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    Thread: APR 2.0 TSI & 2.0 TFSI Transverse Products and Information

    1. Forum Sponsor Arin@APR's Avatar
      Join Date
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      Vehicles
      2010 Audi B8 S4 3.0 TFSI 6MT & 2007 VW MKV GTI 2.0T FSI DSG
      07-20-2011 12:57 PM #1


      www.GOAPR.com

      APR LLC is an automotive engineering firm operating a 36,000 sq. ft. performance campus in
      Opelika, AL. APR was founded in 1997 with a corporate philosophy of Integrity, Excellence
      and Innovation. APR's Sole Mission is to provide the highest quality and most highly
      engineered aftermarket performance products available for Porsche, Audi and Volkswagen
      vehicles. APR has professionally raced MK5 2.0T FSI GTI's, MK5 2.0 TSI GTI's, MK6 2.0
      TSI GTI's and B8 S4 3.0 TFSI's in the Grand-AM Koni Sports Car Challenge and Grand-Am
      Continental Tire Sports Car Challenge Since the 2008 Season. Through Motorsport Racing
      APR's pushed the limits of the 2.0 TSI engine to ensure our products are safe for every day
      use.

      APR, Enhancing the Driving Experience with No Compromise.

      Take a Tour of APR here.



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      APR has a complete performance line up to take your MK6 2.0 TSI from 200 HP to beyond the
      400 HP mark!

      The following Stages are available:
      • APR Stage I - For use with a stock engine or light bolt-ons such as an intake, intercooler or catback exhaust
      • APR Stage II - For use with an APR Performance Exhaust System
      • APR K04 - For use with an APR K04 Turbocharger System
      • APR Stage III - For use with an APR Stage III Turbocharger System (not sold separately)
      • APR Stage III+ - For use with an APR Stage III+ Turbocharger System (not sold separately)


      The following Programs are available:
      • Stock
      • 91 Octane (R+M)/2 or 95 RON
      • 93 Octane (R+M)/2 or 98 RON
      • 100 Octane (R+M)/2 or 104 RON
      • Valet


      The following Features are available at each stage:
      • Program Switching
      • Security Lockout
      • Fault Code Erase
      • Anti-Theft



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      APR Stage 1 ECU Upgrade

      The APR 2.0 TSI ECU Upgrade is an expertly recalibrated engine control strategy that remaps the boost pressure,
      timing and air fuel ratios to provide smooth and reliable power as if intended by the OEM. APR's ECU Upgrade is
      developed to work within the OEM and Tier 1 Supplier specifications for engine component stress tolerances and
      performance specifications. APR's ECU Upgrades are available in octane specific versions to allow you to take full
      advantage of the fuel quality available in your area. APR's patented EMCS functionality puts the control of the
      engine's operation at your finger tips and allows for additional features and options to be installed to your OEM ECU.
      Read More Information...

      Click to Enlarge




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      APR Carbonio Intake System

      Carbonio's latest carbon fiber intake for the 2.0 TSI engine is a truly race engineered ram air design that is available
      for the first time as an affordable street car intake system. Building from years of experience on and off the race track,
      Carbonio's and APR's engineering teams have spent countless hours developing a true cold air and ram air carbon fiber
      design that can be recreated affordably for the street performance enthusiast. Read More Information...

      Click to Enlarge




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      APR RSC 3" Performance Exhaust System

      APR's RSCô technology is now available for the MK6 GTI in our newest 2.0 TSI RSCô Performance Exhaust System. Reflective
      Sound Cancellation allows for maximum exhaust gas flow while completely eliminating in cabin sound resonance (drone).
      RSCô incorporates innovative technologies developed in conjunction with NASA. With limited use of packing materials and
      no baffles, RSCô allows for a completely straight and free flowing exhaust path through the RSCô mufflers. Reflective
      Cancellation bounces the undesirable sound waves into each other to attenuate the wave and completely eliminate the low
      frequency tones that create drone. Each RSCô muffler is tuned to eliminate specific, undesirable sound frequencies
      allowing only the engine's desirable exhaust notes to be heard and improving performance. Read More Information....

      Click to Enlarge








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      APR Intercooler System

      APR has designed the best intercooler upgrade for your 2.0T engine as found in the VW GTI, Jetta and Eos and Audi A3
      and TT. Charge air cooling is essential to maintaining powerful and safe operation of a turbocharged engine and as
      performance is increased, so must the thermal effectiveness of the intercooler. The APR FSI Intercooler is a perfect
      OEM intercooler replacement with an intercooler core size almost three times the size of the original unit.
      Read More Information....

