Audi Tuning | VW Tuning

APR Steering Wheel Badge

Posted on July 24, 2014 – 12:00 pm

Check out the APR Steering Wheel Insert!



It’s often the simple things that make all the difference when adding personalized touches to a vehicle. APR’s spent the better part of a decade adding Performance Without Compromise to vehicles such as the MK6 GTI, Golf R and many more, and the time has come to give our customers a badge of honor they can wear and see, every day, from the driver’s seat!

The APR Steering Wheel Insert is simple. It replaces the lower piece of the steering wheel trim with a piano black or satin silver inlay and features an APR badge painted in red. The colors match the upper trim piece colors well and looks as if intended by the OEM. The OEM piece simply pops out and is replaced in seconds with the new APR piece. It looks fantastic and serves as a reminder to the vehicle’s operator of the fun that lays just beneath his or her right foot!

MK6 GLI/GTI – Satin Silver



MK6 Golf R – Piano Black



Please Note - VW has many steering wheel designs. Please ensure the vehicle’s OEM steering wheel insert piece is removable.

MS100088 – Satin Silver – $49.99
MS100087 – Piano Black – $49.99


No Comments »

APR 2.0 TSI Generation 3 ECU Upgrade for the MQB Platform

Posted on July 16, 2014 – 2:30 pm

Achtuning is excited to announce APR’s release of the ultimate engine control unit (ECU) upgrade for the Generation 3, 2.0 TSI engine as found in the MQB platform vehicles.  APR’s ECU upgrade is available in octane-specific variations and is conveniently flashed to the vehicle’s factory ECU through the OBD-II port without any physical modification to the factory ECU.





 

The Continental SIMOS 12 & 18 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.

APR’s Calibration Engineers spent months calibrating the engine management system, including many hours of in-house chassis dyno development. With a thorough understanding of the ECU’s torque structure, APR’s Calibration Engineers properly increased engine load to produce more power and torque from idle to redline. APR’s ECU Upgrade increases turbocharger boost pressure and optimizes cam timing, valve lift, ignition timing, lambda and more to produce higher output. Using APR’s proprietary high-speed data logging suite, the calibration team closely monitored the effects of these changes to ensure a powerful ECU upgrade without derogating the engine’s drive-ability or reliability.

APR’s ECU Upgrade will provide an excellent leap in power and torque while retaining OEM knock control sensitivity and other built in safety features. The result is safely achieved power, optimized for various fuel grades found around the world. We call it Performance Without Compromise!

APR Stage I ECU Upgrade

The APR Stage I ECU Upgrade is designed to work without requiring other changes to the vehicle’s hardware. With the ECU Upgrade alone, APR’s Calibration Experts measured higher peak figures of 381 ft-lbs of torque and 316 horsepower with 93 AKI octane fuel. Large gains were seen throughout the power band, including an additional 114 ft-lbs of torque and 87 horsepower. Even higher figures were acheived using 100 AKI octane race fuel. The increase in power directly translates to an exceptionally quicker vehicle. Using advanced GPS measuring devices and the local IHRA certified drag strip, APR’s engineers conducted several acceleration tests. During the quarter mile sprint, the APR Stage I equipped vehicle crossed the finish line 1.094 seconds quicker, with an exit speed 13.3 MPH faster!

APR’s ECU upgrade is the best power per dollar modification for the new 2.0 TSI engine and takes the vehicle’s performance to similar levels typically reserved for higher output, sporty models, without pushing the limits. With factory-like smoothness and drive-ability, APR’s ECU upgrade will fill the void in an otherwise excellent vehicle.

Acceleration Enhancements:


Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle through other calibrations changes. Ignition delay is reduced resulting in a more responsive pedal without altering overall throttle sensitivity. Furthermore, drive-ability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating.

Increased Fuel Economy:


APR’s Calibration Engineers paid close attention to several parameters directly related to fuel economy, especially while cruising at highway speeds. Depending on driving style and fuel quality, better miles per gallon may be achieved!

Speed Limiter:


APR’s ECU upgrade increases the vehicle’s top speed limiter for blistering sprints around the track or across the Autobahn without the speed limiter shutting down the fun!

