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

Posted on February 2, 2016 – 5:00 pm

release-b8.5-intercooler-lg

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


Quick Facts:

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

Design

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

Intercooler Core Design

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

Core Style / Internal Fin Structure:

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

Internal Fin Structure

Core Size:

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

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

Intercooler End Tank Design

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

Intercooler Bracket Design

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

Testing

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

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

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

Application Guide

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

1.8 TFSI and 2.0 TFSI Engines

All Transmissions

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

Price:  $899.99

Go APR!


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APR Upgrades For New Golf R

Posted on January 20, 2016 – 5:06 pm

With a recommendation from his local VW dealer, Eric gave us a call about APR goodies for his new Golf R. We talked about APR’s ECU upgrade and mentioned we install the APR Carbon Fiber Intake for free with that ECU purchase. That discussion quickly lead to the addition of APR’s Carbon Fiber Turbo Inlet Pipe and the APR Oil Catch Can, all of which we had in stock which made Eric’s decision that much easier. All we had to do was get him on the schedule. About a week later, here we are…

The APR goodies were on within a couple of hours and we have no doubt Eric’s drive home left him smiling from ear to ear. We’ll confirm that for you in a few weeks when he returns for a set of VWR Sport Springs! Looking for APR performance upgrades for your VW or Audi? Look no further! We keep their entire menu of performance options IN STOCK at Achtuning. Contact the sales team by calling 425-895-0000 or email sales@achtuning.com


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APR Presents: C7.5 RS6 and RS7 Stage 1 Update (v1.1)

Posted on October 29, 2015 – 9:00 am

APR is pleased to announce version 1.1 is now available for the Audi (C7.5) facelifted RS7! This free update to APR customers delivers more power and torque through the power band, offering up to 667 HP and 709 FT-LBS of torque on 93 octane fuel and up to 722 HP and 849 FT-LBS on race fuel!

No appointment necessary. Just roll through between 9am and 4pm, Monday through Friday!


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APR Turbocharger Upgrade Loyalty Program

Posted on September 28, 2015 – 12:12 pm

Achtuning is pleased to announce the APR turbocharger upgrade path just got a little easier for our loyal APR customers.  Starting today, if you’ve purchased an APR ECU Upgrade and want to upgrade to one of APR’s Stage III or K04 turbocharger systems on FSI, TSI and TFSI engines, you can take advantage of fantastic savings!  APR has also lowered their standard pricing on select systems as well.  It’s their way of saying “thank you” for enjoying their ECU Upgrades before stepping up to the big leagues!

To see the savings, head on over to our product pages and take a look at the new pricing tiers.  APR customers can take $300 off K04 Turbocharger Systems, and $500 off Stage III Turbocharger Systems!  Additionally, APR’s $149 “fully loaded” EMCS Program Switching can be added for free!

APR’s new loyalty pricing is as follows:

  • $2,299.99 – Save $300! – APR K04 Turbo System (Trans EA113/EA888 Gen 2)
  • $2,399.99 – Save $300! – APR K04 Turbo System w/ 3Bar Map (Trans EA888 Gen 1)
  • $2,999.99 – Save $300! – APR K04 Turbo System (B7/B8/B8.5 A4/A5)
  • $4,999.99 – Save $500! – APR Stage III GTX2867R Turbo System (EA888 Gen 1)
  • $5,999.99 – Save $500! – APR Stage III GTX2867R Turbo System (EA113)
  • $9,499.99 – Save $500! – APR Stage III GTX3576R Turbo System (TT RS)
  • Free – Save $149 – APR “Fully Loaded” EMCS Program Switching Upgrade

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APR’s 1.8 TSI Gen 3 ECU Upgrade – All Models Years Now Supported!

Posted on September 16, 2015 – 9:15 am

Achtuning is pleased to present APR’s engine control unit (ECU) upgrade for the 1.8T EA888 Gen 3 engine.  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 ECU’s Simos 12 and new Simos 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 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 across the entire power band. APR’s ECU Upgrade increases boost pressure, optimizes ignition timing, cam timing, lambda and more to produce higher output!