      Click to Enlarge




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      APR K04 Turbocharger System

      APR's Transverse 2.0 TSI Audi S3 and VW Golf R Engine Conversion Packages will upgrade your current factory rated 200hp
      and 207lb-ft Transverse 2.0 TSI Engine with all of the necessary OEM components from the European Audi S3 and VW Golf R
      and meticulously recalibrated Engine Management to produce 366 horsepower and 380lb-ft of torque on 93 octane gas.

      Reliability, drivability, stealth and enhanced performance that cannot be bested are the highlights of APR's newest
      OEM-component based conversion package.

      APR's engineers have expertly recalibrated the engine management system to allow for nearly flat torque delivery from
      3000 RPM to 5000 RPM which results in a smooth linear pull throughout the power band. Keeping the track enthusiast in
      mind, this conversion package will not result in overpowering of the driveline but will allow for smooth acceleration
      to easily maintain control while cornering. Read More Information....

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      APR 2.0 TSI Transversal Stage 3 Turbo System

      The APR Stage III includes every part necessary to completely upgrade the turbocharger system. Each component is completely
      engineered to deliver a turn-key solution with no additional expenses required other than oil, coolant and the typical
      supporting modifications for these power levels such as a cat-back exhaust, intercooler and upgraded intake. Every nut,
      bolt, gasket, associated hardware and all turbocharger system components required for fitment and reliability are included
      as well. A complete step by step installation guide including recommended tools, estimated time of install and detailed
      pictures is supplied to each client. APR's expertly calibrated DPP ECU Upgrade specific to the Stage III Turbocharger System
      is included and is the glue that holds all of the substantial power delivery, drivability and reliability together. No other
      company in the world provides such a complete Turbocharger System for your TSI at these power levels. Read More Information....

      Click to Enlarge





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      APR 2.0 TSI Transversal Stage 3+ Turbo System

      Building upon over thirteen years experience turbocharging Audi/VW engines, including four with the 2.0 TSI,
      APRís Engineers have once again taken the TSI to ground breaking levels of performance. APR is pleased to
      introduce the 2.0 TSI Stage III+ Turbocharger System producing 451 horsepower on standard 93 octane pump fuel
      and 501 horsepower on 100 octane race fuel! Thanks to APRís advanced real time engine management calibration
      capabilities, the Stage III+ turbocharger spool is lightning fast with a nearly flat torque curve from 3500
      RPM all the way to redline. In all driving conditions, Stage III+ has power instantly on tap to pull you back
      in your seat and put a huge grin on your face.

      Click to Enlarge




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      APR 2.0T Modular Boost Tap and PCV Bypass System

      The APR Modular Boost Tap and PCV Bypass System plugs directly into the intake manifold and makes several configuration options
      available. The APR Modular Boost Tap features a tap used for referencing boost or vacuum from the manifold and a cap if this
      feature is unneeded. A T-junction allows for multiple boost and vacuum references and a 'no buzz' restrictor pill allows for proper
      manual boost gauge operation. The system also includes a threaded PCV plug, allowing the PCV system to operate as intended by
      the OEM, as well as blocked off if needed for a specific PCV or catch-can setup. Furthermore, temporarily installing the threaded
      plug allows for quick diagnosis of the PCV valve for boost leaks. This innovative and modular design ensures operation with all
      boost, vacuum and PCV system combinations, leaving no compatibility worries for future configurations. Read More Information....

      Click to Enlarge






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      APR Motorsport Roll Control Front Anti-Sway Bars

      APR Motorsport's first product release from the 2008 Race Season is the new Roll Control Front and Rear Anti-sway Bars. After much
      testing of APR Motorsport's MKV GTI Koni Challenge Race Cars, the suspension was finally dialed in with the addition of the Roll
      Control Anti-sway Bars. Three adjustment settings allowed APR Motorsport to specifically cater the reduced body roll and increased
      slip angle provided the by the Roll Control Anti-sway Bars to each racing environment. Weight Reduction over the original equipment
      bars and increased stiffness of the chassis allowed for faster lap times through quicker corner exit speeds and reduced understeer.
      url=http://www.goapr.com/products/swaybar_front_mkv.html]Read More Information....





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      APR Motorsport Roll Control Rear Anti-Sway Bars[/b]


      APR Motorsport's first product release from the 2008 Race Season is the new Roll Control Front and Rear Anti-sway Bars. After much
      testing of APR Motorsport's MKV GTI Koni Challenge Race Cars, the suspension was finally dialed in with the addition of the Roll
      Control Anti-sway Bars. Three adjustment settings allowed APR Motorsport to specifically cater the reduced body roll and increased
      slip angle provided the by the Roll Control Anti-sway Bars to each racing environment. Weight Reduction over the original equipment
      bars and increased stiffness of the chassis allowed for faster lap times through quicker corner exit speeds and reduced understeer.
      Read More Information....





