Posts Tagged ‘audi tuning’
Our first (long over-due) Hartmann Wheel container of the season is here! We will be unloading 850+ wheels today with more containers to follow that will finally replenish inventory. We also have a new SKU to add to the Hartmann Wheel line-up. Now available is the HRS7-163-MA:M (matte-anthracite/machined) in a 20×9 with a +29mm offset.
Have a set of wheels on backorder? Don’t hesitate to reach out to us so we can finalize your order. Otherwise, expect a call from our sales department as soon as we get done putting all of these wheels away!
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It’s a fully enclosed carbon fiber intake for the Audi A6/A7 that increases power, and looks good doing it. Presenting the AWE Tuning Audi A6/A7 S-FLO Carbon Intake:
- Fully sealed carbon fiber box and filter combination
- Featuring the AWE Tuning S-FLO Filter
- Max gains of 13 hp and 12 ft-lbs of torque at the crank
- Perfect integration with OEM inlet ducting
- Retains stock mounting locations
- UV stabilized resin and clear coat prevents yellowing from heat
- Filters are durable, and washable
- No Check Engine Light – Guaranteed
- Perfect Fitment – Guaranteed
The carbon fiber air box
The AWE Tuning Audi A6/A7 S-FLO Carbon Intake boasts a fully enclosed carbon fiber air box with inlet, and lid, that has been engineered to mount securely in the stock locations and match up perfectly with factory air inlet pipes. Using high grade 2×2 weave carbon fiber with a UV stabilized resin and clear coat to help prevent the yellowing that occurs from heat under the hood.
The S-FLO Filter
The included AWE Tuning S-FLO Filter is designed specifically for this air box to be easily serviceable and to maximize airflow. This increased air flow unlocked maximum gains of 13 hp and 12 ft-lbs of torque at the crank. The combination of carbon fiber airbox and included S-FLO Filter makes for a more aggressive intake note. The AWE Tuning Audi A6/A7 S-FLO Carbon Intake is the perfect sophisticated performance enhancement, delivering power and looks in one proven package.
The AWE Tuning Audi A6/A7 S-FLO Carbon Intake comes standard with AWE Tuning’s industry leading No Check Engine Light Guarantee, and their Fitment Guarantee.
What’s in the Box
The AWE Tuning S-FLO Carbon Intake includes the carbon fiber airbox itself, the AWE Tuning S-FLO Filter, and all necessary mounting hardware.
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ACHTUNING is currently looking for performance oriented, enthusiastic Audi and/or Volkswagen factory trained (preferred) technician to add to our growing team! If you feel you qualify, please email your resume to email@example.com!
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APR is pleased to present the ultimate Oil Catch Can system for MQB platform 1.8T/2.0T engines.
The APR Oil Catch Can System is designed to prevent excessive crankcase oil vapors from entering the intake system while the engine is under boost. In doing so, the system helps reduce oil pooling in the intercooler hoses, carbon buildup on intake valves, and the decrease in octane caused by oil vapors.
- Drains in seconds No need for tools, removal/disassembly to drain the can.
- Four-stage baffling system Excellent oil droplet capturing properties.
- Compact, two-piece billet design Easy disassembly for recommended annual cleaning.
- Abrasion resistant Buna-N lines Resists oil degradation, kinks and abrasion with an OEM appearance.
- OEM Norma fittings Makes install and removal simple with an OEM appearance.
- Discrete hose routing Hoses are routed out of sight for an attractive install.
- EA888 MQB Compatible Fits all 1.8T/2.0T EA888 Gen 3 MQB vehicles equipped with APR’s Carbon Fiber Intake System.
- Catches oil Oil pools in the can, not in the intercooler piping.
- Reduces carbon buildup Fewer oil vapors entering the intake tract helps reduces carbon buildup on the back of intake valves.
- Increase performance Helps to reduce airflow restrictions and octane robbing oil vapors.
During an engine’s combustion process extreme cylinder pressure is created. Some of this pressure ultimately becomes “blow by” gasses when it escapes the seal of the piston rings. As a result, crankcase pressure is generated and to prevent damage this pressure must be vented. Thanks to boost pressure, turbocharged engines produce more cylinder pressure than naturally aspirated engines. In turn, the requirement to effectively manage crankcase pressure is increased. More so, an increase in horsepower over stock comes through an increase in cylinder pressure, exacerbating the issue even further.
The factory system alleviates the pressure through a positive crankcase ventilation system, or PCV. Under light engine load, the PCV uses vacuum to help draw the gasses out of the crankcase and utilizes a cyclonic separator to draw the oil out of the gas. During heavy engine load, when boost pressure is present, that portion of the PCV is blocked off via a check valve and the gasses are sent directly to the inlet of the turbocharger. During this stage, little separation occurs and significant oil vapor is allowed to enter the intake tract which can cause the following:
- Reduction in performance caused by a decrease in octane from oil vapors mixing with air/fuel mixture.