APR’s ECU Upgrades provides an excellent leap in horsepower and torque while retaining OEM knock control sensitivity and other built in safety features. This results in an exciting and powerful upgrade, optimized for various fuel grades found around the world.

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 293 ft-lbs of torque and 242 horsepower with 93 AKI octane fuel. Large gains were seen throughout the power band, including an additional 99 ft-lbs of torque and 68 horsepower. The increase in power directly translates to an exceptionally quicker vehicle. Using advanced GPS measuring devices, APR’s engineers conducted several acceleration tests. During the 100-200 KPH sprint, the APR Stage I equipped vehicle crossed the finish line 9.845 seconds quicker, resulting in an outstanding 35% improvement!

Acceleration Enhancements:

Beyond horsepower 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, throttle lag commonly noticed at slow speeds and while reapplying throttle has been reduced.

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.

Power Charts

 

To view other power charts, please click the links below

87 AKI Fuel – WHP
87 AKI Fuel – CHP
87 AKI Fuel – Gain over Stock

91 AKI Fuel – WHP
91 AKI Fuel – CHP
91 AKI Fuel – Gain over Stock

93 AKI Fuel – WHP
93 AKI Fuel – CHP
93 AKI Fuel – Gain over Stock

Acceleration Chart

Quarter Mile Testing!

The APR Development Difference


APR DirectPort Programming:
APR’s DirectPort Programming is now available! 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 without a trace!


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 with far more variables logged at once, at very high data rates.


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.


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 often allows APR to make turbo upgrades operate without the need for external manual controllers.

Application Guide

YearEngineEngine CodesTransmissions
2013.5+ – VW Jetta – Manual & Tiptronic – Both Simos 12 and 18 ECUs now supported!
2013.5+ – VW Beetle – Manual & Tiptronic – Both Simos 12 and 18 ECUs now supported!
2013.5+ – VW Passat – Manual & Tiptronic – Both Simos 12 and 18 ECUs now supported!

Stage 1$599.00
Upgrade to Stage 2Add $149.00 (In development)
Upgrade to Stage 2 (With purchase of an APR Downpipe)No charge (In development)

– All stages may not be available for all vehicles.
– Pricing applicable to the USA only. If outside of the USA, please contact an APR Dealer and Importer for pricing.
– Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at any APR Dealer.
– Stage II pricing only applies to customers who have purchased an APR ECU Upgrade after February 16th, 2015.

How to Purchase


No need to schedule an appointment.  Stop by at Achtuning between 9am and 4pm, Monday through Friday.  Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at Achtuning.

Security, Warranty and Money Back Guarantee

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 Achtuning 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.

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.


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APR’s ECU Upgrade Now Available for Facelifted Audi (C7.5) S6 and S7 4.0 TFSI!

Posted on September 8, 2015 – 10:00 am

Achtuning is pleased to present APR’s ultimate engine control unit (ECU) upgrade for the Audi (C7.5) S6 and S7 4.0 TFSI V8. APR’s ECU upgrade is available in octane-specific variations, including and is conveniently flashed to the vehicle’s factory ECU through the OBD-II port without any physical modification to the factory ECU. APR’s EMCS functionality puts the control of the engine’s operation at your fingertips and allows for additional features and options to be installed to the OEM ECU.

The ECU’s 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.

APR’s Calibration Engineers spent months calibrating the engine management system, including many hours of 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 across the entire power band. APR’s ECU Upgrade increases boost pressure, optimizes ignition timing, cam timing, lambda and more to produce higher output!

APR’s ECU Upgrades provides an excellent leap in horsepower and torque while retaining OEM knock control sensitivity and other built in safety features. This results in an exciting and powerful upgrade, optimized for various fuel grades found around the world!

The APR Stage I ECU Upgrade gives you higher peak numbers of 574 HP/638 FT-LBS on 93 (R+M)/2 octane and up to 597 HP/668 FT-LBS on 100 (R+M)/2 octane race fuel! As much as 186 HP and 243 FT-LBS of torque are available through the power band! APR’s latest ECU Upgrade is fully loaded with APR’s EMCS Program Switching and is compatible with APR Mobile.

