Audi Tuning | VW Tuning

Achtuning is proud to announce the ultimate ECU Upgrade for the Audi Q5 TFSI V6 is now available through APR’s patented DirectPort Programming! Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest ECU upgrades for loading directly over the vehicles 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’s extensive research and development provides you with a powerful ECU upgrade with no loss of drivability or reliability. Expect faster acceleration, improved throttle response and more power across the entire power band.

APR’s 3.0 TFSI V6 ECU Upgrade is an expertly recalibrated engine control strategy that primarily remaps the engine’s operating parameters, within the factory ECU, to provide smooth and reliable power as if intended by the OEM. APR’s ECU Upgrade is developed to work within the OEM and Tier 1 Supplier specifications for engine component stress tolerances and performance specifications and is thoroughly track tested through APR Motorsport’s Grand-AM and World Challenge professional racing efforts. Available in octane-specific variations, APR’s calibrations allow you to take advantage of fuel quality available in your area.

The APR Stage I ECU Upgrade gives you higher peak numbers of 334 horsepower and 332-ft. of torque measured at all 4 wheels, but also gains of up to 101 all wheel horsepower and 86 lb-ft are available throughout the power band!

For those demanding more torque, The APR Supercharger Pulley Upgrade is the answer. Spinning the supercharger faster increases air flow allowing for higher boost levels and more power. The gain in torque is felt immediately, but the results are present across the entire powerband. Expect gains of 132 all wheel horsepower over stock, a second dropped sprinting from 0-60 mph and over 7 seconds faster in a 62-124mph sprint! Software is included as a free upgrade for APR Stage I customers with the purchase of an APR Supercharger Pulley Upgrade.

APR’s ECU Upgrade is the best power per dollar modification for the new 3.0 TFSI V6 and gives it just the extra edge these cars lack from the factory without pushing the limits. With factory-like smoothness and drivability, APR’s ECU upgrade will fill the void in an otherwise excellent car.

• Available Fuel Grades: North American 91, 93, & 100 octanes.
• Requirements: Stage I requires no hardware upgrades. Stage 2+ simply requires an APR Supercharger Pulley Upgrade.

Acceleration Enhancements:
Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the A6 and A7 through other calibrations changes. Artifical limiters are reduced resulting in a more responsive pedal without altering overall throttle sensitivity.

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 your fun!

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 your driving style and fuel quality, you may see better miles per gallon!

Left Foot Braking:
APR’s Left Foot Braking feature allows more control over the vehicle’s throttle. The factory equipped Q5′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 Q5 the edge it needs at the track. As is with all features APR adds to the ECU, this feature may be removed upon request.

Dyno Performance

APR Calibration Report (Measured at All 4 Wheels)

Peak Power
244 AWHP – Stock
334 AWHP – APR Stage 1
364 AWHP – APR Stage 2+
+101 AWHP @ 6150 RPM – Stage 1
+132 AWHP @ 6200 RPM – Stage 2+

Peak Torque
280 AWTQ – Stock
332 AWTQ – APR Stage 1
353 AWTQ – APR Stage 2+
86 AWTQ @ 6100 RPM – Stage 1
112 AWTQ @ 6100 RPM – Stage 2+

0-60 MPH
6.0 seconds – Stock
5.0 seconds – Stage 2+

0-100 MPH
14.8 seconds – Stock
11.8 seconds – Stage 2+

62-124 MPH
19.8 seconds – Stock
12.7 seconds – Stage 2+

60-130 MPH
Speed Limited – Stock
15.9 seconds – Stage 2+

APR 3.0 TFSI Power Play!

The APR Stage 2+ software comes standard with an APR Supercharger Pulley Upgrade for existing APR Stage I customers. Customers making a switch from another tuner can jump right into APR’s Stage 2+ ECU Upgrade and Supercharger Pulley System at a discounted rate. Read more here.

The APR Development Difference

APR DirectPort Programming:
APR’s patented DirectPort Programming is now available for the Simos 8.5 ECU as found in the Audi Q5! Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest ECU upgrades for loading directly over the vehicles 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. 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 on the 3.0T FSI with APR’s Quick Flashing. APR’s Calibration Engineers can reflash the ECU only a minute later rather than waiting 10 to 20 minutes between each flash.