- Reduction in performance caused by a decrease in airflow from excessive carbon buildup on intake valves.
- Pooling of oil in the turbo, intercooler, intake tract hoses and manifold.
NOTE: Despite the popularity of deleting it, APR’s Oil Catch Can retains the factory PCV. Pulling vacuum on the crankcase is ideal as it helps ensure that all necessary gases escape. However, the factory unit incorporates a check valve that sees boost pressure. If that valve fails a boost leak would occur, decreasing engine performance until the valve was replaced. To date, APR has not seen a PCV check valve failure on any Gen 3 TSI engine. With the factory valve in place, it is also possible that some oil enters the intake tract through the cylinder head. However, most goes the way of the catch can and is subsequently captured. Though APR has had positive results retaining the factory PCV, the desire to replace it is understood and APR will be releasing a factory PCV delete that connects flawlessly to our catch can.
The APR Oil Catch Can System:
APR’s Oil Catch Can system installs between the PCV’s outlet and the inlet to the intake system and is designed to catch unseparated oil vapor. The supplied bracket and scratch resistant gasket allow the system to be installed on the required APR Carbon Fiber Intake System. This enables compatibility with all applicable MQB platform 1.8T/2.0T engines. The supplied hoses then connect and route out of site, for a clean and attractive install.
Unlike many catch can designs on the market, the APR system utilizes a track-proven four-staged baffling system. The baffles cause oil to pool at the bottom of the can, rather than the intercooler hoses. APR’s brutal track testing has proven the system works as designed, catching oil in the can and leaving the return hose clean to the touch!
Removing the oil is a cinch! No tools or can removal/disassembly are required thanks to a quick drain valve and hose conveniently located at the bottom of the can. Furthermore, servicing the can is simple, thanks to the billet two piece design.
The APR Oil Catch Can is a must have for customers interested in maintaining peak performance and keeping their intake tract and valves cleaner for the life of their vehicle.
Requirements: The APR Oil Catch Can system requires an APR Carbon Fiber Intake System for install.
Audi A3 / S3 – (MK3 / Typ 8V)
Seat Leon / Cupra – (MKIII / Typ 5F)
Skoda Octavia / vRS – (MKIII / Typ 5E)
Volkswagen Golf / GTI / R – (MK7 / A7 / Typ 5G)
1.8T & 2.0T
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APR is offering sale pricing now through July 31st on some of their most popular performance upgrades, available and IN STOCK right here at Achtuning!
APR EMCS Program Switching Sale: Fully loaded ECU’s are an additional $149 over the standard ECU price! On available ECUs, add up to 4 Program Modes: Stock, APR octane specific performance modes, and APR valet mode. Add APR Mobile on compatible platforms and enjoy switching from your phone or tablet!
APR TT RS Stage 3 GTX Turbocharger System Sale: Save $3000 off the APR 2.5 TFSI Stage 3 GTX Turbocharger System and have up to 665 horsepower on your Audi TT RS!
APR 2.0T K04 Turbocharger Sale: Save $250 off the APR 2.0 TSI K04 Turbocharger System and enjoy up to 375 horsepower and over 400 ft-lbs of torque!
APR 2.0T HPFP Sale: Save $100 off new and rebuilt APR HPFPs, a necessary upgrade for FSI vehicles to experience Stage 1+, 2+, K04, Stage 3 and 3+ power level!
APR Shifter Cable Bracket Sale: Save $50 off APR Shifter Cable Brackets and enjoy smooth and crisp shifts without the slop associated with the factory plastic and rubber grommet unit.
APR 2.0T Runner Flap Delete Sale: Save $50 off APR Runner Flap Delete and free up some horsepower on your FSI platform vehicle!
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***Highlights of the suite***
* SwitchPath™ Exhaust technology offers the perfect combination of Track and Touring Editions
* Available as the valved SwitchPath™ Exhaust or the lower priced Track Edition
* Engineered, designed, and manufactured in-house at AWE Tuning
* 200 Cell High Flow EURO 6 Compliant HJS Catalyst
* 3” CNC mandrel bent system
* Performance Downpipe available as Resonated or Non-Resonated
* Max gains of 17 hp and 23 ft-lbs of torque at the crank
* Available with 90mm or 102mm double walled adjustable tips, Chrome Silver or Diamond Black
* Hand crafted from T304 stainless steel
* No Check Engine Light – Guarantee>
* Perfect Fitment – Guaranteed
* Featuring the AWE Tuning Lifetime Exhaust Warranty
The SwitchPath™ Exhaust
AWE Tuning SwitchPath™ Exhaust Technology is a proprietary solution that utilizes valves in the exhaust to control tone and volume. Controlled by a combination of throttle input and engine speed, SwitchPath™ Technology keeps the S3 quiet and comfortable while cruising, but give it the boot and you’ll unlock an aggressive and exotic exhaust note.
