Audi Tuning | VW Tuning

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


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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


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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


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APR Releases DQ250 DSG & S-tronic TCU Upgrades!

Posted on May 5, 2014 – 11:00 am

 


Achtuning is excited to announce APR’s release of the ultimate transmission control unit (TCU) upgrade for the DQ250 Exx & Fxx DSG and S-tronic transmissions!  APR’s TCU upgrade is available in engine and power level specific variations and is conveniently flashed to the vehicle’s factory TCU through the OBD-II port. APR’s patented DirectPort Programming Suite allows the end user to customize the TCU upgrade to their individual needs.

APR’s TCU upgrade enhances the driving experience by incorporating many of the same features typically reserved for high-end Audi Quattro GmbH RS models. Under blistering, wide-open throttle acceleration, the transmission shifts even more quickly than before with a higher rev limit. However, during normal, day-to-day driving, the TCU Upgrade delivers a smooth, more refined, driving experience.

End User Adjustability



APR’s DirectPort programming suite allows users to custom tailor the TCU upgrade to their needs at the time of installation. Users are given the following options, which they may change at an APR dealer at any time:

  • User definable APR pre-optimized shift patterns based on current stage of engine performance
  • User definable launch control RPM
  • User definable manual mode max RPM
  • User definable manual mode automatic up-shift on or off
  • User definable manual mode automatic down-shift on or off (Kick-down switch)



APR will adjust any mismatch between Engine Control Unit (ECU) and TCU max RPM or standing rev limiters, should any conflicts arise.

Drive Mode Characteristics



Drive mode’s performance and comfort is greatly improved based upon the current stage of engine performance. Gear change up-shift and down-shift points occur based on engine load and throttle position, rather than hard set points, and as such occur more smoothly and less abruptly. The driver may feel more connected to the vehicle as the gear changes occur more naturally. Under part throttle driving, the transmission will stay in the current gear until the appropriate moment necessary to shift, rather than jumping to higher gears too quickly. This is especially true for calibrations geared towards larger turbocharger systems where response characteristics of the turbocharger changes the part throttle driving experience. Under wide-open throttle acceleration, shifting times are reduced and the maximum shift point RPM is set to the ECU’s rev limiter.


Sport Mode Characteristics



Sport mode’s performance and comfort is also greatly improved based upon the current stage of engine performance. Expect extremely fast gear changes as the wide-open throttle shift times are reduced. APR’s taken a two-stage approach to wide-open throttle operation as well. Shift points are optimized to deliver the fastest acceleration possible under wide-open throttle by following the torque curve of each available stage. However, with the pedal pressed far enough to hold the kick-down switch, shifts points override the torque curve and now occur at the maximum engine RPM!

Part-throttle drivability is greatly improved too. Some factory DQ250 transmission software is too aggressively geared towards holding high RPMs, and often uncomfortably down-shifts when unwanted. Under low accelerator pedal position, low load driving, gearshifts occur earlier, allowing the driver to enjoy sport mode even during those moments when wide-open throttle operation is not permissible. However, should the driver request more torque with his or her right foot, the transmission comes alive in the true spirit of sport mode!


Manual Mode Characteristics



At the time of installation, the user is able to select several options that change the behavior of manual mode. The user has the ability to enable or disable either the manual mode automatic kick-down switch for automatic down-shifts as well as the automatic up-shift that occurs at redline. For safety and acceleration, APR’s engineers kept the automatic up-shift present in first gear.

The ECU defines the maximum engine RPM possible. Using APR’s user definable max RPM settings, the end user can match the ECU’s RPM to the TCU RPM to avoid hitting the engine rev limiter should the automatic redline up-shift option remain active. In the case where an APR ECU Upgrade’s redline is lower than expected, APR can issue a free ECU update to correct the max engine RPM.

During manual mode shifting times are not only greatly improved, but the artificial delays between requesting a shift with the paddles and shifter are reduced as well. As soon as a shift request is made, the transmission instantly begins the shifting routine. Furthermore, the down-shift lockout is removed, allowing the operator to downshift at any point, so long as the next gear does not surpass the max engine RPM.

With manual mode tailored to the end users need, they are presented with a more enjoyable driving experience that operates exactly how they choose. We call it Performance Without Compromise!

Launch Control



APR’s TCU upgrade enables launch control on all vehicles. At the time of installation, the user is able to select their desired launch RPM, as they see fit! Launch control activates quickly, with a wider operating window, by limiting some of the stubborn activation criteria some models face during activation. The end user will notice launches now occur more rapidly with less delay between releasing the brake and forward momentum. The clutches fully grab quickly off the line and shift times are reduced. This directly translates into faster acceleration!

APR will adjust any mismatch between Engine Control Unit (ECU) and TCU standing rev limters, should any conflicts arise.