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      DXD Racing Clutches

      APR is pleased to present DXD Racing clutches for your Porsche, Audi or VW. DXD Racing clutches are a new product
      line developed by DXD and tested by APR across many different friction products, pressure plate loads and flywheel
      designs with one goal in mind, to create clutch systems not only with perfect balance and symmetry but also to
      perfectly complement APRís engine modification program without compromise in reliability, drivability or enjoyment.
      Read More Information....


      Stage II & III Daily
      The Daily configuration is focused around an OEM pedal feel and initial engagement characteristics. This is the
      clutch that wonít give you a significantly stronger left leg but will provide many thousands of miles of ease of
      use and operation with the ability to transfer APRís different Stages of engine performance to the tires. The
      quick engagement of most aftermarket clutches or the ďgrabĒ is greatly reduced and in most cases completely
      eliminated to allow for smooth clutch release and easy initial acceleration. Read More Information....

      Click to Enlarge


      Stage II & III Endurance
      Developed with APR Motorsport to support our efforts in Grand-Am road racing, the Endurance configuration focuses
      on reduced transmission wear and perfect transitions from gear to gear. Kevlar and other more exotic materials are
      used to hold the power for many hours of abuse and torsion springs are used to damper between the engine and gearbox.
      Pedal feel is typically only slightly more rigid and initial engagement is certainly manageable resulting in a
      driveline component that quite handily eliminates any concerns from the Drivers and Crew Chief. Read More Information....

      Click to Enlarge


      Stage II & III Drag
      In no other form of racing are tenths and hundredths of a second more important nor is a vehicles driveline
      more abused in such a short period of time. It is with this understanding that DXD Racing has developed a
      line of clutches specific to the needs of this ever demanding sport. Pedal travel is reduced allowing for
      quicker launches off the tree and initial engagement is as rapid as possible getting all of the power to
      the ground instantaneously. Use of puck style discs and SFI approved Race Covers provide plenty of power
      handling capability and aids in the perfect pass everytime. Read More Information....

      Click to Enlarge


      Stage IV Extreme
      This is a "build to order" clutch kit intended for cars with HP modifications exceeding Stage 3 levels.
      The Race Engineered pressure plate is modified for maximum plate load. The discs are puck design with
      sprung and un-sprung options. Friction material options include Sintered Iron and Graphite Impregnated
      Ceramic. Engagement characteristics can be abrupt. Hydraulic systems may need enhancing for proper
      clutch separation. Torque ratings are calculated at time of ordering. Read More Information....

      Click to Enlarge





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      APR/Brembo Brake Systems

      APR/Brembo braking systems are engineered for your specific Audi & Volkswagen model. Brembo is the world
      leader in engineering, development and production of high performance braking systems and components.
      Brembo makes performance braking systems that exceed the demands of today's technically advanced Audi.

      Equally important is Brembo's total committment to manufacturing and quality assurance. To guarantee
      quality and performance, Brembo controls every step of the process, forging rotors and calipers in their
      own foundries, manufacturing components to the highest standards in the industry and testing each
      component as many as 500,000 cycles.

      APR/Brembo brake's level of technology and performance is unrivaled by any other product on the market.
      By utilizing larger calipers and discs, thermal capacity and brake torque is increased. This potent
      combination offers the extreme in Brembo's leading edge technology for high performance street or track
      use applications. Read More Information....

      Application Guide

      4 Piston A Caliper in Black, Red or Silver
      330x28 1-Piece Rotor, Slotted or Drilled


      4 Piston A Caliper in Black, Red or Silver
      328x28 2-Piece Rotor, Slotted or Drilled


      4 Piston H Caliper in Black, Red or Silver
      355x32 2-Piece Rotor, Slotted or Drilled


      4 Piston P Caliper in Black, Red, Silver, Yellow or GT-R Gold
      365x29 2-Piece Slotted Rotor





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      If you have any questions about APR, APR Motorsport, our products or any other questions, ask away!

      GoAPR!

      APR Website: http://www.goapr.com
      APR Dealer Locator: http://www.goapr.com/dealer/
      APR Facebook Page: https://fb.me/APRMotorsport
      Last edited by Arin@APR; 11-21-2011 at 06:21 PM.
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

    2. 09-20-2011 05:08 PM #2
      As one of APR's largest stocking distributors, please do not hesitate to contact us at ACHTUN!NG for your APR needs and take advantage of FREE SHIPPING in the Continental US on many of these items!