The Track Edition Exhaust
The lower priced sibling, the Track Edition Exhaust is crafted of the same quality T304 stainless, made in house, and delivers the same power gains as the SwitchPath™ Exhaust. The difference comes in the removal of AWE Tuning’s valving system. In other words, this system is the “open valves” side of the spectrum, all the time, and will be most pronounced in the mid range.
To further hone the tone and performance of your S3, we’re offering both resonated and non-resonated downpipes as well. Both versions feature our No Check Engine Light Guarantee, Fitment Guarantee, a unique flex-pipe section to isolate engine movement, and offer our Lifetime Warranty on the downpipe (one year on the catalyst).
Resonated Downpipe: Slightly louder than the stock S3 downpipe. Featuring our No CEL Guarantee (even without software) and a sophisticated and distinguished tone.
Non-Resonated: Removes the resonator for a more aggressive note, much louder than the stock downpipe. Featuring our No CEL Guarantee (even without software) and a pronounced note.
Both the SwitchPath™ Exhaust and the Track Edition Exhaust are available with downpipes as a package for savings. Not sure if you want the downpipes yet? No worries. You have one year from the purchase date of your exhaust to add downpipes at the package price.
AWE Tuning Audi S3 SwitchPath Exhaust with Chrome Silver Tips, 90mm – SKU: 3025-42014 – $2,145
AWE Tuning Audi S3 SwitchPath Exhaust with Diamond Black Tips, 90mm – SKU: 3025-43018 – $2,245
AWE Tuning Audi S3 SwitchPath Exhaust with Chrome Silver Tips, 102mm – SKU: 3025-42016 – $2,245
AWE Tuning Audi S3 SwitchPath Exhaust with Diamond Black Tips, 102mm – SKU: 3025-43020 – $2,345
AWE Tuning Audi S3 Track Edition Exhaust with Chrome Silver Tips, 90mm – SKU: 3020-42036 – $1,745
AWE Tuning Audi S3 Track Edition Exhaust with Diamond Black Tips, 90mm – SKU: 3020-43032 – $1,845
AWE Tuning Audi S3 Track Edition Exhaust with Chrome Silver Tips, 102mm – SKU: 3020-42038 – $1,845
AWE Tuning Audi S3 Track Edition Exhaust with Diamond Black Tips, 102mm – SKU: 3020-43034 – $1,945
AWE Tuning Performance Downpipe – Resonated – SKU: 3215-11054 – $1,395
AWE Tuning Performance Downpipe – Non-Resonated – SKU: 3220-11018 – $1,295
AWE Tuning Audi S3 SwitchPath Exhaust with Chrome Silver Tips, 90mm with Resonated Performance Downpipe – SKU: 3425-42002 – $3,395
AWE Tuning Audi S3 SwitchPath Exhaust with Diamond Black Tips, 90mm with Resonated Performance Downpipe – SKU: 3425-43002 – $3,495
AWE Tuning Audi S3 SwitchPath Exhaust with Chrome Silver Tips, 102mm with Resonated Performance Downpipe – SKU: 3425-42004 – $3,495
AWE Tuning Audi S3 SwitchPath Exhaust with Diamond Black Tips, 102mm with Resonated Performance Downpipe – SKU: 3425-43004 – $3,595
AWE Tuning Audi S3 SwitchPath Exhaust with Chrome Silver Tips, 90mm with Non-Resonated Performance Downpipe – SKU: 3425-42006 – $3,295
AWE Tuning Audi S3 SwitchPath Exhaust with Diamond Black Tips, 90mm with Non-Resonated Performance Downpipe – SKU: 3425-43006 – $3,395
AWE Tuning Audi S3 SwitchPath Exhaust with Chrome Silver Tips, 102mm with Non-Resonated Performance Downpipe – SKU: 3425-42008 – $3,395
AWE Tuning Audi S3 SwitchPath Exhaust with Diamond Black Tips, 102mm with Non-Resonated Performance Downpipe – SKU: 3425-43008 – $3,495
AWE Tuning Audi S3 Track Edition Exhaust with Chrome Silver Tips, 90mm with Resonated Performance Downpipe – SKU: 3420-42024 – $2,995
AWE Tuning Audi S3 Track Edition Exhaust with Diamond Black Tips, 90mm with Resonated Performance Downpipe – SKU: 3420-43028 – $3,095
AWE Tuning Audi S3 Track Edition Exhaust with Chrome Silver Tips, 102mm with Resonated Performance Downpipe – SKU: 3420-42026 – $3,095
AWE Tuning Audi S3 Track Edition Exhaust with Diamond Black Tips, 102mm with Resonated Performance Downpipe – SKU: 3420-43030 – $3,195
AWE Tuning Audi S3 Track Edition Exhaust with Chrome Silver Tips, 90mm with Non-Resonated Performance Downpipe – SKU: 3415-42052 – $2,895
AWE Tuning Audi S3 Track Edition Exhaust with Diamond Black Tips, 90mm with Non-Resonated Performance Downpipe – SKU: 3415-43058 – $2,995
AWE Tuning Audi S3 Track Edition Exhaust with Chrome Silver Tips, 102mm with Non-Resonated Performance Downpipe – SKU: 3415-42054 – $2,995
AWE Tuning Audi S3 Track Edition Exhaust with Diamond Black Tips, 102mm with Non-Resonated Performance Downpipe – SKU: 3415-43060 – $3,095
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Upgrading the restrictive factory downpipe with the APR Cast Downpipe Exhaust System is a great way to increase performance and add a sophisticated growl to the exhaust note. Ideal performance is achieved through expelling exhaust gasses at maximum velocity through APR’s proprietary, low-turbulence, investment cast downpipe. Designed and assembled in-house, the system utilizes only premium materials and world-class manufacturing techniques to deliver unmatched quality and reliability.