Application Guide:

Audi C7.5 S6 and S7 4.0 TFSI.
$1,499.99 – Fully loaded.


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APR ECU & TCU: Combine and Save!

Posted on August 4, 2015 – 12:32 pm

The APR TCU Upgrade for the MQB platform DQ250 DSG / S-Tronic upgrade offers a wide gamut of changes to the transmission software that is designed to enhance the driving experience. This is especially true when combined with APR’s performance engine software and hardware. The TCU Upgrade is now available again at Achtuning and starting today through the end of August, we’re pleased to announce a bundle discount of $100 for those looking to get both the ECU and TCU Upgrade at the same time. This bundle applies to the new VW MK7 GTI & Golf R as well as the new Audi A3 & S3. No appointment necessary! Just roll through between 9am-4pm, M-F.


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APR A3 and S3 2.0T S Tronic DQ250 TCU Upgrade Now Available!

Posted on July 17, 2015 – 9:00 am

APR is pleased to present the ultimate transmission control unit (TCU) upgrade for the DQ250 DSG and S Tronic transmissions! APR’s TCU upgrade is available for MQB platform vehicles and is conveniently flashed to the vehicle’s TCU through the OBD-II port with user definable options selectable at the time of install.

APR’s TCU upgrade goes beyond the overly simplistic norm of raising a few limiters, and offers a wide gamut of changes designed to enhance the driving experience especially when combined with APR’s performance engine software and hardware. With an in-depth knowledge of the transmission’s inner workings and control strategies, APR’s engineers have improved many aspects of the transmission from accelerative performance to daily drivability, while also incorporating new features including several typically reserved for higher-end Audi Quattro GmbH RS models.

Feature List

  • Faster acceleration through application specific optimized shift points.
  • Drive and Sport mode shift maps custom tailored to APR’s power upgrades.
  • User adjustable 3-step multi-launch control RPM limits.
  • User definable* max launch control RPM.
  • User definable* manual mode downshifts via the kick-down switch (on/off).
  • User definable* manual mode upshifts at max engine speed (on/off).
  • Manual mode / TT mode paddle response times optimized.
  • Manual mode / TT mode downshift time optimized.
  • Launch control response enhanced for quicker launches.
  • Torque intervention limits raised while retaining critical protection routines.
  • Temperature management optimized.
  • Gear display enabled in Drive and Sport.
  • Downshift “lockout” disabled below previous gear’s max RPM.

*APR’s DirectPort Programming suite allows the end user to tailor the TCU upgrade to their needs at the time of installation.

Drive (eco) and Sport Mode:

APR’s calibration experts found the factory drive and sport modes to be less than ideal when raising power above the factory limits. In drive mode, the transmission aggressively seeks sixth gear, earlier than necessary, leaving behind an anemic and lack luster experience for the driver. Likewise sport mode leaves a lot to be desired considering its seemingly exciting name. Under both modes, maximum shift points remain optimized for the factory power levels, which vary greatly to those produced using APR’s world-renowned catalog of performance hardware and software. As such, accelerative performance suffers due to non-optimized shift points.

To rectify this situation, APR’s engineers took a multi-step approach to custom tailoring the shift maps to sync harmoniously with APR’s performance upgrades and each platform’s gear-ratio configurations. While some may simply set wide-open-throttle, or WOT shift points to the vehicle’s max RPM limit, APR’s engineers chose shift points based on actual acceleration data. This result is gear dependent shift points typically below the engine’s max speed, but in doing so, the vehicle’s acceleration improves as axel torque is matched before and after shifts.

Under low-torque, low-rpm, part-throttle situations, both modes less aggressively seek the highest possible gear. Drive still has the benefit of economy, but stays within the power band more comfortably for a more enjoyable experience. Likewise sport mode has been optimized to provide a sporty feeling, worthy of its name. In both cases, the transmission seamlessly integrates with APR’s performance upgrades to provide an exciting driving experience.

GTI / A3 (North America):

Golf R / S3 (North America):

Manual and Tiptronic Modes

APR’s user definable options allow the end user to configure how the transmission works while the gear selector is placed in manual mode.