APR ECU Assembly:
APR’s Electrical Engineers have the ability to alter the code structure of the ECU to add features not available from the factory. Through code levels changes, APR’s Engineers are able to add features to the ECU. Other changes allow higher torque limit 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 not require DSG software to meet or exceed advertised gains. On the highly modified end, this allows APR to make Stage III Turbo Upgrades operate as if intended by the OEM. For most 3.0T owners, the advantage of this ability is the addition of APR’s patented EMCS Functions. EMCS puts the control of the engine’s operation at your fingertips and allows for additional features and options to be installed to your ECU.

Application Guide
Audi Q5 3.0 TFSI

Price
$1,299

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 you are dissatisfied with the APR ECU Upgrade, return to your place of purchase for a full refund, provided you are within the 30 day period from the time of your initial purchase. Labor 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.

We’ve seen consistent weight savings across the board when ditching stock brake parts for StopTech’s Big Brake Kits.  In addition to decreasing braking distance and increasing cooling capabilities, un-sprung weight loss is also an important, added benefit for performance.  Below are images comparing StopTech’s ST40 BBK and the even lighter Trophy ST40 BBK for Volkswagen’s Golf R whose factory parts come in weighing 13.95 lbs. heavier than the standard ST40 calipers.

StopTech Big Brake Kits for the Volkswagen Golf R as well as several other applications are IN STOCK here at Achtuning!  Give us a call (425-895-0000) for availability and pricing or simply head to our online store and begin shopping.  We’d also like to remind everyone that your StopTech BBK purchase qualifies for FREE rear SportStop parts (OE-sized matching rear rotors, StopTech Street Performance pads, and stainless-steel braided brake lines).  Did we mention we offer FREE SHIPPING on any StopTech order?  (We have, just wanted to remind you.)  We also stock replacement hardware for StopTech’s big brake kits!!  Could you possibly need another reason to shop StopTech at Achtuning?

Achtuning is pleased to announce APR’s release of DirectPort Programming for the 3.0 TFSI!

APR’s patented DirectPort Programming is now available for the Simos 8.5 ECU found in many new 3.0 TFSI equipped vehicles! DirectPort Programming allows any authorized APR Distributor to directly program the vehicle’s ECU over the OBD-II port without ever removing or opening the ECU. The process is quick and easy thanks to APR’s online DirectPort Programming interface. Every upgrade takes place through an internet connection to APR’s HQ ensuring each customer receives the latest software updates. APR will begin announcing support for each platform in the following days and is pleased to announce several are ready for DirectPort Programming Stages I and II+ today as listed below.

DirectPort Programming – Currently Supported Vehicles:
- C7 A6 3.0 TFSI
- C7 A7 3.0 TFSI
- Q5

DirectPort Programming – Nearing Completion:
- B8.5 S4 3.0 TFSI
- B8.5 S5 3.0 TFSI

DirectPort Programming – Nearing Completion – Please contact us!
- B8.5 A4 3.0 TFSI
- B8.5 A5 3.0 TFSI
- D4 A8/A8L 3.0 TFSI
- Q7*

Supported Under Existing APR UPD Programming Methods. DirectPort Programming Support Coming Soon!
- C6 A6 3.0 TFSI
- B8 S4 3.0 TFSI
- B8 S5 3.0 TFSI
- Q7*

*Some Q7 models support DirectPort Program and others only support the APR UPD at this time.

Please note Audi supplies several ECU box codes and revisions for each vehicle. If a new ECU is found, please contact us!

Achtuning is pleased to announce APR’s release of their Oil Protection System (OPS) for the 2.0 TSI EA888 Gen 1 engine. The OPS is designed to protect the engine from oil starvation, which can cause immediate and comprehensive engine failure.

The APR OPS is a racing inspired product backed by years of testing in the Grand-AM Continental Tire Sports Car Challenge. APR Motorsport’s 2.0 TSI racing program quickly exposed issues related to the engine’s design, leading to rapid engine failure during high lateral G loads. These situations are easily producible on the street during spirited runs on a twisty road, or taking highway on-ramps at high speeds. However, they are exacerbated on the track with race compound tires.

The TSI’s oil starvation problems are caused by the engine’s inability to circulate oil back to the oil pan and pickup point quickly enough during the driving situations described above. The oil level in the pan falls below the pickup point and oil pressure drops. With oil no longer providing a protective barrier between critical components, metal on metal contact occurs, wearing parts rapidly. With enough wear, massive engine failure can occur.

