Audi Tuning | VW Tuning

APR DirectPort Programming For ALL!

Posted on September 17, 2014 – 10:00 am

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

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

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

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

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

Previously unsupported models:

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

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


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APR: Performance From The Ground Up

Posted on September 17, 2014 – 9:00 am


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APR 1.8 TSI Generation 3 ECU Upgrade for the MQB Platform

Posted on September 3, 2014 – 9:00 am

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






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

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

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

APR Stage I ECU Upgrade

The APR Stage I ECU Upgrade is designed to work without requiring other changes to the vehicle’s hardware. With the ECU Upgrade alone, APR’s Calibration Experts measured higher peak figures of 334 ft-lbs of torque and 247 horsepower with 93 AKI octane fuel. Large gains were seen throughout the power band, including an additional 129 ft-lbs of torque and 90 horsepower. The increase in power directly translates to an exceptionally quicker vehicle. Using advanced GPS measuring devices, APR’s engineers conducted several acceleration tests. During the 60-120 mph sprint, the APR Stage I equipped vehicle finished 11.6 seconds faster!

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

Acceleration Enhancements:


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

Increased Fuel Economy:


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

Speed Limiter:


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

Left Foot Braking / Brake Boosting:


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

Clutch Protection:


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

Torque Management:


Torque management plays a big role in how the vehicle feels and preforms, especially during moments of low gear, rapid acceleration. Typically front wheel drive vehicles suffer from excessive wheel spin during these moments due to the massive amount of torque on tap from the ECU upgrade. APR’s ECU Upgrade uses advanced torque management routines to minimize wheel spin and maximize forward acceleration so the driver can focus on enjoying the additional torque and power on tap. We call it Performance Without Compromise! 



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

APR Stage I ECU Upgrade Calibration Report

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

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


APR Acceleration Tests



Stock vs APR Stage 1, 93 octane


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

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

 


The APR Development Difference


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


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


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


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

Application Guide

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

Market

North America – Released
Rest of World – In Development!

Price
$699

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


Security, Warranty and Money Back Guarantee

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

30 Day Money Back Guarantee:

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

Limited Lifetime Warranty:

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


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APR Steering Wheel Badge

Posted on July 24, 2014 – 12:00 pm

Check out the APR Steering Wheel Insert!



It’s often the simple things that make all the difference when adding personalized touches to a vehicle. APR’s spent the better part of a decade adding Performance Without Compromise to vehicles such as the MK6 GTI, Golf R and many more, and the time has come to give our customers a badge of honor they can wear and see, every day, from the driver’s seat!

The APR Steering Wheel Insert is simple. It replaces the lower piece of the steering wheel trim with a piano black or satin silver inlay and features an APR badge painted in red. The colors match the upper trim piece colors well and looks as if intended by the OEM. The OEM piece simply pops out and is replaced in seconds with the new APR piece. It looks fantastic and serves as a reminder to the vehicle’s operator of the fun that lays just beneath his or her right foot!

MK6 GLI/GTI – Satin Silver



MK6 Golf R – Piano Black



Please Note - VW has many steering wheel designs. Please ensure the vehicle’s OEM steering wheel insert piece is removable.

MS100088 – Satin Silver – $49.99
MS100087 – Piano Black – $49.99


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APR Releases DQ250 DSG & S-tronic TCU Upgrades!

Posted on May 5, 2014 – 11:00 am

 


Achtuning is excited to announce APR’s release of the ultimate transmission control unit (TCU) upgrade for the DQ250 Exx & Fxx DSG and S-tronic transmissions!  APR’s TCU upgrade is available in engine and power level specific variations and is conveniently flashed to the vehicle’s factory TCU through the OBD-II port. APR’s patented DirectPort Programming Suite allows the end user to customize the TCU upgrade to their individual needs.

APR’s TCU upgrade enhances the driving experience by incorporating many of the same features typically reserved for high-end Audi Quattro GmbH RS models. Under blistering, wide-open throttle acceleration, the transmission shifts even more quickly than before with a higher rev limit. However, during normal, day-to-day driving, the TCU Upgrade delivers a smooth, more refined, driving experience.

End User Adjustability



APR’s DirectPort programming suite allows users to custom tailor the TCU upgrade to their needs at the time of installation. Users are given the following options, which they may change at an APR dealer at any time:

  • User definable APR pre-optimized shift patterns based on current stage of engine performance
  • User definable launch control RPM
  • User definable manual mode max RPM
  • User definable manual mode automatic up-shift on or off
  • User definable manual mode automatic down-shift on or off (Kick-down switch)



APR will adjust any mismatch between Engine Control Unit (ECU) and TCU max RPM or standing rev limiters, should any conflicts arise.

Drive Mode Characteristics



Drive mode’s performance and comfort is greatly improved based upon the current stage of engine performance. Gear change up-shift and down-shift points occur based on engine load and throttle position, rather than hard set points, and as such occur more smoothly and less abruptly. The driver may feel more connected to the vehicle as the gear changes occur more naturally. Under part throttle driving, the transmission will stay in the current gear until the appropriate moment necessary to shift, rather than jumping to higher gears too quickly. This is especially true for calibrations geared towards larger turbocharger systems where response characteristics of the turbocharger changes the part throttle driving experience. Under wide-open throttle acceleration, shifting times are reduced and the maximum shift point RPM is set to the ECU’s rev limiter.


Sport Mode Characteristics



Sport mode’s performance and comfort is also greatly improved based upon the current stage of engine performance. Expect extremely fast gear changes as the wide-open throttle shift times are reduced. APR’s taken a two-stage approach to wide-open throttle operation as well. Shift points are optimized to deliver the fastest acceleration possible under wide-open throttle by following the torque curve of each available stage. However, with the pedal pressed far enough to hold the kick-down switch, shifts points override the torque curve and now occur at the maximum engine RPM!

Part-throttle drivability is greatly improved too. Some factory DQ250 transmission software is too aggressively geared towards holding high RPMs, and often uncomfortably down-shifts when unwanted. Under low accelerator pedal position, low load driving, gearshifts occur earlier, allowing the driver to enjoy sport mode even during those moments when wide-open throttle operation is not permissible. However, should the driver request more torque with his or her right foot, the transmission comes alive in the true spirit of sport mode!


Manual Mode Characteristics



At the time of installation, the user is able to select several options that change the behavior of manual mode. The user has the ability to enable or disable either the manual mode automatic kick-down switch for automatic down-shifts as well as the automatic up-shift that occurs at redline. For safety and acceleration, APR’s engineers kept the automatic up-shift present in first gear.

The ECU defines the maximum engine RPM possible. Using APR’s user definable max RPM settings, the end user can match the ECU’s RPM to the TCU RPM to avoid hitting the engine rev limiter should the automatic redline up-shift option remain active. In the case where an APR ECU Upgrade’s redline is lower than expected, APR can issue a free ECU update to correct the max engine RPM.

During manual mode shifting times are not only greatly improved, but the artificial delays between requesting a shift with the paddles and shifter are reduced as well. As soon as a shift request is made, the transmission instantly begins the shifting routine. Furthermore, the down-shift lockout is removed, allowing the operator to downshift at any point, so long as the next gear does not surpass the max engine RPM.