The kick-down switch, which is responsible for an instant downshift, is enabled by default but can be disabled at the time of install. Likewise the auto upshift that occurs at the vehicle’s maximum engine speed can also be disabled at the time of install, allowing the engine to bounce off the limiter like a manual transmission. For safety’s stake, the auto first to second gearshift is still enabled. Both of these features remain active while pulling the paddle to temporarily enter manual mode, meaning the driver can manually select a gear, but the transmission will still auto upshift at the ideal shift point.

The transmission does not lock out any manual downshifts so long as the shifting does not result in an engine RPM above the max shift point. In all situations, paddle delay is reduced, allowing for a more responsive shift to take place and furthermore, manual downshifts times have been optimized.

Launch Control

APR’s 3-Step launch control is unlike anything else in the market. At the time of flashing, the user chooses a maximum launching RPM. When activating launch control, up to three launching RPM’s are available, allowing the end user to choose the best launching RPM based on the current conditions!

At 100% throttle with the kick-down switch engaged, the vehicle will select the highest launching RPM. At 100% throttle with the kick-down switch not engaged, a lower launching RPM is activated. Finally, at roughly 50% throttle the transmission chooses the lowest launching RPM. When properly dialed in, the user is left with incrementally higher launch points ideal for the street, track and sticky tires.

Utilization of launch control results in the transmission entering the maximum acceleration mode. During this mode, intervention between a shift is minimized, resulting in faster acceleration that keeps the driver planted to the back of his or her seat. The delay typically present after lifting the brake and beginning of the physical launch has been improved for a more immediate response.

[b]Recommendation:[bb] When using launch control, excessive wheel spin will not improve acceleration and may cause undesirable behavior. APR suggests using lower launch limits under low grip situations, especially on FWD vehicles. Maximum launch RPM is only ideal with drag slicks / radials on a well-prepped drag strip.

Note: Both ASR and ESP must be fully off and the vehicle in Sport Mode to use Launch Control. This is accomplished by holding the traction control button for a length of time.

Temperature Management

Various factory torque intervention limiters are raised to their maximum value to eliminate unintended torque intervention, across the rev range, during normal and spirited driving. However, important and critical limiters are kept in place or only slightly modified, such as those related to temperature protection, to prevent premature damage to the transmission in dangerous scenarios.

Note: DQ250 transmission software is not required to meet APR’s advertised torque figures.

Gear Display Indicator

In drive (eco) and sport mode, the vehicle’s multi function display will now indicate the currently selected gear rather than a generic D or S.

The APR Difference:

APR DirectPort Programming:

APR’s DirectPort Programming is now available for the Temic Tricore DQ250 transmissions. Any APR Dealer in the world, connected to the Internet, has 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 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, immobility and general incompatibility. In some extreme cases, damage to the transmission can occur. With many factory TCU variations available for the transmission, APR’s engineers have painstakingly ensured every TCU upgrade is created using the transmission’s original file to ensure the ultimate experience!

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.

APR TCU Assembly:

APR’s Electrical Engineers have the ability to alter the code structure of the TCU. Through code-level 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 non-APR ECU and TCU Upgrades. APR cannot guarantee full compatibility with non-APR ECU Upgrades as outlined above and as such offers a 30-day money back guarantee as outlined below.

Audi A3 / S3 – (MKIII / Typ 8V) – 2.0 TFSI – 6 Speed S Tronic – DQ250
Volkswagen Golf / GTI / R – (MK7 / A7 / Typ 5G) – 2.0 TSI – 6 Speed DSG – DQ250

Price

$699

IMPORTANT AVAILABILITY DETAILS:
– Pricing: Please contact an APR Importer for pricing outside the USA.
– Availability and TCU Compatibility: Some versions and features may not be available for all TCUs.
– TCU Revision Notice: Multiple TCU revisions exist for each platform. APR software may be temporarily unavailable when factory updates are applied.  Achtuning can check availability in person, or over the phone if the TCU boxcode/revision is known.

How to purchase

Roll through to Achtuning between 9am and 4pm, Monday through Friday.  First-come, first-served.  No appointment necessary.