APR Motorsport spent a considerable amount of time researching the TSI’s oiling system to investigate traditional methods of addressing the problem. Baffling the oil pan, modifying the PCV system and enlarging the drain back ports from the cylinder head proved ineffective. Once the problem was fully understood the APR Oil Protection System (OPS) was created.

The OPS is a pressurized external oil accumulator designed to instantly add oil into the system the moment oil pressure dips below a predefined level. The OPS slowly presses oil into the system over a period of time until pressure equalizes, and starvation is no longer an issue. The included APR CAN Controller interacts with the ECU on the CAN bus allowing APR’s engineers to calibrate the system to only activate when necessary. At a specific RPM, the system automatically arms. This prevents the OPS from over filling the engine while idling in the pits at the track or while stopped on the street.

Video Demonstration:

To better understand a generic overview of the problems solved by the APR OPS, please take a moment to view this informative video.

Oil Pressure Data:

Part
MS100048

Price
$1,299.99

Engine
2.0 TSI (EA888) Gen 1

Confirmed Vehicles
The APR OPS was designed around the MK6 GTI/GLI platform vehicles and may fit other 2.0 TSI EA888 vehicles. Confirmed fitment is listed below.
* VW MK6 GTI
* VW MK6 GLI
* VW Beetle

Troy brought us his 2001 Audi TT that he and his family have daily driven since the car rolled off the dealer lot 12-years ago. Regular service intervals and all-around proper care kept this 150K mile roadster in great shape and has served the family well. Not yet willing to part with the car after picking up a new Audi TTRS, Troy decided to bring their beloved TT to Achtuning for a new lease on life. It was decided the TT would serve as the family’s weekend fun-mobile and eventually a dedicated track car so engine, suspension, and brakes would need attention. For phase 1 of the project we inspected the car completely and found a few items needed to be addressed before adding more go-fast bits. Once that was all done, we moved on to phase 2 with suspension and brakes. First, H&R’s Street Performance Coil-Overs would replace the TT’s original and now very worn suspension and allow the TT to corner with ease and keep the car stable. StopTech’s ST40 355mm big brake kit would serve to better stop the TT before we add more power while the popular motorsport inspired Hartmann Euromesh 4-GS wheels were mounted to clear the new, much larger brake calipers.

Phase 3 will begin in a week or so with a Techtonics Tuning down-pipe mated to a Hartmann cat-back  exhaust which will complement the APR K04 turbo that will make it’s way under the hood.  Stay tuned!

Achtuning presents the APR 2.0T FSI Stage III GTX Turbocharger System & Upgrade Kit! (EA113-K03 Vehicles)

Building upon over a decade’s worth of experience with turbocharged Audi and VW engines, including over half a decade with direct injected engines, APR’s Engineers have taken the 2.0T FSI to ground breaking levels of performance without compromise.

APR has introduced the 2.0T FSI Stage III GTX Turbocharger System. Producing over 405 horsepower on 93 (R+M)/2 octane and 449 HP in racing configurations, Stage III GTX places the 2.0T FSI’s accelerative performance in the same league as that of large V8 supercharged muscle cars and sub $400,000 exotic sports cars.

The new APR Stage III GTX Turbocharger System represents a large leap in technology over our previously available GT Turbocharger System. The new system’s response is much quicker, spooling hundreds of RPM sooner thanks to the latest in Garrett turbocharger technology and advancements in the ECU Upgrade. Further refinement of the fueling system increases the vehicle’s reliability and drivability to levels only matched by the OEM. A substantial increase in horsepower and torque results in roughly a 30-50 HP gain in the area under the curve over the previous system. As you hear a new exotic growl from your exhaust system, expect exhilarating g-force levels sure to put a huge grin on your face!

To learn about many component included in the APR Stage III GTX Turbocharger System, see below. For previous owners of the older APR Stage III GT Turbocharger System, an upgrade package is available.