With manual mode tailored to the end users need, they are presented with a more enjoyable driving experience that operates exactly how they choose. We call it Performance Without Compromise!

Launch Control



APR’s TCU upgrade enables launch control on all vehicles. At the time of installation, the user is able to select their desired launch RPM, as they see fit! Launch control activates quickly, with a wider operating window, by limiting some of the stubborn activation criteria some models face during activation. The end user will notice launches now occur more rapidly with less delay between releasing the brake and forward momentum. The clutches fully grab quickly off the line and shift times are reduced. This directly translates into faster acceleration!

APR will adjust any mismatch between Engine Control Unit (ECU) and TCU standing rev limters, should any conflicts arise.

*Please Note, the vehicle must be equipped with a traction control button to enable launch control.*

Gear display indicator



APR’s TCU upgrade enables the gear display indicator for Drive and Sport mode in the vehicle’s multi function display.

Torque Limits



All too often TCU upgrades are sold as a solution to “torque limiters” in which many companies charge extra to raise. While some companies may have trouble with torque interventions from the transmission, even at stage I power and torque levels, APR ECU upgrades do not require a TCU upgrade to meet advertised peak torque levels. APR does not charge extra to “raise the limits.” Raising the limits does not increase performance and does not increase the transmission’s ability to hold more torque. The maximum torque limiters are simply removed, allowing customers unrestricted operation. In the event torque is limited by the factory clutches, upgraded units may be installed and torque may be increased without TCU intervention.

DSG Temperature Management



Temperature management is an important part of the DQ250 transmission. While some software may simply remove temperature protection routines all together and claim increased cooling performance, APR’s TCU upgrade only allows the maximum safe temperature levels before intervention. Unlike the factory intervention routine, which simply allows for nearly no torque to be transmitted through the transmission at all, APR’s over temp intervention allows for a very limited amount of torque, enough so the vehicle can be safely driven off the track or pulled to the side of the road. In keeping the vehicle moving, airflow continues across the radiator, which in turn keeps coolant temps low and aids in removing heat from the factory DQ250 water to oil cooler to restore full operation.

Typical Max ECU Rev Limits

  • Naturally Aspirated Engines (ex, 3.6L FSI) – 6,800 RPM
  • 2.0T TDI CR Engines – TBD
  • 2.0T EA113 K03 Turbo Engines – 6,800 RPM
  • 2.0T EA113 K04 Turbo Engines – 7,100 RPM
  • 1.8T & 2.0T EA888 Gen 1 IHI Turbo Engines – 6,800 RPM
  • 2.0T EA888 Gen 2 IHI Turbo Engines – 6,800 RPM
  • 2.0T EA888 Gen 3 Honeywell Turbo Engines – 6,800 RPM
  • 1.8T EA888 Gen 3 IHI Turbo Engines – 6,800 RPM
  • 2.0T EA888 Gen 3 IHI Turbo Engines – 7,100 RPM
  • K04, Stage III and III+ Upgraded Engines – 7,100 RPM



Any mismatches in APR ECU/TCU redline can be altered upon request.

The APR Difference

Please note APR’s TCU upgrade is for the Temic Tricore based Exx and Fxx transmissions. Earlier Power PC based Cxx transmissions as found in vehicles such as early K03 based EA113 2.0T’s and older 3.2L VR6’s greatly differ in their features, capabilities and TCU complexity.


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 and immobility. In some extreme cases, damage to the transmission can occur. With hundreds of factory TCU variations available for the DQ250, APR’s engineers have painstakingly ensured every TCU upgrade is created using the transmission’s original file to ensure the ultimate experience!

APR DirectPort Programming



APR’s patented DirectPort Programming is now available for the Temic Tricore Exx and Fxx DQ250 transmissions. With a simple connection to the Internet, we have 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 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 as is common for most tuning companies.

APR TCU Assembly



APR’s Electrical Engineers have the ability to alter the code structure of the TCU. Through code levels changes, APR’s Engineers are able to add future features to the TCU otherwise impossible through calibration changes alone.

Application Guides

For best results, APR advises against mixing and matching non APR TCU and ECU Upgrades. APR cannot guarantee complete compatibility with non APR ECU upgrades. Please read our 30 day money back guarantee section for more details.

Transmission Types

DQ250 – Exx & Fxx – Temic Tricore – 6 Speed DSG & S tronic

Stages

Stage I – For use with the stock turbo and naturally aspirated engines
Stage II – For use on vehicles with an upgraded K04 Turbocharger
Stage III (COMING SOON!) – For use on vehicles with an upgraded Stage III/III+ or larger Turbocharger

Each stage is specifically tailored for each individual application

Price

$599

Please note changing options or switching between stages I and II is free!  (labor costs may apply)

Supported Vehicles / Engines

2.0 TDI CR – Transverse – Coming Soon
2.0T – EA113 – Transverse – Exx and Fxx only. Early Cxx models not available. 
1.8T – EA888 Gen 1 – Transverse
2.0T – EA888 Gen 1 – Transverse
2.0T – EA888 Gen 2 – Transverse – (Late model TT)
2.0T – EA888 Gen 3 – Transverse – 2013.5+ Jetta/GLI, Beetle & Passat
2.0T – EA888 Gen 3 – Transverse – New MQB GTI, R, A3, S3, Octavia Etc Coming Soon!
3.6L FSI VR6 – Transverse – Exx and Fxx only. Early Cxx models not available. 

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 you are dissatisfied with the APR TCU Upgrade, return to your place of purchase for a full refund, provided you are within the 30 day period from the time of your initial purchase. Labor charges are not included in the guarantee.

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 charges are not included in the warranty.


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Make the Switch to APR from Stasis and Save 50%!

Posted on April 22, 2014 – 11:04 am

Achtuning is inviting Stasis Engineering tuned customers to switch to APR with excellent savings! By switching to an APR ECU Upgrade, you will have technical support from us and APR. You will not risk losing your ECU software forever should your vehicle need an update from Audi. You will have access to APR dealers across the country! You will be able to purchase APR hardware with matching APR staged performance ECU upgrades. You will be able to flash back to stock or other octane modes to take advantage of fuel grades available in your area! If you have Stasis Engineering ECU software you now have access to APR’s catalog of ECU Upgrades at 50% off the retail price of a single program! Any ECUs capable of receiving APR’s EMCS Program Switching features will be offered as fully loaded (up to an additional $604 value) at no additional charge! Please call 425-895-0000 to schedule an appointment!


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APR B8 S5 4.2L FSI V8 Stage III+ TVS1740 Supercharger System

Posted on April 17, 2014 – 9:00 am

Achtuning is excited to announce APR’s release of their Audi (B8) S5 4.2L FSI V8 Stage III+ TVS1740 Supercharger System!

APR’s technical reach has grown enormously since opening in the 1990’s and currently represents a force of unmatched performance without compromise in the performance enhancement sector for Audi vehicles. Our previously available APR Stage III TVS1320 Supercharger System found its way on to several hundred S5s and RS4s around the world, making it the most popular and reliable system on the market. With more than four years’ worth of 4.2L FSI V8 supercharger engineering research, development and testing, APR’s new Stage III+ TVS1740 Supercharger System represents the pinnacle of Audi’s German engineering enhanced by APR’s American ingenuity.

