The APR Boost Tap for the 1.8T and 2.0T EA888 Gen 3 engines is a simple, yet elegant solution for referencing boost pressure and vacuum as is commonly necessary for boost gauges. The boost tap plugs into an unused port on the factory intake manifold and doesn’t interfere with the factory T-MAP sensor.

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Traditionally boost is tapped by spacing out the factory T-MAP sensor on top of the intake manifold. However, APR’s engineers discovered using this location lead to inconsistencies in intake air temperature readings and potentially a loss of power. Upon this discovery, APR’s engineering team went back to the drawing board and came up with a new and unique solution.

Kit Includes:

• 1 Billet boost tap
• 2 Viton o-ring seals
• 1 Stainless steel barbed connection point
• 1 Brass “No-buzz” mechanical boost gauge restrictor pill
• 1 Tap cap
• 5 Stepless OEM style ear clamps
• 96 Inches of 200 PSI hose
• 1 T-fitting
• 5 Black cable ties
• 1 Bag of anti-sieze
• 1 Tapping tool

Utilizing the included punch tool on a warm engine, a boost and vacuum reference port is easily spread opened on the factory intake manifold. The billet aluminum boost tap then connects to the port and uses dual Viton o-ring seals for leak free operation. The reference hoses connect to the rear of the tap via a barbed stainless steel connection point and conveniently routes through the engine bay.

In addition to the boost tap, APR provides several extra components to help suit each individual’s needs. For those requiring more than one reference source, a T-fitting allows for more tapping points. In the case where a mechanical boost gauge is used, the brass restrictor pill limits flow and cures gauge buzz. Just less than 100 inches of 200 PSI hose is included with OEM style ear clamps and black cable ties to allow for neatly routing hose through the engine bay.

Application Guide

All 1.8T and 2.0T EA888 Gen 3 Engines

Part Number

MS100101

Price

$59.99

FREE UPGRADE NOTE:

Customers who have purchased APR’s previous MS100079 boost tap are entitled to upgrade to the new, better designed, boost tap for free. The customer will only be responsible for installation costs. Please contact APR for more details.

The post APR Presents the 1.8T/2.0T EA888 Gen 3 Boost Tap v2 appeared first on VWVortex.

APR Presents the North American MK7 Golf R & MK3 S3 ECU Upgrade!

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APR is pleased to present the ultimate engine control unit (ECU) upgrade for the 2.0T EA888 Gen 3 engine. 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 ECU’s Simos 12 and 18 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 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 across the entire power band. APR’s ECU Upgrade increases boost pressure, optimizes ignition timing, cam timing, valve lift, lambda and more to produce higher output!

APR’s ECU Upgrades provides an excellent leap in horsepower and torque while retaining OEM knock control sensitivity and other built in safety features. This results in an exciting and powerful upgrade, optimized for various fuel grades found around the world.

APR Stage I ECU Upgrade

APR’s ECU upgrades are one of the best horsepower-per-dollar modifications for the new 2.0T engine. 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 379 ft-lbs of torque and 354 horsepower with 93 AKI octane fuel. Large gains were seen throughout the power band, including an additional 98 ft-lbs of torque and 74 horsepower. Even higher figures were achieved using race fuel. For those looking for a more modest bump in horsepower and torque, lower output software is available. In both cases the increase in horsepower and torque directly translates to an exceptionally quicker vehicle.

Acceleration Enhancements:

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

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.

Dyno Results

More Results:

Estimated Crank | Wheel | Gain Over Stock – Stage 1 Low output – 91 AKI / 95 RON
Estimated Crank | Wheel | Gain Over Stock – Stage 1 Low output – 93 AKI / 98 RON
Estimated Crank | Wheel | Gain Over Stock – Stage 1 Low output – 100 AKI / 100 RON
Estimated Crank | Wheel | Gain Over Stock – Stage 1 High output – 91 AKI / 95 RON
Estimated Crank | Wheel | Gain Over Stock – Stage 1 High output – 93 AKI / 98 RON
Estimated Crank | Wheel | Gain Over Stock – Stage 1 High output – 100 AKI / 100 RON

