AWE Tuning SwitchPath™ Remote for Audi S3 / VW MK7 Golf R

Posted on May 26, 2016 – 12:55 pm

Presenting AWE Tuning’s SwitchPath™ Remote: Push-button mood control.

 

  • Open and close exhaust valves with the push of a button from inside the cabin at any time
  • Works with stock system, or AWE Tuning SwitchPath™ Exhaust
  • Comes as a set of two remotes with wiring harness, control box and mounting hardware
  • Compact design perfect for a keychain or cup holder
  • From quiet to aggressive with the tap of a button

What it does:

The AWE Tuning SwitchPath™ Remote and accompanying control box overrides the factory valving to allow the exhaust valves, whether it be on the AWE Tuning SwitchPath™ Exhaust or the stock exhaust, to be opened or closed manually via the SwitchPath™ Remote.

How to operate:

With the AWE Tuning SwitchPath™ Controller installed, the exhaust valves can be opened by pressing the “On” button found on the left side of the SwitchPath™ Remote. To close the exhaust valves simply press the “Off” button on the right side of the remote.

What’s in the box:

The AWE Tuning SwitchPath™ Remote comes complete as a kit with two remotes, two mounting brackets, the SwitchPath™ Controller, and easy to follow instructions.


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X34 MQB 1.8T/2.0T Gen 3 Carbon Fiber Cold Air Intake

Posted on May 24, 2016 – 11:05 am

The X34 Carbon Fiber Audi/VW MQB Cold Air Intake System from 034 Motorsport for 8V/8S Audi A3/S3/TT/TTS & MkVII Volkswagen Golf/GTI/R equipped with 1.8T/2.0T Gen 3 engines has arrived! This true cold air intake yields horsepower and torque gains throughout the powerband with peak gains of up to 15 crank horsepower and 12 ft-lbs of torque with the factory turbocharger.

034Motorsport’s engineers thoroughly evaluated the factory airbox design to create a performance replacement that reduces pressure drop in the intake tract while offering OEM+ fit and finish. The result is this complete one-piece MQB Carbon Fiber Air Intake Upgrade, which offers 100% bolt-on installation without the need for any additional pieces.

OPTIMIZING AIRFLOW

034Motorsport engineers started by identifying the shortcomings of the factory intake system to determine which components restricted airflow to the turbocharger inlet. While the factory lower airbox and fresh air duct to the core support were more than sufficient for increased power levels, the factory air filter, upper airbox, and turbo inlet tube were deemed too restrictive, even with the factory turbocharger.

034Motorsport’s mechanical engineers scanned the factory engine bay and modeled a one-piece unit to replace the factory intake tube and upper airbox. By eliminating the multiple couplers, transitions, and jagged features in the factory upper airbox and intake tube, 034Motorsport’s engineering team was able to drastically reduce turbulence in the intake tract, and virtually eliminate pressure drop in the intake system before the turbo inlet.

Multiple iterations were prototyped in plastic using 034Motorsport’s in-house FDM 3D printer and thoroughly tested. Ultimately, the best-performing design was a fully-enclosed unit featuring a massive 4″ inlet at the air filter and a large-diameter one-piece intake tube with smooth transitions all the way back to the factory turbo inlet.

TRUE COLD AIR INTAKE

To ensure that the X34 MQB Cold Air Intake System draws in cool, dense air, the system is manufactured entired from carbon fiber, and completely enclosed to prevent hot air from the engine bay from entering the intake tract. By bolting to the factory lower airbox, this design allows the enclosed high-flow conical filter to breathe fresh, cold air from the factory inlet duct before the radiator.

PERFORMANCE AIR FILTER

The 034Motorsport Carbon Fiber Cold Air Intake system houses a high-flow conical air filter with a masive 4″ inlet and double-layer pleated cotton filtration medium. This air filter design offers increased flow through an enlarged filtration surface, while ensuring superior filtration.

OEM+ FIT & FINISH

034Motorsport carefully selected the carbon fiber weave on the intake tube and upper airbox heat shield to match the factory carbon fiber engine trim found in Audi RS-model engine bays. The 034Motorsport MQB Audi/Volkswagen 1.8T/2.0T Cold Air Intake System was designed to fit like a factory part, and mates directly to the turbo inlet pipe and factory lower airbox to provide an OEM+ look.

DYNO-VERIFIED WHEEL HORSEPOWER & TORQUE GAINS

034Motorsport’s engineering and development efforts were validated on multiple vehicles using our Mustang AWD Dynamometer to ensure that the 034Motorsport Audi/Volkswagen MQB Cold Air Intake System provided substantial increases in horsepower and torque on both stock vehicles and ones with upgraded tunes alike.

Peak Wheel Horsepower & Torque on Stock 2016 Audi S3:

  • Stock Intake: 232 Wheel Horsepower / 241 Wheel Foot-Pounds of Torque
  • 034 Carbon Fiber Intake: 240 Wheel Horsepower / 248 Wheel Foot-Pounds of Torque

PRODUCT FEATURES & DETAILS

Features:

  • Developed In-House by 034Motorsport’s Engineering Team
  • One-Piece Design with High-Quality Carbon Fiber Construction
  • OEM+ Fit & Finish Retains Factory Lower Airbox & Inlet Duct
  • Fully-Enclosed Design with Large Diameter 4″ Inlet Pleated Cotton Air Filter
  • Large-Diameter CFD-Optimized Air Intake Tube
  • Dyno-Proven Horsepower & Torque Gains
  • Improved Engine & Induction Sounds
  • Increased Throttle Response
  • Improved Airflow from Factory Airbox & Intake Tube
  • Compatable with SAI Equipped & Non-SAI Equipped Vehicles – No Additional Parts Required!
  • Installs Easily in Minutes!