In the factory form, Audi’s S5 4.2L FSI V8 leaves much to be desired compared to recent models proudly displaying the S badge. The APR Stage III+ TVS1740 Supercharger System fills the void by adding an average of roughly 45% more horsepower and torque across the entire power band. The results are nothing short of amazing; taking the S5 from 353 horsepower to 589 horsepower on pump fuel and 635 on race fuel without breaking a sweat! With up to 542 FT-LBS on tap thanks to the TVS1740’s positive displacement supercharger, expect instant acceleration with absolutely no lag commonly associated with other forms of forced induction.

Supercharger and Manifold

At the heart of the APR Stage III+ Supercharger System is Eaton’s latest Twin Vortices Series (TVS) supercharger unit, the TVS1740. The supercharger system is a positive displacement, roots style pump, utilizing Eaton’s lightweight, four-lobe 160 degree twisted rotors. Cast and assembled as a single, OEM-style-manifold and rotating group housing, the unit is quiet, compact, attractive, easy to install, and requires little to no extra maintenance to the unit itself.

The positive displacement supercharger offers power instantly as the throttle is pressed. Boost pressure builds with no perceived lag commonly associated with other types of forced induction, and provides a large increase in torque across the entire power band. Throttle control is linear and predictable and makes for an excellent driving experience both in daily driving and wide-open acceleration.

Since the supercharger does not compress air as it moves through the roots, it’s extremely efficient during light throttle and cruising situations. Unlike screw-type positive displacement superchargers that are always compressing, the TVS unit can internally bypass unwanted air, resulting in negligible parasitic loss during cruising and thus far greater fuel economy.

The single cast unit and appropriately sized rotating group eliminates potential leak points and allows for a slim, compact design without sacrificing key airflow design characteristics. The unit features a high velocity flow path through the supercharger rotors and an unrestricted discharge port into the appropriately sized plenum. The large plenum equalizes flow across all ports as air feeds evenly through the low-pressure-drop, dual-internal air-to-water heat exchangers. Finally, the ports are separated into individual runners, offering greater operation by eliminating cross talk.

Internally the dual heat exchangers offer technological advances shared by Formula 1 teams around the globe. Each unit features a louvered fin design, which minimizes pressure drop while achieving excellent cooling effectiveness. The extruded multi-rib tubing maximizes heat extraction to be carried away through the large bore coolant recirculation hard lines. Externally, supercharger coolant is pumped through a large front mounted heat exchanger where it’s cooled and circulated back through the charger again.

Engine Management

The factory Bosch MED 9 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.

With the significant amount of changes included in the APR Stage III+ TVS1740 Supercharger System, APR’s Engineers spent months calibrating the engine management system, including well over 100+ hours of in-house chassis dyno development. Drivability, gear changes, cruising and part throttle operation were tuned to operate smoothly as if intended by the OEM. Further development was performed putting the vehicle through performance evaluation and durability testing at the drag strip. APR’s Electrical Engineers built new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels. Thanks to APR’s incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise.

Adding forced induction to a naturally aspirated engine presents several challenges with regards to how the ECU operates. APR’s Calibration Engineers properly restructured the engine’s volumetric efficiency (VE) model to properly determine the ECU’s calculated load. Accurate open loop fueling is achieved, translating to insignificant fuel trim adjustments. Closed loop fueling is calibrated to control lambda perfectly under all operating conditions. Furthermore, compensations, such as ones related to intake air temperature, are adjusted to handle the large temperature variances compared to a factory naturally aspirated setup.

APR’s Calibration Engineers have optimized cam timing, ignition timing and lambda to provide tremendous leaps in power while retaining OEM knock control sensitivity. The result is safely achieved power, optimized for various fuel grades found around the world from low quality pump fuel, all the way to high quality, oxygenated race fuels.

Beyond power and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle through other calibration changes. Ignition delays are reduced resulting in a more responsive pedal without altering overall throttle sensitivity and resolution. Drivability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating. APR’s Motorsport Rev Limiter allows power to climb all the way to the factory set redlines without dropping off several hundreds of RPM earlier. And lastly, APR’s tried and tested 4,200 RPM Motorsport Launch Limiter allows the driver to focus on launching the vehicle, rather than controlling the engine speed.

Beyond wide open throttle performance, APR’s Calibration Engineers spent countless hours optimizing vehicle drivability under daily, part-throttle, driving. The vehicle’s pedal maps are recalibrated under both standard and sport mode, providing smooth part-throttle drivability without compromising the driveshaft windup protection. The vehicle fully retains its impressive daily driver status and simply has more power on tap should the driver request more with his or her right foot! We call it Performance Without Compromise.

Front Mount Heat Exchanger

APR’s supercharger system features a large, 480mm x 335mm x 45mm, front mount heat exchanger responsible for cooling coolant as it’s pumped out of the supercharger’s dual internal air-to-water heat exchangers. This is a critical component in any supercharged application to not only keep power consistent, pull after pull, but also to help keep IAT below dangerously high levels. The heat exchanger is specific to the S5 platform, featuring a hand welded design and CNC, laser-cut brackets to provide a simple and clean method of mounting to the vehicle.

Coolant Tank

APR’s supercharger system features a 4.2L coolant tank designed to increase the cooling system’s thermal capacity. During hard sprints around the track, the supercharger’s cooling system is working overtime to cool IATs and in doing so, the supercharger’s coolant temperature rises. With increased capacity, the time it takes to raise the supercharger’s coolant increases, resulting in a lower delta T, cooler IATs, and more power. For the track enthusiast, this means longer sessions and more continuous laps, under wide-open throttle, without loss of power.

Coolant Pump and Harness

APR’s coolant pump connects to the supercharger coolant circuit and continuously circulates coolant through the supercharger’s dual internal air-to-water radiators and APR front mount heat exchanger. The pump provides adequate coolant flow through a system of this size. The pump seamlessly connects to the factory wiring harness through the included APR wiring harness with no wire splicing and is triggered by the included relay system. APR’s CNC, laser-cut bracket provides a simple and clean method of mounting the pump to the vehicle.

MAF Sensor & Housing

The factory engine management relies on load calculations derived from the mass airflow (MAF) sensor to properly control the engine. Unfortunately the factory MAF sensor becomes saturated and unable to read and correctly report the high airflow levels generated by the APR supercharger as it was designed for an engine originally creating far less power.

APR provides a new MAF sensor and precision-machined MAF sensor housing to aid in accurate airflow readings. APR’s Electrical Engineers make appropriate coding changes to the ECU to understand the new MAF setup while the calibration experts update the ECU with all of the necessary calibration data surrounding the sensor’s and housing’s properties. The end results are accurate readings and a further refined driving experience.

High Pressure Fuel Pumps


Sold separately as brand new pumps or rebuilds of the engine’s existing pumps, the APR High Pressure Fuel Pumps address fueling needs and leave plenty of headroom for safety and further increased power levels. By increasing the pump’s internal capacity, the fueling system is capable of displacing a higher volume of fuel per minute at every RPM.