APR Stage III GTX Components

Turbocharger

At the heart of Stage III GTX is a GTX2867R turbocharger, consisting of the latest technologies from Le Mans’ winning turbo manufacturer, Garrett Honeywell. The internally gated unit features a fully-machined, ten-blade billet compressor wheel and a dual ball bearing oil and water-cooled CHRA. APR’s Engineers spent countless hours testing turbine inlet and A/R sizes in order to decrease turbocharger lag without negatively impacting peak power. The newly developed compressor housing utilizes anti-surge porting, which greatly complements the lightning fast spool characteristics of this unit and grants APR’s Engineers the ability to deliver massive levels of torque inducing boost pressure, even in the lower RPM range.

Each turbocharger unit is assembled and clocked in house at APR with the necessary brackets to ensure proper wastegate fitment and orientation. Each wastegate is then calibrated for precise operation and control to ensure seamless integration with the expertly recalibrated OEM engine management system.

APR Stage III GTX Software

The factory Bosch MED 9 engine management system is responsible for proper operation of the engine in all 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 marks.

With the significant amount of changes included in the APR Stage III GTX Turbocharger System, APR’s Engineers spent months recalibrating the engine management system to operate smoothly as if intended by the OEM. Thanks to APR’s incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise.

APR’s EMCS program switching technology puts control of the ECU in your finger tips allowing you to access modes for standard pump fuel, high output race fuel and even reduced output valet modes to protect your vehicle against improper use by other individuals. This technology is patented by APR and is found nowhere else in the world. It’s Performance Without Compromise only APR can deliver!

*Note* Exiting APR Software customers will receive a fully loaded ECU. New Customers will receive 1 program and may purchase additional programs al la cart. Please check for EMCS availability.

Exhaust Manifold

Attached to the turbocharger is APR’s investment-cast, super alloy, nickel-chromium-based Inconel 625 Manifold featuring APR’s Sequential Exhaust Pulse runner lengths. Unlike hand welded tubular manifolds, Inconel is a very high temperature resistant material designed to withstand extreme exhaust gas temperature changes without expanding, contracting, melting or cracking under stress. This material is typically found only at the highest levels of professional motorsport racing where reliability is essential to success.

Investment-cast Inconel features heat retention characteristics which aid in turbo response by keeping exhaust velocity high. Ensuring each exhaust pulse arrives at the collection point without collision is critical to producing lightning fast response and immediate torque delivery. Using 3D modeling and computational fluid dynamics software, APR’s Engineers designed varying short runner lengths calibrated to deliver sequential exhaust pulses without collision. A reduction in backpressure from the high flow design directly enhances power delivery.

Each manifold is investment-cast in the United States of America and machined in house on APR’s CNC machines to ensure high casting tolerances, repeatable results and strict quality control. The thick casting material reduces unwanted exhaust noise leaving behind a powerful and exotic growl.

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

Induction and Charge Piping

Wire reinforced, multi-ply silicone hoses provide an unrestricted path for airflow to enter and exit the turbocharger at over 1,000 kilograms per hour. The ultra rigid design ensures boost and vacuum piping will not swell or collapse causing leaks and restrictions in the induction and charge piping system supporting boost response and turbo recovery. Each hose is engineered to fit properly into the vehicle’s engine bay with all necessary emissions and reference ports securely affixed.

APR’s Easy-Flow Silicone Hose design features stepped mounting surfaces for smooth transitions from one pipe to another. Traditional designs simply sit on top of each other, often resulting in a disruptive airflow path. By using the stepped design, hoses fit properly without airflow restrictions, resulting in the most ideal path for moving air through the turbocharger and into the engine.

Turbo Outlet Pipe

To provide unrestricted and smooth airflow from the turbocharger to the intercooler, the APR Stage III GTX Turbocharger System includes a cast enlarged turbo outlet pipe to properly deliver the additional airflow from the larger turbocharger.

Mass Airflow Housing

The vehicle’s engine management relies on load calculations to accurately control the engine. Calculations are made by measuring airflow across the Mass Airflow Sensor and this is a critical component of the APR Stage III GTX Turbocharger System.

The small and restrictive factory unit is removed and replaced with the much larger housing. To ensure accuracy, APR’s MAF housing is cast in the United States of America and CNC machined in house at APR to ensure repeatable results. The long, precision-machined housing features a honeycomb airflow straightener to further aid in accurately reading airflow levels. Simply enlarging the MAF housing is not permissible without accurate adjustments to the factory engine management system, which is included with APR Stage III GTX Turbocharger System.

