Audi Tuning | VW Tuning

APR B8 S5 4.2L FSI V8 Stage III+ TVS1740 Supercharger System

Posted on April 17, 2014 – 9:00 am

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.

Engine Management

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.

Coolant Tank

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.

Fueling Hardware

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.

Spark Plugs

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.

Coolant Lines

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.

Fuel Lines

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.

Vacuum Lines

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.

N80 Harness

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.

Gaskets

New OEM gaskets and bolts are provided to facilitate a leak proof connection between the cylinder heads and APR Supercharger unit.

Misc. Hardware

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.

Install Tool

On post November 2008 vehicles, a specific tool is included to aid in installing the supercharger.

Install Manual

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!

Dyno Testing

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

Acceleration Testing

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.

Transmission
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.

Induction System
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.

Exhaust System
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.

Application Guide

Pre November 2008 – B8 S5 – 4.2L FSI V8 – 6MT
Stage III+ TVS1740 Supercharger System – Includes Software
Part Number: T3100055
MSRP: $15,749.99

Post November 2008 – B8 S5 – 4.2L FSI V8 – 6MT
Stage III+ TVS1740 Supercharger System – Includes Software
Part Number: T3100060
MSRP: $14,749.99

*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
MSRP: $95.00

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
MSRP: $130.00


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APR Low Pressure Fueling System for the EA113 and EA888 2.0T!

Posted on April 16, 2014 – 9:00 am

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.

Application Guide

Vehicles

Audi A3 / S3 (MK2)
Volkswagen Beetle
Volkswagen CC
Volkswagen Eos
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
Volkswagen Tiguan

Engines

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

Transmission

6 Speed Manual
S-Tronic & DSG
Tiptronic

Drivetrain

Front Wheel Drive / FrontTrak
All Wheel Drive / Quattro / 4Motion

Products

Complete System for Front Wheel Drive Vehicles

MS100078

MSRP $649.99
SALE $584.99 <— Till May 4th

Complete System for All Wheel Drive Vehicles

MS100071

MSRP $649.99
SALE $584.99 <— Till May 4th


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APR’s new 1.8/2.0 TSI EA888 Gen 3 Intercooler System!

Posted on April 15, 2014 – 9:55 am

Achtuning is pleased to present the release of APR’s ultimate Front Mount Intercooler System for the transverse 1.8T and 2.0T direct injected engines!

The APR Intercooler System dramatically lowers charge air temperature and resists heat soak far better the factory intercooler system. Through a massively increased core volume, superior intercooler core design and smooth, cast end tanks, APR’s engineers were able to create an intercooler capable of supporting power levels well beyond that of the factory unit. Expect increased horsepower and torque and dramatically prolonged performance.

  • Dramatically lowers intake air temperature
  • Increases horsepower and torque while prolonging performance
  • APR intercooler core dimensions: 2.25″ x 16.25″ x 22″
  • 40% larger than stock
  • Larger inlets and outlets
  • Pressure tested for leak proof operation
  • Smooth cast aluminum end tanks
  • Barbed hose connection points for a slip proof fit
  • Machined mounting points for extra weight savings
  • CNC machined billet adapter
  • Multi Ply Silicon Hoses with APR’s EZ-Flow stepped design
  • Direct OEM fitment with no trimming necessary
  • Full install directions and APR’s world-renowned customer support
  • Lifetime warranty

Intercooler Ambient Air Fins

Each unit uses a high quality, bar and plate core with staggered and louvered fins. The Intercooler’s exceptionally tall design and fin structure exposes the core to a greater volume of airflow than possible with the factory or similar aftermarket short and thick core designs. With more of the intercooler directly exposed to the elements, cooling effectiveness dramatically increases.

Intercooler Charge Air Fins

Internally, the APR Intercooler System features a staggered and louvered fin design with a core density chosen as a balance between cooling effectiveness and pressure drop. Due to the core’s massive volume, the balance was easily adjusted to favor minimal pressure drop while still providing superior effectiveness compared to the stock tube and fine design.

APR Easy-Flow Silicone Hoses

Multi-ply silicone hoses provide an unrestricted path for airflow entering and exiting the intercooler. The hoses are engineered to properly connect the intercooler to the factory charge piping system.

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 intercooler and into the engine.

Testing Data

Several tests were done in order to prove the differences between the stock intercooler and the APR one. One test for thermal effectiveness involved placing the car on the dyno with our normal assortment and arrangement of cooling fans. The car was then run through a rigorous testing procedure that involved allowing it to idle to a normal operating temperature, and then running it through five power runs.

During each run, the engine speed was brought to 2000 rpm for fifteen seconds. This allows the air to run throughout the system and allows the intake air temperature to normalize and negate heat soak from the car sitting at idle. The car was then taken from 2000rpm to 6800rpm at full throttle under load over the next thirty seconds. The car was then allowed to idle for one minute before the next run was started. Each lighter line on the graph above represents each power run, and the darker line represents the average over five runs.

During each run, the engine speed was brought to 2000 rpm for fifteen seconds. This allows the air to run throughout the system and allows the intake air temperature to normalize and negate heat soak from the car sitting at idle. The car was then taken from 2000rpm to 6800rpm at full throttle under load over the next thirty seconds. The car was then allowed to idle for one minute before the next run was started. Each lighter line on the graph above represents each power run, and the darker line represents the average over five runs.

The stock intercooler was tested on one day, the APR intercooler was installed, and the testing repeated the next day. The conditions were very similar on both days, but it was slightly hotter (3ºF) on the day the APR intercooler was tested.

Most alarming about this entire test was the fact that during the third run with the stock intercooler, the car began to pull boost and timing in order to protect itself from the high intake temperatures. The car also exhibited this protective behavior in both the fourth and fifth runs as well.

The APR intercooler performed as we expected, keeping the intake charge temps almost 40ºF lower by the end of the fifth run.

To see how the APR Intercooler compared to the competition, take a look at our competitive analysis!

Application Guide

New EA888 Gen 3 1.8 TSI and 2.0 TSI

2013.5 Jetta
2013.5 Jetta GLI
2013.5 Beetle
2013.5 Passat

Part Number: IC100018

Price: $1,049.99

Sale: $944.99 <– Until May 4th!