Please note vehicle manufacturers issue many TCU part numbers and revisions throughout their vehicle lineup. As such, some TCUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s TCU part number and revision is known, availability can be checked at Achtuning.

30 Day Money Back Guarantee:

All APR TCU Upgrades include a 30-day money back guarantee with no questions asked.  If for any reason the owner is dissatisfied with the APR TCU Upgrade, they may return to Achtuning 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.

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 or shipping charges are not included in the warranty.


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APR Presents the Oil Catch Can for MQB platform 1.8T and 2.0T

Posted on July 13, 2015 – 12:51 pm

APR is pleased to present the ultimate Oil Catch Can system for MQB platform 1.8T/2.0T engines.

The APR Oil Catch Can System is designed to prevent excessive crankcase oil vapors from entering the intake system while the engine is under boost. In doing so, the system helps reduce oil pooling in the intercooler hoses, carbon buildup on intake valves, and the decrease in octane caused by oil vapors.

Quick Facts:

  • Drains in seconds No need for tools, removal/disassembly to drain the can.
  • Four-stage baffling system Excellent oil droplet capturing properties.
  • Compact, two-piece billet design Easy disassembly for recommended annual cleaning.
  • Abrasion resistant Buna-N lines Resists oil degradation, kinks and abrasion with an OEM appearance.
  • OEM Norma fittings Makes install and removal simple with an OEM appearance.
  • Discrete hose routing Hoses are routed out of sight for an attractive install.
  • EA888 MQB Compatible Fits all 1.8T/2.0T EA888 Gen 3 MQB vehicles equipped with APR’s Carbon Fiber Intake System.
  • Catches oil Oil pools in the can, not in the intercooler piping.
  • Reduces carbon buildup Fewer oil vapors entering the intake tract helps reduces carbon buildup on the back of intake valves.
  • Increase performance Helps to reduce airflow restrictions and octane robbing oil vapors.


 

System Overview

During an engine’s combustion process extreme cylinder pressure is created. Some of this pressure ultimately becomes “blow by” gasses when it escapes the seal of the piston rings. As a result, crankcase pressure is generated and to prevent damage this pressure must be vented. Thanks to boost pressure, turbocharged engines produce more cylinder pressure than naturally aspirated engines. In turn, the requirement to effectively manage crankcase pressure is increased. More so, an increase in horsepower over stock comes through an increase in cylinder pressure, exacerbating the issue even further.

The factory system alleviates the pressure through a positive crankcase ventilation system, or PCV. Under light engine load, the PCV uses vacuum to help draw the gasses out of the crankcase and utilizes a cyclonic separator to draw the oil out of the gas. During heavy engine load, when boost pressure is present, that portion of the PCV is blocked off via a check valve and the gasses are sent directly to the inlet of the turbocharger. During this stage, little separation occurs and significant oil vapor is allowed to enter the intake tract which can cause the following:

  • Reduction in performance caused by a decrease in octane from oil vapors mixing with air/fuel mixture.
  • Reduction in performance caused by a decrease in airflow from excessive carbon buildup on intake valves.
  • Pooling of oil in the turbo, intercooler, intake tract hoses and manifold.

NOTE: Despite the popularity of deleting it, APR’s Oil Catch Can retains the factory PCV. Pulling vacuum on the crankcase is ideal as it helps ensure that all necessary gases escape. However, the factory unit incorporates a check valve that sees boost pressure. If that valve fails a boost leak would occur, decreasing engine performance until the valve was replaced. To date, APR has not seen a PCV check valve failure on any Gen 3 TSI engine. With the factory valve in place, it is also possible that some oil enters the intake tract through the cylinder head. However, most goes the way of the catch can and is subsequently captured. Though APR has had positive results retaining the factory PCV, the desire to replace it is understood and APR will be releasing a factory PCV delete that connects flawlessly to our catch can.

The APR Oil Catch Can System:

APR’s Oil Catch Can system installs between the PCV’s outlet and the inlet to the intake system and is designed to catch unseparated oil vapor. The supplied bracket and scratch resistant gasket allow the system to be installed on the required APR Carbon Fiber Intake System. This enables compatibility with all applicable MQB platform 1.8T/2.0T engines. The supplied hoses then connect and route out of site, for a clean and attractive install.