Oil and Coolant Lines

APR’s oil and coolant lines are specific to the vehicle’s Stage III GTX System and provide years of leak free operation. The oil lines feature flexible braided stainless steel with CNC mandrel bent hard-lines for specific and clean hose routing as if intended by the OEM.

Low Pressure Fuel Pump System

The APR Low Pressure Fuel Pump System is a complete, OEM style, PWM controlled drop in fuel pump and controller solution designed to fit cleanly in the OEM location. The upgraded pump provides adequate low-pressure fuel to the APR High Pressure Fuel Pump to support the power levels produced by the APR Stage III GTX Turbocharger System.

High Pressure Fuel Rail Valve

The factory vehicle’s gasoline direct injection injectors require higher than factory fuel rail pressure to achieve targeted air fuel ratios under high load, wide open throttle operation. APR’s Low Pressure Fuel Pump delivers the desired volume of fuel to the APR High Pressure Fuel Pump, which provides increased fueling headroom over the factory unit. However, the factory High Pressure Fuel Rail Valve limits maximum rail pressure below the desired level. The included APR High Pressure Fuel Rail Valve is calibrated to increase the maximum rail pressure to levels necessary for proper operation.

In doing so, APR’s able to support far higher horsepower levels than achievable on the existing APR Stage III GTX Turbocharger Systems without the need to alter the factory, correct spray pattern, injectors. This results in smoother part throttle operation, factory-like cold starts and fewer unburnt hydrocarbons emitted from the tailpipe under all conditions compared to other fueling options.

Cast Downturn and Downpipe

The GTX2867R internally gated turbocharger unit features a Garrett five-bolt flange, which differs from the OEM turbocharger flange. To support this design, the APR Stage III GTX Turbocharger System includes cast stainless steel exhaust downturn and downpipe, which mates directly to an APR Midpipe, Downpipe or Turboback Exhaust System.

Nuts, Bolts, Gaskets, Washers, Clamps, Fittings, etc

Every APR Stage III GTX Turbocharger System includes all necessary components for a complete install.

Bracketry

No matter how small the part, each piece of the APR Stage III GTX Turbocharger System oozes with quality evident in pieces like the Stage III GTX’s laser cut ancillary brackets and carriers.

Spark Plugs

Proper temperature range spark plugs are included with each APR Stage III GTX Turbocharger System.

Power Output:

Stock – (VAG’s Published Ratings)
200 HP
207 FT-LBS of Torque

Stock – (APR’s Rating on 93)
218 HP
222 FT-LBS of Torque

APR Stage III GTX – 91 (R+M)/2 or 95 RON
386 HP
346 FT-LBS of Torque
+187 HP Gain over Stock at 7100 RPM
+140 FT-LBS Torque Gain over Stock at 6800 RPM

APR Stage III GTX – 93 (R+M)/2 or 98 RON
405 HP
363 FT-LBS of Torque
+205 HP Gain over Stock at 7100 RPM
+153 FT-LBS Torque Gain over Stock at 6750 RPM

APR Stage III GTX – 100 (R+M)/2 or 104 RON
449 HP
376 FT-LBS of Torque
+259 HP Gain over Stock at 7100 RPM
+192 FT-LBS Torque Gain over Stock at 7100 RPM

Dyno Charts:

More Dyno Charts:

• APR Stage III GTX – 91 (R+M)/2 or 95 RON – At the Wheels
• APR Stage III GTX – 91 (R+M)/2 or 95 RON – At the Crank
• APR Stage III GTX – 93 (R+M)/2 or 98 RON – At the Wheels
• APR Stage III GTX – 93 (R+M)/2 or 98 RON – At the Crank
• APR Stage III GTX – 100 (R+M)/2 or 104 RON – At the Wheels
• APR Stage III GTX – 100 (R+M)/2 or 104 RON – At the Crank

Application Guide:

2.0T FSI & 2.0 TFSI – EA113 – Transverse – AXX, BWA & BPY

• Audi A3 (MK2) – 6MT & S-Tronic
• Audi TT (MK2) – 6MT & S-Tronic
• Volkswagen Eos – 6MT & DSG
• Volkswagen Golf/GTI (MK5) – 6MT & DSG
• Volkswagen Jetta/GLI (MK5) – 6MT & DSG
• Volkswagen Passat (B6) – 6MT & DSG

Part Numbers & Prices (Prices applicable to the USA only):

T3100051 – $6,649.99 – APR Stage III GTX Turbocharger System – Including Software
T3100048 – $2,674.99 – APR Stage III GTX Turbocharger System – Including Software – (Upgrade System only. See online store for details.)