Coolant Expansion Tank

The APR coolant expansion tank is used for filling the supercharger’s cooling circuit and for handling liquid expansion under various operating temperatures. The tank is cut from a single block of aircraft grade 6061 aluminum billet, is anodized black and proudly displays the APR logo. APR’s CNC, laser-cut bracket provides a simple and clean method of mounting the expansion tank to the engine bay.

Fueling Hardware

APR’s supercharger system varies greatly from the OEM intake manifold design, and for fitment’s sake, depending on vehicle year, some of the factory high pressure fueling system must be modified. The fuel rails and other high pressure and low pressure direct injection fuel lines are replaced with new, low profile, OEM parts on the pre November 2008 vehicles. All OEM safety equipment remains intact.

An APR high-pressure rail relief valve allows the system to operate at greater rail pressures, resulting in a reduction of injection on-time which translates to more ignition advance and greater power.

The kit also includes all new high-pressure fuel pump low-pressure fittings and replacement injector O-rings.

Spark Plugs

To cope with raised cylinder pressure and temperature, eight NGK Iridium IX spark plugs are included. The plugs operate at a heat range colder than stock, which results in better pre-detonation resistance under extreme conditions. With these spark plugs in, APR’s calibration engineers were able to safely achieve more power, especially in extremely demanding conditions.

Intake Air Temperature Sensor and Harness

APR’s Supercharger System significantly increases airflow through the engine, and is capable saturating the factory mass airflow sensor (MAF). As such, the sensor is unable to correctly report critical operating information to the ECU, resulting in incorrectly calculated load and poor operation. Simply adjusting the factory sensor and calibration will result in a calibration that’s only correct in a small operating window, resulting in a poor compromise.

Because the sensor is absolutely critical for safe, reliable and powerful operation and as such, APR provides a new MAF sensor capable of reading airflow levels beyond the operational range of the APR Supercharger System. APR’s Engineers account for this new sensor in the factory engine management system as simply adding the sensor alone is not permissible. The new sensor accurately reads airflow levels and provides the ECU with the correct information necessary control the engine.

The sensor’s design differs from the factory unit, and as such APR provides a precisely CNC-machined billet aluminum MAF housing to enclose the unit. The sensors placement and the MAF housing’s diameter are taken into great consideration to ensure proper airflow measurement.

The included harness allow for simple integration into the OEM wiring harness.

Coolant Lines

The APR Supercharger System features dual internal air-to-water radiators designed to reduce intake air temperature, (IAT), before entering the cylinders. With cooler IAT, the ECU will request more ignition advance and result in more power.

APR reinforced rubber coolant lines feed the Supercharger’s internal cooling system, which provides a circuit between the included APR front mount heat exchanger, APR coolant pump and APR expansion tank.

All necessary brass connectors, spring-loaded clamps and OEM style crimp clamps are included. Additionally some engine coolant lines are updated while installing the supercharger system and are included with the kit.

Fuel Lines

To accommodate the large APR Supercharger, modifications are made to the low-pressure fueling system and evap lines. Each fuel line exceeds CARB and EPA ratings and includes a patent-pending GreenShield barrier. The multi-ply, reinforced rubber hoses are designed to protect against today’s modern deteriorating fuels and include a best-in-class working psi of 225.

OEM style spring clamps and crimp clamps are included to ensure a solid connection. To help provide a neat and appealing install and assist in abrasion resistance, nylon braid hose cover and shrink-wrap is included.

Vacuum Lines

To accommodate the transition from naturally aspirated operation to forced induction, APR provides new vacuum lines and T-junctions. Leak proof connections are easily achieved thanks to the included OEM style crimp clamps.

Pulleys and Belt

The supercharger system’s internal rotors are rotated via a belt and pulley attached to the engine’s accessory drive system. The included 5pk belt and OEM idler pulleys ensure a proper connection to drive the supercharger.

N80 Harness

Several OEM components are moved during the install of the supercharger system, and as such, APR provides an OEM style extension harness to connect components without modification to the factory wiring harness.

Gaskets

New OEM gaskets and bolts are provided to facilitate a leak proof connection between the cylinder heads and APR Supercharger unit.

Misc. Hardware

The included core support bolts allow the vehicle’s front end to be placed into the service position. In doing so, the install process is made much easier thanks to the added space in the engine bay.

The included factory style zip-ties aid in securing various lines moved during the install and to replace factory zip-ties removed during the install process.

Padding material protects items from damage during the install process.

Install Tool

On post November 2008 vehicles, a specific tool is included to aid in installing the supercharger.

Install Manual

APR has a worldwide network consisting of many professional shops capable of performing an APR supercharger system install. To accompany APR’s world-class technical support hot line, APR includes a full, printed, step-by-step install manual to make the install process smooth and simple!

Dyno Testing

Horsepower and Torque were measured in APR’s in-house, sounmaster dyno cell, using a dynapack all wheel drive dynamometer. Multiple stock and modified runs were conducted and the SAEJ1349 corrected results were averaged together to represent the differences between a stock and APR Stage III+ B8 S5. Crank power figures were estimated based on Audi’s factory advertised results.

Click through the tabs below to view output using various fuel grades, power measured at all four wheels, estimated at the crank, and the absolute gain over stock.

All Wheel Figures | Estimated Crank Figures | Gain over Stock | 91 (R+M)/2 Octane Fuel
All Wheel Figures | Estimated Crank Figures | Gain over Stock | 93 (R+M)/2 Octane Fuel
All Wheel Figures | Estimated Crank Figures | Gain over Stock | 100 (R+M)/2 Octane Fuel

APR Stage III+ TVS1740 Supercharger System Calibration Report

348 HP & 325 FT-LBS of Torque – Stock as reported by Audi
353 HP & 325 FT-LBS of Torque – Stock as measured by APR
566 HP & 493 FT-LBS of Torque – +211 HP @ 7,100 RPM & +186 FT-LBS of Torque @ 4,950 RPM – APR 91 AKI / 95 RON
589 HP & 511 FT-LBS of Torque – +236 HP @ 7,000 RPM & +202 FT-LBS of Torque @ 4,850 RPM – APR 93 AKI / 98 RON
635 HP & 542 FT-LBS of Torque – +280 HP @ 7,150 RPM & +231 FT-LBS of Torque @ 5,350 RPM – APR 100 AKI / 104 RON

Acceleration Testing

All too often performance upgrades show improvements during a single dyno pull, but lack the ability to show the same performance in real world conditions. Furthermore the dyno may be unable to illustrate the system’s response and other tuning changes designed to make the system instantly react to the drivers input. Through acceleration testing, APR’s engineers were able to improve power delivery during launches, after gear changes and prove the cooling system was up to the task of shedding heat to keep power consistent.

APR’s local certified quarter mile drag strip is a perfect and safe testing ground for high speed, 130+ MPH sprints. Using Car and Driver magazine’s measured results as a benchmark, APR’s Engineers set out to prove the Stage III+ Supercharger System was capable of increasing the S5’s performance substantially.