Left Foot Braking / Brake Boosting:


APR’s Left Foot Braking feature allows more control over the vehicle’s throttle. The factory equipped vehicle’s throttle input is disabled while pressing the accelerator and brake at the same time. Left Foot Braking, a common motorsport driving technique, allows the driver complete control over the vehicle’s throttle and braking system, which may give the vehicle the edge it needs at the track. As is with all features APR adds to the ECU, this feature may be removed upon request.

Clutch Protection:


APR’s standard Stage I ECU Upgrade offers a large increase in low-end torque, which may overpower the factory clutch. While APR did not experience clutch slip at the advertised torque levels and even higher, others may due to clutch health and driving style. APR recommends upgrading slipping clutches, but has also created special software designed to deliver the same peak horsepower with a cap on low end torque to reduce or eliminate slipping. These specific files are available with various torque caps set lower than the standard Stage I ECU Upgrade. 

 



Crank figures | Wheel Figures | Gain Over Stock - 91 Octane
Crank figures | Wheel Figures | Gain Over Stock - 93 Octane
Crank figures | Wheel Figures | Gain Over Stock - 100 Octane

APR Stage I ECU Upgrade Calibration Report

210, 220 & 230 HP & 258 FT-LBS – Stock as reported by VW
235 HP & 270 FT-LBS of torque – Stock as mesured and estimated at the crank by APR
305 HP & 371 FT-LBS of torque +78 HP @ 3,950 RPM / +105 FT-LBS of Torque @ 3,700 RPM – 91 AKI / 95 RON
316 HP & 381 FT-LBS of torque +87 HP @ 4,050 RPM / +114 FT-LBS of Torque @ 3,800 RPM – 93 AKI / 98 RON
328 HP & 382 FT-LBS of torque +97 HP @ 4,150 RPM / +125 FT-LBS of Torque @ 3,900 RPM – 104 AKI / 108 RON

- Max increases are based on APR’s actual measured stock values and not those reported by VW. | RON = ROW Fuel Grades | AKI = North American (RON+MON)/2 Fuel Grades.
- Reported wheel figures measured on APR’s in house Dynapack Dynamometer with a US Spec 2014 MK7 GTI DSG, using SAEJ1349 correction and an average of multiple runs. Crank figures estimated based on the measured wheel figures. Results will vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, and other modifications.


APR Acceleration Tests



Stock vs APR Stage 1, 93 octane


6.932 vs 5.656 – 0-60 MPH
7.242 vs 5.868 – 0-62 MPH
7.266 vs 5.883 – 0-100 KPH
14.983 vs 11.385 – 0-100 MPH
15.872 vs 10.094 – 60-120 MPH
18.968 vs 11.066 – 62-124 KPH
Speed Limited vs 11.124 – 100-200 KPH
Speed Limited vs 16.181 – 60-130 MPH
Speed Limited vs 13.343 – 30-130 MPH
14.283 vs 13.189 – Quarter Mile Time
97.10 vs 110.40 – Quarter Mile Trap Speed in MPH

- Data collected at the same location with a US Spec 2014 MK7 GTI DSG via a Racelogic P-Box with ESP/ASR disabled. May not be comparable to data collected in other locations.

 


The APR Development Difference


APR DirectPort Programming:
APR’s patented DirectPort Programming is now available for the Simos 12.x & 18.x ECU! Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest ECU upgrades for loading directly over the vehicle’s OBD-II port. This completely eliminates the need to remove and open the ECU for currently available files and can be uninstalled at any time!


APR ECU Explorer:
APR’s proprietary ECU Explorer gives APR’s Calibration Engineers unparalleled access to the vehicle’s entire engine management system. Typical commercially available data logging tools, used by most tuners, only allow logging up to 12 engine-operating variables at extremely low data rates. These tools are also limited to a small, specific list of variables. APR’s ECU Explorer is capable of logging every variable found within the ECU. It’s capable of logging well over 100 variables at once with data rates as high as 100 samples per second. Synchronous data logging is available for fine-tuning.


APR ECU Composer:
APR’s proprietary ECU Composer is used for altering the engine management system. With full access to every table, map and variable within the ECU, APR’s Calibration Engineers are not limited to a handful of maps as is common for most tuning companies. ECU Composer takes calibration to a new level with APR’s Quick Flashing. APR’s Calibration Engineers can reflash the ECU in seconds rather than waiting lengthy periods of time between each flash.