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APR K04 Turbo

Posted on April 9, 2014 – 9:00 am

APR’s Engineering Teams have finished final testing of new “version 3.0″ K04 Turbocharger software for the 2.0 TSI/TFSI EA888 Gen 1 engine.  The new ECU Upgrade improves upon power deliver on top of what was previously a tremendous upgrade over stock!  Amidst addressing all previous concerns, additional motorsport features were added to further enhance your driving experience. Updates are now available here at Achtuning and is offered as a FREE software update for APR K04 Turbo Upgrade customers!

  • Please call to check file availability before booking an appointment! 
  • An OEM Bosch 3-Bar Map sensor is REQUIRED to run this software. 

Presenting the APR 2.0 TSI EA888 Gen 1 K04 Turbocharger System!

For the budget minded individual, APR is pleased to offer software and hardware utilizing an APR proprietary customized version of the factory Borg Warner K04-64 turbocharger. Originally equipped on VAG’s high output models, such as the Golf R and S3, the APR K04 Turbocharger System offers a substantial leap in power and torque all with excellent response in a reliable and stealthy, compact design. Expect lightning fast response, smooth daily driving and power that transform the vehicle into a new class of enjoyment.

The APR K04 Turbocharger System features many upgrades over the 2.0T’s factory equipped IHI turbocharger, making it an excellent upgrade. The integrated turbofold design features a cast stainless steel exhaust manifold and turbine housing, integrated into one single unit. This design aids in turbocharger spool while the stainless steel construction is capable of withstanding higher exhaust gas temperature for longer periods of time than lesser materials, such as cast iron. The CNC-machined, billet aluminum compressor wheel and higher flow exhaust turbine wheel expand the turbo’s efficiency range, allowing for higher output across a wider RPM range.

True to APR’s mantra of Performance without Compromise the days of shredding tires on front wheel drive vehicles are rapidly disappearing thanks to the new Gold Standard in ECU torque management calibration strategies only APR can deliver. Compressor surge is avoided to increase the reliability of the system without limiting the area under the curve typically experienced during a top speed acceleration run. APR’s endless pursuit of perfection has resulted in the most comprehensive 2.0 TSI K04 turbocharger system and tuning package in the world.

Using 93-octane fuel, the APR K04 Turbocharger System produces an astonishing 360 horsepower and 382 ft-lbs of torque. Unlike the factory turbocharger, power stays strong and doesn’t dramatically taper towards the vehicle’s new 7,100 RPM redline. Switching to APR’s 100 octane race fuel mode, peak power and torque climb further to 375 horsepower and 408 ft-lbs of torque. APR’s calibration experts have safely maximized the full power potential of the turbocharger unit, while keeping reliability at the forefront of their calibration strategies.

APR K04 Turbocharger System Components

Turbocharger

 

At the heart of the K04 Turbocharger System is an APR proprietary customized version of the factory Borg Warner K04-64 turbocharger originally equipped on VAG’s high-output models, such as the Golf R and S3. The turbocharger features a CNC-machined, billet compressor wheel and stainless steel exhaust turbofold.

Each turbocharger unit is machined, 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.

Integrated DV Adapter

One of the greatest benefits to the APR K04 turbocharger system is its simple, yet elegant design. APR’s CNC-machined direct compressor recirculation port on the OEM compressor cover significantly reduces engine bay clutter and saves the end user from the hidden costs of purchasing extra throttle body pipes, hoses, clamps and DV mounts for recirculating boost pressure. The compact design also removes extra charge piping volume to allow for faster boost response and less locations for boost leaks. Furthermore, charge air pressure is directed directly at the compressor wheel which helps keep the turbo spooled upon lifting the throttle, minimizing turbo lag.

Turbo Outlet and Turbo Muffler Removal

The OEM k04 turbocharger features a turbo muffler designed to reduce turbocharger sound, but does so at the cost of ultimate performance. APR removes the turbo muffler not only to enhance the sound of the turbocharger, but to also provide a smooth airflow path across the previously baffled muffler section. A clean and simple CNC flange developed by APR’s Mechanical Engineers is bolted directly to the compressor cover in place of the OEM turbo muffler. A long mounting surface provides an excellent slip-proof surface for mounting the included APR EZ-Flow silicone discharge hose and an o-ring between the flanges ensures a life of leak-proof operation.

PCV Blockoff Plate

The K04 turbocharger was originally designed for an EA113 2.0T engine, and as such, includes items not present on the EA888 2.0T engine. The compressor cover features a port used in the EA113’s PCV system, but on the EA888’s this same port is located higher up on the intake tubing. APR has provided a gasket-sealed laser-cut port cover to block off this part to ensure no unmetered air enters into the system. The design is clean and simple and never requires maintenance.

Engine Management

The factory Bosch MED 17 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 K04 Turbocharger System, APR’s Engineers spent months calibrating the engine management system, including hundreds of 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 through proper torque management. Further development was performed putting the vehicle through performance evaluation and durability testing at the drag strip and road course. 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.

Engine Calibration:

APR’s Calibration Engineers restructured the engine’s volumetric efficiency (VE) model to correctly determine the ECU’s calculated load and deliver proper torque management. Thanks to APR’s patented boost control coding and the addition of a 3-Bar MAP sensor, the ECU is able to perform closed loop boost control well beyond relatively low limits dictated by the factory MAP sensor. This directly translates to safer and more predictable operation while additionally producing more power and torque across the entire power band.

Additionally, through the properly reconstructed VE model, 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, exhaust temperature, and altitude, are adjusted to handle the larger variances compared to the factory, low-output setup.

APR’s Calibration Engineers have optimized cam timing, ignition timing, engine load and lambda to provide tremendous leaps in power while retaining the OEM knock control strategy. 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.

