Audi Tuning | VW Tuning

APR DirectPort Programming For ALL!

Posted on September 17, 2014 – 10:00 am

Achtuning is excited to announce that APR’s world renowned DirectPort Programming (DPP) will be available for nearly all Audi, Volkswagen, Seat, Skoda and other VAG vehicles produced between 2008 to today!  Gone are the days where most ECUs need to be removed and opened to install an APR ECU Upgrade.  DPP will allow us to flash APR ECU Upgrades directly to your MED17.x and EDC17.x ECU customers over the factory OBD-II diagnostic port with ease.  Welcome to a better world of APR ECU tuning.  We call it Performance Without Compromise!

Not only is APR’s DPP stealthy and less labor intensive, but also allows the release of several highly anticipated APR ECU Upgrades.  Customers of the newer flex fuel B8.5 A4 & A5 2.0Ts, various newer 3.0 TDIs and newer TT, CC & Tiguan 2.0Ts will be elated to know APR’s ECU Upgrades will be available shortly.  Furthermore, with the ability to distribute ECU Upgrades without requiring new flashing devices, APR’s Calibration Engineers are now able to work on various TDI and newer gasoline models like the recently released 1.4 TSI.

APR will debut the new DirectPort Programming at H2O International on the weekend of September 26th.  Support through Achtuning will follow starting the week after for applicable platforms.  All mentioned previously unsupported ECUs will also be supported at the show*.

Currently released Bosch MED17.x and EDC17.x ECU upgrades applicable to this release:

- 1.4 Turbo (Ex. A1)
- 1.4 Twincharger (Ex. MKV Polo)
- 1.8T EA888 Gen 1 Transverse (Ex. MK2 A3)
- 1.8T EA888 Gen 1 Longitudinal (Ex. B8 A4)
- 2.0T EA888 Gen 1 Transverse (Ex. MK6 GTI)
- 2.0T EA888 Gen 1 Longitudinal (Ex. Amarok)
- 2.0T EA888 Gen 2 Transverse (Ex. MKII TT)
- 2.0T EA888 Gen 2 Longitudinal (Ex B8 A4)
- 2.0 TDI CR Transverse (Ex. MK6 Golf)
- 2.0 TDI CR Longitudinal (Ex. B8 A4)
- 2.0 TDI CR Biturbo (Ex. Amarok)
- 3.0 TDI CR (Ex. C7 A6)
- 3.0 TDI CR Biturbo (Ex. SQ5)
- 3.6L FSI VR6 (Ex. C7 Passat)
- 4.0 TFSI (Ex. RS7)
- 4.2L FSI V8 (Ex. RS5)

Previously unsupported models:

- Late model 2.0 TSI CC and Tiguan
- Late model 2.0 TFSI TT
- Late model 2.0 TFSI B8.5 A4 and A5
- Late model TDI models

*Please note: there are numerous ECU box codes and revisions.  During the H2Oi release, some will not be available.  ECUs not currently available will need to be extracted and then will be made available at Achtuning upon release.


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APR: Performance From The Ground Up

Posted on September 17, 2014 – 9:00 am


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AWE Tuning 180 Technology™

Posted on September 10, 2014 – 12:00 pm

AWE Tuning has given their sound cancellation technology a fresh new name:  AWE Tuning 180 Technology™.  AWE Tuning “Touring Edition” exhausts from this point forward will be donned with the “180 Technology” stamp, referencing the one-hundred-and-eighty-degree out-of-phase sound waves in their technology that cancel out problematic frequencies.  This is the same AWE Tuning sound cancellation technology that’s been on AWE Tuning exhausts for years, now with a proper stamp!


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APR 1.8 TSI Generation 3 ECU Upgrade for the MQB Platform

Posted on September 3, 2014 – 9:00 am

Achtuning is pleased to present APR’s release of the ultimate engine control unit (ECU) upgrade for the Generation 3, 1.8 TSI engine as found in the MQB platform vehicles.  APR’s ECU upgrade is available in octane-specific variations and is conveniently flashed to the vehicle’s factory ECU through the OBD-II port without any physical modification to the factory ECU.






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

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

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

APR Stage I ECU Upgrade

The APR Stage I ECU Upgrade is designed to work without requiring other changes to the vehicle’s hardware. With the ECU Upgrade alone, APR’s Calibration Experts measured higher peak figures of 334 ft-lbs of torque and 247 horsepower with 93 AKI octane fuel. Large gains were seen throughout the power band, including an additional 129 ft-lbs of torque and 90 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 60-120 mph sprint, the APR Stage I equipped vehicle finished 11.6 seconds faster!