APR ECU Assembly:
APR’s Electrical Engineers have the ability to alter the code structure of the ECU. Through code levels changes, APR’s Engineers are able to add features to the ECU. Other changes allow higher torque limits than those achievable through only modifying calibration data or using piggyback devices as is the case for many tuners. This allows APR’s engineers to often not require transmission software to meet or exceed advertised gains. On the highly modified end, this allows APR to make turbo upgrades operate as if intended by the OEM.

Application Guide
*PRE RELEASE NOTE*
Software will be available at Waterfest 20 and at dealers world wide on Monday, July 21st.

Audi A3 - CNTC – To Be Announced
Skoda Octavia / VRS – CHHB
Volkswagen MK7 Golf GTI – CHHA, CHHB & CNTA

Price
$699

- Pricing applicable to the USA only. If outside of the USA, please contact an APR Dealer and Importer for pricing.
- The first three letters of the vehicle’s engine code are written on white bar code sticker on the side of the engine.
- Please note, VAG issues many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECU part numbers may be temporarily unavailable when new parts or revisions are released. If the vehicle’s ECU box code and revision is known, availability can be checked by calling APR, or visiting an APR dealer. Typical turnaround time for new ECU box code and revision is quick. Please contact APR for details.


How to purchase

Locate an APR Dealer:


Use the APR Dealer Locater Tool to find an APR Dealer. The APR Dealer will have the ability to upgrade the ECU in a short period of time!

Security, Warranty and Money Back Guarantee

All APR ECU Upgrades are fully encrypted to prevent theft of our valuable and proprietary coding information by lesser companies.

30 Day Money Back Guarantee:

All APR ECU Upgrades include a 30-day money back guarantee with no questions asked. If for any reason the owners is dissatisfied with the APR ECU Upgrade, they may return to the place of purchase for a full refund, provided they are within the 30 day period from the time of the initial purchase. Labor or shipping charges are not included in the guarantee and are at the discretion of the place of install.

Limited Lifetime Warranty:

All APR ECU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available. Labor or shipping charges are not included in the warranty and are at the discretion of the place of install.


No Comments »

APR Carbon Fiber Intake System

Posted on July 16, 2014 – 2:00 pm

The APR Carbon Fiber Intake System is an attractive high performance upgrade for the latest 1.8T and 2.0T engines as found in various MQB platform vehicles.




The factory intake design has the foundation for excellent performance, but much of this is sacrificed in an effort to meet other design requirements. With requirements set forth for only supporting factory power output levels, low engine sound levels and long service intervals, there is plenty of room for improvement.

The APR Carbon Fiber Intake System increases performance primarily by improving mass airflow through the system while still proving adequate filtration. Expect greater horsepower and torque through the power band with a more direct and responsive feel upon pressing the throttle. Sounds from the engine and turbocharger are enhanced and some may even experience better fuel economy depending on driving style.



Research and Development

Uncommon to most in the market today, APR spared no expenses during the research and development period. For the better part of a year, APR’s Mechanical Engineers created several prototype intake designs utilizing our in house Sterolithography 3D printer and other rapid prototyping techniques. Various filter mediums were tested in conjunction with the new intake designs through simulated models, flow bench analysis, dyno data collection and in real world applications all in an effort to derive the best possible solution.


Collection of various test pieces.


Flow Bench Testing


Dyno Testing

Intake Filter Flow Bench Analysis



Intake housing Flow Bench Analysis



Engineering and Design Information

To increase performance over the factory intake system, the intake system’s ability to flow a higher mass of air is critical. In order to achieve this, APR’s Mechanical Engineers focused on improving the pressure ratio between the inlet and outlet of the intake system, reducing turbulence, maximizing filter efficiency and keeping IAT as low as possible.

Improving the Pressure Ratio

In an effort to strive for an ideal pressure ratio (1:1) between the intake’s inlet and outlet, the intake features several key characteristics:


Volute Filter Chamber


Through CFD optimization and flow-bench validation, the intake’s filter housing was shaped into a reducing spiral, or volute, which uses the inertia of the air entering the system to increase pressure on the outside of the filter. This creates an even pressure distribution across the entire face of the filter, rather thanonly a few key spots, and as such, maximizes utilization of the filtration element.

Compared to many other popular intake styles, the APR intake system allows for the use of a small, compact filter with better filter utilization as systems often twice its size.