Compressor Surge Avoidance:

To aid in turbocharger reliability and longevity, APR’s engineers carefully studied the turbocharger’s compressor maps to avoid regions where compressor surge may be experienced. The K04 turbocharger has fantastic response characteristics and is able to produce incredibly high pressure at low airflow levels, but in doing so, the turbocharger runs into issues of compressor surge. In the area between 3000-4000 RPM, APR’s Calibration Experts have elected to limit boost pressure. During testing, with the limits removed, APR’s engineers were able to easily achieve over 400 ft-lbs of torque with 93 octane fuel, but doing so could result in damaging the turbo’s reliability. Back-to-back testing was conducted with and without the limitation and despite the reduction in torque in this range, APR’s engineers were unable to record a measureable difference in accelerative performance.

Torque Management and Traction Control:

Torque management plays a big role in how the vehicle feels and performs, especially during moments of low gear, rapid acceleration. Typically front wheel drive vehicles suffer from excessive wheel spin during these moments due to the massive torque on tap from the K04 Turbocharger System. Some drivers can find themselves in situations where they are fighting against wheel spin and traction control when they are simply interested in going forward as quickly as possible. This is further compounded by the fact that the factory traction control (ASR) system was designed for vehicles producing far less power and torque, resulting in overcompensated ASR interventions.

APR’s Calibration Engineers set out to perfect torque management and traction control by minimizing wheel spin as much as possible without neutering the driving experience. A multi-step approach was taken to achieve appropriate control. With ASR enabled, forward movement wheel spin will trigger appropriate torque intervention levels to minimize spin without hurting forward acceleration. On top of this, the torque management system is fine tuned to deliver only as much torque as the tires can take. In normal conditions the tires will only slightly break loose under full acceleration, resulting maximum acceleration. In higher traction situations, or with ASR disabled, all of the system’s torque is directly on tap!

While the end goal is similar, APR’s torque management system differs greatly from archaic “boost-by-gear” strategies. “Boost-by-gear” strategies rely on a static limitation of boost in an effort to minimize wheel spin, but to work properly they must be dialed in for every situation. The same boost levels in different weather conditions, such as a hot summer day and a cold winter month, can produce vastly different torque levels. Since APR’s torque management system relies on the engine management’s phenomenal torque reporting abilities, it is able to adjust to every environmental situation it encounters. To achieve a targeted torque level, the ECU applies the appropriate changes to mass airflow and ignition.

Acceleration Enhancements:

Through further calibration changes APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle. 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 redline without dropping off several hundreds of RPM earlier. Lastly, APR’s tried and tested Motorsport Launch Limiter allows the driver to focus on launching the vehicle, rather than controlling the engine speed.

Part-Throttle Drivability:

Beyond wide-open throttle performance, APR’s Calibration Engineers spent countless hours optimizing vehicle drivability under daily, part-throttle, driving. 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!

APR EMCS and APR Mobile:

APR’s EMCS program-switching technology and APR Mobile put control of the ECU in the operator’s hand to access modes for standard pump fuel, high-output race fuel and even reduced-output valet modes to protect the 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!

Manifold Absolute Pressure Sensor

To provide closed-loop boost control at absolute pressure levels above 2.5 bar, APR’s K04 Turbocharger System features an OEM Bosch 3 bar MAP sensor.

Altering the ECU to understand the engine is equipped with a 3 bar MAP sensor is a trivial task. The sensor and proper calibration settings come standard on many factory VAG vehicles, but even these vehicles only provide proper closed loop boost control up to 2.5 bar absolute.

APR’s electrical engineers went many steps beyond the norm and recoded the factory ECU to deliver closed-loop boost control up to 3-bar absolute. This ability, combined with proper torque management, results in safe, reliable, and predictable performance at higher power levels without the need for clumsy and archaic external boost controlling devices.

Silicone Hose


A wire-reinforced, multi-ply silicone hose provide an unrestricted path for airflow exiting the turbocharger. The hose is engineered to properly connect the turbo’s outlet to the factory charge piping system.

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.

Gaskets and Hardware

APR doesn’t cut corners even with the most mundane details of the kit. Every nut, bolt, stud, washer, clamp, and gasket necessary for the install is included with the kit.

Dyno Testing

Horsepower and torque were measured in APR’s in-house, Soundmaster dyno cell, using a Dynapack all-wheel 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 K04 2.0 TSI. Crank power figures were estimated based on VAG’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.

91 Octane | 93 Octane | 100 Octane - Measured Front Wheel Horespower
91 Octane | 93 Octane | 100 Octane - Estimated Crank Horsepower
91 Octane | 93 Octane | 100 Octane - Gain over Stock

Calibration Report

Output:

200 HP & 207 FT-LBS of Torque – Stock as Rated by VAG
221 HP & 220 FT-LBS of Torque – Stock as Measured by APR
346 HP & 360 FT-LBS of Torque – APR K04 with 91 AKI or 95 RON fuel
360 HP & 382 FT-LBS of Torque – APR K04 with 93 AKI or 98 RON fuel
375 HP & 408 FT-LBS of Torque – APR K04 with 100 AKI or 104 RON fuel

Max Gains over Stock (based on APR’s CCTA/CBFA measured output):

+133 HP @ 6,700 RPM & +143 TQ @ 4,400 RPM – APR K04 with 91 AKI or 95 RON fuel
+144 HP @ 6,700 RPM & +164 TQ @ 4,400 RPM – APR K04 with 93 AKI or 98 RON fuel
+166 HP @ 4,450 RPM & +191 TQ @ 4,450 RPM – APR K04 with 100 AKI or 104 RON fuel

Requirements and Recommendations

Intake System
APR’s software is designed to utilize the factory mass airflow (MAF) sensor and housing. The Carbonio Stage I and II Intake System is highly recommended and required to meet the advertised power output.

Exhaust System
The APR Downpipe Exhaust System is required if the vehicle is not currently equipped with the APR Turboback Exhaust System. APR Recommends the APR Catback Exhaust System for maximum performance.

Intercooler System
The APR Intercooler System is required to meet the advertised power figures.

Transmission
The K04 Turbocharger 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.

Exhaust Valve Springs
APR has discovered some engines experience exhaust valve float at high RPM at the advertised horsepower levels due to excessive exhaust backpressure caused by K04’s relatively small turbine wheel. In such cases, APR recommends upgrading the factory valve springs. However, upon request, lower output software capable of producing 321 horsepower and 310 ft-lbs of torque on 93 octane is available.