      Go APR!!
      ACHTUN!NG | Hartmann Wheels Ľ follow us on facebook
      14540 NE 91st St. STE 7 Redmond, WA 98052 ē 425.895.0000 ē info@achtuning.com

      APR ē AWE Tuning ē Hartmann Wheels ē H&R ē StopTech ĽĽĽ Wholesale Inquiries Welcome!!

    3. 12-30-2011 07:29 PM #3
      Regarding the following, (I have had this problem on my 2011 GTI since new, and the dealer "can't duplicate symptoms), if I get the DSG software update will this affect my APR tuning installation? Will I need to get the ECU reflashed? Just thinking about scheduling.

      Quote Originally Posted by VW-TX View Post
      Just released from my connection at the dealer.

      http://nismofiesta.com/russ/DSG.pdf


    4. Forum Sponsor Arin@APR's Avatar
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      12-30-2011 08:05 PM #4
      that shouldn't change ECU software as it's only changing the DSG software.
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

    5. Member aeproberts21's Avatar
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      02-28-2012 04:49 PM #5
      When can we expect for the local distributors to have the tools necessary to perform the ECU update without having to mail it off?

      Thanks
      "Never Drive Faster Than Your Guardian Angel Can Fly"

    6. Forum Sponsor Arin@APR's Avatar
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      02-29-2012 10:38 AM #6
      Quote Originally Posted by aeproberts21 View Post
      When can we expect for the local distributors to have the tools necessary to perform the ECU update without having to mail it off?

      Thanks
      This week and next we'll start shipping everything out. I'll have an announcement when everything is turned on and ready go to.
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

    7. 03-02-2012 11:35 AM #7
      Arin,

      Is there any plans at APR to provide an upgrade path/discounted path for users who may be running the cruise control switching technology to get to the dongle+app path? I know the MK6 is first to get this software but I'm sure my A3 will eventually get a chance. It's such an awesome package with all the possibilities within the software for monitoring that I am hesitant to get the switching technology next week when I get flashed. My fear is that in 2 months I could be spending another $200 or whatever to replace the $149 technology I just paid for a few weeks prior.

      Sorry if this is the wrong place to discuss that.

    8. Forum Sponsor Arin@APR's Avatar
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      03-02-2012 05:20 PM #8
      Quote Originally Posted by sfdxsm View Post
      Arin,

      Is there any plans at APR to provide an upgrade path/discounted path for users who may be running the cruise control switching technology to get to the dongle+app path? I know the MK6 is first to get this software but I'm sure my A3 will eventually get a chance. It's such an awesome package with all the possibilities within the software for monitoring that I am hesitant to get the switching technology next week when I get flashed. My fear is that in 2 months I could be spending another $200 or whatever to replace the $149 technology I just paid for a few weeks prior.

      Sorry if this is the wrong place to discuss that.
      The iphone app will never be sold without the stalk option if we offer the stalk, meaning you'll never waste money by purchasing programs now.
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

    9. Member
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      2012 VW Turbo beetle
      06-12-2012 04:54 PM #9
      Just installed the APR 3" Downpipe Exhaust on my 2012 Turbo Beetle and just want to say
      that all went well. However, you should realize that the long down pipe is 5-5/8" too long
      and will need to be cut. Other than that, no difficulties found with regard to the install.
      P.S. - Instructions don't mention this.

    10. Member sh{}e's Avatar
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      07-16-2012 03:06 PM #10
      When is the '12 GLI RSC exhaust coming out. I have $$$$ waiting in limbo.

    11. Forum Sponsor Arin@APR's Avatar
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      07-16-2012 03:35 PM #11
      Quote Originally Posted by sh{}e View Post
      When is the '12 GLI RSC exhaust coming out. I have $$$$ waiting in limbo.
      It's in development now. I don't have an ETA yet but I know it's a high demand product!
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

    12. Semi-n00b
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      2011 Jetta GLi 2.0 Tsi
      08-07-2012 12:16 PM #12
      Hi Arin!

      wich clutch kit is the best option for a daily use, APR K04 jetta Gli 2.0Tsi.
      ?