High Pressure Inlet Snorkel and Sealed Design


Unlike traditional open element filters, the APR intake design only pulls air from the leading edge of the vehicle’s hood. In doing so, it’s drawing air from an area of relatively high pressure. As the vehicle increases in speed, pressure continues to build and ultimately aids in the intake’s effectiveness.

By sealing the intake system, pressure created during the ram air effect and volute design is not simply lost within the engine bay. This is contrary to open element filters that pull air from a relatively low pressure region formed within the engine bay.

Reducing Turbulence

Flow disruptions and turbulence ultimately impede airflow to and from the intake filter, resulting in a performance loss. The APR Intake system takes a two-step approach to improving mass airflow in this region.

Directional Turning Vanes


As air enters the intake entrance, directional vanes ensure airflow is properly directed towards the entire length of the intake filter rather than only a small portion. This results in a reduction of air turbulence and creates an event pressure distribution over the entire filter surface for maximum filter efficiency. As the filter becomes dirty with age, performance drop happens less dramatically as particles form evenly over a larger portion of the intake rather than localizing to one location or another.

Surface Roughness


When air flows through a smooth pipe, the speed at which the air flows is slower along the pipe’s smooth walls than is in the center of the pipe. Ultimately this results in a boundary layer that effectively reduces the cross-sectional area of the free flowing portion of the pipe, and creates drag. To minimize this effect as much as possible, the intake’s inner surface is kept mildly rough during the manufacturing process. As such, a thinner turbulent boundary layer forms, which ultimately prevents the boundary layer from growing larger as flow increases.

Intake Air Temperature Management



Intake air temperature (IAT) plays a critical role in engine performance, especially on turbocharged engines where the ambient air temperature is raised twice through both compression via the turbocharger, and then again during the engine’s compression stroke.

In an effort to maintain the lowest possible starting IAT, the APR Intake system begins by drawing air from the coldest possible location, which is the front end of the vehicle before the radiator. Air travels a short path through the intake system, past the filter and on its way to the turbocharger through a sealed intake design that prevents ingestion of hot, under-hood. Finally, the intake’s carbon composite design features a thin fiberglass backing, which improves thermal insulative properties.


Filtration



APR’s design requirements called for an intake filter medium that exhibited high flow capabilities, long service life and adequate filtration properties. While traditional paper filters and even some foam filters can achieve one or more of these requirements, only a pleated cotton filter was able to achieve all three. This is due in part to the intake housing’s volute design and turning vanes. With even pressure flow distribution across the entire filter element, the filter is loaded more evenly, retaining performance over time, increasing the length of the maintenance intervals, and increasing the filter’s effectiveness.

Sound

 

In an effort to please customers unaware of the sounds caused by turbocharging an engine, as well as cross platform use on both economy and performance oriented vehicles, the OEM was tasked with creating an intake that many would consider to be too quite for a performance vehicle. APR’s design requirements called for an intake system that only delivered the engine’s true turbocharged sound as air is sucked through the turbocharger or exhausted from the diverter valve upon lifting off the throttle. The inherent stiffness of carbon fiber composite material results in an induction resonance from the engine allowing the occupants to hear a clean and crisp intake note without being overbearing or cheap sounding in nature.

Appearance

  

Upon opening the hood, it’s clear to see why the APR Carbon Fiber Intake System is so highly sought after. Featuring a carbon fiber 2×2 weave common to the engine bays of Audi’s high end of Quattro GMBH vehicles, the intake demands attention and delivers form that matches the intake’s function despite playing a secondary roll in the design requirements.

Installation

The intake system comes preassembled form APR ready to be installed in minutes with minimal tools. With the factory unit removed, the intake slips into place and connects to the factory turbo inlet pipe using the OEM hardware without filling the engine bay with additional couplers and hose clamps. Because the system fits in the OEM location, it’s fully compatible with future upgrades from APR, including our larger Stage III Turbocharger Systems.

Dyno Results





Reported wheel figures measured on APR’s in house Dynapack Dynamometer with a US Spec 2014 MK7 Golf GTI DSG, 2.0 TSI, using SAEJ1349 correction and an average of multiple runs. Crank figures estimated based on the measured wheel figures. Results will vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, and other modifications.

Application Guide
*PRE RELEASE NOTE*
The Intake will be available at Waterfest 20 and on our site Monday, July 21st.