APR’s ECU upgrade is the best power per dollar modification for the new 1.8 TSI engine and takes the vehicle’s performance to similar levels typically reserved for higher output, sporty models, without pushing the limits. With factory-like smoothness and drivability, APR’s ECU upgrade will fill the void in an otherwise excellent vehicle.

Acceleration Enhancements:


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

Increased Fuel Economy:


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

Speed Limiter:


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

Left Foot Braking / Brake Boosting:


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

Clutch Protection:


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

Torque Management:


Torque management plays a big role in how the vehicle feels and preforms, 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 amount of torque on tap from the ECU upgrade. APR’s ECU Upgrade uses advanced torque management routines to minimize wheel spin and maximize forward acceleration so the driver can focus on enjoying the additional torque and power on tap. We call it Performance Without Compromise! 



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

APR Stage I ECU Upgrade Calibration Report

170 & 180 HP | 184, 200 & 207 TQ – Stock as reported by VAG
179 HP & 207 FT-LBS of torque – Stock as mesured and estimated at the crank by APR
239 HP & 321 FT-LBS of torque +82 HP @ 4,050 RPM / +117 FT-LBS of Torque @ 3,150 RPM – 91 AKI / 95 RON
247 HP & 334 FT-LBS of torque +90 HP @ 3,050 RPM / +129 FT-LBS of Torque @ 3,950 RPM – 93 AKI / 98 RON

- APR recommends and tuned with Sunoco GT 260 for 100 AKI mode and Sunoco GT 260 Plus for 104 AKI mode. Never use lower octane than specified by the mode.
- Max increases are based on APR’s actual measured stock values and not those reported by VW. | RON = ROW Fuel Grades | AKI = North American (RON+MON)/2 Fuel Grades.
- Reported wheel figures measured on APR’s in house Dynapack Dynamometer with a US Spec 2014 Audi A3 Sedan DSG, using SAEJ1349 correction and an average of multiple runs. Crank figures estimated based on the measured wheel figures. Results will vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, and other modifications.


APR Acceleration Tests



Stock vs APR Stage 1, 93 octane


7.181 vs 6.149 – 0-60 MPH
7.562 vs 6.422 – 0-62 MPH
7.591 vs 6.441 – 0-100 KPH
20.260 vs 14.770 – 0-100 MPH
28.950 vs 17.311 – 60-120 MPH
Speed Limited vs 19.682 – 62-124 MPH
Speed Limited vs 19.845 – 100-200 KPH

- Data collected at the same location with a US Spec 2014 A3 Sedan DSG via a Racelogic P-Box with ESP/ASR disabled, sport mode, and automatic redline shifts. Results will vary depending upon location, environmental conditions, vehicle, transmission, shift points, vehicle health, operating conditions, temperatures, fuel grade, weight, tires, other modifications and more.

 


The APR Development Difference


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


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


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


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

Application Guide

2013+ Audi A3 – released
2013+ Skoda Octavia – In Development
2013+ Seat Leon – In Development
2014+ Volkswagen Golf – In Development

Market

North America – Released
Rest of World – In Development!

Price
$699

- Please note, while APR tries to keep the application guide up to date, new vehicles, engine codes, transmissions and other deatils may not be listed in the guide above.
- Pricing applicable to the USA only. If outside of the USA, please contact an APR Dealer and Importer for pricing.
- The first three letters of the vehicle’s engine code are typically written on white bar code sticker on the side of the engine.
- Please note, VAG issues many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECU part numbers may be temporarily unavailable when new parts or revisions are released. If the vehicle’s ECU box code and revision is known, availability can be checked by calling APR, or visiting an APR dealer. Typical turnaround time for new ECU box code and revision is quick. Please contact APR for details.


Security, Warranty and Money Back Guarantee

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

30 Day Money Back Guarantee:

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

Limited Lifetime Warranty:

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


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Free Intake Install!

Posted on August 28, 2014 – 2:15 pm

Come in and buy an APR “Stage 1″ ECU upgrade and Carbonio intake and we’ll install that intake for FREE!  Plenty of product IN STOCK so all you need to do is call us at 425-895-0000 and schedule that installation appointment.  We look forward to hearing from you!


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Achtuning Garage Sale

Posted on August 27, 2014 – 10:00 am

 

This post will be updated with our most recent special offers not found in our online store.  Be sure to bookmark the link to this post as we are still looking for things to add while writing this entry.  These items are “garage sale” deals and all sales are final.  For questions or to purchase, call 425-895-0000 or email sales@achtuning.com.

 

Hartmann G5 wheels powder-coated satin black:
• 19×8 et35
• 5×112
• $1000 for a set of 6!

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Hartmann HS5-209 wheels powder-coated satin black:
• 19×8.5 et25
• 5×112
• $1000 for a set of 6!

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Hartmann HRS4-252 wheels powder-coated silver:
• 20×9 et25
• 5×130
• $1199 for a set of 4!