Unlike many catch can designs on the market, the APR system utilizes a track-proven four-staged baffling system. The baffles cause oil to pool at the bottom of the can, rather than the intercooler hoses. APR’s brutal track testing has proven the system works as designed, catching oil in the can and leaving the return hose clean to the touch!

Removing the oil is a cinch! No tools or can removal/disassembly are required thanks to a quick drain valve and hose conveniently located at the bottom of the can. Furthermore, servicing the can is simple, thanks to the billet two piece design.

The APR Oil Catch Can is a must have for customers interested in maintaining peak performance and keeping their intake tract and valves cleaner for the life of their vehicle.

Requirements: The APR Oil Catch Can system requires an APR Carbon Fiber Intake System for install.

Application Guide

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)

1.8T & 2.0T

MS100100

$399.99


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APR Presents the VW (B6) Passat, CC, and Tiguan (FWD) Cast Downpipe Exhaust System!

Posted on May 26, 2015 – 2:21 pm

Upgrading the restrictive factory downpipe with the APR Cast Downpipe Exhaust System is a great way to increase performance and add a sophisticated growl to the exhaust note. Ideal performance is achieved through expelling exhaust gasses at maximum velocity through APR’s proprietary, low-turbulence, investment cast downpipe. Designed and assembled in-house, the system utilizes only premium materials and world-class manufacturing techniques to deliver unmatched quality and reliability.

apr exhaust universal cast downpipe system assembled fwd 1 midapr exhaust universal cast downpipe system assembled fwd 2 mid

Quick facts:

  • Designed and assembled in-house.
  • T304L stainless steel construction.
  • Argon back-purged TIG welding.
  • Investment cast downpipe.
  • 80mm inlet with integrated o2 bung and flange.
  • Low profile, sealed/corrugated flex section.
  • 76mm outlet with integrated bracket.
  • 8mm billet bracket.
  • 76mm brushed and de-burred piping.
  • Non-swedged/slip-fit/flanged piping.
  • Investment cast o2 bungs with billet plugs.
  • 300 cell, 100mm x 100mm GESI catalyst.
  • OEM-style slip-on clamps.
  • Reducer for OEM catback compatibility.
  • OEM gasket.
  • APR Stage II ECU Upgrade price waived.
  • Limited lifetime warranty.

The factory downpipe system consists of smaller, 63mm piping with varying bends and multiple restrictive high-cell-count catalysts, all of which contribute to a less than ideal flow path and hindered performance. APR’s engineers took a multi-step approach to maximizing flow, reducing under hood temperature, and eliminating unnecessary restrictions.

Detailed component photos and information

The APR Cast Downpipe Exhaust System is a complex system designed to deliver maximum performance. Each component was designed and developed with the absolute best in performance, strength, reliability and quality in mind.

Cast Downpipe Inlet and Outlet

The exhaust system features a strong, investment cast, T304L inlet and outlet designed to maximize flow and minimize turbulence. By casting the inlet, APR’s engineers were able to create a smooth and high-flow exhaust path that maximized flow through swept blends and shapes that are otherwise not possible through conventional fabrication techniques. The inlet perfectly matches the factory turbocharger’s 80mm outlet and gradually necks down over a long distance to further enhance performance. The mounting flange, oxygen sensor bung and bracket are integrated into the casting, and TIG welding at the flex section ensures a clean inner surface eliminating turbulence, vortices and eddies to the highest degree.

With a nominal wall thickness of 2.55mm the downpipe is strong and produces a refined exhaust note compared to thin wall tubing systems. The cast sections undergo a tumbling process to smooth and de-burr any imperfections inside the pipe, while simultaneously enhancing the exterior finish. Lastly, all necessary surfaces are CNC machined for an accurate fit.

Flex Section

APR’s engineers specified a T304L stainless steel, OEM-style flex section that is fully sealed with a corrugated inner lining to improve flow and reliability. The low profile design and minimal use of bradding material eliminates clearance issues common with other designs that can billow, rub, rattle and fray over time.