    13. Forum Sponsor Arin@APR's Avatar
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      08-07-2012 05:21 PM #13
      Quote Originally Posted by foronoob View Post
      Hi Arin!

      wich clutch kit is the best option for a daily use, APR K04 jetta Gli 2.0Tsi.
      ?
      Stage 3 daily should do the trick.
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

    14. Member rs4rep's Avatar
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      09-28-2012 09:08 PM #14
      I am about to purchase a 2011 CC DSG and have been looking into some power upgrades. I like the K04 kit and its potential. My question is, if I wanted more power than the K04 which option would you recommend for a daily, with no internal modifications. I will have the other add ons ie, FMIC, exhaust, DP, DV, and intake. Also how much power should the DSG Transmission handle.
      Unitronic Stage II, Podi Stepper Gauge, 19" VMR V701, NEX Coilovers, TT225 injectors, FMIC, Magnaflow exhaust, Miltech Down pipe, Custom Boser Hood, Riviera Blue and black paint, Carbon fiber headliner, Carbon fiber Beltline Trim, Single Mass flywheel, Joey Modded Headlights
      www.podi.ca

    15. Member Cookiepuss01's Avatar
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      01-15-2013 12:34 PM #15
      very informative info on products. I want to pull the trigger on so many different pieces
      Vw, APR, AWE, Recaro, Expel, Oem, XLR8

    16. 05-23-2013 03:53 PM #16
      When will APR offer the GTX turbo system for the new EA888-K03 cars?

      Will it have faster spool than the current stage 3+ kit?

      What would the peak power be for 93octane?

    17. Forum Sponsor Arin@APR's Avatar
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      04-07-2014 02:59 PM #17
      APR Presents the 2.0 TSI Stage III GTX Turbocharger System!

      APR is pleased to present the 2.0 TSI EA888 Gen 1 Stage III GTX Turbocharger System!



      Product Page

      In 2008, shortly after the worldwide release of the 2.0 TSI engine, Volkswagen of America commissioned APR to build the Stage III GT Turbocharger System for their SEMA concept cars. Successes of these concept cars lead to the first release of the APR Stage III Turbocharger System, based on the then available Garret GT turbocharger, and became a worldwide phenomenon. In the years since, APR has continued to work with VWoA, Volkswagen GmBH, VWVortex and BFGoodrich to deliver more concept cars for SEMA, WŲrthersee in Austria, as well as other events around the world, while APR continued testing the latest in turbocharger technology.

      With the introduction of the Garret GTX2867R Turbocharger, APR has raised the bar further and redefined the standard by which the VAG community measures performance, reliability, drivability and quality. Gone are the days of compromise where low-end response meant excessive backpressure, compressor surge, and extremely limited top end performance. True to APRís 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. APRís endless pursuit of perfection has resulted in the most comprehensive 2.0 TSI turbocharger system in the world.



      The 2.0 TSI is completely transformed the second it meets an APR Stage III GTX Turbocharger System. Power immediately jumps to 423 horsepower with 387 ft-lbs of torque on tap using 93 octane fuel on a completely stock and unmodified factory fueling system. Switching to APRís 100 octane race fuel mode, power shoots up to 458 horsepower with 409 ft-lbs of torque all at the driverís command. This level of extreme performance is just a taste of the systemís full performance capabilities. APRís Stage III+ GTX fueling system (Coming Soon!) increases performance further by simply adding a few bolt-on APR fueling components.

      APR Commissioned Stage III Vehicles




      APR Stage III GTX Turbocharger System Components

      Turbocharger



      At the heart of Stage III GTX Turbocharger System is a GTX2867R turbocharger, which is capable of flowing nearly 50 lbs/min of corrected air flow. This directly translates to large power gains on the 2.0 TSI that continue to grow all the way to redline. The GTX Turbocharger consists of the latest technologies from Le Mansí winning turbo manufacturer, Garrett Honeywell, and has a track record of reliability and repeatability worthy of complementing an APR Turbocharger System.

      The internally gated turbocharger features a fully-machined, ten-blade billet 49.7 mm compressor wheel, Inconel 53.9 mm turbine wheel and a dual ball bearing oil and water-cooled CHRA.



      APRís Engineers spent countless hours testing turbine inlet and A/R sizes in order to decrease turbocharger lag without negatively impacting peak power. Complementing the turboís lightning fast response characteristics is a newly developed anti-surge housing, which enables APRís Calibration Engineers to deliver massive low-end torque without experiencing compressor surge.

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

      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 Stage III GTX Turbocharger System, APRís 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. APRís Electrical Engineers built new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels. Thanks to APRís 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:

      APRís Calibration Engineers properly restructured the engineís volumetric efficiency (VE) model to properly determine the ECUís calculated load and deliver proper torque management. Thanks to APRís 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.

      APRís 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.

      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 Stage III GTX 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 the factory traction control (ASR) system was designed for vehicles producing far less power and torque, resulting in overcompensated ASR interventions.