*Please Note, the vehicle must be equipped with a traction control button to enable launch control.*

Gear display indicator



APR’s TCU upgrade enables the gear display indicator for Drive and Sport mode in the vehicle’s multi function display.

Torque Limits



All too often TCU upgrades are sold as a solution to “torque limiters” in which many companies charge extra to raise. While some companies may have trouble with torque interventions from the transmission, even at stage I power and torque levels, APR ECU upgrades do not require a TCU upgrade to meet advertised peak torque levels. APR does not charge extra to “raise the limits.” Raising the limits does not increase performance and does not increase the transmission’s ability to hold more torque. The maximum torque limiters are simply removed, allowing customers unrestricted operation. In the event torque is limited by the factory clutches, upgraded units may be installed and torque may be increased without TCU intervention.

DSG Temperature Management



Temperature management is an important part of the DQ250 transmission. While some software may simply remove temperature protection routines all together and claim increased cooling performance, APR’s TCU upgrade only allows the maximum safe temperature levels before intervention. Unlike the factory intervention routine, which simply allows for nearly no torque to be transmitted through the transmission at all, APR’s over temp intervention allows for a very limited amount of torque, enough so the vehicle can be safely driven off the track or pulled to the side of the road. In keeping the vehicle moving, airflow continues across the radiator, which in turn keeps coolant temps low and aids in removing heat from the factory DQ250 water to oil cooler to restore full operation.

Typical Max ECU Rev Limits

  • Naturally Aspirated Engines (ex, 3.6L FSI) – 6,800 RPM
  • 2.0T TDI CR Engines – TBD
  • 2.0T EA113 K03 Turbo Engines – 6,800 RPM
  • 2.0T EA113 K04 Turbo Engines – 7,100 RPM
  • 1.8T & 2.0T EA888 Gen 1 IHI Turbo Engines – 6,800 RPM
  • 2.0T EA888 Gen 2 IHI Turbo Engines – 6,800 RPM
  • 2.0T EA888 Gen 3 Honeywell Turbo Engines – 6,800 RPM
  • 1.8T EA888 Gen 3 IHI Turbo Engines – 6,800 RPM
  • 2.0T EA888 Gen 3 IHI Turbo Engines – 7,100 RPM
  • K04, Stage III and III+ Upgraded Engines – 7,100 RPM



Any mismatches in APR ECU/TCU redline can be altered upon request.

The APR Difference

Please note APR’s TCU upgrade is for the Temic Tricore based Exx and Fxx transmissions. Earlier Power PC based Cxx transmissions as found in vehicles such as early K03 based EA113 2.0T’s and older 3.2L VR6’s greatly differ in their features, capabilities and TCU complexity.


APR TCU Upgrade Creation



APR’s engineers have taken a direct and custom approach to calibrating the TCU. All too often others create a generic calibration that is forced across a wide range of different vehicles and transmission versions. Unfortunately this generic method of copy and paste tuning can result in some undesirable effects, such as slow up shifts and downshifts, torque interventions, stumbling and immobility. In some extreme cases, damage to the transmission can occur. With hundreds of factory TCU variations available for the DQ250, APR’s engineers have painstakingly ensured every TCU upgrade is created using the transmission’s original file to ensure the ultimate experience!

APR DirectPort Programming



APR’s patented DirectPort Programming is now available for the Temic Tricore Exx and Fxx DQ250 transmissions. With a simple connection to the Internet, we have direct access to APR’s latest TCU upgrades for installation directly over the vehicle’s OBD-II port. This completely eliminates the need to remove and open the TCU and can be uninstalled at any time!

APR TCU Composer



APR’s proprietary TCU Composer is used for altering the transmission management system. With full access to every table, map and variable within every TCU, APR’s Calibration Engineers are not limited to the handful of pre-defined maps as is common for most tuning companies.

APR TCU Assembly



APR’s Electrical Engineers have the ability to alter the code structure of the TCU. Through code levels changes, APR’s Engineers are able to add future features to the TCU otherwise impossible through calibration changes alone.

Application Guides

For best results, APR advises against mixing and matching non APR TCU and ECU Upgrades. APR cannot guarantee complete compatibility with non APR ECU upgrades. Please read our 30 day money back guarantee section for more details.

Transmission Types

DQ250 – Exx & Fxx – Temic Tricore – 6 Speed DSG & S tronic

Stages

Stage I – For use with the stock turbo and naturally aspirated engines
Stage II – For use on vehicles with an upgraded K04 Turbocharger
Stage III (COMING SOON!) – For use on vehicles with an upgraded Stage III/III+ or larger Turbocharger

Each stage is specifically tailored for each individual application

Price

$599

Please note changing options or switching between stages I and II is free!  (labor costs may apply)

Supported Vehicles / Engines

2.0 TDI CR – Transverse – Coming Soon
2.0T – EA113 – Transverse – Exx and Fxx only. Early Cxx models not available. 
1.8T – EA888 Gen 1 – Transverse
2.0T – EA888 Gen 1 – Transverse
2.0T – EA888 Gen 2 – Transverse – (Late model TT)
2.0T – EA888 Gen 3 – Transverse – 2013.5+ Jetta/GLI, Beetle & Passat
2.0T – EA888 Gen 3 – Transverse – New MQB GTI, R, A3, S3, Octavia Etc Coming Soon!
3.6L FSI VR6 – Transverse – Exx and Fxx only. Early Cxx models not available. 