Tires
APR recommends Michelin PSS and PS2 tires as well as BFGoodrich Rivals and GForce Sport Comp 2 tires.

Fluids
APR recommends Motul Fluids and Lubricants.

Application Guides

Vehicles
Audi A3 (MK2)
Audi Q3
Audi TT (MK2)
Volkswagen Beetle
Volkswagen CC
Volkswagen Eos
Volkswagen Golf / GTI (MK5 / MK6)
Volkswagen Jetta / GLI / Bora / Vento / Sigitar (MK5 / MK6)
Volkswagen Passat / Magaton (B6)
Volkswagen Scirocco
Volkswagen Tiguan
Seat Altea
Seat Leon (MK2)
Seat Toledo (MK2)
Skoda Octavia / VRS (MK2)
Skoda Superb (B6)
Skoda Yeti

Engines
CAWA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CAWB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CBFA 2.0T EA888 Gen 1 Transverse
CCTA 2.0T EA888 Gen 1 Transverse
CCTB 2.0T EA888 Gen 1 Transverse
CCZA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZC 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZD 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)

Transmissions
6 Speed Manual
S-Tronic
DSG
Tiptronic

Drivetrains
Drivetrain
Front Wheel Drive
All Wheel Drive

APR K04 Turbocharger System – Includes Software
Part Number: T2100016
Price: $2,749.99
SALE: $2,474.99 <— Sale till May 4th

APR’s K04 Turbocharger System includes APR software, but for customers without APR’s Turbocharger System, who are looking to optimize their driving experience with the best engine management strategy available, APR’s K04 software is available separately. This software requires an OEM Bosch 3-bar map sensor and an OEM Borg Warner K04-64 turbocharger with no modifications to the turbo other than the required fitment aspects. All other requirements and recommendations above should be followed to ensure compatibility.

Software Only

Existing APR Software Customers – $499
New APR Software Customers – $899

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, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00003
Price: $75.00

Motul 300V Lubricant Install Package

6 Liters of Motul 300V Power 5W40, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00007
Price: $105.00


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APR: 2.0 TSI “Stage 3″ GTX Turbocharger Kit Released!

Posted on April 7, 2014 – 12:31 pm

Achtuning is excited to announce APR’s release of the 2.0 TSI EA888 Gen 1 Stage III GTX Turbocharger System!

In 2008, shortly after the worldwide release of the 2.0 TSI engine, Volkswagen of America commissioned APR to build the Stage III GT Turbocharger System for their SEMA concept cars. Successes of these concept cars lead to the first release of the APR Stage III Turbocharger System, based on the then available Garret GT turbocharger, and became a worldwide phenomenon. In the years since, APR has continued to work with VWoA, Volkswagen GmBH, VWVortex and BFGoodrich to deliver more concept cars for SEMA, Wörthersee in Austria, as well as other events around the world, while APR continued testing the latest in turbocharger technology.

With the introduction of the Garret GTX2867R Turbocharger, APR has raised the bar further and redefined the standard by which the VAG community measures performance, reliability, drivability and quality. Gone are the days of compromise where low-end response meant excessive backpressure, compressor surge, and extremely limited top end performance. True to APR’s mantra of Performance without Compromise the days of shredding tires on front wheel drive vehicles are rapidly disappearing thanks to the new Gold Standard in ECU torque management calibration strategies only APR can deliver. APR’s endless pursuit of perfection has resulted in the most comprehensive 2.0 TSI turbocharger system in the world.

The 2.0 TSI is completely transformed the second it meets an APR Stage III GTX Turbocharger System. Power immediately jumps to 423 horsepower with 387 ft-lbs of torque on tap using 93 octane fuel on a completely stock and unmodified factory fueling system. Switching to APR’s 100 octane race fuel mode, power shoots up to 458 horsepower with 409 ft-lbs of torque all at the driver’s command. This level of extreme performance is just a taste of the system’s full performance capabilities. APR’s Stage III+ GTX fueling system (Coming Soon!) increases performance further by simply adding a few bolt-on APR fueling components.

APR Commissioned Stage III Vehicles

APR Stage III GTX Turbocharger System Components

Turbocharger

At the heart of Stage III GTX Turbocharger System is a GTX2867R turbocharger, which is capable of flowing nearly 50 lbs/min of corrected air flow. This directly translates to large power gains on the 2.0 TSI that continue to grow all the way to redline. The GTX Turbocharger consists of the latest technologies from Le Mans’ winning turbo manufacturer, Garrett Honeywell, and has a track record of reliability and repeatability worthy of complementing an APR Turbocharger System.

The internally gated turbocharger features a fully-machined, ten-blade billet 49.7 mm compressor wheel, Inconel 53.9 mm turbine 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. Complementing the turbo’s lightning fast response characteristics is a newly developed anti-surge housing, which enables APR’s Calibration Engineers to deliver massive low-end torque without experiencing compressor surge.

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.

Engine Management

The factory Bosch MED 17 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 GTX Turbocharger System, APR’s Engineers spent months calibrating the engine management system, including hundreds of 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 through proper torque management. Further development was performed putting the vehicle through performance evaluation and durability testing at the drag strip and road course. 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.

Engine Calibration:

APR’s Calibration Engineers properly restructured the engine’s volumetric efficiency (VE) model to properly determine the ECU’s calculated load and deliver proper torque management. Thanks to APR’s patented boost control coding and the addition of a 3-Bar MAP sensor, the ECU is able to perform closed loop boost control well beyond relatively low limits dictated by the factory MAP sensor. This directly translates to safer and more predictable operation while additionally producing more power and torque across the entire power band.

Additionally, through the properly reconstructed VE model, 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, exhaust temperature, and altitude, are adjusted to handle the larger variances compared to the factory, low output setup.

APR’s Calibration Engineers have optimized cam timing, ignition timing, engine load and lambda to provide tremendous leaps in power while retaining the OEM knock control strategy. 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.