What’s Included:

  • 034Motorsport Carbon Fiber MQB Air Intake System
  • 034Motorsport Double-Layer Pleated Cotton Air Filter
  • Integrated SAI Adapter Fitting
  • Installation Hardware
Compatible Vehicles:
  • 2015 – Present Audi A3/S3 (8V – MQB) – 1.8T & 2.0T
  • 2016 – Present Audi TT/TTS (MkIII – MQB) – 2.0T
  • 2015 – Present Volkswagen Golf/GTI/ R (MkVII – MQB) – 1.8T & 2.0T
  • Please Note: This comprehensive air intake system is designed to install on vehicles with or without factory secondary air injection (SAI) systems. No additional parts are needed!

Product Information Sheet:

Installation Instructions:

WHEEL HORSEPOWER DYNO | STOCK TUNE 91 OCTANE | 034MOTORSPORT X34 CARBON FIBER MQB AUDI/VOLKSWAGEN 1.8T/2.0T COLD AIR INTAKE VS. STOCK

034Motorsport MQB Audi/Volkswagen EA888 Gen 3 Carbon Fiber Cold Air Intake Dyno

 

Please Note: Not for use on emissions-controlled vehicles in California.


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Free Achtuning Tee with $300+ Purchase

Posted on May 2, 2016 – 10:45 am

For a limited time your $300+ purchase at Achtuning will include a free tee! Order online and list the t-shirt size in the notes section during check-out or call in the order: 425-895-0000. You can also purchase an Achtuning tee by clicking here.


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Audi S3 gets APR’s Stage 3 Turbo Kit and StopTech Big Brake Kit

Posted on April 21, 2016 – 11:20 am

With great power comes great responsibility.

Matt brought us his Audi S3 for an APR Stage 3 Turbo upgrade, a +172HP/+135TQ increase over stock, and he will have us install StopTech’s ST40 Big Brake Kit to help keep that power in check. It is also worthy to note the StopTech BBK shaves a good amount of weight off each corner.

vs. stock…

On the car, the brakes look fantastic!

An APR Stage 3 Borg Warner EFR7163 turbo finds it’s new home.

We’ll report back on our social media pages with Matt’s feedback after he takes delivery of the car but we have no doubt he will be all grins for quite some time.


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APR Audi Q5 Front Mount Intercooler System

Posted on April 13, 2016 – 9:58 am

APR Presents the Q5 Front Mounted Intercooler System!

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 testes 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 °C that quickly dropped to 25.50 °C by the end of the first run and settled at only 34.50 °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 °C, temperature rose to a staggering 42.5 °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 °C; an additional 23.25 °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)

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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Now Stocking KW Suspension at Achtuning

Posted on April 8, 2016 – 12:12 pm

Achtuning is now stocking the most popular KW Suspension options for Audi and Volkswagen!  We will be adding these parts to the online store soon so in the meantime, call or email our sales team with any questions or quotes!


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APR’s 4.0T Cast Downpipes and Stage 2 ECU Upgrade

Posted on March 28, 2016 – 9:00 am

The APR 4.0T Cast Downpipe Exhaust System replaces the restrictive factory catalyst cross pipes and resonators with an upgraded 76mm stainless steel mandrel-bent system, featuring port-matched cast inlets, high-flow catalysts and various other features. Expect better throttle response, more horsepower and an intoxicating exhaust note, while remaining civilized during normal daily driving. It’s the best performance upgrade for the 4.0 TFSI following the APR ECU Upgrade and it’s all designed and assembled in-house, using premium materials and world-class manufacturing techniques few can match.


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Quick Facts

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More power and better response
Expect a decrease in turbo lag with power and torque gains as high as 49 HP and 95 FT-LBS of torque over APR Stage I!

Full 76mm downpipe system
The APR system is a full downpipe upgrade as it replaces the kinked 60mm catalyst cross pipes and resonated midpipes with straight through, 76mm mandrel-bent tubing.

Port-matched investment-cast downpipe inlets
The factory inlets are restrictive. APR’s cast system allows for massive, port-matched inlets that smoothly neck down over a long distance. The result is improved flow, better response and more power.

Dual, high-flow catalysts
GESI’s encapsulated catalysts are known for their strength and performance. Expect lower emissions, reduced noise and less exhaust smell compared to catless setups, all without negatively impacting performance to over 1,000 HP. Furthermore, with the catalyst moved, expect a cooler engine bay!

T304L stainless steel construction
Premium grade T304L stainless steel resists corrosion and stands the test of time.

Argon back-purged TIG welding
Clean, strong and attractive welds both inside and outside the pipes.

OEM-style low-profile slip-on clamps
The APR slip-clamps are easy to use, resist leaks and pipe deformation better than swedged setup, are lower profile than vbands and flanges and don’t require replacement gaskets.

OEM-style internally-corrugated flex sections
APR’s flex sections are internally corrugated to increase flow and prevent failures common with braided flex sections.

Investment cast secondary oxygen sensor bungs
APR’s obsession to details resulted in investment cast oxygen sensor bungs that sit on top of the piping, preventing material from protruding into the exhaust stream, disrupting flow.

Compatible with the OEM catback exhaust
Bolt-on and go! The system is fully compatible with the factory catback exhaust.

Designed, assembled and quality controlled in-house
All critical aspects of the system are handled internally to ensure the highest quality fit and finish.

All hardware and instructions included
New OEM gaskets, oxygen sensor harnesses, clamps, brackets and install instructions are included to make the install as headache free as possible.

APR Stage II ECU Upgrade price waived
With every APR downpipe purchase comes a free upgrade to Stage II from Stage I, saving consumers hundreds of dollars!

Limited lifetime warranty
The best system on the market also carry the best warranty in the industry!

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Cast Downpipes Inlets with 76mm Tubing

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The factory downpipes are less than desirable from a performance standpoint. Both pipes quickly neck down from the massive turbocharger outlet to small and resistive 60mm pipes that are kinked in many areas before twisting and dumping into catalytic converters. APR greatly improved upon this design through the use of investment-cast and port-matched downpipe inlets. Each pipe gradually reduces to the larger and straighter 76mm piping, with the hot catalyst moved further down the exhaust stream to keep under hood temperature down. The photos illustrate the differences between the factory and APR exhaust system inlets.