      APRís 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 systemís torque is directly on tap!

      While the end goal is similar, APRís torque management system differs greatly from archaic ďboost-by-gearĒ strategies. ďBoost-by-gearĒ 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 APRís torque management system relies on the engine managementís 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 APRís 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. APRís Motorsport Rev Limiter allows power to climb all the way to redline without dropping off several hundreds of RPM earlier. Lastly, APRís 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, APRís 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:

      APRís EMCS program switching technology and APR Mobile put control of the ECU in the operators 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. Itís Performance Without Compromise only APR can deliver!

      Turbocharger Manifold



      Attached to the turbocharger is APRís investment-cast, super alloy, nickel-chromium-based Inconel 625 Manifold featuring APRís Sequential Exhaust Pulse runner lengths. Unlike hand welded tubular manifolds and other cheap cast materials such as iron, Inconel is a very high temperature resistant material designed to withstand extreme exhaust gas temperature changes without expanding, contracting, melting or cracking under stress. Furthermore, the thick casting material reduces unwanted exhaust noise. This material is typically found only at the highest levels of professional motorsport racing where reliability is essential to success.

      Investment-cast Inconel features heat retention characteristics, which aid in turbo response by keeping the exhaust velocity high. APRís Engineers designed variable runner lengths calibrated to deliver sequential exhaust pulses without collision. Along with the manifoldís T25 outlet, this aids in turbocharger spool, producing excellent response for immediate torque delivery. A reduction in backpressure from the high-flow, collision-free design directly enhances power delivery far beyond that of the OEM turbocharger manifold and other less effective designs. Backpressure reduction also alleviates most common valve float issues associated with high output factory s3gtx turbo upgrades and so called small ďhybridĒ s3gtx turbochargers.

      Each unit undergoes strict quality control checkpoints to ensure ultimate reliability each step of the manufacturing process. The unit is CNC machined to tight tolerances and inspected for defects before being packaged and shipped to customers around the world.

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

      Manifold Absolute Pressure Sensor



      To provide closed loop boost control at absolute pressure levels above 2.5 bar, APRís GTX 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.

      APRís 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.

      Mass Air Flow Sensor Housing



      The factory engine management relies on load calculations derived from the mass airflow (MAF) sensor to properly control the engine. All too often this critical component is eliminated from turbo upgrade kits as the factory unit is small and can easily become saturated. The alternative of upgrading the unit is often not used due to the complexity of doing so. However, no task is too large for APRís Engineering Teams when the sake of reliability is brought into question, and as such APR has engineered a larger housing for use in the Stage III GTX Turbocharger System.

      To aid in accurate airflow readings, the APR MAF housing features a long, precision-machined tunnel with a honeycomb airflow straightener. APRís Electrical Engineers make appropriate coding changes to the ECU to understand the larger MAF housing while the calibration experts update the ECU with all of the necessary calibration data surrounding the larger housingís physical properties. The end results are accurate readings and a further refined driving experience.

      The MAF housing includes a CNC-bent mounting bracket for a sturdy connection to the engine bay and additional wiring and couplers are included to extend the factory MAF sensorís harness.

      Silicone Hoses



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

      APRís 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.

      Oil and Coolant Lines



      APRís oil and coolant lines are specific to the APR Stage III GTX Turbocharger System and provide years of leak free operation. The lines feature a flexible braided stainless steel construction with CNC mandrel bent hard-lines for specific and clean routing as if intended by the OEM. Every detail is important, and APR goes the extra mile to ensure any possible weaknesses are eliminated.

      Downturn and Downpipe



      An investment cast 3Ē stainless steel downturn provides a smooth and uninterrupted path for exhaust gases existing the turbocharger at high velocity. The high temperature resistant stainless steel design increases the components strength without fear of component failure even under the most grueling environments.

      APRís 3-inch T304 stainless steel downpipe connects seamlessly to the supplied downturn and is fully compatible with APRís turboback exhaust system, full downpipe, or midpipe exhaust system.

      Diverter Valve Housing and Wastegate Solenoid Bracket



      The factory turbocharger features a diverter valve (DV) and wastegate solenoid (N75) directly mounted on the compressor housing, which is removed for the more powerful APR Stage III GTX Turbocharger Unit. As such, APR provides a CNC-machined billet-aluminum DV housing and CNC-bent N75 bracket to conveniently relocate these items within the engine bay.

      The DV housing is anodized clear to protect against corrosion and the internal mounting surface is precision machined identically to the OEM unit, to ensure a proper, leak proof design.