Calibration Report

265-310 HP & 280 FT-LBS of Torque – Stock as Reported by VAG
294 HP & 296 FT-LBS of Torque – Stock as Measured and Estimated at the Crank by APR
334 HP & 363 FT-LBS of Torque | +57 HP @ 3,700 RPM & +83 TQ @ 3,500 RPM – APR Stage 1 91 AKI / 95 RON
354 HP & 379 FT-LBS of Torque | +74 HP @ 4,100 RPM & +98 TQ @ 3,800 RPM – APR Stage 1 93 AKI / 98 RON
360 HP & 391 FT-LBS of Torque | +83 HP @ 3,300 RPM & +106 TQ @ 3,250 RPM – APR Stage 1 100 AKI / 100 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 using APR’s in house Dynapack Dynamometer with a US Spec 2015 Golf R, in FWD mode, using SAEJ1349 correction and an average of multiple runs. Crank figures are estimated based on the measured wheel figures. Results may vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, other variables and other modifications.

Acceleration Results

Dyno testing is a great way to gauge power increases over the entire rev range but may not translate to real world performance. Through GPS based acceleration testing, APR’s Engineers were able to verify increases made on the dyno translated to a faster and quicker vehicle on the street.

The results were astounding. By simply adding the APR Stage I ECU upgrade, the US spec 2015 Golf R DSG test vehicle completed every test quicker than the stock vehicle by a large margin. 0-60 MPH times were reduced to 3.8 seconds while the 30-130 MPH test was completed 5.9 seconds faster! Acceleration tests were conducted all the way to 140 MPH, which was reached 9.1 seconds faster with APR Stage I Software.

Results

Stock vs APR Stage I 93 AKI
4.247 vs 3.490 – 0-60 MPH (1-FT)
4.509 vs 3.690 – 0-100 KPH (1-FT)
4.641 vs 3.869 – 0-60 MPH
4.852 vs 4.070 – 0-100 KPH
11.159 vs 9.186 – 0-100 MPH (1-FT)
11.502 vs 9.186 – 0-100 MPH
15.020 vs 10.883 – 100-200 KPH
18.428 vs 13.001 – 60-130 MPH
21.190 vs 15.258 – 30-130 MPH
29.834 vs 20.694 – 0-140 MPH (1-FT)
30.228 vs 21.073 – 0-140 MPH
8.218 @ 85.275 MPH vs 7.654 @ 91.784 MPH – 1/8 Mile
12.849 @ 105.300 MPH vs 11.956 @ 113.733 MPH – 1/4 Mile

– Data collected at the same location with a US Spec 2015 Volkswagen Golf R DSG with OEM tires via a Racelogic P-Box’s actual data files (not screen data) with ESP disabled, race mode, 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. (1-FT) indicates 1 foot roll out timing.

The APR Development Difference

APR DirectPort Programming:

APR’s proprietary DirectPort Programming is now available for the Simos 12.x and 18.x ECU! Any APR Dealer in the world, connected to the Internet, can gain direct access to APR’s latest ECU upgrades for loading directly over the vehicle’s OBD-II port. This eliminates the need to remove and open the ECU for currently available files and can be uninstalled and reverted to the factory unmodified stock software file at any time!

APR ECU Explorer:

APR’s proprietary ECU Explorer gives APR’s Calibration Engineers exceptional access to the vehicle’s entire engine management system. Typical commercially available data logging tools, used by many 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.

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 many 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, making testing various changes much easier.

APR ECU Assembly:

APR’s Electrical Engineers have the ability to alter the code structure of the ECU. Through code levels changes, APR’s Engineers are able to add features to the ECU. Other changes allow higher torque limits than those achievable through only modifying calibration data or using piggyback devices as is the case for many tuners. This allows APR’s engineers to often not require transmission software to meet or exceed advertised gains. On the highly modified end, this often allows APR to make turbo upgrades operate without the need for external manual controllers.