Car and Driver magazine measured the B8 S5’s quarter mile performance in an underwhelming 13.4 seconds at 105 MPH. However, with the addition of the APR’s Stage III+ TVS1740 Supercharger System, the vehicle entered a league of performance often shared by exotic supercars. Using 93 octane fuel the same acceleration test was completed 2.2 seconds sooner and 19.68 MPH faster! Through testing higher octane fuelsthe gap grew even larger, ultimately resulting in an astonishing 18% reduction in time.

Many more acceleration tests were performed, including record setting quarter mile passes, proving an APR Stage III+ TVS1740 Supercharger System is the ultimate upgrade for B8 S5!

Requirements and Recommendations (Each Sold Separately)

APR High Pressure Fuel Pumps
The APR HPFPs expands the 4.2L FSI V8′s direct injection fueling capabilities to the levels required for proper operation with the APR Stage III+ TVS1740 System. Because the pumps are sold in two different forms, they are offered separately from the kit. Entirely new pumps can be purchased, or the vehicle’s existing pumps can be sent to APR for a rebuild at a discounted rate. This product is required. Product Page: APR HPFP.

Transmission
The APR Supercharger System greatly increases torque over the factory output levels and as such, an upgraded clutch may be necessary to transmit power to the ground. APR highly recommends upgrading the factory clutch to one that suits the operator’s intended driving style. APR currently does not provide technical support for vehicles equipped with the Tiptronic transmission.

Induction System
The APR Supercharger System was designed using the APR Carbonio Intake System and recommends it for optimal performance. An intake port carbon cleaning is necessary to meet advertised power levels.

Exhaust System
The APR Supercharger System was designed for operation with the either the factory exhaust system or a high flow exhaust system. APR recommends the APR RSC Catback Exhaust System optimal performance.

Motul Fluids and Lubricants
Maintaining the vehicle’s fluids and lubricants is necessary. APR highly recommends Motul’s product range.

Application Guide

Pre November 2008 – B8 S5 – 4.2L FSI V8 – 6MT
Stage III+ TVS1740 Supercharger System – Includes Software
Part Number: T3100055
MSRP: $15,749.99

Post November 2008 – B8 S5 – 4.2L FSI V8 – 6MT
Stage III+ TVS1740 Supercharger System – Includes Software
Part Number: T3100060
MSRP: $14,749.99

*The APR Stage III+ TVS1740 Supercharger System physically fits Tiptronic vehicles. However, APR currently does not provide technical support for vehicles equipped with the Tiptronic transmission.

Motul Oil, Coolant and Oil Filter

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

Motul Specific Lubricant Install Package

10 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil, Oil Filter & 2 Liters of Inugel Optimal Ultra (Concentrated) – Organic

Part Number: MO00004
MSRP: $95.00

Motul 300V Lubricant Install Package

10 Liters of Motul 300V Power 5W40, Oil Filter & 2 Liters of Inugel Optimal Ultra (Concentrated) – Organic

Part Number: MO00008
MSRP: $130.00


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APR Low Pressure Fueling System for the EA113 and EA888 2.0T!

Posted on April 16, 2014 – 9:00 am

Achtuning is pleased to present the release of APR’s ultimate low pressure fueling system upgrade for the VAG EA113 and EA888 2.0T engines!

The APR Low Pressure Fuel Pump (LPFP) Upgrade is designed to ensure the low pressure fueling system is capable of delivering the proper volume of fuel from the fuel tank to the high pressure fueling system under high demand situations.

Key Components and Benefits:

  • APR LPFP ECU, harness & bracket
  • APR 255 LPH high pressure inline fuel pump & bracket
  • OEM quality fuel lines, crimp clamps & quick connectors
  • Clean and simple solution to OEM low pressure fueling system
  • Allows for higher output calibrations with select APR Stage 3/3+ Turbocharger Systems.
  • Integrated into factory CAN bus
  • Quiet and cool low power operation, only on when needed
  • Quick fuel tank empting mode for use with switching fuel grades or dry storage/transportation
  • No unintended side effects common with other parts
  • No ECU software required
  • Only needed where specified by APR

OEM Fueling System Overview:

The OEM fueling system consists of several key components:

  • Direct injection injectors
  • Direct injection high-pressure fuel pump (HPFP)
  • In tank PWM-controlled low-pressure fuel pump (LPFP)
  • LPFP controller
  • Engine control unit (ECU)

The high-pressure fuel pump (HPFP) needs to provide the injectors with a large volume of fuel to satisfy the desired air to fuel ratio. The injectors are only able to spray for a very small window of time, so the HPFP must provide the fuel at high pressures, upwards of 200 bar. In some instances, if the injectors are a limiting factor, they can be enlarged to reduce the time they need to spray. In other instances, the bore and or stroke of the HPFP can be increased to increase the volume of fuel displaced by the HPFP. By increasing the volume of fuel between the HPFP and the injectors, pressure behind the injectors increases and the amount of time the injectors need to spray decreases.

Unfortunately under some situations, the HPFP is cable of displacing a larger volume of fuel than it receives from the low pressure fueling system. As demand goes up, the low pressure fueling system needs to work harder to provide the volume of fuel necessary, but in some situations, the factory unit is unable to do so.

The APR LPFP increases the supply of fuel from the fuel tank to the HPFP to ensure the HPFP displaces the maximum volume of fuel possible during each stroke. This ensures the HPFP is capable of working at 100% capacity.

Challenges to upgrading the LPFP:

  • Very little room for upgraded pump
  • OEM Pump requires a PWM signal
  • OEM pump controller overheats with high output pumps
  • Upgraded OEM pump controller not fully compatible
  • ECU modifications may be required
  • Secondary controllers often rely on physical boost signals

The factory LPFP sits in a basket submerged in the vehicle’s gas tank. The pump operates off of a pulse-width modulated (PWM) signal sent from the pump’s control module, which is mapped in the ECU. As fueling demand increases and decrease, the PWM signal adjusts to send only the required amount of fuel through the pump.

Unfortunately upgrading the LPFP is not a simple drop in task. The pump’s factory enclosure presents some packaging constraints limiting clean expansion to a larger unit. Likewise, doing so often results in overheating and subsequent protective shut down of the factory control unit as it’s operating outside of its intended design. This is even true when installing larger and expensive factory units like those found on high output vehicles, such as the Audi TT RS and RS3. Furthermore, upgrading the LPFP control module with the matching expensive higher output control units present other issues as the controller receives CAN messages from integrated vehicle componentry not common on vehicles requiring an upgraded LPFP.

The APR Solution:

  • Inline fuel pump
  • Fuel pump controller with proper ECU CAN bus communication
  • Clean mounting brackets included
  • Direct bolt on with no software required

APR took a multi-step approach to solving the low pressure fueling system and is pleased to present a clean and accurately controlled solution for high horsepower applications.

The APR LPFP System features a 255 LPH high-pressure inline fuel pump that sits between the HPFP and the factory LPFP. The included APR Auxiliary ECU sits on the factory CAN bus and receives critical operating information from the factory ECU to accurately control the pump. As fueling demands increase and decrease, the APR Auxiliary ECU controls output of the pump to deliver the desired volume of fuel to the HPFP.

By connecting to the factory CAN bus, the APR Auxiliary ECU eliminate the need for less sophisticated and often problematic methods of controlling the upgraded pump. Because the pump only runs when needed, less power is consumed, fuel temperature is lower and noise, especially at idle, is essentially non-existent.