Existing APR software customers will receive a fully loaded ECU. New customers will receive one program and may purchase additional programs al la cart. Please check for EMCS availability. Software only included in upgrade kit for customers previously equipped with an APR Stage III GT2871R Turbocharger System.

Motul Oil, Coolant and Oil Filter

Part of the APR Turbocharger System install process requires removal of the OEM Turbocharger. During this process, oil and coolant must be drained and should be replaced to offer superior performance and protection. The APR Turbocharger Systems are now complete turn key solutions, including everything you need down to the oil, coolant and oil filter. During checkout you’ll be given the option between Motul Specific 502.00, 505.00 & 505.01 5W40 or Motul Power 300V engine oil as well as Motul Inugel Optimal Ultra Coolant and an OEM oil filter. The Premium Motul lubricant package is included at a much lower than retail price point and the costs are listed below.

Motul Specific Lubricant Install Package

• 5 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil
• 1 Oil Filter
• 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic

MO00002 – $70.00

Motul 300V Lubricant Install Package

• 6 Liters of Motul 300V Power 5W40
• 1 Oil Filter
• 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic

MO00006 – $100.00

Achtuning is pleased to announce the release of APR’s Stage 3+ High-Flow, CNC-Ported, Performance Cylinder Head for the 2.0T FSI (EA113) Engine. APR’s engineers have optimized the FSI head with proprietary, computer-controlled porting conducted on APR’s in-house 5-Axis Centroid CNC machine, their engineers have increased airflow by 17% on the intake ports and an additional 12% on the exhaust ports. The engine’s boost-to-airflow ratio is reduced by roughly 10% while also reducing intake air temperature and alleviating backpressure. As a result, the spark knock threshold is extended up to 7 degrees allowing for a substantial increase in power.

• CNC Ported for Precision and Repeatability
• Airflow Increased 17% on Intake Ports
• Airflow Increased 10% on Exhaust Ports
• Boost-To-Airflow Ratio Decreased 10%
• Intake Air Temperature Decreased
• Backpressure Alleviated
• +70 HP on 93 (R+M)/2 Fuel over Stage III
• +126 HP on Race Fuel over Stage III
• Up to 430-450 HP on 93 Octane (GT / GTX)
• Up to 502-517 HP on 104 Octane (GT / GTX)
• Available for existing APR Stage III GT2871R Turbo Systems and the new APR Stage III GTX2867R Turbo Systems
• Software included for APR Stage III Customers (Vin must have APR Stage III software installed previously. Software not sold separately)

Five years prior to release, APR’s engineers began research and development on high flow cylinder heads. With the need to provide the most consistent and technologically advanced head porting solution, APR tested and quickly looked beyond manual head porting – each system is CNC machined to ensure strict repeatability. The goal was simple; a bolt on hardware solution with matching software, to integrate seamlessly into APR’s existing product line.

Calibration Report

Software is available for the previously available APR Stage III Turbocharger System and the new APR Stage III GTX Turbocharger System. Performance gains are as follows.

Stage III+ GT2871R Turbocharger System

• 407 HP & 348 FT-LBS – + 60 HP @ 7050 RPM & + 61 FT-LBS @ 3700 RPM over Stock Head – 91 (R+M)/2 or 95 RON
• 430 HP & 384 FT-LBS – + 70 HP @ 6000 RPM & + 74 FT-LBS @ 4200 RPM over Stock Head – 93 (R+M)/2 or 98 RON
• 483 HP & 434 FT-LBS – +102 HP @ 5700 RPM & + 96 FT-LBS @ 5550 RPM over Stock Head – 100 (R+M)/2 or 104 RON
• 502 HP & 459 FT-LBS – +126 HP @ 5650 RPM & +120 FT-LBS @ 5400 RPM over Stock Head – 104 (R+M)/2 or 108 RON