Application Guide

• 2014+ VW Golf R (MK7 / A7 / Typ 5G) 2.0 TSI EA888 Gen 3
• 2014+ Audi S3 (MK3 / Typ 8V) 2.0 TFSI EA888 Gen 3
• 2014+ Seat Leon Cupra (MKIII / Typ 5F) 2.0 TSI EA888 Gen 3

Price

$799.00 – APR Stage I ECU Upgrade
$199.00 – Upgrade to Stage II (In Development)
Free – Upgrade to Stage II with a brand new APR Downpipe (In Development)

– Stage II software may not be available for all vehicles.
– Pricing applicable to the USA only. If outside of the USA, please contact an APR Dealer and Importer for pricing.
– Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at any APR Dealer.
– Stage II pricing only applies to customers who have purchased an APR ECU Upgrade after February 16th, 2015.

How to purchase

Please use the APR Dealer Locater Tool to locate an APR Dealer, confirm availability and schedule an appointment.
Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at any APR Dealer.

The post APR Releases MK7 Golf R Software in North America appeared first on VWVortex.

This past weekend APR finally had a chance to run the new North American MK7 Golf R and the APR Stage 3 MK7 GTI at the local quarter mile drag strip. During Montgomery Motorsport Park’s “Street Night – Test and Tune” event, the Golf R and GTI were all but lost in a sea of big American muscle cars tearing up the track. However, that didn’t stop APR from setting two new NHRA certified records.

The recently-delivered MK7 Golf R was outfitted with APR’s prototype 19×8.5” wheels, lowering springs, and Michelin tires, giving the R the look they desired. Under the hood, APR’s Carbon Fiber Intake was fitted.

The evening began with running baseline passes. The stock Golf R ECU calibration was installed and resulted in a respectable 12.81@105.75 MPH. With track conditions rapidly worsening and density altitude slightly climbing, APR’s engineers switched over to the Stage I ECU Upgrade and lined up for another pass. The result was a US spec S3/Golf R record of 12.07@111.74 MPH! Most impressive of all, it was achieved using only 93 octane pump fuel, a full interior and street tires.

As track conditions dramatically deteriorated, APR’s engineers didn’t have high hopes for the Stage III development MK7 GTI, but were still able to set a new record. “We knew the track conditions were not favorable for the results we wanted, but we still had a great opportunity to collect data” said one of APR’s Calibrators. “We only ran an 11.8@118.5 so we knew something wasn’t right. After looking at the logs, we found room for improvement as the ECU was dialing back power. We’re excited to make a few changes and head back for more testing!”

APR’s Stage III Turbocharger System for the new EA888 Gen 3 2.0 TSI is under development with an anticipated release date set for later this year. To read more about APR’s currently available software and hardware packages for the MK7 Golf R and GTI, please visit www.goapr.com.

The post APR Sets New North American Mk7 Golf R and GTI Quarter Mile Records appeared first on VWVortex.

Product Page

APR is pleased to present the ultimate engine control unit (ECU) upgrade for the 1.8T EA888 Gen 3 engine. 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 ECU’s 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 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 across the entire power band. APR’s ECU Upgrade increases boost pressure, optimizes ignition timing, cam timing, lambda and more to produce higher output!

APR’s ECU Upgrades provides an excellent leap in horsepower and torque while retaining OEM knock control sensitivity and other built in safety features. This results in an exciting and powerful upgrade, optimized for various fuel grades found around the world.

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 293 ft-lbs of torque and 242 horsepower with 93 AKI octane fuel. Large gains were seen throughout the power band, including an additional 99 ft-lbs of torque and 68 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 100-200 KPH sprint, the APR Stage I equipped vehicle crossed the finish line 9.845 seconds quicker, resulting in an outstanding 35% improvement!

Acceleration Enhancements:

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

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.

Power Charts

To view other power charts, please click the links below

87 AKI Fuel – WHP
87 AKI Fuel – CHP
87 AKI Fuel – Gain over Stock

91 AKI Fuel – WHP
91 AKI Fuel – CHP
91 AKI Fuel – Gain over Stock

93 AKI Fuel – WHP
93 AKI Fuel – CHP
93 AKI Fuel – Gain over Stock

Acceleration Chart

APR Stage I ECU Upgrade Acceleration Report

Quarter Mile Testing!