Torque Management and Traction Control:

Torque management plays a big role in how the vehicle feels and performs, especially during moments of low gear, rapid acceleration. Typically front wheel drive vehicles suffer from excessive wheel spin during these moments due to the massive torque on tap from the Stage III GTX Turbocharger System. Some drivers can find themselves in situations where they are fighting against wheel spin and traction control when they are simply interested in going forward as quickly as possible. This is further compounded by the fact the factory traction control (ASR) system was designed for vehicles producing far less power and torque, resulting in overcompensated ASR interventions.

APR’s Calibration Engineers set out to perfect torque management and traction control by minimizing wheel spin as much as possible without neutering the driving experience. A multi step approach was taken to achieve appropriate control. With ASR enabled, forward movement wheel spin will trigger appropriate torque intervention levels to minimize spin without hurting forward acceleration. On top of this, the torque management system is fine tuned to deliver only as much torque as the tires can take. In normal conditions the tires will only slightly break loose under full acceleration, resulting maximum acceleration. In higher traction situations, or with ASR disabled, all of the system’s torque is directly on tap!

While the end goal is similar, APR’s torque management system differs greatly from archaic “boost-by-gear” strategies. “Boost-by-gear” strategies rely on a static limitation of boost in an effort to minimize wheel spin, but to work properly they must be dialed in for every situation. The same boost levels in different weather conditions, such as a hot summer day and a cold winter month, can produce vastly different torque levels. Since APR’s torque management system relies on the engine management’s phenomenal torque reporting abilities, it is able to adjust to every environmental situation it encounters. To achieve a targeted torque level, the ECU applies the appropriate changes to mass airflow and ignition.

Acceleration Enhancements:

Through further calibration changes APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle. 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 redline without dropping off several hundreds of RPM earlier. Lastly, APR’s tried and tested Motorsport Launch Limiter allows the driver to focus on launching the vehicle, rather than controlling the engine speed.

Part Throttle Drivability:

Beyond wide open throttle performance, APR’s Calibration Engineers spent countless hours optimizing vehicle drivability under daily, part-throttle, driving. 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!

APR EMCS and APR Mobile:

APR’s EMCS program switching technology and APR Mobile put control of the ECU in the operators hand to access modes for standard pump fuel, high output race fuel and even reduced output valet modes to protect the 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!

Turbocharger 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 and other cheap cast materials such as iron, Inconel is a very high temperature resistant material designed to withstand extreme exhaust gas temperature changes without expanding, contracting, melting or cracking under stress. Furthermore, the thick casting material reduces unwanted exhaust noise. 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 the exhaust velocity high. APR’s Engineers designed variable runner lengths calibrated to deliver sequential exhaust pulses without collision. Along with the manifold’s T25 outlet, this aids in turbocharger spool, producing excellent response for immediate torque delivery. A reduction in backpressure from the high-flow, collision-free design directly enhances power delivery far beyond that of the OEM turbocharger manifold and other less effective designs. Backpressure reduction also alleviates most common valve float issues associated with high output factory s3gtx turbo upgrades and so called small “hybrid” s3gtx turbochargers.

Each unit undergoes strict quality control checkpoints to ensure ultimate reliability each step of the manufacturing process. The unit is CNC machined to tight tolerances and inspected for defects before being packaged and shipped to customers around the world.

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

Manifold Absolute Pressure Sensor

To provide closed loop boost control at absolute pressure levels above 2.5 bar, APR’s GTX Turbocharger System features an OEM Bosch 3 bar MAP sensor.

Altering the ECU to understand the engine is equipped with a 3 bar MAP sensor is a trivial task. The sensor and proper calibration settings come standard on many factory VAG vehicles, but even these vehicles only provide proper closed loop boost control up to 2.5 bar absolute.

APR’s electrical engineers went many steps beyond the norm and recoded the factory ECU to deliver closed loop boost control up to 3 bar absolute. This ability, combined with proper torque management, results in safe, reliable, and predictable performance at higher power levels without the need for clumsy and archaic external boost controlling devices.

Mass Air Flow Sensor Housing

The factory engine management relies on load calculations derived from the mass airflow (MAF) sensor to properly control the engine. All too often this critical component is eliminated from turbo upgrade kits as the factory unit is small and can easily become saturated. The alternative of upgrading the unit is often not used due to the complexity of doing so. However, no task is too large for APR’s Engineering Teams when the sake of reliability is brought into question, and as such APR has engineered a larger housing for use in the Stage III GTX Turbocharger System.

To aid in accurate airflow readings, the APR MAF housing features a long, precision-machined tunnel with a honeycomb airflow straightener. APR’s Electrical Engineers make appropriate coding changes to the ECU to understand the larger MAF housing while the calibration experts update the ECU with all of the necessary calibration data surrounding the larger housing’s physical properties. The end results are accurate readings and a further refined driving experience.

The MAF housing includes a CNC-bent mounting bracket for a sturdy connection to the engine bay and additional wiring and couplers are included to extend the factory MAF sensor’s harness.

Silicone Hoses

 

Wire reinforced, multi-ply silicone hoses provide an unrestricted path for airflow to enter and exit the turbocharger. 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.

Oil and Coolant Lines

APR’s oil and coolant lines are specific to the APR Stage III GTX Turbocharger System and provide years of leak free operation. The lines feature a flexible braided stainless steel construction with CNC mandrel bent hard-lines for specific and clean routing as if intended by the OEM. Every detail is important, and APR goes the extra mile to ensure any possible weaknesses are eliminated.

Downturn and Downpipe

An investment cast 3” stainless steel downturn provides a smooth and uninterrupted path for exhaust gases existing the turbocharger at high velocity. The high temperature resistant stainless steel design increases the components strength without fear of component failure even under the most grueling environments.

APR’s 3-inch T304 stainless steel downpipe connects seamlessly to the supplied downturn and is fully compatible with APR’s turboback exhaust system, full downpipe, or midpipe exhaust system.

Diverter Valve Housing and Wastegate Solenoid Bracket

The factory turbocharger features a diverter valve (DV) and wastegate solenoid (N75) directly mounted on the compressor housing, which is removed for the more powerful APR Stage III GTX Turbocharger Unit. As such, APR provides a CNC-machined billet-aluminum DV housing and CNC-bent N75 bracket to conveniently relocate these items within the engine bay.

