting in a more responsive pedal without altering overall throttle sensitivity.

Launch Control:

APR’s Engineers paid particular attention to torque delivery when using launch control. Through specific ECU calibration and code changes torque delivery is limited until the clutches are fully engaged. This results in blistering acceleration without suddenly over-stressing the S-Tronic clutch packs.

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 your driving style and fuel quality, you may see better miles per gallon!

Speed Limiter:

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 your fun!

Left Foot Braking:

APR’s Left Foot Braking feature allows more control over the vehicle’s throttle. The factory equipped S6 and S7’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 S6 and S7 the edge it needs at the track. As is with all features APR adds to the ECU, this feature may be removed upon request.

Dyno Charts

• APR Stage I 91 (R+M)/2 - Power at the Crank | Power at the Wheels | Gain over Stock | Raw Dyno Graphs
• APR Stage I 93 (R+M)/2 - Power at the Crank | Power at the Wheels | Gain over Stock | Raw Dyno Graphs
• APR Stage I 100 (R+M)/2 - Power at the Crank | Power at the Wheels | Gain over Stock | Raw Dyno Graphs

APR Stage I ECU Upgrade Calibration Report

Horsepower

• 420 HP – Stock reported by Audi
• 480 HP – Stock measured by APR
• 552 HP – APR Stage I 91 (R+M)/2 or 95 RON
• 560 HP – APR Stage I 93 (R+M)/2 or 98 RON
• 569 HP – APR Stage I 100 (R+M)/2 or 104 RON

FT-LBS of Torque

• 406 TQ – Stock reported by Audi
• 464 TQ – Stock measured by APR
• 564 TQ – APR Stage I 91 (R+M)/2 or 95 RON
• 580 TQ – APR Stage I 93 (R+M)/2 or 98 RON
• 605 TQ – APR Stage I 100 (R+M)/2 or 104 RON

Horsepower Gain over Stock

• +90 HP @ 3,900 RPM – APR Stage I 91 (R+M)/2 or 95 RON
• +102 HP @ 3,950 RPM – APR Stage I 93 (R+M)/2 or 98 RON
• +123 HP @ 4,250 RPM – APR Stage I 100 (R+M)/2 or 104 RON

FT-LBS of Torque Gain over Stock

• +126 TQ @ 2,450 RPM – APR Stage I 91 (R+M)/2 or 95 RON
• +138 TQ @ 3,750 RPM – APR Stage I 93 (R+M)/2 or 98 RON
• +163 TQ @ 3,700 RPM – APR Stage I 100 (R+M)/2 or 104 RONAcceleration Times – Stock vs APR Stage I 93 (R+M)/2 or 98 RON Software:

0-60 MPH – 4.06 sec vs 3.52 sec

0-100 MPH – 9.24 sec vs 8.32 sec

62-124 MPH – 9.56 sec vs 8.51 sec

60-130 MPH – 11.32 sec vs 9.93 sec

Data collected at the same location via a Racelogic P-Box with launch control, ESP/ASR off, Dynamic mode and Sport mode. May not be comparable to data collected in other locations.

Quarter Mile Testing – Stock vs APR Stage I 93 (R+M)/2 or 98 RON Software:

Best 60′ Times - 1.713 sec vs 1.656 sec
Best 1/4 Mile ET - 12.216 sec vs 11.628 sec
Best 1/4 Mile Trap Speed - 112.42 MPH vs 117.83 MPH

APR EMCS Programs and Features

APR’s patented EMCS, Enhanced Modular Chipping System, brings selectable programs and features to your factory ECU, all without the need to purchase external hardware. Other companies have attempted to imitate EMCS with clumsy external switching devices that only replace or multiply portions of a “base” calibration. However, EMCS has the ability to completely rewrite the entire operating map data, giving each map a complete set of calibration changes. APR’s EMCS features and programs modes are activated via your OEM cruise control buttons. Your cruise control will continue to function as normal.

Program Switching:

Program switching allows the user to cycle through up to four different engine calibrations and operating modes all without the need for external hardware.

Stock Mode:

By selecting stock mode, the ECU calibration is reset to the factory calibration. The engine will run exactly as it did before purchasing APR software.

APR Performance Modes:

APR’s octane-specific calibrations are available for various premium and race fuels around the world. Each performance mode is a completely new calibration, altered specifically for the characteristics of the fuel quality selected.

Valet Mode:

APR’s Valet Mode protects your vehicle from becoming an expensive toy for unauthorized individuals. By enabling Valet Mode, the vehicle’s performance is extremely limited. Launch control is uneventful, the vehicles top speed is limited to roughly 40 MPH and the engine’s redline is reduced to nearly 5,000 RPM!

Fault Code Erase:

Fault code erase allows the user to erase and reset engine related trouble codes and ECU adaptation data without using a specialty tool.

Limited Lifetime Warranty:

All APR ECU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and re-flashes as they become available. Labor or shipping charges are not included in the warranty.

Achtuning is pleased to announce APR’s release of the ultimate ECU Upgrade for the 3.0 TDI!!

After months of long nights and many hours of testing, developing and more testing, APR is pleased to offer you an ECU recalibration that is second to none. APR’s extensive research and development provides you with a powerful ECU upgrade with no loss of drivability or reliability. Expect faster acceleration, improved accelerator response and more torque across the entire power band.