Bracket

Designed to stand the test of time, the bracket is CNC machined from 8mm-thick billet T304L stainless steel and the hanger feet are threaded into place, eliminating the need for welds. Weight is removed from the bracket, wherever possible, while not hindering its structural integrity. The bracket attaches to the cast downpipe’s integrated mounting bracket, and CNC machined spacers enable compatibility across multiple vehicles.

Piping

The APR Downpipe Exhaust System features premium grade T304L stainless steel for its excellent appearance, strength and corrosion resistance properties. The pipe is rolled to the 76mm European standard diameter with a 1.5mm wall thickness and a seemingly non-existent weld seam.

Pipe is cut to length in-house via APR’s CNC-controlled bandsaw to an accuracy of .25mm, ensuring a precise fit. Each pipe is de-burred, and the exterior finish is brushed to give the exhaust piping a clean and attractive appearance worthy of the APR name. APR’s fabrication team uses argon back-purging during the welding process, leaving a clean and smooth interior surface, and TIG welding for strength and appearance. Lastly, no swedging or slip-fitting is necessary due to APR’s OEM-style clamp design, leaving smooth and less turbulent connection points.

Clamps

APR’s engineers specified a T304L stainless steel, OEM-style exhaust clamp designed to eliminate the need for flanges, swedging, or slip fittings. By using this low profile design, the exhaust system can be positioned higher in the exhaust tunnel and away from the ground with better clearances compared to flanged setups. Each clamp allows for less turbulence and greater accuracy at the connection points as the pipes simply butt up to one another rather than the ambiguity and voids associated with swedged slip fittings. Furthermore, the clamp doesn’t rely on deforming the pipe to provide a tight seal, making install and removal more convenient.

O2 Sensor Bungs

APR’s Engineers paid special attention to the details when designing the APR Cast Downpipe Exhaust System all the way down to the oxygen sensor bungs. APR’s O2 bungs are investment cast from T304L stainless steel and are curved to perfectly fit on 76mm piping, without protruding into the pipe, as this would further impede airflow beyond the sensor itself. The bungs are TIG welded to the piping and back-purging is used to ensure the interior surface is smooth and clean. Lastly, a billet T304L stainless steel bung plug is included to cap off extra ports not needed on some models.

Catalyst

APR’s engineers specified a high-quality and high-flow GESI metal 300-cell catalyst ideal for forced induction application. During dyno testing, the 100mm x 100mm design showed no measurable loss in power, thanks to the catalyst’s specifications.

Internally the catalytic converter features a proprietary blend of precious metals and loading technology that helps to reduce emissions and smell common on cat-less setups. With performance in mind, the catalyst is placed far away from the turbo outlet to reduce turbulence in the downpipe and to help reduce under-hood temperature. The low-profile catalyst features a fully captured substrate brick, which is furnace braised to the outer mantle and physically captured by the diffuser cones preventing rattling, rotation, and damage to the substrate. Subsequently, a byproduct of running the catalyst is a reduction in noise, making the system as a whole more pleasing to the ear.

Reducer

A simple and removable, T304L stainless steel reducer, featuring a smooth transition, is included, making the APR Cast Downpipe Exhaust System directly compatible with the OEM catback exhaust system.

Gasket

Included with each system is an OEM gasket, designed to mate between the downpipe and the turbocharger.

The APR Difference

The Engineering and Designing Phase

In the past APR worked with other manufacturers to develop a limited range of private-label exhaust systems outside the scope of APR’s internal development and manufacturing capabilities. Understanding the limits of such a program, combined with APR’s desire to deliver higher-quality products in a timely manner with better customer support, APR invested in internalizing the program. With the release of this exhaust system and the others like it, APR is pleased to present our first systems fully designed and engineered in-house from the ground up!

Design and development begins with the use of APR’s professional grade in-house coordinate measuring machines. APR’s engineers have full access to a Romer Absolute arm with integrated laser scanner, FaroArm and Creaform 3D laser scanner for collection of special constraints surrounding the factory exhaust system. The engineers scan the vehicles and create detailed 3D maps of their design environment while designing each system in PTC Creo 3.0 CAD software.