Security, Warranty and Money Back Guarantee

30 Day Money Back Guarantee



All APR TCU Upgrades include a 30-day money back guarantee with no questions asked. If for any reason you are dissatisfied with the APR TCU Upgrade, return to your place of purchase for a full refund, provided you are within the 30 day period from the time of your initial purchase. Labor charges are not included in the guarantee.

Limited Lifetime Warranty



All APR TCU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available. Labor charges are not included in the warranty.


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2014 Port Townsend Cruise Raffle Winners

Posted on April 9, 2014 – 12:07 pm

 

On Saturday, April 5th we had 242 European car enthusiasts gather at Pacific Raceways in preparation for the 2014 Port Townsend Cruise.  Participants were encouraged to bring a minimum cash donation of $10 benefiting Seattle Cancer Care Alliance in exchange for raffle tickets.  Available prizes included a set of H&R “Street Performance” coilovers, a set of H&R front and rear sway bars, a free APR ECU upgrade, a set of front and rear StopTech “Street Performance” brake pads, and some FREE services from Achtuning including TWO free wheel alignments, a free brake fluid flush, and a free oil change with tire rotation!  A big “Thank you!” to our supporting vendors/sponsors – APR, H&R, and StopTech – who have thrown in so much for the sake of our European enthusiast community!!  Between those 242 cars, $4915 was collected for Seattle Cancer Care Alliance!!  We can’t thank you Pacific Northwest enthusiasts enough for your generosity.  We hope everyone had a great time and look forward to next year’s event.

And now, our PTC2014 Raffle Winners:


* ticket #7114597 – a FREE set of H&R “Street Performance” coilovers!


* ticket #7114610 – a FREE set of front/rear H&R sway bars!


* ticket #7114463 – a FREE APR ECU upgrade!


* ticket #7114573 – a FREE set of front/rear StopTech brake pads

FREE wheel alignment #1:
* ticket #7112424

FREE wheel alignment #2:
* ticket #7112381

FREE brake fluid flush:
* ticket #7114438

FREE oil change & tire rotation:
* ticket #7114620

Winners, please contact Achtuning staff immediately and be prepared to present your raffle ticket when you come to claim your prize. Keep in mind the H&R gift certificates expire at the end of May this year so don’t wait to claim your prize!!


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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 Spring Sale: April 7th – May 4th

Posted on April 7, 2014 – 9:00 am

The annual APR Spring Sale is upon us! Just about everything from APR featured in the Achtuning online store is ON SALE and IN STOCK now through May 4th, READY TO SHIP!! Begin shopping online or give us a call at 425-895-0000 to place your order. Immediate shipping/tracking results will be shared with you since we’re ready to ship your IN STOCK APR orders!!


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2014 Port Townsend Cruise Raffle Prizes

Posted on April 4, 2014 – 4:11 pm

Are you joining us THIS SATURDAY for the 2014 Port Townsend Cruise benefiting Seattle Cancer Care Alliance?

HANG ON to those 2014 Port Townsend Cruise raffle tickets that you pick up during the 9am roll-in at Pacific Raceways tomorrow morning! You will get one raffle ticket for every $10 donation towards Seattle Cancer Care Alliance. Raffle winners will be announced the following Wednesday, April 9th, right here as well as on the Port Townsend Cruise Facebook Page so STAY TUNED!

Raffle prizes include:
* APR ECU upgrade for Audi or Volkswagen (valued up to $1000!)
* H&R “Street Performance” Coilovers for Audi or Volkswagen
* H&R Front & Rear Anti-Sway Bars for Audi or Volkswagen
* StopTech Front & Rear “Street Performance” Brake Pad Set
* A FREE wheel alignment from ACHTUN!NG (x2)
* A FREE brake fluid flush from ACHTUN!NG
* A FREE oil change & tire rotation from ACHTUN!NG

… AND MORE STUFF STILL COMING!!

(Not sure what we’re talking about? Click here to learn more!)


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PTC2014: FREE swag from APR

Posted on March 19, 2014 – 9:00 am

APR just sent us this image of some APR goodies they are sending our way to hand out for FREE to 2014 Port Townsend Cruise participants!

Be sure you’re at Pacific Raceways at 9am on Saturday, April 5th for the pre-cruise activities! Achtuning will be handing out FREE swag from several of our favorite vendors just before the 10:15am driver’s meeting. See you there and GO APR!!


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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.