The DV housing is anodized clear to protect against corrosion and the internal mounting surface is precision machined identically to the OEM unit, to ensure a proper, leak proof design.

Vacuum Lines

APR provides new vacuum lines and T-junctions. Leak proof connections are easily achieved thanks to the included OEM style crimp clamps.

Gaskets

APR doesn’t cut corners even with the most mundane details of the kit. Every nut, bolt, stud, washer, clamp, and gasket necessary for the install is included with the kit.

Spark Plugs

To cope with raised cylinder pressure and temperature, four NGK Laser Platinum Premium 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.

Install Manual

Dyno Testing

Horsepower and Torque was measured in APR’s in-house, soundmaster dyno cell, using a dynapack all-wheel 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 GTX 2.0 TSI. Crank power figures were estimated based on VAG’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.

91 Octane | 93 Octane | 100 Octane - Measured Front Wheel Horespower
91 Octane | 93 Octane | 100 Octane - Estimated Crank Horsepower
91 Octane | 93 Octane | 100 Octane - Gain over Stock

Calibration Report

Output:

200 HP & 207 FT-LBS of Torque – Stock as Rated by VAG
221 HP & 220 FT-LBS of Torque – Stock as Measured by APR
409 HP & 374 FT-LBS of Torque – APR Stage III GTX with 91 AKI or 95 RON fuel
423 HP & 387 FT-LBS of Torque – APR Stage III GTX with 93 AKI or 98 RON fuel
458 HP & 409 FT-LBS of Torque – APR Stage III GTX with 100 AKI or 104 RON fuel

Max Gains over Stock (based on APR’s CCTA/CBFA measured output):

+199 HP @ 6,700 RPM & +159 TQ @ 4,150 RPM – APR Stage III GTX with 91 AKI or 95 RON fuel
+212 HP @ 6,700 RPM & +174 TQ @ 4,150 RPM – APR Stage III GTX with 93 AKI or 98 RON fuel
+244 HP @ 6,700 RPM & +194 TQ @ 4,200 RPM – APR Stage III GTX with 100 AKI or 104 RON fuel

Requirements and Recommendations

Intake System
The Carbonio Stage I Intake is required.

Exhaust System
The APR Midpipe Exhaust System is required if the vehicle is not currently equipped with the APR Downpipe Exhaust System or APR Turboback Exhaust System. APR Recommends the APR Catback Exhaust System for maximum performance.

Intercooler System
The APR Intercooler System is required to meet the advertised power figures.

Transmission
The APR Stage III GTX Turbocharger 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.

Engine Internals
For increased reliability and longevity, especially on vehicles running race fuel and heavily tracked, APR recommends APR Connecting Rods and APR Mahle Pistons.

Tires
APR recommends Michelin PSS and PS2 tires as well as BFGoodrich Rivals and GForce Sport Comp 2 tires.

Fluids
APR recommends Motul Fluids and Lubricants.

Application Guides

Vehicles
Audi A3 (MK2)
Audi Q3
Audi TT (MK2)
Volkswagen Beetle
Volkswagen CC
Volkswagen Eos
Volkswagen Golf / GTI (MK5 / MK6)
Volkswagen Jetta / GLI / Bora / Vento / Sigitar (MK5 / MK6)
Volkswagen Passat / Magaton (B6)
Volkswagen Scirocco
Volkswagen Tiguan
Seat Altea
Seat Leon (MK2)
Seat Toledo (MK2)
Skoda Octavia / VRS (MK2)
Skoda Superb (B6)
Skoda Yeti

Engines
CAWA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CAWB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CBFA 2.0T EA888 Gen 1 Transverse
CCTA 2.0T EA888 Gen 1 Transverse
CCTB 2.0T EA888 Gen 1 Transverse
CCZA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZC 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZD 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)

Transmissions
6 Speed Manual
S-Tronic
DSG

Drivetrains
Drivetrain
Front Wheel Drive
All Wheel Drive*

*Please note, AWD vehicles require an alternative AWD downpipe system and modification to the oil and coolant lines at the owner’s discretion.

System

APR Stage III GTX Turbocharger Systems
Part Number: T3100061
Price: $5,399.99
SALE: $4,859.99 <— Until May 4th.

APR Stage III GTX Turbocharger Upgrade System (For Existing APR Stage III GT2860RS or III+ GT3017R Customers) – Includes Software (REQUIRES 3BAR Map Sensor)
Part Number: T3100059
Price: $2,699.99
SALE: $2,429.99 <—- Until May 4th.

Motul Specific Lubricant Install Package

5 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00003
Price: $75.00

Motul 300V Lubricant Install Package

6 Liters of Motul 300V Power 5W40, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00007
Price: $105.00


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APR R8 4.2L FSI V8 Stage 3+ TVS1740 Supercharger System

Posted on April 2, 2014 – 9:00 am

Achtuning is excited to announce APR’s release of the R8 4.2L FSI V8 Stage 3+ 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. Their previously available APR Stage III TVS1320 Supercharger System found its way on to several hundred 4.2L FSIs around the world, making it the most popular and reliable system on the market. With more than four years’ worth of 4.2L FSI 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 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.

Supercharger, Manifold and Runners

 

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 and continue through aircraft grade 6061 billet aluminum extension 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.

Engine Management

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.

Supercharger Coolant Air-to-Water Radiators

 

APR’s supercharger system features a large, 585 mm x 140 mm x 65 mm front mount radiator and a second 320 mm x 140 mm x 90 mm side mounted radiator responsible for cooling coolant as it’s pumped out of the supercharger’s dual internal air-to-water heat exchangers. An adequate cooling system is critical 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 exchangers are specific to the R8 platform and feature cast aluminum end tanks with threaded connection points and bleeder valves. Each cooler cleanly installs with the supplied CNC, laser-cut brackets, complete with vibration insulators.

Supercharger Coolant Pump, Harness and Bracket

 

The R8’s rear mounted engine results in a supercharger cooling circuit spanning over twenty feet and calls for a high quality coolant pump. As such, APR’s supercharger cooling system features a highly efficient brushless cooling pump feels right at home in the R8’s engine bay.

The military grade coolant 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, out of sight, and vibration isolators ensure the system runs as quietly as possible.