The cast inlets, piping and other components are made from the the high-nickel content, premium-grade stainless steel known as T304L. This material was chosen for its excellent corrosion resistance, strength and appearance. The castings are tumbled to smooth and de-burr any imperfections, and all piping is brushed clean before entering the CNC controlled mandrel benders. TIG welding is used at all connection points, and was chosen for its strength and appearance. Each weld is argon back purged during assembly to increase strength and consistency of the welds. The gusseted brackets are CNC laser cut and bent to provide strong mounting points to the factory mounting hardware.

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76mm Midpipes with Catalyst

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The APR midpipes replace the kinked factory 60mm resonator pipes with new, 76mm mandrel-bent T304L stainless tubing, complete with OEM style low-profile flex sections, GESI catalysts, investment cast O2 sensor bungs, and reducers. The pipes mate perfectly to the factory catback exhaust system without any modification necessary. All connection points use APR’s OEM style slip clamps providing the ultimate in compatibility, performance and easy of install compared to flanges, v-bands and pipe deforming sedges and slip fits common on other systems.

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Flex Sections

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The APR midpipes use OEM-style flex sections that are 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. Each flex section is constructed from T304L stainless steel.

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Catalytic Converters

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APR’s engineers specified high-quality and high-flow GESI metal 300-cell catalysts 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 converters feature a proprietary wash coat that helps to reduce emissions and smell common on cat-less setups. With performance in mind, the catalysts are placed far away from the turbo outlets to reduce turbulence in the downpipes and to help reduce under-hood temperature. The low-profile catalysts feature fully captured substrate bricks, which are furnace braised to the outer mantles and physically captured by the diffuser cones preventing rattling, rotation, and damage to the substrate. Subsequently, a byproduct of running the catalysts are a reduction in noise, making the system as a whole more pleasing to the ear.

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Clamps

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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.

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Oxygen Sensor Bungs

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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.

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Oxygen Sensor Harness

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Two high quality oxygen sensor extension harness are included as the catalysts and sensor bungs are relocated further away from the turbochargers.

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Gaskets

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

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Dyno Testing

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APR saw gains ranging from +25 to +71 Horsepower and +32 to +95 FT-LBS of Torque, depending on application and octane, over the APR Stage I ECU Upgrade.

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The APR Difference: The Engineering and Designing Phase

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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.

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The APR Difference: The Fabrication, Finishing and Assembly Phase

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Manufacturing takes place both internally and externally to APR while finishing and assembly is completed in-house. APR’s fabrication team sends each cast component 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!

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The APR Difference: Final Quality Control

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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. 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.

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Videos

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Hardware Application Guide

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Audi S6 / S7
Audi RS6 / RS7

A8/A8L/S8 – In development

DPK0014

$1,999.99

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Software Application Guide

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For the best results, APR recommends installing the APR Stage II ECU Upgrade. The upgrade price is waived for APR Stage I ECU Upgrade customers with purchase of the APR downpipes.

$374.99 – Audi S6 / S7
$749.99 – Audi RS6 / RS7
$499.99 – Audi S8

Audi A8 / A8L – In development

IMPORTANT PRICING AND AVAILABILITY DETAILS:
– Availability and ECU Compatibility: Stages, programs, and features may not be available for all ECUs.
– ECU Revision Notice: Multiple ECU 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 ECU boxcode/revision is known.
– Stage II Pricing: Customers who have purchased an APR ECU Upgrade before February 16th, 2015 are exempt from upgrade fees.


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New APR ECUs (v2.3) and TCUs (v2.1.1) – Up to 387 HP / 409 FT-LBS of Torque!

Posted on March 24, 2016 – 9:00 am

Today is a good day for the new MQB platform with two new updates!

Version 2.3 is Now Available for the North American MK7 Golf R and S3

APR is pleased to announce free updates to our existing North American MK7 Golf R and S3 ECU Upgrades! The new update brings several enhancements and improvements to APR’s existing Stage I and Stage II ECU Upgrades. The upgrade addresses all reported issues with previous versions and adds several new torque levels to address concerns with slipping DSG / S Tronic and 6MT transmissions. Stage I is now offered with high and low torque variants, while Stage II is offered with high, medium, and low torque variants. Each Stage’s High Output levels are offered with even more horsepower and torque than before!

This update is offered for free to existing APR TCU Upgrade customers at Achtuning, with only an installation cost of $52.50 + tax.  No appointment necessary!  Stop by between 9am and 4pm, Monday through Friday.

V1.0 to V2.3 Change Log
New Features:
  - Motorsport Rev limiter
  - 6MT standing  2-step limiter @ 4000 with boost building.
  - DSG standing limiter @ 5000 for free revving.
  - New Stage 1
    - Higher power / torque - figures on website. 
    - Requires stock downpipe. 
    - Compatible with other bolt-on modifications.
    - New High and Low Torque stages.
      - High Torque.
        - May require v2.1.1 (or higher) DSG / S Tronic software or 6MT clutch to prevent slip on a healthy transmission.
      - Low Torque.
        - Designed for healthy, unmodified DSG / S Tronic and 6MT transmission.
        - 91 Octane software provides the lowest torque.
      - Available for 91 AKI, 93 AKI and 100 AKI fuel. 
  - New Stage 2.
    - Higher power / torque - figures on website. 
    - Requires a high flow downpipe. 
    - Intake recommended to meet advertised power levels.
    - Compatible with other bolt-on modifications.
    - New High, Medium and Low Torque Stages.
      - High Torque.
        - Requires an intercooler to meet advertised power levels.
        - Requires v2.1.1 (or higher) DSG / S Tronic software.
         - Most likely requires a 6MT clutch to prevent slip on a healthy transmission.
      - Medium Torque.
        - May require v2.1.1 (or higher) DSG / S Tronic software or 6MT clutch to prevent slip on a healthy transmission.
      - Low Torque.
        - Designed for healthy, unmodified DSG / S Tronic and 6MT transmission.
        - Available for 91 AKI and 93 AKI fuel with MBT achieved on 93 AKI. 
 
