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

Posted on February 2, 2016 – 5:00 pm

release-b8.5-intercooler-lg

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


Quick Facts:

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

Design

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

Intercooler Core Design

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

Core Style / Internal Fin Structure:

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

Internal Fin Structure

Core Size:

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

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

Intercooler End Tank Design

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

Intercooler Bracket Design

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

Testing

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

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

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

Application Guide

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

1.8 TFSI and 2.0 TFSI Engines

All Transmissions

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

Price:  $899.99

Go APR!


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Audi (B8) A4 APR Software Update!

Posted on February 27, 2015 – 9:00 am

With over half a decade of development poured into this platform, APR’s Engineers are pleased to deliver several free upgrades to our existing customers. APR Stage I, Stage II and their K04 Turbocharger ECU upgrades are now revised with APR’s new calibration strategies designed to produce a fantastic driving experience with more power and torque on tap!

APR’s calibration experts spent months working with the various ECU, hardware and octane configurations to deliver a driving experience second to none. Major improvements were made to the way the throttle behaves, leaving the driver to feel more connected to the vehicle than ever before. With control and response maximized, APR’s engineers set out to increase power while keeping factory comforts in mind during part throttle driving. Engine load, valve lift, cam phasing and boost levels were all optimized to ensure the engine was breathing as freely as possible for maximum output. Ignition, lambda and other aspects of the direct injection fueling system were tweaked to raise and refine power further. The end result is a fantastic leap in performance and response that wakes up the engine sooner in the RPM band and carries horsepower and torque further towards redline.

Please visit each product page for full details, including our performance charts at the wheels, crank and the gain over stock using 91, 93 and 100 octanes!

New Figures:

Stage I ECU Upgrade | Product Page:

  • 301 FT-LBS / 256 HP – max gain of + 53 FT-LBS / + 55 HP over stock on 91.
  • 322 FT-LBS / 266 HP – max gain of + 74 FT-LBS / + 66 HP over stock on 93.
  • 323 FT-LBS / 282 HP – max gain of + 74 FT-LBS / + 76 HP over Stock on 100.

Stage I v1.3 vs v2.0, at all four wheels

Stage II ECU Upgrade | Product Page:

  • 341 FT-LBS / 287 HP – max gain of + 92 FT-LBS / + 97 HP over stock on 91.
  • 354 FT-LBS / 291 HP – max gain of +105 FT-LBS / +101 HP over stock on 93.
  • 359 FT-LBS / 304 HP – max gain of +109 FT-LBS / +111 HP over stock on 100.

Stage II v1.3 vs v2.0, at all four wheels

K04 Turbo Upgrade | Product Page:

  • 321 FT-LBS / 339 HP – max gain of +121 FT-LBS / +149 HP over stock on 91.
  • 342 FT-LBS / 348 HP – max gain of +130 FT-LBS / +158 HP over stock on 93.
  • 387 FT-LBS / 363 HP – max gain of +145 FT-LBS / +171 HP over stock on 100.

K04 Turbocharger v2.0 vs v3.0, at all four wheels

APR’s Stage 1 and Stage 2 ECU Upgrades are now version 2.0 while the K04 upgrade is version 3.0. No appointment necessary, just roll through between 9am and 4pm, Monday through Friday!


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Stage 2 for your B8 Audi A4 will be well worth it!

Posted on June 22, 2010 – 3:26 pm

A recent post made by Arin@APR shows some incredible gains to be had with the B8-chassis Audi A4 when upgrading to “APR Stage 2” using their new RSC free-flow exhaust system.  Still in development, but available to the public VERY soon…

Quote Originally Posted by Arin@APR
Several days back APR showed the world a teaser of the new APR Performance RSC Turboback Exhaust Systems in both Dual Exit and Single Exit Configurations.

The APR RSC Turboback Exhaust Systems were so free flowing the Engineers were able to make safe calibration changes which resulted in the following:

1. Significantly reduced turbocharger spool time over both stock software and APR stage 1 software.
On the days of testing, stage 1 torque levels at 2400 RPM’s were met and exceded at 2000 RPM’s (400 RPM’s Sooner!) simply by running APR stage 2 software with the RSC Turboback Exhaust System

2. Significantly increased and broadened the torque curve compared to both stock and APR stage 1 software.
On the days of testing, stage 2 torque levels rose 89 FT-LBS under the curve compared to stock software. Peak torque rose from 267 ft-lbs to 355 ft-lbs, for a 88 FT-LBS peak increase.
On the days of testing, stage 2 torque levels rose 66 FT-LBS under the curve compared to stage 1 software. Peak torque rose from 334 ft-lbs to 355 ft-lbs, for a 21 FT-LBS peak increase.

3. Significantly increased horsepower, especially the area under the curve compared to both stock and APR stage 1 software.
On the days of testing, stage 2 torque levels rose 50 HP under the curve compared to stock software. Peak power rose from 212 hp to 248 hp, for a 36 hp peak increase.
On the days of testing, stage 2 torque levels rose 27 HP under the curve compared to stage 1 software. Peak power rose from 235 hp to 248 hp, for a 13 hp peak increase.