Using APR’s in-house stereolithography 3D printer, rapid prototypes are created for fitment on the vehicle. The design is easily and quickly verified, and if necessary, changes can be made. Once adequate clearances and fitment is confirmed, especially in areas that move under load, physical quick-cast prototypes are created and fitted for final verification through real-world use.

APR’s world-class manufacturing partners from around the globe are responsible for manufacturing each component that falls outside of APR’s internal capabilities. Working closely with each manufacturer, APR’s engineers supply CAD models, materials specs, and other design specifications and work hand-in-hand with the manufacturer to develop the components. The end result is a collection of components, wholly unique to the APR name, awaiting final finishing, assembly and quality control at APR’s 78,000 square foot facility in Opelika, Alabama in the USA.

The Fabrication, Finishing and Assembly Phase

Manufacturing takes place both internally and externally to APR while finishing and assembly is completed in-house. APR’s fabrication team cuts, brushes and de-burrs premium grade T304L stainless steel piping for use in each midpipe. Then each cast component is sent through the ceramic vibrating tumblers to smooth and de-burr surface imperfections. Each component is then cleaned by hand and prepared for assembly.

APR’s fabrication experts TIG weld each component, creating reliable, high quality and attractive welds. Each component is back-purged with argon during the process ensuring the weld is strong and consistent, as well as clean throughout. With this process complete, the APR Cast Downpipe Exhaust System is born!

Final Quality Control

APR has placed a large emphasis on improving quality control across various product lines, and the exhaust program is not excluded. To ensure the systems are delivered as advertised, APR’s engineers have taken a multi-step approach that encompasses many techniques that go beyond the industry standard.

Metallurgy Testing

APR’s engineers request full metallurgy reports with each batch of components to ensure the components are made with the T304L stainless steel grades specified on the original design prints. This information is then cross-referenced against randomly selected and independently tested samples before the components are released for assembly.

Dimensional Inspection

Great designs only matter if the manufacturer delivers the components as expected. To help ensure the designs are as specified, APR’s engineers randomly select components and conduct full dimensional inspections using in-house 3D laser scanning equipment. Tolerances are digitally checked against the original specifications and passed or failed based on the results.

Fixtures

Operating in an environment designed for accuracy and repeatability, APR’s fabrication experts leave little room for error during the final assembly phase. Jigs and fixtures, created in-house, live on custom-specified fabrication tables featuring repeatable indexing holes and extremely flat surfaces. This working environment ensures the highest level of quality control during the assembly process and safeguards against dimensional variations potentially created during the manufacturing process. The end result is a system that fits every time as it’s true to the original design specifications.

Visual Quality

When hand-building the products in-house, an extra level of control takes place. Components are visually checked for imperfections, and items that fall out of quality standards are rejected. The products are then packaged with care before being distributed across the world.

APR’s confidence in the system’s quality allows for a limited lifetime warranty.

Application Guide

Vehicles

  • Volkswagen CC
  • Volkswagen Passat (B6)
  • Volkswagen Tiguan (FWD)

Engines

  • 1.8T EA888 Gen 1
  • 2.0T EA113 (K03)
  • 2.0T EA113 (K04)
  • 2.0T EA888 Gen 1

Drivetrain

  • Front Wheel Drive

Transmissions

  • 6 Speed Manual
  • Tiptronic
  • DSG

Part Number and Price

DPK0016 – $749.99

Stage II ECU Upgrade Information

For the best results, APR recommends installing the Stage II ECU Upgrade. This upgrade requires purchase of an APR Stage I ECU Upgrade, and is included for free to the original owner and original vehicle with the purchase of an APR Cast Downpipe Exhaust System!

Stage II Upgrade Pricing

  • 1.8T EA888 Gen 1 – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
  • 2.0T EA113 (K03) – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
  • 2.0T EA113 (K04) – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
  • 2.0T EA888 Gen 1 – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free

– Stage II software may not be available for all vehicles.
– Pricing applicable to the USA only.
– Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at Achtuning.


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