More Dyno Graphs

• Stock vs Stage III vs Stage III+ – 91 (R+M)/2 or 95 RON – Crank
• Stock vs Stage III vs Stage III+ – 91 (R+M)/2 or 95 RON – Wheel
• Stock vs Stage III vs Stage III+ – 93 (R+M)/2 or 98 RON – Crank
• Stock vs Stage III vs Stage III+ – 93 (R+M)/2 or 98 RON – Wheel
• Stock vs Stage III vs Stage III+ – 100 (R+M)/2 or 104 RON – Crank
• Stock vs Stage III vs Stage III+ – 100 (R+M)/2 or 104 RON – Wheel
• Stock vs Stage III vs Stage III+ – 104 (R+M)/2 or 108 RON – Crank
• Stock vs Stage III vs Stage III+ – 104 (R+M)/2 or 108 RON – Wheel

Stage III+ GTX2867R Turbocharger System

• 426 HP & 394 FT-LBS – + 49 HP @ 5250 RPM & + 50 FT-LBS @ 5050 RPM over Stock Head – 91 (R+M)/2 or 95 RON
• 450 HP & 432 FT-LBS – + 65 HP @ 5050 RPM & + 69 FT-LBS @ 4800 RPM over Stock Head – 93 (R+M)/2 or 98 RON
• 501 HP & 492 FT-LBS – +117 HP @ 5150 RPM & +120 FT-LBS @ 5050 RPM over Stock Head – 100 (R+M)/2 or 104 RON
• 517 HP & 495 FT-LBS – +123 HP @ 5250 RPM & +125 FT-LBS @ 5150 RPM over Stock Head – 104 (R+M)/2 or 108 RON

More Dyno Graphs

• Stock vs Stage III GTX vs Stage III+ GTX – 91 (R+M)/2 or 95 RON – Crank
• Stock vs Stage III GTX vs Stage III+ GTX – 91 (R+M)/2 or 95 RON – Wheel
• Stock vs Stage III GTX vs Stage III+ GTX – 93 (R+M)/2 or 98 RON – Crank
• Stock vs Stage III GTX vs Stage III+ GTX – 93 (R+M)/2 or 98 RON – Wheel
• Stock vs Stage III GTX vs Stage III+ GTX – 100 (R+M)/2 or 104 RON – Crank
• Stock vs Stage III GTX vs Stage III+ GTX – 100 (R+M)/2 or 104 RON – Wheel
• Stock vs Stage III GTX vs Stage III+ GTX – 104 (R+M)/2 or 108 RON – Crank
• Stock vs Stage III GTX vs Stage III+ GTX – 104 (R+M)/2 or 108 RON – Wheel

Finding the Bottlenecks

In simplest terms, an engine is an air pump. The more air an engine can flow, the more power it can achieve given an adequate supply of fuel and ignition. Through development, APR has been able to continually increase power on the 2.0T FSI by finding bottlenecks in the system and eliminating them one at a time.

The 2.0T FSI’s factory intake and exhaust are the first two items causing an airflow restriction and as such both of these items are upgraded to expand the capabilities of the engine. After this, the factory K03 turbocharger becomes a restriction and therefore an entry level K04 Turbocharger System is available. This turbocharger comes standard on several high-end Audi, VW and Seat vehicles and eventually becomes the largest restriction point in the system.

APR’s solution to the flow-limited factory turbocharger is the Stage III Turbocharger System. Stage III consists of an entirely new high flow exhaust manifold, small frame Garrett Honeywell Turbocharger and larger turbocharger inlet and outlet plumbing. This system is capable of exploiting the bottleneck in the system between the K04 and Stage III, which in this case is the factory cylinder head.

As the final stage of the air intake and the first stage of the exhaust, the cylinder head is the most critical piece of the air pump. The cylinder head is a restriction on both the intake and exhaust side at Stage III airflow levels. This results in a relatively high boost-to-airflow ratio and excessive backpressure on the exhaust side. By machining the cylinder head ports, the boost-to-airflow ratio decreases by as much as 10% and enough backpressure is alleviated to extend the spark knock threshold by roughly 7 degrees. Together these benefits and others translate into an additional 70-126 HP, depending on octane, over our standard Stage III Turbocharger System!