Audi A3 / S3 – (MK3 / Typ 8V) 1.8 TFSI & 2.0 TFSI
Seat Leon / Cupra – (MKIII / Typ 5F) 1.8 TSI & 2.0 TSI
Skoda Octavia / vRS – (MKIII / Typ 5E) 1.8 TSI & 2.0 TSI
Volkswagen Golf / GTI / R – (MK7 / A7 / Typ 5G) 1.8 TSI & 2.0 TSI

Part

CI100033

Price

$449.99

Vehicles equipped with secondary air injection (SAI) require the filter below.

CI100020A

$24.99

 


No Comments »

APR Valve Spring System

Posted on July 15, 2014 – 9:00 am



The APR Valve Spring System is a high performance, light-weight upgrade designed to increase valve control and eradicate valve float common on many applications.  APR’s design specifications called for a valve spring, retainer and spring seat combination that doesn’t overpower and snap the OEM valves or erode the aluminum spring seat, while still maintaining exceptional valve control.  The result is an advanced design that’s 28% lighter yet 20% stiffer than the high performance OEM Golf R setup and is proven to eliminate the OEM valve train’s weakest link.  APR calls it Performance Without Compromise!

Key Points:

  • Increase valve train control
  • 71% weight reduction over OEM Golf R retainers
  • 19% weight reduction over OEM Golf R springs
  • 20% stiffness increase over OEM Golf R springs
  • Eradicates TSI K04 “valve float” issues
  • Supports higher revving applications
  • Weight saving beehive spring design
  • ASTM A877A OTSC round wire steel springs
  • 6AL4V American titanium retainers
  • 4140 heat-treated chrome molly steel spring seats with black oxide coating
  • 29 grams per spring
  • 2 grams per retainer
  • Compatible with OEM valves
  • Spring seats included to protects against aluminum erosion in the head





Valve Springs



Weight reduction, and not necessary stiffness, is absolutely necessary to increasing valve control.  The APR Valve Spring utilizes a beehive design that allows for a reduction in mass in not only the spring itself, but also through use of a smaller titanium retainer.  The springs feature an ovate wire design that allows for even stress distribution resulting in better control at high RPMs through a resistance of harmful valve float inducing harmonics.  The lightweight design also accomplishes accurate valve control without requiring an overly stiff spring which has been proven to snap OEM valves in half.  Each valve spring weights 29 grams and represents a 19% weight reduction over the OEM Golf R spring.  The result is a highly engineered design that’s simply plug and play!

Valve Spring Retainers



Through the use of a beehive design, APR’s Engineers were able to design and supply a valve spring retainer that’s smaller than stock to reduce weight as much as possible.  In an effort to offer extreme weight savings, at an additional 71% over the OEM Golf R retainers, American 6AL4V titanium was used for its high specific strength weighing in at only 2 grams each.  By offering outstanding weight savings, exceptional valve control characteristic are achieved while only requiring a modest 20% increase in stiffness over the OEM Golf R spring.

Valve Spring Seats



Often an overlooked piece of an upgraded valve train is the valve spring seat.  The factory heads are aluminum, and unfortunately increased spring pressure can distort or erode the mating surface overtime as they mate directly to the bare head.  To prevent this from happening, APR’s Engineers designed valve spring seats out of 4140 heat-treated chrome molly steel with a black oxide coating.  The spring seats are strong enough to withstand pressure from the springs and provide a mating surface that evenly distributes spring load across a larger area than the spring it self, allowing an increased spring rate without negative side effects to the aluminum head.

Eliminating Valve Float

It’s not uncommon to experience valve float with the OEM valve springs, even below the OEM rev limit.  On some applications like the 2.0 TSI, back pressure from the K04 turbocharger has been known to force the exhaust valves open. This has been noticed on vehicles with overly weak OEM valve springs and some with higher miles that have simply lost their stiffness over time.

This issue accompanies misfires commonly above 5000 RPM.  In some extreme cases, valves are forced open and the vehicle ceases accelerating any further.  A quick datalog of intake mass airflow and boost pressure at wide open throttle will show a sudden rise in boost pressure with an immediate loss of airflow as pressure from the open valves is pushed back into the intake manifold.

On other applications, valve float can begin to occur just beyond the OEM rev limit.  While other components, such as higher strength valves are often required for extremely high revving applications, the APR Valve Spring System will eliminate float well beyond the revving constraints set forth by the other components.