Fixes:
  - Addresses all known fault codes, CEL and EPC reports (Camshaft position, DBW throttle monitoring, etc).
  - Calibration improved to prevent reaching fueling system limits (Mismatched ECU Stage vs Hardware Stage).
  - Fixed condition where Motorsport Limiter would limit torque after a gear change. 
  - Motorsport limiter now allows boost to be maintained with no throttle closure while active.
  - Minimized condition where DV would not close after a full throttle shift on manual cars (Factory issue). 
  - Audible part-throttle "sound" greatly reduced. May still be noticeable with an intake. 
  - Improved throttle response at low RPM during initial take off.
  - Fixed boost oscillation at low RPM in high gears.

APR is also pleased to announce a free update to their existing MQB platform TCU Upgrades! Version 2.1.1 is now available for the new GTI, Golf R, A3, S3 and more and offers several enhancements and improvements over APR’s previously released versions. The new version brings increased clamping pressure to all vehicles at all stages, allowing the transmission to hold more torque without slipping. Launch control is improved with new torque management strategies, resulting in more consistent launches, faster torque onset, and varying torque ramp rates to help minimize wheel spin and short 1 -> 2 shifts. Based on customer feedback, part throttle shift maps were updated to prevent the transmission from racing to 6th gear, or toggling back and forth between 5th and 6th during cruising. Finally, also based on customer feedback, R/S3 platform vehicle’s 1 -> 2 part throttle shift map were adjusted to hold first gear longer.

This update is offered for free to existing APR TCU Upgrade customers at Achtuning, with only an installation cost of $52.50 + tax.  No appointment necessary!  Stop by between 9am and 4pm, Monday through Friday.

Change Log
- Increased clamping pressure past factory limits  on all vehicles / stages.
- LC enabled with ESP enabled or disabled.
- Faster torque onset after launch.
- Torque ramp rate adjusted to minimize wheel  spin and short 1 -> 2 shift.
- More consistent launches with torque management. 
- V2.0.1 - adjusted part throttle shift maps to  prevent racing to 6th (based on customer feedback).
- V2.0.1 - adjusted 5 / 6 shift maps to prevent toggling back and forth during cruising (based on customer feedback).
- V2.1.1 - adjusted 1 -> 2 part throttle shift map [R/S3 gearing] (based on customer feedback).

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APR Presents the 2.0 TSI ECU Update (v2.0)

Posted on March 21, 2016 – 10:38 am

APR Presents the 2.0 TSI ECU Update (v2.0) Now with up to 283HP/350 FT-LBS, LC & NLS!

Product Page

Achtuning is pleased to present the ultimate engine control unit (ECU) upgrade from APR for the 2.0T EA888 Gen 1 engine… again!  Only this time, way better!

APR’s ECU Upgrades are the best dollar-per-horsepower modification one can make to the 2.0T engine. The upgrades dramatically increase horsepower and torque, making for an exceptionally quicker and more exciting vehicle. This is made possible through APR’s optimization of the factory engine management system to take full advantage of the engine’s capabilities, without needing any end user adjustment. The software loads to the factory ECU through the OBD-II port, resulting in a clean and headache-free install.

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APR ECU Upgrade Stages

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APR’s ECU Upgrades are available in multiple stages, supporting various octanes both with or without any hardware modifications. Software is available for use with a high flow intake system, high flow downpipe exhaust system or both. All stages are fully compatible with an upgraded intercooler, catback exhaust, or other minor bolt on modifications. Finally, each stage is offered with special “Low Torque” software, designed to limit peak torque for use with an unmodified factory manual clutch.

APR Stage I ECU Upgrade

The APR Stage I ECU Upgrade requires no hardware modifications and is available with 253-261 HP and 309-317 FT-LBS of torque, depending on octane. Gains as high at 67-71 HP and 93-101 FT-LBS of torque are available throughout the power band, a significant improvement over the v1.0 numbers! Lower torque files are available, limiting torque to 292-299 FT-LBS. This software must be used with the factory intake and factory exhaust downpipe.

Additional Graphs: 91 and 93 octane, high and low output, at the wheels, estimated at the crank, and absolute gain over stock on APR’s website.

APR Stage I ECU Upgrade with Intake

The APR Stage I (Intake) ECU Upgrade requires a high flow intake system and is available with 257-268 HP and 312-336 FT-LBS torque, depending on octane. Gains as high as 70-84 HP and 95-120 FT-LBS of torque are available throughout the power band! Lower torque files are available, limiting torque to 295-300 FT-LBS. This software must be used with a high flow intake system and factory exhaust downpipe.

Additional Graphs: 91, 93 and 104 octane, high and low output, at the wheels, estimated at the crank, and absolute gain over stock on APR’s website.

APR Stage II ECU Upgrade with Intake and Downpipe

The APR Stage II ECU Upgrade requires a high flow intake system and high flow downpipe exhaust system and is available with 270-283 HP and 319-350 FT-LBS of torque, depending on octane. Gains as high as 77-95 HP and 102-134 FT-LBS of torque are available throughout the power band! Lower torque files are available, limiting torque to 305-307 FT-LBS. This software must be used with a high flow intake system and high flow downpipe exhaust system.

Additional Graphs: 91, 93 and 104 octane, high and low output, at the wheels, estimated at the crank, and absolute gain over stock on APR’s website.

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APR ECU Upgrade Included Features

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APR World Class Calibration Expertise

Tuning 101:
The 2.0T engine uses a Bosch MED 17 ECU for engine management. Basically, it’s a computer that tells the engine how to operate. Tuning software, like the APR ECU Upgrade, tells the engine how to make more power. It does this by running more boost pressure, optimizing the cam shaft positions, adjusting the air/fuel ratio, advancing ignition timing, and more.

A Better Engine Management System:
The 2.0T’s ECU is incredible. Without the driver knowing otherwise, the ECU makes intelligent adjustments to the engine’s operations to keep it running smoothly. Unlike ECUs found in many other makes and models, when properly tuned, the ECU eliminates the need for custom tuning to maximize output, even when weather conditions change dramatically.