Graph in LPM

Testing

APR has tested countless cylinder head port profiles over the past five years to ensure they’ve arrived at the best possible configuration. It’s important to understand that an increase in flow at the inlet or exhaust port is often coupled with a decrease in air velocity. Porting the cylinder head is not a simple process of making each port larger. For this reason, porting the cylinder head on a vehicle with a K04 or smaller turbocharger will actually decrease the output of the engine. The turbocharger itself represents a larger restriction than the cylinder head, so porting accomplishes nothing other than decreasing the velocity of the air as it enters the cylinder. In turn, this increases the time between spark and combustion making a slower burning, less powerful engine flowing no more air than it did before.

Through testing on APR’s Superflow Flow Bench, they’ve also discovered many different sizes and shapes would show no benefit in flow but would result in decreased velocity. As such, some ports may retain parts of their original casting, unmachined. This is not a mistake, as increasing the port size slightly larger to ensure all surfaces are machined proves less than ideal. CNC porting allows for precise profiling unachievable through hand porting and makes compensations necessary to account for core shift. The ultimate goal and end result was developing shape, volume and profile for each port that results in the highest flow yet the least decrease in velocity over stock.

APR’s Engineering Teams took development a step further though testing of 1mm oversized valves on both the intake and exhaust. Despite offering a significant improvement in airflow on the flow bench, there were no performance advantages from the engine. As mentioned earlier, the bottlenecks are located one at a time and between a ported head and oversized valve ported head, the restriction once again becomes the turbocharger system. The advantages of oversized ports are not realized until well over the 500 HP mark, which extends beyond other limitations in the system.

APR Stage III+

By purchasing an APR Stage III+ Cylinder Head, your existing APR Stage III Turbocharger System’s software will be upgraded to APR Stage III+ Software, free of charge.

You must own an APR Stage III or Stage III GTX Turbocharger System to qualify for the free software upgrade.

Ordering Process

The process is simple. We’ll ship APR your cylinder head. They’ll perform the work and ship it back.

Upon arrival each head will be inspected. If the head passes inspection, it will be disassembled, receive a thorough cleaning in APR’s Ultrasonic bath to remove carbon buildup, and finally ported on their in house CNC head-porting machine. After the porting process has been successfully completed, the head will undergo one final ultrasonic cleaning before being reassembled. The valves will be lapped and a final leak down test will be conducted, on APR’s purpose built test fixture, to ensure proper installation.

Requirements:

APR Stage III+ Software requires an APR Stage III or Stage III GTX Turbocharger System. Depending on which system or modifications you own, these components may not be necessary.

Application Guide:

2.0T FSI & 2.0 TFSI – EA113 – Transverse – AXX, BWA & BPY

• Audi A3 (MK2) – 6MT & S-Tronic
• Audi TT (MK2) – 6MT & S-Tronic
• Volkswagen Eos – 6MT & DSG
• Volkswagen Golf/GTI (MK5) – 6MT & DSG
• Volkswagen Jetta/GLI (MK5) – 6MT & DSG
• Volkswagen Passat (B6) – 6MT & DSG

MS000044 – $1,999.99 – APR 2.0T Cylinder Head Porting Service + Labor (contact us directly for a quote) for head removal and reinstallation.

Matt has taken the plunge!  With only 5000 miles on his Audi S5 he has pulled the trigger on an APR “Stage 3″ Supercharger kit that should bump up power levels to a whopping 530hp/440tq!  Not only will Matt’s S5 produce blistering increases in wide open throttle acceleration, daily driving will greatly be improved with increased torque and horsepower available in even the lowest rpm’s of the power band.  Less downshifting for passing and greater rates of acceleration at all points result in a driving characteristic of pure enjoyment in all situations.  We trust Matt will enjoy his drive home!

NEW from H&R!! – Audi (C7) S6/S7 ETS Electronic Lowering System works with the factory air suspension to easily lower the vehicle 1.2″, retaining the factory height adjustment switch and it’s functionality. Click the link to begin shopping online for YOUR ETS lowering module!

It’s that time of the year again!  APR has put just about EVERYTHING they offer ON SALE from now through April 28th!!  ECU upgrades, Carbonio intakes, RSC exhaust systems, fuel pumps, intercoolers, and even turbo kits!!  Shop online NOW here at Achtuning as we’ve stocked up our inventory to make sure we have it ALL IN STOCK!!