Application Guide


APR Valve Springs, Valve Seats and Valve Retainers
Set of 16 Intake / Exhaust
1.8T & 2.0T (EA113 & EA888 G1/2)
MS100085
$599.99

APR Valve Springs, Valve Seats and Valve Retainers
Set of 20 Intake / Exhaust
2.5 TFSI & 2.5L I5
MS100089
$749.99

APR Valve Springs, Valve Seats and Valve Retainers
Set of 24 Intake / Exhaust
3.0 TFSI & 3.2L FSI V6
MS100090
$899.99

APR Valve Springs, Valve Seats and Valve Retainers
Set of 32 Intake / Exhaust
4.0 TFSI & 4.2L FSI V8
MS100091
$1,199.99

APR Valve Springs, Valve Seats and Valve Retainers
Set of 40 Intake / Exhaust
5.0 TFSI & 5.2L FSI V10
MS100092
$1,499.99


No Comments »

APR’s “Boost Tap” For 1.8T & 2.0T Gen 3 EA888

Posted on July 10, 2014 – 12:00 pm

APR has just released the 1.8T / 2.0T EA888 Gen 3 “Boost Tap”!



The APR Boost Tap for the 1.8T and 2.0T EA888 Gen 3 engines is a simple, yet elegant solution for referencing boost pressure and vacuum as is commonly necessary for boost gauges.  The boost tap plugs directly into the factory intake manifold via the boost pressure sensor bung and can be removed at any time without any permanent modification.



Kit Includes:

- 1 Injection-molded boost tap
- 1 Viton o-ring seal
- 1 Stainless steel barbed connection point
- 1 MAP sensor fastener
- 1 Brass “No-buzz” mechanical boost gauge restrictor pill
- 1 Tap cap
- 5 Stepless OEM style ear clamps
- 96 Inches of 200 PSI hose
- 1 T-fitting
- 5 Black cable ties

Constructed from lightweight injection-molded glass-filled polypropylene with a Viton o-ring, the tap has very tight tolerances for leak free operation.  The reference hoses connect to the rear of the tap via a barbed stainless steel connection point and conveniently routes out of sight.  A special fastener was developed to ensure a solid OEM-style-connect between the boost tap, MAP sensor, and manifold.

In addition to the boost tap, APR provides several extra components to help suit each individual’s needs. For those requiring more than one reference source, a T-Fitting allows for more tapping points. In the case where a mechanical boost gauge is used, the brass restrictor pill limits flow and cures gauge buzz.  Just less than 100 inches of 200 PSI hose is included with OEM style ear clamps and black cable ties to allow for neatly routing hose through the engine bay.

     

The APR Boost Tap comes with a lifetime warranty and is the only solution one will need for years of reliable operation.



Application Guide

All 1.8T and 2.0T EA888 Gen 3 Engines

Audi A3 / S3 – (MK3 / Typ 8V)
Seat Leon / Cupra – (MKIII / Typ 5F)
Skoda Octavia / vRS – (MKIII / Typ 5E)
Volkswagen Golf / GTI / R – (MK7 / A7 / Typ 5G)
Volkswagen Jetta / GLI – (MK6 / A6)
Volkswagen Beetle
Volkswagen Passat B7

Part / Price: MS100079 – $59.99


No Comments »

APR R8 Stage III+ Supercharger System now R-Tronic Compatible!

Posted on June 16, 2014 – 9:00 am

After months of additional testing, Achtuning is pleased to announce the APR Stage III+ TVS1740 Supercharger System is fully compatible with the R-Tronic transmission! Check out the video featuring our very own R-Tronic equipped, APR “Stage 3″ supercharged Audi R8 being flogged on an airfield with APR’s 6-speed R8!

In the factory form, Audi’s high revving FSI V8 can leave much to be desired compared to some of the latest technological advances brought forth by Quattro GmbH in recent years. The APR Stage III+ TVS1740 Supercharger System fills the void by adding an average of roughly 46% more horsepower and torque across the entire power band. The results are nothing short of amazing; taking the R8 from 425 horsepower to 642 horsepower on pump fuel and 689 horsepower on race fuel without breaking a sweat! With 550 FT-LBS on tap thanks to the TVS1740’s positive displacement supercharger, expect instant acceleration with absolutely no lag commonly associated with other forms of forced induction.