- Designed and assembled in-house.
- T304L stainless steel construction.
- Argon back-purged TIG welding.
- Investment cast downpipe.
- 80mm inlet with integrated o2 bung and flange.
- Low profile, sealed/corrugated flex section.
- 76mm outlet with integrated bracket.
- 8mm billet bracket.
- 76mm brushed and de-burred piping.
- Non-swedged/slip-fit/flanged piping.
- Investment cast o2 bungs with billet plugs.
- 300 cell, 100mm x 100mm GESI catalyst.
- OEM-style slip-on clamps.
- Reducer for OEM catback compatibility.
- OEM gasket.
- APR Stage II ECU Upgrade price waived.
- Limited lifetime warranty.
The factory downpipe system consists of smaller, 63mm piping with varying bends and multiple restrictive high-cell-count catalysts, all of which contribute to a less than ideal flow path and hindered performance. APR’s engineers took a multi-step approach to maximizing flow, reducing under hood temperature, and eliminating unnecessary restrictions all in a unique package.
Detailed component photos and information
The APR Cast Downpipe Exhaust System is a complex system designed to deliver maximum performance. Each component was designed and developed with the absolute best in performance, strength, reliability and quality in mind.
Cast Downpipe Inlet and Outlet
The exhaust system features a strong, investment cast, T304L inlet and outlet designed to maximized flow and minimize turbulence. By casting the inlet, APR’s engineers were able to create a smooth and high-flow exhaust path that maximized flow through swept blends and shapes that are otherwise not possible through conventional fabrication techniques. The inlet perfectly matches the factory turbocharger’s 80mm outlet and gradually necks down over a long distance to further enhance performance. The mounting flange, oxygen sensor bung and bracket are integrated into the casting, and TIG welding at the flex section ensures a clean inner surface eliminating turbulence, vortices and eddies to the highest degree.
With a nominal wall thickness of 2.55mm the downpipe is strong and produces a refined exhaust note compared to thin wall tubing systems. The cast sections undergo a tumbling process to smooth and de-burr any imperfections inside the pipe, while simultaneously enhancing the exterior finish. Lastly, all necessary surfaces are CNC machined for an accurate fit.
APR’s engineers specified a T304L stainless steel, OEM-style flex section that is fully sealed with a corrugated inner lining to improve flow and reliability. The low profile design and minimal use of bradding material eliminates clearance issues common with other designs that can billow, rub, rattle and fray over time.
Designed to stand the test of time, the bracket is CNC machined from 8mm-thick billet T304L stainless steel and the hanger feet are threaded into place, eliminating the need for welds. Weight is removed from the bracket, wherever possible, while not hindering its structural integrity. The bracket attaches to the cast downpipe’s integrated mounting bracket, and CNC machined spacers enable compatibility across multiple vehicles.
The APR Downpipe Exhaust System features premium grade T304L stainless steel for its excellent appearance, strength and corrosion resistance properties. The pipe is rolled to the 76mm European standard diameter with a 1.5mm wall thickness and a seemingly non-existent weld seam.
Pipe is cut to length in-house via APR’s CNC-controlled bandsaw to an accuracy of .25mm, ensuring a precise fit. Each pipe is de-burred, and the exterior finish is brushed to give the exhaust piping a clean and attractive appearance worthy of the APR name. APR’s fabrication team uses argon back-purging during the welding process, leaving a clean and smooth interior surface, and TIG welding for strength and appearance. Lastly, no swedging or slip-fitting is necessary due to APR’s OEM-style clamp design, leaving smooth and less turbulent connection points.
APR’s engineers specified a T304L stainless steel, OEM-style exhaust clamp designed to eliminate the need for flanges, swedging, or slip fittings. By using this low profile design, the exhaust system can be positioned higher in the exhaust tunnel and away from the ground with better clearances compared to flanged setups. Each clamp allows for less turbulence and greater accuracy at the connection points as the pipes simply butt up to one another rather than the ambiguity and voids associated with swedged slip fittings. Furthermore, the clamp doesn’t rely on deforming the pipe to provide a tight seal, making install and removal more convenient.