The APR Development Difference

APR DirectPort Programming:
APR’s DirectPort Programming is now available! Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest ECU upgrades for loading directly over the vehicle’s OBD-II port. This completely eliminates the need to remove and open the ECU for currently available files and can be uninstalled at any time without a trace!

APR ECU Explorer:
APR’s proprietary ECU Explorer gives APR’s Calibration Engineers unparalleled access to the vehicle’s entire engine management system. Typical commercially available data logging tools, used by most tuners, only allow logging up to 12 engine-operating variables at extremely low data rates. These tools are also limited to a small, specific list of variables. APR’s ECU Explorer is capable of logging every variable found within the ECU with far more variables logged at once, at very high data rates.

APR ECU Composer:
APR’s proprietary ECU Composer is used for altering the engine management system. With full access to every table, map and variable within the ECU, APR’s Calibration Engineers are not limited to a handful of maps as is common for most tuning companies.

APR ECU Assembly:
APR’s Electrical Engineers have the ability to alter the code structure of the ECU. Through code levels changes, APR’s Engineers are able to add features to the ECU. Other changes allow higher torque limits than those achievable through only modifying calibration data or using piggyback devices as is the case for many tuners. This allows APR’s engineers to often not require transmission software to meet or exceed advertised gains. On the highly modified end, this often allows APR to make turbo upgrades operate without the need for external manual controllers.

Application Guide

Year – Engine – Engine Codes – Transmissions
2013.5+ – VW Jetta – Manual & Tiptronic
2013.5+ – VW Beetle – Manual & Tiptronic
2013.5+ – VW Passat – Manual & Tiptronic

Stage 1 – $599.00
Upgrade to Stage 2 – Add $149.00 (In development)
Upgrade to Stage 2 (With purchase of an APR Downpipe) – No charge (In development)

– All stages may not be available for all vehicles.
– Pricing applicable to the USA only. If outside of the USA, please contact an APR Dealer and Importer for pricing.
– Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at any APR Dealer.
– Stage II pricing only applies to customers who have purchased an APR ECU Upgrade after February 16th, 2015.

How to Purchase

Please use the APR Dealer Locater Tool to locate an APR Dealer, confirm availability and schedule an appointment.

Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at any APR Dealer.

Security, Warranty and Money Back Guarantee

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.

The post APR Presents the 1.8 TSI Generation 3 ECU Upgrade (Tiptronic Now Supported)! appeared first on VWVortex.

APR is pleased to announce the Stage II ECU Upgrade for the Golf R and S3 is now available for the North American market with other markets around the world to follow. APR’s Stage II ECU Upgrade is designed to work with APR’s upcoming Cast Downpipe Exhaust System and builds upon APR’s already incredible Stage I ECU Upgrade. When combined with APR’s Intake System, peak power and torque figures grow further over Stage I to produce an astonishing 382 horsepower and 387 ft-lbs of torque! The additional hardware and tuning allows the turbo to spool much sooner, and ultimately results in a gain of 36 horsepower over Stage I and a staggering 100 horsepower over stock! APR anticipates the new AWD Cast Downpipe System to be available later this year.

The additional power directly translates to a quicker vehicle in real world testing. APR was able to achieve a quarter mile pass of 12.8@105.7 MPH on an unmodified Golf R and as quick as 12.0@111.7 MPH at stage I with 93 octane fuel. By adding APR’s upcoming cast downpipe system, Stage II ECU Upgrade and 93 octane fuel, APR’s Golf R set a new stock turbo world record pass and shaved more than a second off of the stock time with an 11.7@114.4 MPH pass! This was achieved at Montgomery Motorsport Park in Alabama, an NHRA certified track, at full vehicle weight with APR 19×8.5 wheels and Michelin PSS tires.