Finally, with the fuel line disconnected, with the click of a buttion the APR Auxiliary ECU allows the user to quickly and easily empty the vehicle’s fuel tank to make way for switching to higher octane fuels or for dry storage and transportation.

Application Guide

Vehicles

Audi A3 / S3 (MK2)
Volkswagen Beetle
Volkswagen CC
Volkswagen Eos
Volkswagen Golf / GTI / Golf R / ED30 / Pirelli / ED35 (MK5 / MK6)
Volkswagen Jetta / GLI / Bora / Vento / Sigitar (MK5 / MK6)
Volkswagen Passat / Magaton (B6)
Volkswagen Scirocco / Scirocco R
Volkswagen Tiguan

Engines

AXX 2.0T EA113
BHZ 2.0T EA113
BPY 2.0T EA113
BWA 2.0T EA113
BYD 2.0T EA113
BZC 2.0T EA113
CAW (A/B) 2.0T EA888 Gen 1
CBFA 2.0T EA888 Gen 1
CCT (A/B) 2.0T EA888 Gen 1
CCZ (A/B/C/D) 2.0T EA888 Gen 1
CDL (A/B/C/D/F/G) 2.0T EA113
CRZA 2.0T EA113

Transmission

6 Speed Manual
S-Tronic & DSG
Tiptronic

Drivetrain

Front Wheel Drive / FrontTrak
All Wheel Drive / Quattro / 4Motion

Products

Complete System for Front Wheel Drive Vehicles

MS100078

MSRP $649.99
SALE $584.99 <— Till May 4th

Complete System for All Wheel Drive Vehicles

MS100071

MSRP $649.99
SALE $584.99 <— Till May 4th


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APR’s new 1.8/2.0 TSI EA888 Gen 3 Intercooler System!

Posted on April 15, 2014 – 9:55 am

Achtuning is pleased to present the release of APR’s ultimate Front Mount Intercooler System for the transverse 1.8T and 2.0T direct injected engines!

The APR Intercooler System dramatically lowers charge air temperature and resists heat soak far better the factory intercooler system. Through a massively increased core volume, superior intercooler core design and smooth, cast end tanks, APR’s engineers were able to create an intercooler capable of supporting power levels well beyond that of the factory unit. Expect increased horsepower and torque and dramatically prolonged performance.

  • Dramatically lowers intake air temperature
  • Increases horsepower and torque while prolonging performance
  • APR intercooler core dimensions: 2.25″ x 16.25″ x 22″
  • 40% larger than stock
  • Larger inlets and outlets
  • Pressure tested for leak proof operation
  • Smooth cast aluminum end tanks
  • Barbed hose connection points for a slip proof fit
  • Machined mounting points for extra weight savings
  • CNC machined billet adapter
  • Multi Ply Silicon Hoses with APR’s EZ-Flow stepped design
  • Direct OEM fitment with no trimming necessary
  • Full install directions and APR’s world-renowned customer support
  • Lifetime warranty

Intercooler Ambient Air Fins

Each unit uses a high quality, bar and plate core with staggered and louvered fins. The Intercooler’s exceptionally tall design and fin structure exposes the core to a greater volume of airflow than possible with the factory or similar aftermarket short and thick core designs. With more of the intercooler directly exposed to the elements, cooling effectiveness dramatically increases.

Intercooler Charge Air Fins

Internally, the APR Intercooler System features a staggered and louvered fin design with a core density chosen as a balance between cooling effectiveness and pressure drop. Due to the core’s massive volume, the balance was easily adjusted to favor minimal pressure drop while still providing superior effectiveness compared to the stock tube and fine design.

APR Easy-Flow Silicone Hoses

Multi-ply silicone hoses provide an unrestricted path for airflow entering and exiting the intercooler. The hoses are engineered to properly connect the intercooler to the factory charge piping system.

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

Testing Data

Several tests were done in order to prove the differences between the stock intercooler and the APR one. One test for thermal effectiveness involved placing the car on the dyno with our normal assortment and arrangement of cooling fans. The car was then run through a rigorous testing procedure that involved allowing it to idle to a normal operating temperature, and then running it through five power runs.

During each run, the engine speed was brought to 2000 rpm for fifteen seconds. This allows the air to run throughout the system and allows the intake air temperature to normalize and negate heat soak from the car sitting at idle. The car was then taken from 2000rpm to 6800rpm at full throttle under load over the next thirty seconds. The car was then allowed to idle for one minute before the next run was started. Each lighter line on the graph above represents each power run, and the darker line represents the average over five runs.

During each run, the engine speed was brought to 2000 rpm for fifteen seconds. This allows the air to run throughout the system and allows the intake air temperature to normalize and negate heat soak from the car sitting at idle. The car was then taken from 2000rpm to 6800rpm at full throttle under load over the next thirty seconds. The car was then allowed to idle for one minute before the next run was started. Each lighter line on the graph above represents each power run, and the darker line represents the average over five runs.

The stock intercooler was tested on one day, the APR intercooler was installed, and the testing repeated the next day. The conditions were very similar on both days, but it was slightly hotter (3ºF) on the day the APR intercooler was tested.

Most alarming about this entire test was the fact that during the third run with the stock intercooler, the car began to pull boost and timing in order to protect itself from the high intake temperatures. The car also exhibited this protective behavior in both the fourth and fifth runs as well.

The APR intercooler performed as we expected, keeping the intake charge temps almost 40ºF lower by the end of the fifth run.

To see how the APR Intercooler compared to the competition, take a look at our competitive analysis!

Application Guide

New EA888 Gen 3 1.8 TSI and 2.0 TSI

2013.5 Jetta
2013.5 Jetta GLI
2013.5 Beetle
2013.5 Passat

Part Number: IC100018

Price: $1,049.99

Sale: $944.99 <– Until May 4th!


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APR K04 Turbo

Posted on April 9, 2014 – 9:00 am

APR’s Engineering Teams have finished final testing of new “version 3.0″ K04 Turbocharger software for the 2.0 TSI/TFSI EA888 Gen 1 engine.  The new ECU Upgrade improves upon power deliver on top of what was previously a tremendous upgrade over stock!  Amidst addressing all previous concerns, additional motorsport features were added to further enhance your driving experience. Updates are now available here at Achtuning and is offered as a FREE software update for APR K04 Turbo Upgrade customers!

  • Please call to check file availability before booking an appointment! 
  • An OEM Bosch 3-Bar Map sensor is REQUIRED to run this software. 

Presenting the APR 2.0 TSI EA888 Gen 1 K04 Turbocharger System!

For the budget minded individual, APR is pleased to offer software and hardware utilizing an APR proprietary customized version of the factory Borg Warner K04-64 turbocharger. Originally equipped on VAG’s high output models, such as the Golf R and S3, the APR K04 Turbocharger System offers a substantial leap in power and torque all with excellent response in a reliable and stealthy, compact design. Expect lightning fast response, smooth daily driving and power that transform the vehicle into a new class of enjoyment.