O2 Sensor Bungs
APR’s Engineers paid special attention to the details when designing the APR Cast Downpipe Exhaust System all the way down to the oxygen sensor bungs. APR’s O2 bungs are investment cast from T304L stainless steel and are curved to perfectly fit on 76mm piping, without protruding into the pipe, as this would further impede airflow beyond the sensor itself. The bungs are TIG welded to the piping and back-purging is used to ensure the interior surface is smooth and clean. Lastly, a billet T304L stainless steel bung plug is included to cap off extra ports not needed on some models.
APR’s engineers specified a high-quality and high-flow GESI metal 300-cell catalyst ideal for forced induction application. During dyno testing, the 100mm x 100mm design showed no measurable loss in power, thanks to the catalyst’s specifications.
Internally the catalytic converter features a proprietary blend of precious metals and loading technology that helps to reduce emissions and smell common on cat-less setups. With performance in mind, the catalyst is placed far away from the turbo outlet to reduce turbulence in the downpipe and to help reduce under-hood temperature. The low-profile catalyst features a fully captured substrate brick, which is furnace braised to the outer mantle and physically captured by the diffuser cones preventing rattling, rotation, and damage to the substrate. Subsequently, a byproduct of running the catalyst is a reduction in noise, making the system as a whole more pleasing to the ear.
A simple and removable, T304L stainless steel reducer, featuring a smooth transition, is included, making the APR Cast Downpipe Exhaust System directly compatible with the OEM catback exhaust system.
Included with each system is an OEM gasket, designed to mate between the downpipe and the turbocharger.
The APR Difference
The Engineering and Designing Phase
In the past APR worked with other manufacturers to develop a limited range of private-label exhaust systems outside the scope of APR’s internal development and manufacturing capabilities. Understanding the limits of such a program, combined with APR’s desire to deliver higher-quality products in a timely manner with better customer support, APR invested in internalizing the program. With the release of this exhaust system and the others like it, APR is pleased to present our first systems fully designed and engineered in-house from the ground up!
Design and development begins with the use of APR’s professional grade in-house coordinate measuring machines. APR’s engineers have full access to a Romer Absolute arm with integrated laser scanner, FaroArm and Creaform 3D laser scanner for collection of special constraints surrounding the factory exhaust system. The engineers scan the vehicles and create detailed 3D maps of their design environment while designing each system in PTC Creo 3.0 CAD software.
Using APR’s in-house stereolithography 3D printer, rapid prototypes are created for fitment on the vehicle. The design is easily and quickly verified, and if necessary, changes can be made. Once adequate clearances and fitment is confirmed, especially in areas that move under load, physical quick-cast prototypes are created and fitted for final verification through real-world use.
APR’s world-class manufacturing partners from around the globe are responsible for manufacturing each component that falls outside of APR’s internal capabilities. Working closely with each manufacturer, APR’s engineers supply CAD models, materials specs, and other design specifications and work hand-in-hand with the manufacturer to develop the components. The end result is a collection of components, wholly unique to the APR name, awaiting final finishing, assembly and quality control at APR’s 78,000 square foot facility in Opelika, Alabama in the USA.
The Fabrication, Finishing and Assembly Phase
Manufacturing takes place both internally and externally to APR while finishing and assembly is completed in-house. APR’s fabrication team cuts, brushes and de-burrs premium grade T304L stainless steel piping for use in each midpipe. Then each cast component is sent through the ceramic vibrating tumblers to smooth and de-burr surface imperfections. Each component is then cleaned by hand and prepared for assembly.
APR’s fabrication experts TIG weld each component, creating reliable, high quality and attractive welds. Each component is back-purged with argon during the process ensuring the weld is strong and consistent, as well as clean throughout. With this process complete, the APR Cast Downpipe Exhaust System is born!
Final Quality Control
APR has placed a large emphasis on improving quality control across various product lines, and the exhaust program is not excluded. To ensure the systems are delivered as advertised, APR’s engineers have taken a multi-step approach that encompasses many techniques that go beyond the industry standard.
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.
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.
Operating in an environment designed for accuracy and repeatability, APR’s fabrication experts leave little room for error during the final assembly phase. Jigs and fixtures, created in-house, live on custom-specified fabrication tables featuring repeatable indexing holes and extremely flat surfaces. This working environment ensures the highest level of quality control during the assembly process and safeguards against dimensional variations potentially created during the manufacturing process. The end result is a system that fits every time as it’s true to the original design specifications.
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.