APR’s Stage II ECU Upgrade intentionally limits peak torque in an effort to avoid factory clutch slip. As such, 93 octane Stage I and II ECU Upgrades make nearly the same midrange torque but differ in peak power. Also, due to reduced boost pressure, APR was to achieve similar torque figures with 91 and 93 octane. Reaching MBT on 93 octane negated the need for higher-octane software. For those looking for more modest gains, lower torque, and to further avoid clutch slip should the high output software offer too much, APR’s Stage 2 lower output software is available. The low output software offers nearly the same peak power and quicker spool, but with less midrange torque.

Read more on our product page!

The post APR Presents the Golf R & S3 Stage II ECU Upgrade & Quarter Mile Record! appeared first on VWVortex.

APR is pleased to present the B6 Passat, CC and Tiguan (FWD) Cast Downpipe Exhaust System!

Product Page

Upgrading the restrictive factory downpipe with the APR Cast Downpipe Exhaust System is a great way to increase performance and add a sophisticated growl to the exhaust note. Ideal performance is achieved through expelling exhaust gasses at maximum velocity through APR’s proprietary, low-turbulence, investment cast downpipe. Designed and assembled in-house, the system utilizes only premium materials and world-class manufacturing techniques to deliver unmatched quality and reliability.

Quick facts:

• Designed and assembled in-house.
• T304L stainless steel construction.
• Argon back-purged TIG welding.
• Investment cast downpipe.
• 80mm inlet with integrated o2 bung and flange.
• Low profile, sealed/corrugated flex section.
• 76mm outlet with integrated bracket.
• 8mm billet bracket.
• 76mm brushed and de-burred piping.
• Non-swedged/slip-fit/flanged piping.
• Investment cast o2 bungs with billet plugs.
• 300 cell, 100mm x 100mm GESI catalyst.
• OEM-style slip-on clamps.
• Reducer for OEM catback compatibility.
• OEM gasket.
• APR Stage II ECU Upgrade price waived.
• Limited lifetime warranty.

The factory downpipe system consists of smaller, 63mm piping with varying bends and multiple restrictive high-cell-count catalysts, all of which contribute to a less than ideal flow path and hindered performance. APR’s engineers took a multi-step approach to maximizing flow, reducing under hood temperature, and eliminating unnecessary restrictions all in a unique package only APR can deliver.

Detailed component photos and information

The APR Cast Downpipe Exhaust System is a complex system designed to deliver maximum performance. Each component was designed and developed with the absolute best in performance, strength, reliability and quality in mind.

Cast Downpipe Inlet and Outlet

The exhaust system features a strong, investment cast, T304L inlet and outlet designed to maximized flow and minimize turbulence. By casting the inlet, APR’s engineers were able to create a smooth and high-flow exhaust path that maximized flow through swept blends and shapes that are otherwise not possible through conventional fabrication techniques. The inlet perfectly matches the factory turbocharger’s 80mm outlet and gradually necks down over a long distance to further enhance performance. The mounting flange, oxygen sensor bung and bracket are integrated into the casting, and TIG welding at the flex section ensures a clean inner surface eliminating turbulence, vortices and eddies to the highest degree.

With a nominal wall thickness of 2.55mm the downpipe is strong and produces a refined exhaust note compared to thin wall tubing systems. The cast sections undergo a tumbling process to smooth and de-burr any imperfections inside the pipe, while simultaneously enhancing the exterior finish. Lastly, all necessary surfaces are CNC machined for an accurate fit.

Flex Section

APR’s engineers specified a T304L stainless steel, OEM-style flex section that is fully sealed with a corrugated inner lining to improve flow and reliability. The low profile design and minimal use of bradding material eliminates clearance issues common with other designs that can billow, rub, rattle and fray over time.

Bracket

Designed to stand the test of time, the bracket is CNC machined from 8mm-thick billet T304L stainless steel and the hanger feet are threaded into place, eliminating the need for welds. Weight is removed from the bracket, wherever possible, while not hindering its structural integrity. The bracket attaches to the cast downpipe’s integrated mounting bracket, and CNC machined spacers enable compatibility across multiple vehicles.

Piping

The APR Downpipe Exhaust System features premium grade T304L stainless steel for its excellent appearance, strength and corrosion resistance properties. The pipe is rolled to the 76mm European standard diameter with a 1.5mm wall thickness and a seemingly non-existent weld seam.