The APR K04 Turbocharger System features many upgrades over the 2.0T’s factory equipped IHI turbocharger, making it an excellent upgrade. The integrated turbofold design features a cast stainless steel exhaust manifold and turbine housing, integrated into one single unit. This design aids in turbocharger spool while the stainless steel construction is capable of withstanding higher exhaust gas temperature for longer periods of time than lesser materials, such as cast iron. The CNC-machined, billet aluminum compressor wheel and higher flow exhaust turbine wheel expand the turbo’s efficiency range, allowing for higher output across a wider RPM range.

True to APR’s mantra of Performance without Compromise the days of shredding tires on front wheel drive vehicles are rapidly disappearing thanks to the new Gold Standard in ECU torque management calibration strategies only APR can deliver. Compressor surge is avoided to increase the reliability of the system without limiting the area under the curve typically experienced during a top speed acceleration run. APR’s endless pursuit of perfection has resulted in the most comprehensive 2.0 TSI K04 turbocharger system and tuning package in the world.

Using 93-octane fuel, the APR K04 Turbocharger System produces an astonishing 360 horsepower and 382 ft-lbs of torque. Unlike the factory turbocharger, power stays strong and doesn’t dramatically taper towards the vehicle’s new 7,100 RPM redline. Switching to APR’s 100 octane race fuel mode, peak power and torque climb further to 375 horsepower and 408 ft-lbs of torque. APR’s calibration experts have safely maximized the full power potential of the turbocharger unit, while keeping reliability at the forefront of their calibration strategies.

APR K04 Turbocharger System Components

Turbocharger

 

At the heart of the K04 Turbocharger System is an APR proprietary customized version of the factory Borg Warner K04-64 turbocharger originally equipped on VAG’s high-output models, such as the Golf R and S3. The turbocharger features a CNC-machined, billet compressor wheel and stainless steel exhaust turbofold.

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

Integrated DV Adapter

One of the greatest benefits to the APR K04 turbocharger system is its simple, yet elegant design. APR’s CNC-machined direct compressor recirculation port on the OEM compressor cover significantly reduces engine bay clutter and saves the end user from the hidden costs of purchasing extra throttle body pipes, hoses, clamps and DV mounts for recirculating boost pressure. The compact design also removes extra charge piping volume to allow for faster boost response and less locations for boost leaks. Furthermore, charge air pressure is directed directly at the compressor wheel which helps keep the turbo spooled upon lifting the throttle, minimizing turbo lag.

Turbo Outlet and Turbo Muffler Removal

The OEM k04 turbocharger features a turbo muffler designed to reduce turbocharger sound, but does so at the cost of ultimate performance. APR removes the turbo muffler not only to enhance the sound of the turbocharger, but to also provide a smooth airflow path across the previously baffled muffler section. A clean and simple CNC flange developed by APR’s Mechanical Engineers is bolted directly to the compressor cover in place of the OEM turbo muffler. A long mounting surface provides an excellent slip-proof surface for mounting the included APR EZ-Flow silicone discharge hose and an o-ring between the flanges ensures a life of leak-proof operation.

PCV Blockoff Plate

The K04 turbocharger was originally designed for an EA113 2.0T engine, and as such, includes items not present on the EA888 2.0T engine. The compressor cover features a port used in the EA113’s PCV system, but on the EA888’s this same port is located higher up on the intake tubing. APR has provided a gasket-sealed laser-cut port cover to block off this part to ensure no unmetered air enters into the system. The design is clean and simple and never requires maintenance.

Engine Management

The factory Bosch MED 17 engine management system is responsible for proper operation of the engine during constantly changing environmental and load conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.

With the significant amount of changes included in the APR K04 Turbocharger System, APR’s Engineers spent months calibrating the engine management system, including hundreds of hours of in-house chassis dyno development. Drivability, gear changes, cruising and part throttle operation were tuned to operate smoothly as if intended by the OEM through proper torque management. Further development was performed putting the vehicle through performance evaluation and durability testing at the drag strip and road course. APR’s Electrical Engineers built new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels. Thanks to APR’s incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise.

Engine Calibration:

APR’s Calibration Engineers restructured the engine’s volumetric efficiency (VE) model to correctly determine the ECU’s calculated load and deliver proper torque management. Thanks to APR’s patented boost control coding and the addition of a 3-Bar MAP sensor, the ECU is able to perform closed loop boost control well beyond relatively low limits dictated by the factory MAP sensor. This directly translates to safer and more predictable operation while additionally producing more power and torque across the entire power band.

Additionally, through the properly reconstructed VE model, accurate open loop fueling is achieved, translating to insignificant fuel trim adjustments. Closed loop fueling is calibrated to control lambda perfectly under all operating conditions. Furthermore, compensations, such as ones related to intake air temperature, exhaust temperature, and altitude, are adjusted to handle the larger variances compared to the factory, low-output setup.

APR’s Calibration Engineers have optimized cam timing, ignition timing, engine load and lambda to provide tremendous leaps in power while retaining the OEM knock control strategy. The result is safely achieved power, optimized for various fuel grades found around the world from low-quality pump fuel, all the way to high-quality, oxygenated race fuels.

Compressor Surge Avoidance:

To aid in turbocharger reliability and longevity, APR’s engineers carefully studied the turbocharger’s compressor maps to avoid regions where compressor surge may be experienced. The K04 turbocharger has fantastic response characteristics and is able to produce incredibly high pressure at low airflow levels, but in doing so, the turbocharger runs into issues of compressor surge. In the area between 3000-4000 RPM, APR’s Calibration Experts have elected to limit boost pressure. During testing, with the limits removed, APR’s engineers were able to easily achieve over 400 ft-lbs of torque with 93 octane fuel, but doing so could result in damaging the turbo’s reliability. Back-to-back testing was conducted with and without the limitation and despite the reduction in torque in this range, APR’s engineers were unable to record a measureable difference in accelerative performance.

Torque Management and Traction Control:

Torque management plays a big role in how the vehicle feels and performs, especially during moments of low gear, rapid acceleration. Typically front wheel drive vehicles suffer from excessive wheel spin during these moments due to the massive torque on tap from the K04 Turbocharger System. Some drivers can find themselves in situations where they are fighting against wheel spin and traction control when they are simply interested in going forward as quickly as possible. This is further compounded by the fact that the factory traction control (ASR) system was designed for vehicles producing far less power and torque, resulting in overcompensated ASR interventions.

APR’s Calibration Engineers set out to perfect torque management and traction control by minimizing wheel spin as much as possible without neutering the driving experience. A multi-step approach was taken to achieve appropriate control. With ASR enabled, forward movement wheel spin will trigger appropriate torque intervention levels to minimize spin without hurting forward acceleration. On top of this, the torque management system is fine tuned to deliver only as much torque as the tires can take. In normal conditions the tires will only slightly break loose under full acceleration, resulting maximum acceleration. In higher traction situations, or with ASR disabled, all of the system’s torque is directly on tap!

While the end goal is similar, APR’s torque management system differs greatly from archaic “boost-by-gear” strategies. “Boost-by-gear” strategies rely on a static limitation of boost in an effort to minimize wheel spin, but to work properly they must be dialed in for every situation. The same boost levels in different weather conditions, such as a hot summer day and a cold winter month, can produce vastly different torque levels. Since APR’s torque management system relies on the engine management’s phenomenal torque reporting abilities, it is able to adjust to every environmental situation it encounters. To achieve a targeted torque level, the ECU applies the appropriate changes to mass airflow and ignition.