How APR Differs from the Competition:
The ECU is powerful, but extremely difficult to master. Without mastery, the ECU must be simplified, removing what makes it so desirable. The result is an incomplete product that often requires end user adjustment to maximize output in limited scenarios. On the contrary, APR’s Engineers spent the better part of a decade mastering the ECU to unlock its full potential. With complete access to the thousands of maps, tables and variables within, as well as a high-level understanding of how it works, APR’s Engineers were able to take advantage of everything the ECU has to offer. Power is maximized in nearly all scenarios, eliminating the need for end user adjustments. High performance operational modes are enabled and calibrated to deliver smooth daily driving, with a snappy and responsive throttle during moments of spirited driving. Mastery of the boost control system makes for an impressively predictable driving experience as the turbo spools quickly, delivering instant power. Lastly advanced high-output protection routines are enabled, allowing the ECU to make constant adjustments to airflow and fuel to cool and protect the engine, all without the driver knowing otherwise.

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.

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:

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.

Motorsport Rev Limiter:

APR’s Motorsport Rev Limiter allows the engine to reach max RPM without the ECU slowing down acceleration nearly 150 RPM earlier. The result is more power to redline and a definable redline feeling as seen on Audi Quattro GMBH vehicles such as the RS4, RS5 and R8.

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.

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APR ECU Upgrade Optional Features

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APR Motorsport Launch Limiter and No Lift Shift

Launch Limiter

APR’s Motorsport Launch Limiter is an optional feature that eliminates turbo lag and provides a user adjustable launching RPM and user adjustable launching boost to aid in vehicle acceleration from a complete stand still. Simply hold the clutch and accelerator while the vehicle is stationary and the engine’s RPM will hold at a predefined limit while boost pressure builds using a “clean,” catalytic converter safe, strategy. The amount of boost available at the launch is adjusted by how far the accelerator pedal is depressed. With the vehicle stationary, handbrake applied and clutch disengaged, the driver can set the launch RPM by raising the engine’s RPM and pressing the brake pedal to set and save the desired launching RPM. With practice, this method can result in violent acceleration off the line! This feature is for manual transmissions only.

No Lift Shift

APR’s Motorsport No-Lift Shift is an optional feature that allows the driver to maximize acceleration by reducing power, boost and time lost during a gear change. With the vehicle above 20 km/h and the accelerator pedal held above 98%, during a gear change, the strategy activates. The throttle remains open and boost pressure is not vented, resulting in more power immediately after a shift. This is achieved using a “clean,” catalytic converter safe, strategy, while the ECU automatically sets the appropriate time necessary for a torque intervention, allowing proper syncro alignment. No end user adjustment is necessary. The driver simply focuses on shifting as fast as possible! This feature is for manual transmissions only.


*Golf R Shown

Please Note: Achtuning may need to request the new V2.x file from APR, and the optional No Lift Shift and Launch Control features, if not available at the time of install.

APR EMCS Programs and Features

APR’s Enhanced Modular Chipping System, (EMCS), brings selectable programs and features to the factory ECU, without the need to purchase external hardware switching devices. EMCS has the ability to completely rewrite the entire operating map data within the ECU, giving each program mode a completely different set of calibration changes. On this platform, this is contrary to the industry norm of capping limits, using multipliers, only swapping portions of a base calibration, or relying on knock activity to lower output. APR’s EMCS features and programs modes are activated via the factory OEM cruise control buttons, and optionally through APR Mobile. The vehicle’s cruise control will function normally while driving.

To learn how to activate the programs and features, choose the vehicle’s cruise control type from APR EMCS Owner’s Manual.

Program Switching:

Program switching allows the user to cycle through up to four different engine calibrations and operating modes all without the need for external hardware.

Stock Mode:

By selecting stock mode, the ECU calibration is reset to the factory calibration. The engine will run as it did before purchasing APR software.

APR Performance Modes:

APR’s octane-specific calibrations are available for various premium and race fuels around the world. Each performance mode is a completely new calibration, altered specifically for the characteristics of the fuel quality selected.

Fault Code Erase:

Fault code erase allows the user to erase and reset engine related trouble codes and ECU adaptation data without using a specialty tool.

Valet Mode:

APR’s Valet Mode protects your vehicle from becoming an expensive toy for unauthorized individuals. By enabling Valet Mode, the vehicle’s performance is extremely limited.

APR Mobile

APR Mobile is a simple yet powerful tool designed to enhance the APR tuning experience.

APR Mobile installs on smart phones, tablets and other devices and provides a wireless connection to the vehicle’s engine control unit or ECU. Once connected, the device can be used to access APR’s EMCS program switching features, read and clear fault codes and data log the ECU at high data rates not found on other commercially available tools. The app can also be used to access APR’s latest news articles, locate dealers in APR’s network and review previously saved data logging sessions.

To learn more about APR Mobile, please visit our product page.

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APR ECU Upgrade Optional Features

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APR Direct Port 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!

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.

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Application Guide

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Audi A3 (MKII / 8P)
Audi TT (MKII)
Audi Q3
Volkswagen Beetle (MKII)
Volkswagen CC
Volkswagen Eos
Volkswagen Golf / GTI (MKV/MKVI)
Volkswagen Jetta / GLI (MKV/MKVI)
Volkswagen Passat (B6/B7)
Volkswagen Tiguan

2.0 TSI / 2.0 TFSI – EA888 Gen 1

6MT / DSG / Tiptronic

AWD and FWD

Please Note: Achtuning may need to request the new V2.x file, and the optional No Lift Shift and Launch Control features, if not available at the time of install.

Pricing

$599.99 – APR Stage 1
$539.99 – APR Stage 1 (Sale pricing till April 24th)
$149.99 – Add APR EMCS Program Switching
$ 99.99 – Add APR Adjustable Launch Limiter
$ 99.99 – Add APR No Lift Shift
$ 0.00 – No Charge to update to APR Stage 1 + Intake
$ 0.00 – No Charge to update to APR Stage 2 + Intake and Exhaust (With APR DP)
$149.99 – Update to APR Stage 2 + Intake and Exhaust (with non APR DP)

Additional Software available for K04 and Stage 3 turbocharger Systems

IMPORTANT PRICING AND AVAILABILITY DETAILS:
– Program Switching: A fully loaded ECU includes up to 4 program modes (stock mode, performance modes, valet, etc), as well as fault code erase.
– Availability and ECU Compatibility: Stages, programs, and features may not be available for all ECUs.
– ECU Revision Notice: Multiple ECU 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 ECU boxcode/revision is known.
– Stage II Pricing: Customers who have purchased an APR ECU Upgrade before February 16th, 2015 are exempt from upgrade fees.