Pipe is cut to length in-house via APR’s CNC-controlled bandsaw to an accuracy of .25mm, ensuring a precise fit. Each pipe is de-burred, and the exterior finish is brushed to give the exhaust piping a clean and attractive appearance worthy of the APR name. APR’s fabrication team uses argon back-purging during the welding process, leaving a clean and smooth interior surface, and TIG welding for strength and appearance. Lastly, no swedging or slip-fitting is necessary due to APR’s OEM-style clamp design, leaving smooth and less turbulent connection points.

Clamps

APR’s engineers specified a T304L stainless steel, OEM-style exhaust clamp designed to eliminate the need for flanges, swedging, or slip fittings. By using this low profile design, the exhaust system can be positioned higher in the exhaust tunnel and away from the ground with better clearances compared to flanged setups. Each clamp allows for less turbulence and greater accuracy at the connection points as the pipes simply butt up to one another rather than the ambiguity and voids associated with swedged slip fittings. Furthermore, the clamp doesn’t rely on deforming the pipe to provide a tight seal, making install and removal more convenient.

O2 Sensor Bungs

APR’s Engineers paid special attention to the details when designing the APR Cast Downpipe Exhaust System all the way down to the oxygen sensor bungs. APR’s O2 bungs are investment cast from T304L stainless steel and are curved to perfectly fit on 76mm piping, without protruding into the pipe, as this would further impede airflow beyond the sensor itself. The bungs are TIG welded to the piping and back-purging is used to ensure the interior surface is smooth and clean. Lastly, a billet T304L stainless steel bung plug is included to cap off extra ports not needed on some models.

Catalyst

APR’s engineers specified a high-quality and high-flow GESI metal 300-cell catalyst ideal for forced induction application. During dyno testing, the 100mm x 100mm design showed no measurable loss in power, thanks to the catalyst’s specifications.

Internally the catalytic converter features a proprietary blend of precious metals and loading technology that helps to reduce emissions and smell common on cat-less setups. With performance in mind, the catalyst is placed far away from the turbo outlet to reduce turbulence in the downpipe and to help reduce under-hood temperature. The low-profile catalyst features a fully captured substrate brick, which is furnace braised to the outer mantle and physically captured by the diffuser cones preventing rattling, rotation, and damage to the substrate. Subsequently, a byproduct of running the catalyst is a reduction in noise, making the system as a whole more pleasing to the ear.

Reducer

A simple and removable, T304L stainless steel reducer, featuring a smooth transition, is included, making the APR Cast Downpipe Exhaust System directly compatible with the OEM catback exhaust system.

Gasket

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

The APR Difference

The Engineering and Designing Phase

In the past APR worked with other manufacturers to develop a limited range of private-label exhaust systems outside the scope of APR’s internal development and manufacturing capabilities. Understanding the limits of such a program, combined with APR’s desire to deliver higher-quality products in a timely manner with better customer support, APR invested in internalizing the program. With the release of this exhaust system and the others like it, APR is pleased to present our first systems fully designed and engineered in-house from the ground up!

Design and development begins with the use of APR’s professional grade in-house coordinate measuring machines. APR’s engineers have full access to a Romer Absolute arm with integrated laser scanner, FaroArm and Creaform 3D laser scanner for collection of special constraints surrounding the factory exhaust system. The engineers scan the vehicles and create detailed 3D maps of their design environment while designing each system in PTC Creo 3.0 CAD software.

Using APR’s in-house stereolithography 3D printer, rapid prototypes are created for fitment on the vehicle. The design is easily and quickly verified, and if necessary, changes can be made. Once adequate clearances and fitment is confirmed, especially in areas that move under load, physical quick-cast prototypes are created and fitted for final verification through real-world use.

APR’s world-class manufacturing partners from around the globe are responsible for manufacturing each component that falls outside of APR’s internal capabilities. Working closely with each manufacturer, APR’s engineers supply CAD models, materials specs, and other design specifications and work hand-in-hand with the manufacturer to develop the components. The end result is a collection of components, wholly unique to the APR name, awaiting final finishing, assembly and quality control at APR’s 78,000 square foot facility in Opelika, Alabama in the USA.