Acceleration Enhancements:

Through further calibration changes APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle. Ignition delays are reduced resulting in a more responsive pedal without altering overall throttle sensitivity and resolution. Drivability was greatly improved by reducing the throttle lag commonly noticed at slow speeds and while reapplying throttle after decelerating. APR’s Motorsport Rev Limiter allows power to climb all the way to redline without dropping off several hundreds of RPM earlier. Lastly, APR’s tried and tested Motorsport Launch Limiter allows the driver to focus on launching the vehicle, rather than controlling the engine speed.

Part-Throttle Drivability:

Beyond wide-open throttle performance, APR’s Calibration Engineers spent countless hours optimizing vehicle drivability under daily, part-throttle, driving. The vehicle fully retains its impressive daily driver status and simply has more power on tap should the driver request more with his or her right foot!

APR EMCS and APR Mobile:

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

Manifold Absolute Pressure Sensor

To provide closed-loop boost control at absolute pressure levels above 2.5 bar, APR’s K04 Turbocharger System features an OEM Bosch 3 bar MAP sensor.

Altering the ECU to understand the engine is equipped with a 3 bar MAP sensor is a trivial task. The sensor and proper calibration settings come standard on many factory VAG vehicles, but even these vehicles only provide proper closed loop boost control up to 2.5 bar absolute.

APR’s electrical engineers went many steps beyond the norm and recoded the factory ECU to deliver closed-loop boost control up to 3-bar absolute. This ability, combined with proper torque management, results in safe, reliable, and predictable performance at higher power levels without the need for clumsy and archaic external boost controlling devices.

Silicone Hose


A wire-reinforced, multi-ply silicone hose provide an unrestricted path for airflow exiting the turbocharger. The hose is engineered to properly connect the turbo’s outlet to the factory charge piping system.

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

Gaskets and Hardware

APR doesn’t cut corners even with the most mundane details of the kit. Every nut, bolt, stud, washer, clamp, and gasket necessary for the install is included with the kit.

Dyno Testing

Horsepower and torque were measured in APR’s in-house, Soundmaster dyno cell, using a Dynapack all-wheel dynamometer. Multiple stock and modified runs were conducted and the SAEJ1349 corrected results were averaged together to represent the differences between a stock and APR K04 2.0 TSI. Crank power figures were estimated based on VAG’s factory advertised results.

Click through the tabs below to view output using various fuel grades, power measured at all four wheels, estimated at the crank, and the absolute gain over stock.

91 Octane | 93 Octane | 100 Octane - Measured Front Wheel Horespower
91 Octane | 93 Octane | 100 Octane - Estimated Crank Horsepower
91 Octane | 93 Octane | 100 Octane - Gain over Stock

Calibration Report

Output:

200 HP & 207 FT-LBS of Torque – Stock as Rated by VAG
221 HP & 220 FT-LBS of Torque – Stock as Measured by APR
346 HP & 360 FT-LBS of Torque – APR K04 with 91 AKI or 95 RON fuel
360 HP & 382 FT-LBS of Torque – APR K04 with 93 AKI or 98 RON fuel
375 HP & 408 FT-LBS of Torque – APR K04 with 100 AKI or 104 RON fuel

Max Gains over Stock (based on APR’s CCTA/CBFA measured output):

+133 HP @ 6,700 RPM & +143 TQ @ 4,400 RPM – APR K04 with 91 AKI or 95 RON fuel
+144 HP @ 6,700 RPM & +164 TQ @ 4,400 RPM – APR K04 with 93 AKI or 98 RON fuel
+166 HP @ 4,450 RPM & +191 TQ @ 4,450 RPM – APR K04 with 100 AKI or 104 RON fuel

Requirements and Recommendations

Intake System
APR’s software is designed to utilize the factory mass airflow (MAF) sensor and housing. The Carbonio Stage I and II Intake System is highly recommended and required to meet the advertised power output.

Exhaust System
The APR Downpipe Exhaust System is required if the vehicle is not currently equipped with the APR Turboback Exhaust System. APR Recommends the APR Catback Exhaust System for maximum performance.

Intercooler System
The APR Intercooler System is required to meet the advertised power figures.

Transmission
The K04 Turbocharger System greatly increases torque over the factory output levels and as such, an upgraded clutch may be necessary to transmit power to the ground. APR highly recommends upgrading the factory clutch to one that suits the operator’s intended driving style.

Exhaust Valve Springs
APR has discovered some engines experience exhaust valve float at high RPM at the advertised horsepower levels due to excessive exhaust backpressure caused by K04’s relatively small turbine wheel. In such cases, APR recommends upgrading the factory valve springs. However, upon request, lower output software capable of producing 321 horsepower and 310 ft-lbs of torque on 93 octane is available.

Tires
APR recommends Michelin PSS and PS2 tires as well as BFGoodrich Rivals and GForce Sport Comp 2 tires.

Fluids
APR recommends Motul Fluids and Lubricants.

Application Guides

Vehicles
Audi A3 (MK2)
Audi Q3
Audi TT (MK2)
Volkswagen Beetle
Volkswagen CC
Volkswagen Eos
Volkswagen Golf / GTI (MK5 / MK6)
Volkswagen Jetta / GLI / Bora / Vento / Sigitar (MK5 / MK6)
Volkswagen Passat / Magaton (B6)
Volkswagen Scirocco
Volkswagen Tiguan
Seat Altea
Seat Leon (MK2)
Seat Toledo (MK2)
Skoda Octavia / VRS (MK2)
Skoda Superb (B6)
Skoda Yeti

Engines
CAWA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CAWB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CBFA 2.0T EA888 Gen 1 Transverse
CCTA 2.0T EA888 Gen 1 Transverse
CCTB 2.0T EA888 Gen 1 Transverse
CCZA 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZB 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZC 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)
CCZD 2.0T EA888 Gen 1 Transverse (Pending: Beta Testing)

Transmissions
6 Speed Manual
S-Tronic
DSG
Tiptronic

Drivetrains
Drivetrain
Front Wheel Drive
All Wheel Drive

APR K04 Turbocharger System – Includes Software
Part Number: T2100016
Price: $2,749.99
SALE: $2,474.99 <— Sale till May 4th

APR’s K04 Turbocharger System includes APR software, but for customers without APR’s Turbocharger System, who are looking to optimize their driving experience with the best engine management strategy available, APR’s K04 software is available separately. This software requires an OEM Bosch 3-bar map sensor and an OEM Borg Warner K04-64 turbocharger with no modifications to the turbo other than the required fitment aspects. All other requirements and recommendations above should be followed to ensure compatibility.

Software Only

Existing APR Software Customers – $499
New APR Software Customers – $899

Motul Oil, Coolant and Oil Filter

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

Motul Specific Lubricant Install Package

5 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00003
Price: $75.00

Motul 300V Lubricant Install Package

6 Liters of Motul 300V Power 5W40, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) – Organic
Part Number: MO00007
Price: $105.00


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