      Vacuum Lines



      APR provides new vacuum lines and T-junctions. Leak proof connections are easily achieved thanks to the included OEM style crimp clamps.

      Gaskets



      APR doesnít 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.

      Spark Plugs



      To cope with raised cylinder pressure and temperature, four NGK Laser Platinum Premium 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, APRís calibration engineers were able to safely achieve more power, especially in extremely demanding conditions.

      Install Manual



      Dyno Testing

      Horsepower and Torque was measured in APRís 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 Stage III GTX 2.0 TSI. Crank power figures were estimated based on VAGís 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
      409 HP & 374 FT-LBS of Torque - APR Stage III GTX with 91 AKI or 95 RON fuel
      423 HP & 387 FT-LBS of Torque - APR Stage III GTX with 93 AKI or 98 RON fuel
      458 HP & 409 FT-LBS of Torque - APR Stage III GTX with 100 AKI or 104 RON fuel

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

      +199 HP @ 6,700 RPM & +159 TQ @ 4,150 RPM - APR Stage III GTX with 91 AKI or 95 RON fuel
      +212 HP @ 6,700 RPM & +174 TQ @ 4,150 RPM - APR Stage III GTX with 93 AKI or 98 RON fuel
      +244 HP @ 6,700 RPM & +194 TQ @ 4,200 RPM - APR Stage III GTX with 100 AKI or 104 RON fuel

      Requirements and Recommendations

      Intake System
      The Carbonio Stage I Intake is required.

      Exhaust System
      The APR Midpipe Exhaust System i is required if the vehicle is not currently equipped with the APR Downpipe Exhaust System or 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 APR Stage III GTX 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.

      Engine Internals
      For increased reliability and longevity, especially on vehicles running race fuel and heavily tracked, APR recommends APR Connecting Rods and APR Mahle Pistons.

      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

      Drivetrains
      Drivetrain
      Front Wheel Drive
      All Wheel Drive*

      *Please note, AWD vehicles require an alternative AWD downpipe system and modification to the oil and coolant lines at the owner's discretion.

      System

      APR Stage III GTX Turbocharger Systems
      Part Number: T3100061
      Price: $5,399.99
      SALE: $4,859.99 <--- Until May 4th.

      APR Stage III GTX Turbocharger Upgrade System (For Existing APR Stage III GT2860RS or III+ GT3017R Customers) - Includes Software (REQUIRES 3BAR Map Sensor)
      Part Number: T3100059
      Price: $2,699.99
      SALE: $2,429.99 <---- Until May 4th.

      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
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

    18. Forum Sponsor Arin@APR's Avatar
      Join Date
      Jul 29th, 2008
      Location
      Auburn, Al
      Posts
      15,480
      Vehicles
      2010 Audi B8 S4 3.0 TFSI 6MT & 2007 VW MKV GTI 2.0T FSI DSG
      04-09-2014 10:24 AM #18
      APRís 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 at APR dealers and are offered as a FREE update for APR ECU Upgrade customers!

      • Please call to check file availability before booking an appointment! This is very important!
      • An OEM Bosch 3-Bar Map sensor, found here is REQUIRED to run this software. This is also very important!
      • Currently the software is available for North American CCT and CBF engines with CCZ and CAW rest of world engines under beta testing.


      APR is pleased to present the 2.0 TSI EA888 Gen 1 K04 Turbocharger System!



      Product Page

      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 VAGís 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 2.0Tís 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 turboís efficiency range, allowing for higher output across a wider RPM range.

      True to APRís 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. APRís 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 doesnít dramatically taper towards the vehicleís new 7,100 RPM redline. Switching to APRís 100 octane race fuel mode, peak power and torque climb further to 375 horsepower and 408 ft-lbs of torque. APRís 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 VAGís 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 EA113ís PCV system, but on the EA888ís 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, APRís 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. APRís Electrical Engineers built new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels. Thanks to APRís 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:

      APRís Calibration Engineers restructured the engineís volumetric efficiency (VE) model to correctly determine the ECUís calculated load and deliver proper torque management. Thanks to APRís 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.

      APRís 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, APRís engineers carefully studied the turbochargerís 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, APRís Calibration Experts have elected to limit boost pressure. During testing, with the limits removed, APRís engineers were able to easily achieve over 400 ft-lbs of torque with 93 octane fuel, but doing so could result in damaging the turboís reliability. Back-to-back testing was conducted with and without the limitation and despite the reduction in torque in this range, APRís 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.

      APRís 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 systemís torque is directly on tap!