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Turbocharger Loyalty Program

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We’re pleased to announce the turbocharger upgrade path just got a little easier little for our loyal APR customers. If you’ve purchased an APR ECU Upgrade and want to upgrade to one of APR’s turbocharger systems, you can take advantage of fantastic savings! It’s our way of saying “thank you” for enjoying APR’s ECU Upgrades before stepping up to the big leagues!

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Purchasing

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How to Purchase

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

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.

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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APR “Stage 3” EFR7163 Turbo Kit for 2.0T EA888 Gen3

Posted on March 10, 2016 – 10:00 am

APR Presents the Stage III EFR7163 Turbocharger System for the 2.0T EA888 Gen 3 engine!

“The APR Stage III Turbocharger System produces an incredible 522 HP and lays down 10-second quarter mile passes, all through a convenient, affordable and expandable, turn-key solution. It represents a threat to the establishment of turbo four cylinder vehicles of yesteryear, and breaks the hearts of muscle cars and exotics everywhere as they are left in the dust by an engine a third the size of theirs, screaming a turbocharged battle cry as it passes. It is a vicious beast, yet a beast easy to tame. It makes for a civilized daily driver that quietly sips premium fuel with surprisingly excellent mileage. Deceivingly quick transient response, with near stock-like turbo lag makes for an experience devoid of the compromises many would expect from an engine this size. It is the answer to the desire for more power, and it’s the brainchild of APR’s talented engineering teams, with over a year and a half of initial development, and a never ending drive for perfection. It is easy to install, blisteringly fast, and produces an absolutely exhilarating driving experience. Welcome to Stage III!”


Quick Facts

Incredible Power
Offering up to 522 HP, this is the most powerful 2.0T turbocharger system APR has ever created!

Blistering Acceleration
10-second quarter mile passes, and 0-140 MPH sprints 15 seconds faster than a stock Golf R!

Ultra-Responsive and Reliable Turbocharger
A Borg Warner twin scroll EFR7163 delivers amazing top end power with incredible response all in a ultra-reliable turbocharger unit.

Multiple Configurations and Room for Future Expansion
Turn Stage III into Stage III+ with APR’s fueling system and get more power with more headroom to go further in the future.

Turn Key Solution, Including Software
No headaches sourcing parts or costly “dyno tuning.” Stage III is a complete bolt on solution all the way down to the APR ECU Upgrade software that makes it all possible.

Harmonious Balance Between Hardware and Software
APR’s Engineers have done the hard work. They have tested what works and what does not to deliver a true bolt-on package worthy of the APR name.

Premium Materials Throughout
No corners were cut. Stage III only uses the highest quality materials and components.

Detailed component photos and information

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Engine Management

Included with the turbocharger system is APR’s world-renowned Stage III ECU Upgrade! This software upgrade installs on the factory ECU and requires no extra end user configuration or tuning and eliminates the need for costly piggyback controlling devices. Simply visit any APR dealer and the software installs in minutes!

APR’s Engineers spent more than a year and a half researching and developing the factory engine management system to operate seamlessly with the extensive changes introduced at Stage III. This includes thousands of full power sweeps on the engine and chassis dynos, street and track. This was no simple task as power is well beyond the original configuration with extensive hardware changes. Through both ECU source code and calibration changes, APR’s Engineers converted the system to run with a substantially larger turbocharger, featuring a pneumatic wastegate actuator and larger MAP sensors. At Stage III+ power levels, the software supports larger port injectors and a larger fuel pump.

To better understand the complexity of the engine management system, one must first understand the models within. The factory engine management system uses modeled, or simulated input, to control the engine without the need for costly sensors. While some sensors are still used, the ECU does not measure how fast the turbocharger is spinning, temperature of the exhaust gasses, or how much back pressure is in the turbine housing, among many other important things. When developing the factory calibration, sensors were used to measure each of these items and then models were made within the ECU and the sensors were removed. The ECU then relies heavily on expected behavior from factory components. However, if these components are altered, such as changing the turbocharger, the models no longer work and the engine no longer runs correctly. This is why properly created Stage III software is so critical.

To properly configure the ECU, APR’s engineers spent months updating the ECU’s modeled information to the new hardware specifications. While on the engine dyno, various expensive and sensitive probes were installed throughout the engine allowing APR’s engineers to measure and alter critical information within the ECU. When hardware changes were necessary, APR’s Mechanical Engineers were able to make changes, rather than requiring the calibrators to tune around the shortcomings. APR’s incredibly powerful and proprietary ECUx data logging suite allowed APR’s engineers to monitor every change within the ECU at extremely high resolution, ultimately resulting in a calibration that is responsibly created. The ECU fully understands the changes Stage III brings, and as such, can properly manage and control the engine. Because of this, APR’s Engineers can aggressively seek exciting power levels without taking risky shortcuts. The engine operates more smoothly, enhancing everything from daily driving to full-on acceleration. Fuel economy is better and the ECU can properly protect the engine from dangerous operating conditions. To APR’s Engineers, it’s responsible tuning. To the driver, it just works.

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Turbocharger and Wastegate

Response, top end power, and reliability were all at the forefront of the Stage III turbocharger selection. Typically, these features do not go hand-in-hand. Larger turbos tend to be laggy, while small, responsive turbos lack top-end power. However, the Borg Warner EFR7163 has broken the mold. Featuring the latest advancements in technology, combined with APR’s advance tuning strategies, the ultimate in performance and reliability has been achieved!


Power:
The EFR7163 features a massive, 71mm forged-billet compressor wheel capable of out-flowing the competition due in part to its extended-tip compressor geometry. By providing up to 60 lb/min in airflow, the turbocharger is capable of producing massive power and provides headroom for increasing output with future modifications.