- Audi TT (MKII)
- Audi TT-S (MKII)
- 1.8T EA888 Gen 1
- 2.0T EA113 (K03)
- 2.0T EA113 (K04)
- 2.0T EA888 Gen 1
- 2.0T EA888 Gen 2
- Front Wheel Drive
- All Wheel Drive
- 6 Speed Manual
- S Tronic
Part Number and Price
DPK0016 – $749.99
Stage II ECU Upgrade Information
For the best results, APR recommends installing the Stage II ECU Upgrade. This upgrade requires purchase of an APR Stage I ECU Upgrade, and is included for free to the original owner and original vehicle with the purchase of an APR Cast Downpipe Exhaust System!
Stage II Upgrade Pricing
- 1.8T EA888 Gen 1 – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
- 2.0T EA113 (K03) – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
- 2.0T EA113 (K04) – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
- 2.0T EA888 Gen 1 – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
- 2.0T EA888 Gen 2 – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
– Stage II software may not be available for all vehicles.
– Pricing applicable to the USA only.
– Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at Achtuning.
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This Memorial Day weekend Achtuning is offering an extra 5% off any Hartmann Wheel purchased from the “blem” pile which are already listed at a 20% discount! Wheels with the tiniest of imperfections found in the paint or clear coat during the pre-shipment inspection process are set aside and marked as a “blem” and offered at sale pricing. The additional 5% discount will be processed at the time your phone or online order is placed. Click the image above to check out what’s available!
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APR is pleased to present the ultimate transmission control unit (TCU) upgrade for the DL501 Gen 1, Gen 1.5 and Gen 2 S Tronic transmissions! APR’s TCU upgrade is available for 3.0 TFSI platform vehicles and is conveniently flashed to the vehicle’s TCU through the OBD-II port with user definable options selectable at the time of install.
APR’s TCU upgrade goes beyond the overly simplistic norm of raising a few limiters, and offers a wide gamut of changes designed to completely enhance the driving experience. With an in-depth knowledge of the transmission’s inner workings and control strategies, APR’s engineers have improved many aspects of the transmission from accelerative performance to daily drivability, while also incorporating new features including several typically reserved for higher-end Audi Quattro GmbH RS models.
Depending on the driving scenario, APR’s calibration experts have created multiple operating modes designed to deliver ideal performance for the given driving condition. When using launch control, the transmission enters a maximum acceleration mode designed to provide the fastest possible acceleration through a heightened application of torque, optimized shift points and shift strategies among other performance related enhancements. Under blistering, near wide-open throttle, the transmission enters a different state of performance with shift maps optimized for power delivery on vehicles with modified engine software. Manual and Tiptronic mode are tailored to the driver’s desired auto up/down shift preferences at the time of install include several features to enable quicker paddle response times and faster upshifts on Gen 2/B8.5 models. Finally under part-throttle daily-driving in both Drive and Sport mode, the transmission remains calm and smooth. Common clunks and driver annoyances are addressed and the transmission comfortably responds to the driver’s input without constantly and aggressively seeking the highest gear possible.
- 7,200 max shift point with gear dependent overshoot protection.
- User adjustable 3-Step multiple launch control RPM.
- User definable* max launch control RPM up to 6,000 RPM.
- User definable* manual mode downshifts (on/off).
- User definable* manual mode upshifts (on/off).
- Launch control enabled on all models.
- Launch control response enhanced for quicker launches.
- Launch control limits raised from 200 to 3000 launches.
- Launch control Max acceleration mode enabled for the fastest possible acceleration.
- Multiple acceleration modes defined for various driving scenarios.
- Manual mode / TT mode paddle response time optimized.
- Manual mode / TT mode shift optimized with gear dependent thresholds on Gen 2/B8.5 Models.
- Torque intervention limits raised, while retaining temperature protection.
- Temperature management modified.
- Transmission coolant pump optimized during high temp scenarios.
- Gear display enabled in Drive and Sport.
- Optimized Drive and Sport mode shift maps.
- Downshift “lockout” disabled below previous gear’s max RPM.
- First gear, rolling-stop, “clunk” addressed.
- First gear “short shift” addressed.
- Significant power increase on applications meeting peak power well above the vehicle’s factory defined shift points.
*APR’s DirectPort Programming suite allows the end user to tailor the TCU upgrade to their needs at the time of installation.
Drive (eco) and Sport Mode:
APR’s engineers have paid close attention to the factory shift maps in drive (eco) and sport mode to help ensure a more pleasurable driving experience. In each mode under high-torque and high-rpm situations, the shift points are increased progressively just below the transmissions new maximum shift point of 7,200 RPM. Gear dependent overshoot protection prevents the transmission from hitting the rev limiter prematurely. Finally using launch control enables the maximum acceleration mode while in Sport.
Under low-torque, low-rpm part-throttle situations, both drive mode and sport mode behave similar to stock. The shift points are raised to prevent the transmission from over aggressively seeking seventh gear prematurely in drive mode and to provide a more sporty feeling in sport mode. The first to second gear short shift has been addressed and while rolling to a stop, the transmission will no longer prematurely downshift to first gear, resulting in a clunky transition.