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Hartmann HRS4-252 wheels powder-coated gloss-gray:
• 20×9 et25
• 5×130
• $1199 for a set of 4!

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A RARE set of 17″ 5×112 Oettinger RE wheels:  (brand new in the box!!)
• 17×8 et45
• 5×112
• $1000 for a set of 4!

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Some VINTAGE 16″ chrome Image Indy wheels:  (brand new in the box!!)
• 16×7.5 et44
• 4×100/114.3
• $200 for a set of 4! 

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Some VINTAGE 15″ and 16″ chrome Image Vision wheels:  (brand new in the box!!)
• 16×7.5 et44 and 15×7 et36
• 4×114.3
• $200 for a set of 4! 

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A VINTAGE set of 17″ ACT SX wheels:  (brand new in the box!!)
• 17×8 et50
• 5×114.3
• Make offer.  (serious inquiries only) 

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DP Motorsport “Carrera Cup” Wheels:  (brand new in the box!!)
• 17×9.5 et25
• 5×114.3
• $2000/set of 4!

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Audi’s A3 “Votex” body kit (fits 2006-2008 non s-line body style) for sale and priced a $1000 LESS than the current, cheapest supplier in North America!  The 5-piece kit includes a front lip spoiler, side skirts, rear apron, and roof spoiler.  A 4-piece kit not including the roof spoiler is also available.

• 5pc. kit:  $573.97
• 4pc. kit:  $448.98 

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Audi’s (B5) A4 “Votex” body kit (fits 1999-2001 sedan) for sale – includes  front spoiler, side skirts, and rear valence.  All parts have factory Audi part numbers.  $499!

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APR quad-tipped exhaust for the Volkswagen (Mk5) GTI running an Oettinger kit or custom dual tip rear valence.  $899!

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Forge Motorsport VW (Mk4) 1.8T Carbon Fiber Engine Cover.  $120 shipped!

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Neuspeed short-shift kit:  p/n 66.10.93
• Fits: VW GTI MK V, Jetta V, Passat (B6) 2005-06.5 with 6-Speed manual transmission and large pin stud cable mount.  (Originally equipped with OEM shifter lever #1KO 711 051 J)
• $183.95

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Neuspeed short-shift kit:  p/n 66.02.28
• Fits: 2000-2001 Audi S4 up to Feb 2001 production date and Audi A6 2000-01.
• $183.95

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Neuspeed short-shift kit:  p/n 66.02.62
• Fits: 2001.5+ Allroad models up from VIN #70000.
• $183.95

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Audi (B5) RS4 mesh bumper grille, center – $79.95

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Ground Control Camber Plates for VW (Mk5/6) Golf/GTI, VW (B6) Passat, VW CC, Audi (Mk2) TT, and Audi (8P) A3 – $390

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Call 425-895-0000 to purchase these items.  


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APR Carbon Fiber Intakes IN STOCK!

Posted on July 31, 2014 – 11:00 am



Our first stocking order of APR’s Carbon Fiber Intake has arrived! Most of these are shipping right back out thanks to those of you who have pre-ordered with us but there are a couple left unclaimed! Order yours here or call 425-895-0000. 


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APR 2.0 TSI Generation 3 ECU Upgrade for the MQB Platform

Posted on July 16, 2014 – 2:30 pm

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





 

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

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

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

APR Stage I ECU Upgrade

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

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

Acceleration Enhancements:


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

Increased Fuel Economy:


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

Speed Limiter:


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

Left Foot Braking / Brake Boosting:


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

Clutch Protection:


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

 



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

APR Stage I ECU Upgrade Calibration Report

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

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


APR Acceleration Tests



Stock vs APR Stage 1, 93 octane


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

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

 


The APR Development Difference


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


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


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


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

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

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

Price
$699

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


How to purchase

Locate an APR Dealer:


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

Security, Warranty and Money Back Guarantee

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

30 Day Money Back Guarantee:

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

Limited Lifetime Warranty:

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


No Comments »

APR Carbon Fiber Intake System

Posted on July 16, 2014 – 2:00 pm

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




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

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



Research and Development

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


Collection of various test pieces.


Flow Bench Testing


Dyno Testing

Intake Filter Flow Bench Analysis



Intake housing Flow Bench Analysis



Engineering and Design Information

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

Improving the Pressure Ratio

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


Volute Filter Chamber


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

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

High Pressure Inlet Snorkel and Sealed Design


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

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

Reducing Turbulence

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

Directional Turning Vanes


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

Surface Roughness


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

Intake Air Temperature Management



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

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


Filtration



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

Sound

 

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

Appearance

  

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

Installation

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

Dyno Results





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

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


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

Part

CI100033

Price

$449.99

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

CI100020A

$24.99

 


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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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