Response:
To spin the massive compressor wheel quickly, the EFR7163 features a lightweight turbine wheel made from titanium aluminide, or Gamma-Ti, and feature new Mixed-Flow geometry. At nearly half the weight of conventional turbine wheels, the difference is extremely noticeable as transient response is lightning-fast upon smashing the accelerator! To further aid in low-end response without sacrificing top-end power, APR’s engineers built Stage III around the EFR’s optional T4 divided twin scroll turbine housing. This stainless steel housing is internally gated, making it the perfect solution for this application.


Reliability:
With reliability also at the forefront of APR’s engineering design criteria, the EFR continued to shine as the clear choice. APR chose the optional aluminum center section, which houses the EFR’s massive ceramic ball bearing housing. Unlike traditional housings, and journal bearings as found on the OEM IHI turbocharger, the bearing arrangement provides a large thrust-load capacity, and thus reliability, over other setups. Friction is reduced, turbocharger response is enhanced, and oil blow-by resistance is greatly improved, making the EFR an extremely reliable solution.

Integrated Equipment:
The EFR7163 features an integrated recirculation port for mounting the factory diverter valve (DV), boost control solenoid (N75) and wastegate actuator, all of which ultimately reduces complexity of the install, and reduces engine bay clutter. Furthermore, APR’s engineers integrated a stainless steel heat shield onto the turbocharger, to protect surrounding components. Each unit comes assembled and clocked, with the wastegate preload set, measured and tested, to ensure the unit simply bolts on without any modification necessary.

Wastegate:
The factory electronic wastegate can become problematic at higher output levels. The unit’s electronics are sensitive to heat, and the plastic gears within can strip and fail while struggling and failing to hold and control boost pressure. In the event of failure, replacements are typically only readily available by purchasing a new OEM turbo, making for a costly scenario.

APR’s engineers upgraded the wastegate with an APR by TurboSmart dual-port, pneumatic unit, for its strength, reliability, protection and control over other units. The dual port design enables a high level of control, without the need for excessive spring pressure or preload on the wastegate. Unlike many other designs, this allows the wastegate to operate the turbo in a low-boost protection mode, should the need arise. Furthermore, the unit is capable of accurately controlling and holding higher boost pressure levels without prematurely cracking open, or overheating under prolonged use. The unit simply comes assembled, configured and installed on the turbo, ready for use!

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Manifold Adapter

The APR Exhaust Manifold Adapter is investment-cast using the nickel-chromium-based Inconel 625 super alloy, with reliability, strength and performance at the forefront of the compact, twin scroll design.

Single Scroll vs Twin Scroll:
In an effort to optimize performance through decreased turbocharger lag, quicker transient response, and maximized peak power, APR’s engineers designed and tested single and twin scroll manifold adapters. The twin scroll design was ultimately chosen as it spooled the turbocharger several hundred RPM sooner and offered no measurable tradeoffs.

Inconel 625 Super Alloy:
Inconel 625 is typically the material of choice on motorsport applications and was chosen for its exceptional strength and high temperature resistance characteristics. Compared to other common materials such as iron or lower grades of stainless steel, Inconel 625 is costlier, but withstands extreme exhaust gas temperature changes without expanding, contracting, cracking or melting under high stress.

Investment Casting:
A loss wax investment casting technique is used in the creation of each manifold as the method produces repeatable parts with organically shaped internal flow paths. Mounting surfaces are CNC machined flat, and manifold studs are preinstalled in-house. Exhaust gasses are smoothly routed through the adapter, reducing turbulence and exhaust back pressure, to further aid in performance. Lastly, unlike a hand-fabricated design there are no welds to stress and crack over time, further increasing the reliability of the APR design over other design methodologies.

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Silicone Hoses

The turbocharger inlet and outlet hoses are designed with performance, strength, longevity, and total compatibility with all factory components.

The hoses feature a multi-ply silicone design, which are internally lined with a flourosilicone coating. These materials were chosen to maximize performance, even under extreme conditions, and to protect against oil and gasoline degradation. Furthermore, at each connection point, the hoses use APR’s EZ-Flow stepped design to provide a port-matched surface transition, as it eliminates performance-robbing airflow disruptions associated with other designs.

Each hose is oriented such that it is completely compatible with all OEM parts. The turbocharger outlet pipe simply slips over the factory turbocharger discharge pipe, while the turbocharger inlet pipe uses CNC machined, billet aluminum adapters that mimics the OEM mounting surfaces for the PVC hose and intake hose. Lastly, a billet vacuum reference port for the wastegate’s boost solenoid is preinstalled on the intake adapter, simplifying the install.

Reducing the chance of a leak is critical to performance and as such, the pressurized turbocharger outlet pipe features two high-strength stainless steel T-Bolt clamps from Clampco. The non-pressurized turbocharger inlet hoses use clean and low-profile, OEM-style Oetiker clamps to hold the billet adapters and comes preinstalled. Lastly, a worm gear clamp is used to easily attach the turbocharger inlet pipe to the turbocharger.

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Exhaust Downpipe

The Borg Warner EFR Turbocharger’s outlet size differs from the factory turbocharger and as such, a new 3” V-Band downpipe is necessary and included. For customers with an APR Cast Downpipe Exhaust System, the included portion replaces the upper cast section and mates directly to the APR Catalyst Midpipe. For customers without an APR Cast Downpipe Exhaust System, the APR Catalyst Midpipe is available separately. The midpipe is fully compatible with the factory catback exhaust system.

The 3” V-Band downpipe is created from T304 stainless steel and features cast bends with argon back purged TIG welding throughout. The system uses APR’s low profile OEM style flex section, non-protruding oxygen sensor bung, and thick mounting bracket. Each downpipe is assembled, finished and quality controlled in-house.


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MAP Sensors and Boost Tap

To provide accurate closed-loop boost control through the factory ECU, new MAP sensors and mounting hardware are included. The ECU is recoded to fully work with the upgraded sensors, completely eliminating the need for clumsy and archaic stand-alone boost controllers. In doing so, the ECU retains control over the turbocharger and provides better daily drivability with increased safety.