      While the end goal is similar, APRís torque management system differs greatly from archaic ďboost-by-gearĒ strategies. ďBoost-by-gearĒ 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 APRís torque management system relies on the engine managementís 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 APRís 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. APRís Motorsport Rev Limiter allows power to climb all the way to redline without dropping off several hundreds of RPM earlier. Lastly, APRís 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, APRís 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:

      APRís 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. Itís 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, APRís 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.

      APRís 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 turboís outlet to the factory charge piping system.

      APRís 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 doesnít 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 APRís 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 VAGís 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 K04ís 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

      APRís K04 Turbocharger System includes APR software, but for customers without APRís Turbocharger System, who are looking to optimize their driving experience with the best engine management strategy available, APRís 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
      Last edited by Arin@APR; 04-09-2014 at 11:14 AM.
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

    19. Forum Sponsor Arin@APR's Avatar
      Join Date
      Jul 29th, 2008
      Location
      Auburn, Al
      Posts
      15,480
      Vehicles
      2010 Audi B8 S4 3.0 TFSI 6MT & 2007 VW MKV GTI 2.0T FSI DSG
      04-16-2014 11:31 AM #19
      APR Presents the Low Pressure Fueling System for the EA113 and EA888 2.0T!



      Product Page

      APR is pleased to present the 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 vehicleís gas tank. The pump operates off of a pulse-width modulated (PWM) signal sent from the pumpís 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 pumpís 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 itís 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 vehicleís 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
      Seat Altea
      Seat Leon / Cupra / Cupra R (MK2)
      Seat Toledo (MK2)
      Skoda Octavia / VRS (MK2)
      Skoda Superb (B6)
      Skoda Yeti

      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
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

    20. Forum Sponsor Arin@APR's Avatar
      Join Date
      Jul 29th, 2008
      Location
      Auburn, Al
      Posts
      15,480
      Vehicles
      2010 Audi B8 S4 3.0 TFSI 6MT & 2007 VW MKV GTI 2.0T FSI DSG
      05-05-2014 01:37 PM #20
      APR Presents the DQ250 DSG & S tronic TCU Upgrade!



      Product Page


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

      APRís 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



      APRís 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 upshift on or off
      • User definable manual mode automatic downshift on or off (Kickdown switch)


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

      Drive Mode Characteristics



      Drive modeís performance and comfort is greatly improved based upon the current stage of engine performance. Gear change upshift and downshift 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 ECUís rev limiter.


      Sport Mode Characteristics



      Sport modeís 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. APRís 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 kickdown 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 downshifts 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 kickdown switch for automatic downshifts as well as the automatic upshift that occurs at redline. For safety and acceleration, APRís engineers kept the automatic upshift present in first gear.

      The ECU defines the maximum engine RPM possible. Using APRís user definable max RPM settings, the end user can match the ECUís RPM to the TCU RPM to avoid hitting the engine rev limiter should the automatic redline upshift 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 downshift 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



      APRís 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



      APRís 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 ďtorque limitersĒ 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 ďraise the limits.Ē Raising the limits does not increase performance and does not increase the transmissionís 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, APRís 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, APRís 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 APRís 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 2.0Tís and older 3.2L VR6ís greatly differ in their features, capabilities and TCU complexity.


      APR TCU Upgrade Creation



      APRís 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, APRís engineers have painstakingly ensured every TCU upgrade is created using the transmissionís original file to ensure the ultimate experience!

      APR DirectPort Programming



      APRís patented DirectPort Programming is now available for the Temic Tricore Exx and Fxx DQ250 transmissions. Any APR Dealer in the world, connected to the Internet, has direct access to APRís 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



      APRís proprietary TCU Composer is used for altering the transmission management system. With full access to every table, map and variable within every TCU, APRís Calibration Engineers are not limited to the handful of pre-defined maps as is common for most tuning companies.

      APR TCU Assembly



      APRís 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!

      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.

      How to Purchase

      Locate an APR Dealer



      Use the APR Dealer Locator Tool to find an APR Dealer near you. The APR Dealer will have the ability to upgrade your TCU while you wait!

      Security, Warranty and Money Back Guarentee

      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 or shipping charges are not included in the guarantee and are at the discretion of the place of install.

      Limited Lifetime Warranty



      All APR TCU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available. Labor or shipping charges are not included in the warranty and are at the discretion of the place of install.
      GoAPR.com | Facebook | YouTube | Twitter
      Phone: (800) 680-7921 Local Phone: +1 (334) 502-5181 Fax: +1 (334) 502-5180
      Address: APR LLC, 4800 US HWY 280 West, Opelika, AL 36801
      The bitterness of poor quality remains long after the sweetness of low price is forgotten.

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