To read more about the system and all of the included components, power, acceleration results, and more, check out our product page or contact us via email (sales@achtuning.com) or give our sales team a call: 425-895-0000


No Comments »

H&R’s “Street Performance” Coilovers for Volkswagen (Mk7) GTI

Posted on June 11, 2014 – 5:30 pm

H&R’s “Street Performance” coilovers for the VW (Mk7) GTI are IN STOCK, ready to ship from Achtuning! Simply click on the image above to be directed to our online store to place an order or call us at 425-895-0000.


No Comments »

AWE Tuning’s Track Edition Exhaust

Posted on June 10, 2014 – 9:00 am

AWE Tuning released their Track Edition Exhaust System for Audi’s (B8/B8.5) Audi S4!

The Track Edition Exhaust is a new, lower priced addition to their existing catalog of B8 and B8.5 S4 exhaust systems available right here at Achtuning. AWE Tuning also offers Touring Edition Exhaust Systems for both the B8 Audi S4 and B8.5 Audi S4, which have set the standard in B8 and B8.5 S4 exhaust tone. The Track Edition Exhaust features the same quality 304 stainless steel and hand-crafted construction as our popular Touring Edition Exhaust. The difference comes in the removal of the Touring Edition’s sound-cancelling rear mufflers, which produces a louder tone in the mid-range.

AWE Tuning Track Edition Exhaust System Highlights:

* + 8hp, +9tq at the crank
* Increased pipe diameter to 2.5” to better let the engine exhale
* Available with Chrome Silver or Diamond Black individually adjustable tips
* Engineered, developed, tested and manufactured in-house
* Thick .065″ wall T304 stainless steel tubing
* Stainless steel TIG welds
* High quality stainless steel band clamps
* Optional Downpipes for fine tuning sound volume
* Stainless steel center muffler with OEM-grade stainless steel wool and German composite packing material
* Lifetime Warranty

AWE Tuning also offers Resonated and Non-Resonated Downpipes that can be paired with the new Track Edition Exhaust System.

Resonated and Non-Resonated Downpipe Highlights:

* Resonated and Non-Resonated Downpipes feature larger-than-stock tubing diameter
* Offered as stand-alone products, or in Downpipe + Exhaust System packages
* Ability to upgrade to AWE Tuning downpipes after initial exhaust system purchase, at a reduced price, within one year of original purchase
* The downpipe and exhaust packages offer the most cost-effective solution for price-conscious customers.


No Comments »

H&R Sport Springs For Audi (8V) A3 Sedan AWD

Posted on May 28, 2014 – 2:03 pm

 

H&R has just released their “Sport” spring kit for Audi’s AWD A3 sedan and they’re available right here at ACHTUNING!! H&R’s “Sport” spring kit will lower the AWD Audi A3 sedan 1.5 inches both front and back to give the car that proper European stance and better handling. Buy yours now by clicking the image above to be directed to the “spring” section under the Audi (8V) A3 category to place that online order or give us a call at 425-895-0000!


No Comments »

Introducing the AWE Tuning VW CC 2.0T Dual Outlet Touring Edition Exhaust

Posted on May 20, 2014 – 9:00 am

Introducing the solution to global CC asymmetry: The AWE Tuning VW CC Dual Outlet Touring Edition Exhaust!

Constructed from the same 2.5” T304 Stainless Steel Tubing and utilizing the same Helmholtz resonator technology as AWE Tuning’s CC Single Side Touring Edition Exhaust, this exhaust will not only provide an exotic exhaust note with the power to back it up, but it will also present that muscular dual outlet appearance. Additionally, their R&D team has done the dirty work for us; this is a completely bolt-on solution that utilizes a modified OE rear valance package (including heat shield) from the VR6 CC. Bolt on, start up, roll out!

System Highlights

• No CEL. Guaranteed.
• Max Gains: +21 hp / +20 ft lb at the crank with CC 2.0T Downpipe
• AWE Tuning CC 2.0T Touring Edition Exhaust alone (Cat Back) produces Max Gains of +6hp /+6 ft lb at the crank
• Available with Chrome Silver or Diamond Black, individually adjustable tips
• T304 Stainless Steel Tubing
• Increased pipe diameter to 2.5″ for better breathing
• Engineered, developed, tested and manufactured in-house

This exhaust system will be added to the online store as soon as possible. Meanwhile, don’t hesitate to call or email us with any questions or to place a pre-order.


No Comments »
Audi Tuning | Audi Wheels

©2003-2014 ACHTUNING.

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.