The pre-throttle MAP sensor is upgraded with a Bosch 4-bar sensor. The factory post-throttle T-MAP sensor is retained for accurate temperature readings and a 5-bar sensor is included and attached to the manifold through the included APR Stage 3 Boost Tap. All necessary hardware for mounting and configuring the boost tap is included.

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Oil and Coolant Lines

The factory oil and coolant feed and drain lines are upgraded with new, application-specific lines that are designed to provide years of leak free operation.

The braided stainless steel oil feed and drain lines come fully assembled and feature CNC mandrel bent hard-lines for clean and specific routing as if intended by the OEM. Both o-rings are replaced and a Borg Warner gasket is included.

The coolant feed and return lines also feature CNC mandrel bent hard-lines with custom low profile banjo bolts and copper crush washers. Flexible Borg Warner coolant hoses are used throughout, and a rubber heater hose with anti-abrasion shrink-flex connects the system to the heater core. OEM spring clamps make the install easy, and a one time use oetiker clamp provides a strong and leak free connection between the hose and factory fittings. Lastly, DEI heat shielding is included, protecting the coolant lines from heat.

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Wiring Harnesses

No invasive cutting or splicing of the factory wiring harness is necessary as new MAP sensor, wastegate solenoid and DV extension harnesses are included. Each harness comes fully assembled for a simple plug and play install.

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Spark Plugs

To cope with raised cylinder pressure and temperature, new Denso Iridium IKH24 spark plugs are included. The plugs operate at a heat range colder than stock, which results in better pre-detonation resistance and spark plug life under extreme conditions.

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Install Hardware

All install hardware is included for a complete install. This includes Loctite, assembly lube, an exhaust v-band clamp, Clampco T-Bolt clamps, worm gear clamps, Oetiker clamps, OEM spring clamps, turbo support bracket, Borg Warner and OEM gaskets, low-profile banjo bolts, copper crush washers, copper lock nuts, nuts, washers, bolts, studs, MAP sensor install tool, boost tap cap, various heat shielding materials and a zip-tie.

APR has a worldwide network consisting of many professional shops capable of performing installation of this turbocharger system. To accompany our world-class technical support hotline, a full, printed, step-by-step install manual is included to make the install process smooth and simple!

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Dyno Testing

To see all Stage 3 and 3+ results, on both platforms, visit our Product Page.

Calibration Report

Acceleration Testing

– Acceleration data collected at the same location with a US Spec 2015 Volkswagen Golf R DSG Stock via a Racelogic P-Box’s actual data files (not screen data) with ESP disabled, race/dynamic mode, sport mode, and automatic redline shifts. Stage III+ 93 figures collected with a US Spec 2015 Audi S3, APR Stage III+ with intake, intercooler, midpipe, TCU Upgrade, APR wheels, Michelin Tires and Brembo Brakes. 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. (1-FT) indicates 1 foot roll out timing.

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Requirements and Recommendations

Fueling

To achieve Stage III+ power levels APR’s upgraded injectors and fuel pump are required. No fueling upgrades are required for Stage III power levels.

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Exhaust System

The APR Front Wheel Drive Midpipe or APR All Wheel Drive Midpipe is required if the vehicle is not already equipped with an APR downpipe. The factory catback exhaust may remain unmodified.

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Intake System

The APR Carbon Fiber Intake System is recommended and required to meet the advertised power levels.

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Intercooler and Charge Pipes

The APR Intercooler System is recommended and required to meet the advertised power levels.  APR intercooler hoses and APR throttle body boost hoses are recommended for the best results.

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Transmission

APR cannot make any guarantees as to the longevity of the OEM manual transmission clutch or DSG/S Tronic clutches in every transmission and therefore an upgraded clutch, such as APR’s upcoming DSG Clutch Packs, are recommended and may be required depending on the stage, octane, driving style and clutch health. APR’s Stage III DQ250 TCU Upgrade is required for DSG / S Tronic models.

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Engine Internals

Stage III and III+ power, torque, boost, cylinder pressure and temperature levels and more are substantially higher than stock. APR cannot make any guarantees as to the longevity of the factory engine internals or all factory components on every engine. As such, APR recommends upgrading rods/bearings, pistons/rings and valve springs for increased engine reliability and longevity, especially when using race fuel, or Stage III+.

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Spark Plugs

Denso Iridium IKH24, gapped to 0.024″ ±0.002″ or 0.6mm ±0.05mm with a change interval of 10-15,000 mi or 16-24,000 km spark plugs are included and required.

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Oil and Coolant

APR recommends using Motul oils, coolants and lubricants with the APR Oil Catch Can System.  APR strongly recommends an ester based oil, such as Motul 300V 10w40.

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Application Guide

Vehicles:

– Audi A3 (Typ 8V / MK3)
– Audi S3 (Typ 8V / MK3)
– Volkswagen GTI (Typ 5G – MK7)
– Volkswagen Golf R (Typ 5G – MK7)

Engines:

– 2.0 TFSI EA888 Gen 3
– 2.0 TSI EA888 Gen 3

Transmissions:

– 6 Speed Manual
– S Tronic
– DSG

Drivetrain

– Front Wheel Drive
– All Wheel Drive

Market

– North America (Rest of World markets / vehicles to follow)

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Pricing

Turbocharger Loyalty Program

We’re pleased to announce the turbocharger upgrade path just got a little easier little for our loyal APR customers. If you’ve purchased an APR ECU Upgrade and want to upgrade to one of our turbocharger systems, you can take advantage of fantastic savings! It’s our way of saying “thank you” for enjoying our ECU Upgrades before stepping up to the big leagues! To see the savings, look over the pricing tiers below.

T3100080 – Front Wheel Drive (GTI)
T3100079 – All Wheel Drive (A3/S3/Golf R)

$4,999.99 – Existing APR ECU Upgrade Customer
$5,499.99 – New Customer

Please Note: Achtuning MUST check software availability and compatibility before purchase.

To purchase, please contact the Achtuning sales team!


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