Manual and Tiptronic Modes
APR’s user definable options allow the end user to configure how manual mode operates. The kick-down switch, which is responsible for an automatic downshift in manual mode, is enabled by default but can be disabled at the time of install. Likewise, the auto upshift that occurs near the new 7,200 RPM redline can also be disabled if the end user chooses, allowing the engine to bounce off the limiter like a manual transmission. For safety’s sake, the first to second auto upshift is always enabled. The transmission does not lock out any manual downshifts so long as the shifting does not result in an engine RPM above the max shift point. In all situations, paddle delay is greatly reduced allowing for more responsive shifts to take place. On Gen 2/B8.5 models, using the paddles and shifter, above gear dependent comfort thresholds near 3000 RPM, will result in lightning fast gear changes as the transmission enters a new “quick shift” upshift mode. Lastly Tiptronic mode is a temporary manual mode accessible in drive (eco) and sport modes by pressing the paddles on the steering wheel. While in this temporary mode, auto upshift and kick down switch are enabled.
APR’s 3-Step launch control is unlike anything else in the market. At the time of flashing, the user chooses a maximum launching RPM up to 6,000 RPM. When activating launch control, up to three launching RPM’s are available, allowing the end user to choose the best launching RPM based on the current conditions!
At 100% throttle with the kick-down switch engaged, the vehicle will select the highest launching RPM. At 100% throttle with the kick-down switch not engaged, a lower launching RPM is activated. Finally, at roughly 50% throttle the transmission chooses the lowest launching RPM. When properly dialed in, the user is left with incrementally higher launch points ideal for the street, track and sticky tires.
Utilization of launch control results in the transmission entering the maximum acceleration mode. During this mode, intervention between a shift is minimized, resulting in faster acceleration that keeps the driver planted to the back of his or her seat. Furthermore, the transmission’s coolant pump is fully optimized to keep oil temperature within the desired operating temperature.
Launch control is activated on all models, including those without it from the factory. The conditions necessary to enable launch control have been tweaked to make activation easier and the delay typically present after lifting the brake and beginning of the physical launch has been greatly reduced. Lastly the factory 200 launch limit has been raised 1400% to 3000 launches!
Recommendation: When using launch control, excessive wheel spin will not improve acceleration and may cause undesirable behavior. APR suggests using lower launch limits near 4,000 RPM under low grip situations. Maximum launch RPM is only ideal with drag slicks / radials on a well-prepped drag strip.
S Tronic Temperature Management
Temperature management is an important part of the DL501 transmission. While some may simply remove temperature protection routines all together, or mistakenly raise temperature protection torque limiters sky high and claim increased cooling performance due to zero transmission intervention, APR’s TCU upgrade only allows the maximum safe temperature levels before intervention. Under high stress scenarios, such as launch control, the transmission’s cooling pump runs at maximum speed until the desired transmission temperature is achieved.
Unlike the factory intervention routine, which allows for nearly no torque to be transmitted through the transmission at all after limits are crossed, APR’s over temp intervention allows for a limited amount of torque, enough so the vehicle can be safely driven off the track or pulled to the side of the road during intervention. In keeping the vehicle moving, airflow continues across the radiators, which in turn keeps coolant temps low and aids in removing heat from the factory DL501 oil coolers to restore full operation.
Various factory torque intervention limiters are raised to their maximum value to eliminate unintended torque intervention, across the rev range, during normal and spirited driving. However, important and critical limiters are kept in place or only slightly modified, such as those related to temperature protection, to prevent premature damage to the transmission in dangerous scenarios.
Gear Display Indicator
In drive (eco) and sport mode, the vehicle’s multi function display will now indicate the currently selected gear rather than a generic D or S.
APR’s engineers were able to improve vehicle acceleration through enhancements such as better launch control, higher shift points, and measurable reductions in shift duration and shift intervention as illustrated above.
The graph above shows longitudinal acceleration G-Forces, and the below graph shows vehicle speed over time on an APR Stage II B8 S4 with race fuel. APR’s TCU upgrade provided stronger acceleration after the launch which carries to a higher redline shift point. During the shift, very little intervention took place, keeping G’s high and the driver planted in the seat during the quicker shift. Stock, however, suffered more losses, longer shift durations, and even more extreme losses and durations during the common “short shift” issue. Vehicle speed was greatly affected as is evident by the noticeable deviation in acceleration at 40 MPH on the graph below.
The APR TCU equipped vehicle continued to gain in speed over the stock setup thanks to higher shift points, quicker shifts, and less torque intervention as illustrated in the graphs. 0-120 MPH was reduced by .75 second over the stock TCU and .97 seconds over the stock TCU exhibiting the “short shift” issue!
Reported figures measured using a P-Box on a US Spec 2012 B8 S4 with an APR Pulley, APR CPS, APR Exhaust, APR Intake, APR Stage II software and race fuel. Results will vary depending upon location, environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, tires, suspension setup, other variables and other modifications.