Supercharger 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. APR’s CNC, laser-cut bracket provides a simple and clean method of mounting the expansion tank to the engine bay out of sight. The alumnium tank is anodized black and features a machined APR logo.

Supercharger Coolant Lines

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.

 

A multitude of coolant lines feed the supercharger’s internal cooling system, which provides a circuit between the included radiators, coolant pump and expansion tank. Longer lines, such as those running the full length of the car, feature threaded connections, braided stainless steel outer sleeves and reinforced rubber cores. Specifically routed hoses are made from multi-ply silicon and the remaining hoses are flexible, reinforced rubber. All necessary brass connectors, spring-loaded clamps and OEM style crimp clamps are included.

The factory engine coolant hose running beneath the supercharger is modified for fitment reasons and is constructed from a high quality, multi-ply silicon. Protective covers are provided to shield against abrasion.

Intake System and Air-Oil Separator Bracket

Two high flow K&N filters are adapted to the factory air box to provide fresh filtered air to the supercharger. The factory MAF housing bolts to the metal filter bracket and connects to the throttle body via two multi-ply silicon hoses. The ultra-ridged design ensures the hoses will not collapse under the tremendous vacuum created by the supercharger system’s newly added forced induction.

Laser-cut, CNC-bent air-oil separator brackets reposition and secure factory PCV system beneath the intake system.

Supercharger Pulley System

 

The supercharger system’s internal rotors are rotated via a belt and pulley attached to the engine’s accessory drive system.

APR’s upgraded the R8’s belt system to utilize a 6pk belt for additional strength. A new cast and CNC machined bracket is used to properly orient the circuit and features new OEM tensioners, and idler pulleys. The harmonic balancer is upgraded to an OEM replacement, high quality, balanced 6 rib unit.

Engine Oil Relocation System

The APR supercharger system’s casting features a large, high flow, dual throttle body inlet system, which provides a high velocity flow path to the supercharger roots. To incorporate this feature into the design APR’s engineers were required to move the factory oil filter.

A CNC-machined billet-aluminum adapter connected to the oil feed and return and provides a connection point for high quality, braided stainless-steel oil lines. The lines route to the new black-anodized CNC-machined billet-aluminum oil filter housing.

 

CNC, laser-cut brackets cleanly hold the housing in place and out of sight under the factory engine side covers. Conveniently oil changes are now made easier with quick and easy access to the filter.

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 leaves 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. Read more on our APR High Pressure Fuel Pumps product page.

Fueling System

 

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. The included mounting bracket allows for a clean and solid install of relocated components.

Intake Air Temperature Sensors and Harnesses

The factory mass airflow sensors include intake air temperature (IAT) probes and are designed to provide the engine control unit (ECU) with air temperature information. Because the R8 is converted from naturally aspirated to forced induction, the sensors must be relocated to ensure proper IAT measurement. The IAT sensors are absolutely critical for safe, reliable and powerful operation and as such, APR provides two OEM sensor and harnesses for placement just past the supercharger’s dual internal air-to-water radiators. The included harnesses allows for simple integration into the OEM wiring harness and comes preinstalled in the supercharger.

The sensors feed correct IAT readings to the ECU, which provides closed loop control over various calibration decisions, such as desired ignition advance. This provides safe operation no matter what the condition. During a cold day, with lower supercharger coolant temperature, the ECU will safely increase engine output mainly through ignition. However, under hot conditions, such as a vehicle seeing plenty of track time, the ECU will compensate for these conditions, lowering output slightly to avoid dangerous premature detonation. These compensations result in only attempting to safely achieve the maximum amount of power capable during any given temperature related scenario.

Engine Coolant Hose

The APR Supercharger fills the valley between the cylinder heads and as such, the factory coolant hose was redesigned to accommodate the supercharger. The specifically routed hose is made from multi-ply silicon and features a protective cover to provide a shield against abrasion.

Vaccum Lines

To accommodate the transition from naturally aspirated operation to forced induction, APR provides new vacuum lines and junctions. Leak proof connections are easily achieved thanks to the included OEM style crimp clamps.

Spark Plugs

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.

Gaskets and Hardware

New OEM gaskets and bolts are provided to facilitate a leak proof connection between the cylinder heads and APR Supercharger runners.

Fender Liner

The side blades on the Audi R8 provide an excellent mounting location for further supercharger air-to-water radiators. The APR Supercharger System utilizes a vented R8 V10 fender liner to allow proper airflow through the air-to-water radiator and in doing so, borrows an engineering design element from the V10 platform. The fender liner installs cleanly without any destructive trimming to the factory parts.

Install Manual

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!

Dyno Testing

Horsepower and Torque was measured in APR’s in-house, soundmaster 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+ R8. 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.

Click the links below to see power output at the wheels, estimated at the crank and with different octanes

91 Octane | 93 Octane | 100 Octane - Measured All Wheel Horespower
91 Octane | 93 Octane | 100 Octane - Estimated Crank Horsepower
91 Octane | 93 Octane | 100 Octane - Gain over Stock

APR Stage III+ TVS1740 Supercharger System Calibration Report

Output:

424 HP & 317 FT-LBS of Torque – Stock as Rated by Audi
425 HP & 318 FT-LBS of Torque – Stock as Measured by APR
611 HP & 511 FT-LBS of Torque – APR Stage III+ with 91 AKI or 95 RON fuel
642 HP & 526 FT-LBS of Torque – APR Stage III+ with 93 AKI or 98 RON fuel
689 HP & 550 FT-LBS of Torque – APR Stage III+ with 100 AKI or 104 RON fuel

Max Gains over Stock:

+200 HP @ 5,350 RPM & +200 TQ @ 5,100 RPM – APR Stage III+ with 91 AKI or 95 RON fuel
+220 HP @ 5,600 RPM & +214 TQ @ 4,950 RPM – APR Stage III+ with 93 AKI or 98 RON fuel
+263 HP @ 7,900 RPM & +239 TQ @ 5,900 RPM – APR Stage III+ with 100 AKI or 104 RON fuel

Acceleration Testing

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 sheading 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 setout to prove the Stage III+ Supercharger System was capable of increasing the R8’s performance substantially.