APR’s 3.0 TDI ECU Upgrade is an expertly recalibrated engine management control strategy that increases horsepower and torque to provide smooth and reliable operation as if intended by the OEM. APR’s ECU Upgrade is developed to work within the OEM and Tier 1 Supplier specifications for engine component stress tolerances and performance specifications. APR’s patented EMCS functionality puts the control of the engine’s operation at your finger tips and allows for additional features and options to be installed to your OEM ECU.

APR Stage I ECU Upgrade

The APR Stage I ECU Upgrade gives you higher peak numbers of 261 HP and 452 FT-LBS of torque. As much as 34 HP and 40 FT-LBS of torque are available through the power band. At 5,000+ lbs., acceleration from a complete stop is challenging. However increasing low-end torque with APR’s Stage I ECU Upgrade, the 3.0 TDI will accelerate with minimal effort. Furthermore power normally drops dramatically from 3,500 RPM to redline, but with APR’s Stage I ECU Upgrade, power is dramatically increased making merging and passing on the highway easier. APR’s ECU Upgrade is the best power per dollar modification for the new 3.0 TDI and gives it just the extra edge these cars lack from the factory without pushing the limits. With factory-like smoothness and drivability, APR’s ECU upgrade will fill the void in an otherwise excellent car.

Acceleration Enhancements:

Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the vehicles acceleration rate through other calibrations changes. Takeoff limiters are reduced resulting in a more responsive pedal without altering overall throttle pedal sensitivity.

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 your driving style and fuel quality, you may see better miles per gallon!

Speed Limiter Removed:

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 your fun!

Left Foot Braking:

APR’s Left Foot Braking feature allows more control over the vehicle’s throttle. The factory equipped 3.0 TDI’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.

Dyno Graphs

Power and Torque Measured at All Four Wheels

Power and Torque Gain Over Stock

APR Stage I ECU Upgrade Calibration Report

Stock – As Measured by VAG
240 HP
405 FT-LBS

Stock – As Measured by APR
251 HP
420 FT-LBS

APR Stage I
261 HP
452 FT-LBS
+34 HP @ 4500 RPM
+40 TQ @ 4450 RPM

APR Acceleration Tests

Stock vs APR

0-60 MPH
6.1 sec vs 6.0 sec

0-100 MPH
14.0 sec vs 13.6 sec

62-124 MPH
16.7 sec vs 15.6 sec

60-130 MPH
Factory Speed Limited vs 19.9 sec

APR EMCS Programs and Features

APR’s patented EMCS, Enhanced Modular Chipping System, brings selectable programs and features to your factory ECU, all without the need to purchase external hardware. Other companies have attempted to imitate EMCS with clumsy external switching devices that only replace or multiply portions of a “base” calibration. However, EMCS has the ability to completely rewrite the entire operating map data, giving each map a complete set of calibration changes. APR’s EMCS features and programs modes are activated via your OEM cruise control buttons. Your cruise control will continue to function as normal.

Program Switching:

Program switching allows the user to cycle though different engine calibrations and operating modes all without the need for external hardware.

Stock Mode:

By selecting stock mode, the ECU calibration is reset to the factory calibration. The engine will run exactly as it did before purchasing APR software.

APR Performance Mode:

By selecting performance mode, the APR’s performance calibration is enabled giving you all the benefits APR software has to offer!

Fault Code Erase:

Fault code erase allows the user to erase and reset engine related trouble codes and ECU adaptation data without using a specialty tool.

How to use APR EMCS Programs and Features

To Enable EMCS:
Turn the ignition and cruise control to the on position. Do not start the engine.

To Cycle through APR Programs:
Hold “SET” on the cruise control stalk. The check engine light will blink in sets of one to four blinks to indicate programs one through four. Release “SET” during this sequence to select a program. The vehicle may be started.

To use Fault Code Erase:
Hold “RESUME” on the cruise control stalk. The check engine light will begin to blink. Release “RESUME” when the check engine light is flashing in groups of one blink per second. Fault Codes will be cleared.

The APR Development Difference

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 with APR Live Tuning:

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 on the 3.0 TDI with APR’s Live Tuning. APR’s Calibration Engineers can test calibration changes with a single click of a button to instantly monitor the changes, rather than spending several minutes shutting down the vehicle to reflash the ECU. This allows a level of fine-tuning unmatched in the market.

APR ECU Assembly:

APR’s Electrical Engineers have the ability to alter the code structure of the ECU to add features not available from the factory. On the highly modified end, this allows APR to increase torque levels as if intended by the OEM. For most 3.0 TDI owners, the advantage of this ability is the addition of APR’s patented EMCS Functions. EMCS puts the control of the engine’s operation at your fingertips and allows for additional features and options to be installed to your ECU.

Application Guide

Audi Q7 & Volkswagen Touareg
3.0 TDI CR (CATA) Engine

Fully loaded ECU (Includes Stock, APR Performance Mode & Fault Code Erase)

Price

$699.00

Please be aware there are many variations between vehicles. We may need to “Code Extract” your factory ECU to prepare APR software for your particular vehicle and ECU.

Give us a call at 425-895-0000 or email us at info@achtuning.com with any questions or simply stop by between 9am and 6pm M-F for an installation!

Security, Warranty and Money Back Guarentee
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 you are dissatisfied with the APR ECU Upgrade, return to Achtuning for a full refund, provided you are within the 30 day period from the time of your initial purchase. Labor or shipping charges are not included in the guarantee and are not refundable.

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.