On some models, the transmission’s maximum RPM is set to as low as 6,400 RPM, which is well below the max engine speed as defined by the ECU upgrade. In doing so the engine is unable to produce peak power, as it typically occurs at the engine’s max RPM. Through increasing the max shift point, peak power grows further and results in an additional 20-30 horsepower depending on model, stage and octane as illustrated below.
Reported wheel figures measured using APR’s in house Dynapack Dynamometer with a US Spec 2014 B8.5 S4 in AWD mode with an APR Pulley and APR Stage II software, using SAEJ1349 correction and an average of multiple runs. Crank figures are estimated based on the measured wheel figures. Results may vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, other variables and other modifications.
The APR Difference:
APR DirectPort Programming:
APR’s DirectPort Programming is now available for the Temic Tricore DL501 Gen 1, Gen 1.5 and Gen 2 transmissions. Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest TCU upgrades for installation directly over the vehicle’s OBD-II port. This completely eliminates the need to remove and open the TCU and can be uninstalled at any time!
APR TCU Upgrade Creation:
APR’s engineers have taken a direct and custom approach to calibrating the TCU. All too often others create a generic calibration that is forced across a wide range of different vehicles and transmission versions. Unfortunately this generic method of copy and paste tuning can result in some undesirable effects, such as slow up shifts and downshifts, torque interventions, stumbling, immobility and general incompatibility. In some extreme cases, damage to the transmission can occur. With many factory TCU variations available for the transmission, APR’s engineers have painstakingly ensured every TCU upgrade is created using the transmission’s original file to ensure the ultimate experience!
APR TCU Composer:
APR’s proprietary TCU Composer is used for altering the transmission management system. With full access to every table, map and variable within every TCU, APR’s Calibration Engineers are not limited to the handful of pre-defined maps.
APR TCU Assembly:
APR’s Electrical Engineers have the ability to alter the code structure of the TCU. Through code-level changes, APR’s Engineers are able to add future features to the TCU otherwise impossible through calibration changes alone.
For use with APR’s ECU upgrades, the latest version is REQUIRED. This update MUST be checked and installed at the time of install. For best results, APR advises against mixing non-APR ECU and TCU Upgrades. APR cannot guarantee full compatibility with non-APR ECU Upgrades as outlined above and as such offers a 30-day money back guarantee as outlined below.
Vehicles: Audi B8 & B8.5 S4 and S5, DL501 S Tronic Gen 1, 1.5 & 2
– Pricing applicable to the USA only.
– Please note vehicle manufacturers issue many TCU part numbers and revisions throughout their vehicle lineup. As such, some TCUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s TCU part number and revision is known, availability can be checked at Achtuning.
– *For use with APR’s ECU upgrades, the latest version is REQUIRED. This update MUST be checked and installed at the time of install. For best results, APR advises against mixing non-APR ECU and TCU Upgrades. APR cannot guarantee full compatibility with non-APR ECU Upgrades as outlined above and as such offers a 30-day money back guarantee as outlined below.
How to purchase
No appointments are necessary. Stop by between 9am and 4pm, Monday through Friday. All installs are done on a first-come, first-served basis.
Please note vehicle manufacturers issue many TCU part numbers and revisions throughout their vehicle lineup. As such, some TCUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s TCU part number and revision is known, availability can be checked at Achtuning.
Security, Warranty and Money Back Guarantee
30 Day Money Back Guarantee:
All APR TCU Upgrades include a 30-day money back guarantee with no questions asked. If for any reason the owner is dissatisfied with the APR TCU Upgrade, they may return to Achtuning for a full refund, provided they are within the 30 day period from the time of the initial purchase. Labor or shipping charges are not included in the guarantee and are at the discretion of Achtuning.
Limited Lifetime Warranty:
All APR TCU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available. Labor or shipping charges are not included in the warranty and are at the discretion of Achtuning.
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APR is pleased to present the ultimate cast downpipe exhaust system for the 2.5 TFSI Audi TTRS and RS3! Upgrading the restrictive factory downpipe with the APR Cast Downpipe is a great way to increase performance and add a sophisticated growl to the exhaust note. Ideal performance is achieved through expelling exhaust gases at maximum velocity through APR’s proprietary, low-turbulence, investment cast downpipe. Designed and assembled in-house, the system utilizes only premium materials and world-class manufacturing techniques to deliver unmatched quality and reliability.
Audi RS3 (8V/MKIII) and Audi TTRS (8N/MKII)
All Wheel Drive
Universal 76mm Catback Fit Kit.
Universal Fit kit
APR’s cast downpipe exhaust system mates perfectly to the factory catback exhaust system with the included reducer. For compatibility with most 76mm catback exhaust systems, a 76mm link pipe must be installed between the downpipe and catback. APR’s universal fit kit includes a 200mm link pipe and clamp that can be cut to length for compatibility across a wide range of systems.
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