Car and Driver magazine measured the R8’s sprint from 30-130 MPH in an underwhelming 17 seconds. 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 6.5 seconds faster! Through testing higher octane fuels, and eventually weight reduction and tire changes, the gap grew even larger, ultimately resulting in an astonishing 44% 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 R8!

0-60 MPH

4.20 – Stock (Car & Driver Magazine)
3.61 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
3.34 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

0-100 MPH

10.60 – Stock (Car & Driver Magazine)
6.91 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
6.31 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

60-120 MPH

10.7 – Stock (Car & Driver Magazine)
6.57 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
6.03 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

60-130 MPH

14.30 – Stock (Car & Driver Magazine)
8.69 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
7.88 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

30-130 MPH

17.00 – Stock (Car & Driver Magazine)
10.49 – APR Stage III+ – Full Weight with Street Tires and 93 AKI Fuel
9.56 – APR Stage III+ – Full Weight with Street Tires and 100 AKI Fuel

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.

Transmission

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.

Induction System

The APR Supercharger System was designed using the factory intake system with the included K&N Filters and OEM mass airflow (MAF) sensor housings. An intake port carbon cleaning is necessary to meet advertised power levels.

Exhaust System

The APR Supercharger System was designed for operation with the either the factory exhaust system or a high flow exhaust system.

Motul Fluids and Lubricants

Maintaining the vehicle’s fluids and lubricants is necessary. APR highly recommends Motul’s product range.

Application Guide

Audi R8 4.2L FSI V8 Coupe with 6 Speed Manual Transmission (R-Tronic currently under development)

Part Number T3100054

Price $23,749.99

Motul Oil and Coolant

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. 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 & 9 Liters of Inugel Optimal Ultra (Concentrated) – Organic

Part Number: MO00015

Price: $125.00

10 Liters of Motul 300V Power 5W40 & 9 Liters of Inugel Optimal Ultra (Concentrated) – Organic

Part Number: MO00016

Price: $165.00


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Karl’s APR “Stage 3+” Audi RS4

Posted on March 31, 2014 – 9:00 am

Karl already brought us his Audi (B7) RS4 once to have an APR “Stage 3″ supercharger kit installed. But when APR recently released their new “Stage 3+” kit featuring a bigger (Eaton TVS1740) blower, Karl had to have it! So, back “under the knife” his RS4 went for yet another heart transplant as we pulled out the not-even-year-old “Stage 3″ (Eaton TVS1320) supercharger, transforming this car again but from monster to BEAST!

The APR Stage III+ TVS1740 Supercharger System fills the void by adding an average of roughly 40% more horsepower and torque across the entire power band. The results are nothing short of amazing; taking the RS4 from 414 horsepower stock to 626 horsepower on pump fuel and 688 on race fuel without breaking a sweat! With more than 500 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 better handle this new found power we looked to Southbend Performance who sent us a “Stage 3 Endurance” kit from their DXD Racing Clutch product line, rated to handle torque levels upwards of 665 ft/lb. And since Karl is consistently putting his RS4 through its paces on the track, new SPC X-Axis control bushings were installed to help remove any deflection and movement within the previously installed SPC adjustable control arms.

Fulfilling both daily driving as well as weekend track duties for Karl, it was important to maintain reliability and drive-ability. We have no doubt this RS4 will perform and exceed Karl’s expectations. APR is consistent by providing the best of both worlds offering quality and performance without compromise. When you’re ready to take your Audi RS4 to that next level, don’t hesitate to bring it to Achtuning – your Pacific Northwest #1 resource for all things APR!!


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COMING SOON for VW (Mk6) Golf R owners!!

Posted on March 21, 2014 – 2:02 pm

Volkswagen (Mk6) Golf R owners can now rejoice with the soon-to-be-released, latest and greatest from Achtuning! This is our first prototype piece fitted to the Achtuning Golf R’s front bumper and will be put to the test this weekend for Son of QuattroFest out at The Ridge Motorsport Park. Come out and see us or stay tuned here to see more about what we have coming for you Golf R owners!!


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Carbonio Intake From APR For Volkswagen’s EA888 Gen 3 1.8/2.0

Posted on March 3, 2014 – 9:00 am

While the EA888 Gen 3 1.8 and 2.0 TSI found in Volkswagen’s GLI, Passat, and Beetle is is still new, our performance partners at APR have already come up with an intake solution and they are IN STOCK here at Achtuning!  Expect an APR claimed 12hp and 11 ft-lb of torque, a good amount of bang for your buck and a great compliment to that APR tune you’re considering. ;)

Application Guide:

  • 2013.5+ VW (Mk6) Jetta GLI | 1.8 TSI & 2.0 TSI EA888 Gen 3
  • 2013.5+ VW Beetle | 1.8 TSI & 2.0 TSI EA888 Gen 3
  • 2013.5+ VW Passat | 1.8 TSI & 2.0 TSI EA888 Gen 3

Achtuning Price:  $344.98 SHIPPED!  (FREE SHIPPING within the “lower 48″)


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H&R Debuts Audi (B7) RS4 Street Performance Coilovers!

Posted on February 26, 2014 – 4:00 pm

H&R has finally released their “Street Performance” coilovers for Audi’s (B7) RS4!

H&R “Street Performance” coilovers are the perfect suspension solution for discerning drivers — from daily drivers to serious tuners — who can appreciate the awesome handling and superb ride comfort. Each coilover shock is custom valved to work in conjunction with a precision-engineered progressive rate spring, creating a finely tuned suspension system. The fully threaded shock body allows for adjustable vehicle height between 1.2 and 2.1″. This feature helps balance vehicle weight, resulting in a lower center of gravity and improved performance and control. Click the image above to order yours today or take advantage of our limited time “FREE wheel alignment with coilover purchase/install” promotion at Achtuning!


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Audi Tuning | Audi Wheels

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Achtuning and its affiliates are not affiliated with any automobile manufacturer. OEM names and/or part numbers are used only to aid in identifying replacement parts; we do not imply that Achtuning products are affiliated with, sponsored, or approved by the Original Equipment Manufacturer.