All of our data was collected on back to back runs and are the results of average data. Data was also collected on the same car during several days of testing. Gains between runs were in some cases higher but we have chosen to show you an average of what you’ll expect to see as data can change between runs based on countless variables.

Now for the dyno charts of our development progress!

APR Stage 2 ECU Upgrade with APR RSC Performance Turboback Exhaust System vs Stock ECU and Stock Exhaust.


APR chose to represented at the crank with a modest 12% fixed Drivetrain loss. on a QUATTRO TIPTRONIC B8 A4. Click here to see All Wheel Tiptronic data.

APR Stage 2 ECU Upgrade with APR RSC Performance Turboback Exhaust System vs Stock ECU and Stock Exhaust. (GAINS ONLY)

APR Stage 2 ECU Upgrade with APR RSC Performance Turboback Exhaust System vs APR Stag 1 ECU Upgrade and Stock Exhaust.


APR chose to represented at the crank with a modest 12% fixed Drivetrain loss. on a QUATTRO TIPTRONIC B8 A4. Click here to see All Wheel Tiptronic data.

APR Stage 2 ECU Upgrade with APR RSC Performance Turboback Exhaust System vs APR Stag 1 ECU Upgrade and Stock Exhaust. (GAINS ONLY)

APR Stage II ECU Upgrade is a FREE Upgrade for APR Stage 1 Customers!

Exhaust availability and pricing will be released in the near future.


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20-inch wheels and coil-overs should be a B8 A4 standard!

Posted on October 28, 2009 – 10:02 am

Chris is the first to pick up a set of our brand-new 20″ Hartmann HRS4-252-GS Wheels, and the gloss silver finish he chose is perfect for his B8 Audi A4. Chris is experienced in the school of stance and also knew the car would need to hug the 20″ wheels in order to achieve that proper stance and ultimately improve on the car’s handling characteristics for his daily driving needs. The Vogtland coil-over kits are the perfect set-up for street and track driving. These kits combine user selectable height reduction, stiffer springs and properly matched shocks that will improve steering response, reduce body roll and diminish understeer.

As our gallery needs more B8 content, and with other new Hartmann Wheels needing some attention, we would like to thank Chris for giving us the opportunity to take these…

Hartmann Euromesh 3, 19×8.5 et38:

What a sharp-looking car!


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Audi’s recently face-lifted A4 is certainly making its presence known…

Posted on June 16, 2009 – 11:39 am

Must be B8 Audi A4 week.

James brought us his A4 for a suspension upgrade. A 1.5″ drop both front and rear are a result of H&R’s “sport” lowering spring kit. The drop was just the right amount needed for the car to hug the 20×9″ Privat wheels it rolled in on.

Jacob’s white A4 stood out from the other two white B8 A4s we had in this week as it was the first in a manual 6-speed version, the first in the state we’re told with this exact combination of trim and options. He brought it in to take advantage of APR’s “fully loaded” ECU upgrade.

Jacob had waited months for his new car to arrive, with plans to pick up some BBS CH wheels he had shipped here prior to a KW suspension installation at local tuner Fine Tuning. Expect to see Jacob rolling his new A4 at this week’s upcoming Leavenworth Cruise!


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A look at the new B8 Audi A4

Posted on August 28, 2008 – 12:18 pm

Barrier Motors brought by the latest B8 chassis Audi A4 for us to check out – thought we’d share some pictures here with you.

The design of the front-end is very much like the already released B8 chassis Audi A5 and S5, with slight differences to distinguish this model.  The front fascia still includes Audi’s open-grille design and now larger cooling ducts in the lower section of the bumper, giving it a rather aggressive front-end.  The B8 A4 is also 4 inches longer compared to the previous B7 model, and you’ll notice some different body line along the side of the new B8 A4.

And of course the headlight re-design now includes the very familiar white LEDs that really separate the Audi from the rest of the vehicles on the road.

We needed the car here so we can get a brake template made for the car.  Brake templates allow us to determine which of the Hartmann Wheels we have that will fit the car.  Brake-wise, there won’t be any clearance issues however the all new B8 chassis cars have a 66.6 center bore (similar to Mercedes Benz) so our entire product line-up will need to change to accomodate this new hub size.  We will have Hartmann Wheel solutions coming soon, as well as a new B8 Audi A4 section in our online catalog.

The engine bay is certainly different as well… The oil filter relocated up top was one of the first changes easily noticeable and obviously makes for a much easier oil filter swap.  APR is almost ready to release ECU programming for the new 2.0L TFSI motor and we can’t wait to see what kind of power gains we can expect to see for it!

We noticed the battery has been relocated to the trunk, and further below the spare tire (which is not full-sized) and we were happy to see the famed “widow-maker” jack is no longer being supplied.

… And the 125/70-19 spare tire…  Yikes!!

Stay tuned to our online catalog for new B8 A4 products coming soon!!


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