The Fabrication, Finishing and Assembly Phase

Manufacturing takes place both internally and externally to APR while finishing and assembly is completed in-house. APR’s fabrication team cuts, brushes and de-burrs premium grade T304L stainless steel piping for use in each midpipe. Then each cast component is sent through the ceramic vibrating tumblers to smooth and de-burr surface imperfections. Each component is then cleaned by hand and prepared for assembly.

APR’s fabrication experts TIG weld each component, creating reliable, high quality and attractive welds. Each component is back-purged with argon during the process ensuring the weld is strong and consistent, as well as clean throughout. With this process complete, the APR Cast Downpipe Exhaust System is born!

Final Quality Control

APR has placed a large emphasis on improving quality control across various product lines, and the exhaust program is not excluded. To ensure the systems are delivered as advertised, APR’s engineers have taken a multi-step approach that encompasses many techniques that go beyond the industry standard.

Metallurgy Testing

APR’s engineers request full metallurgy reports with each batch of components to ensure the components are made with the T304L stainless steel grades specified on the original design prints. This information is then cross-referenced against randomly selected and independently tested samples before the components are released for assembly.

Dimensional Inspection

Great designs only matter if the manufacturer delivers the components as expected. To help ensure the designs are as specified, APR’s engineers randomly select components and conduct full dimensional inspections using in-house 3D laser scanning equipment. Tolerances are digitally checked against the original specifications and passed or failed based on the results.

Fixtures

Operating in an environment designed for accuracy and repeatability, APR’s fabrication experts leave little room for error during the final assembly phase. Jigs and fixtures, created in-house, live on custom-specified fabrication tables featuring repeatable indexing holes and extremely flat surfaces. This working environment ensures the highest level of quality control during the assembly process and safeguards against dimensional variations potentially created during the manufacturing process. The end result is a system that fits every time as it’s true to the original design specifications.

Visual Quality

When hand-building the products in-house, an extra level of control takes place. Components are visually checked for imperfections, and items that fall out of quality standards are rejected. The products are then packaged with care before being distributed across the world.

APR’s confidence in the system’s quality allows for a limited lifetime warranty.

Application Guide

Vehicles

• Volkswagen CC
• Volkswagen Passat (B6)
• Volkswagen Tiguan (FWD)

Engines

• 1.8T EA888 Gen 1
• 2.0T EA113 (K03)
• 2.0T EA113 (K04)
• 2.0T EA888 Gen 1

Drivetrain

• Front Wheel Drive

Transmissions

• 6 Speed Manual
• Tiptronic
• DSG

Part Number and Price

DPK0016 – $749.99

Stage II ECU Upgrade Information

For the best results, APR recommends installing the Stage II ECU Upgrade. This upgrade requires purchase of an APR Stage I ECU Upgrade, and is included for free to the original owner and original vehicle with the purchase of an APR Cast Downpipe Exhaust System!

Stage II Upgrade Pricing

• 1.8T EA888 Gen 1 – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
• 2.0T EA113 (K03) – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
• 2.0T EA113 (K04) – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free
• 2.0T EA888 Gen 1 – Front Wheel Drive – Retail: $149.00 | Price with Purchase of APR Downpipe: Free

– Stage II software may not be available for all vehicles.
– Pricing applicable to the USA only. If outside of the USA, please contact an APR Dealer and Importer for pricing.
– Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at any APR Dealer.

The post APR Presents the B6 Passat, CC and Tiguan (FWD) Cast Downpipe Exhaust System! appeared first on VWVortex.

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After years of research, testing and competitive analysis, APR is pleased to announce a technical partnership with Brembo; the world’s foremost leader in upgraded brake systems!

Brembo has consistently offered uncompromising solutions that harmoniously mesh with APR’s performance upgrades. Through decades of research, development and championship wins the world over, Brembo has created unique systems that outperform the competition on the track, while simultaneously offering a civilized daily driving experience. Expect an excellent resistance to brake fade, unmatched stopping power, and reliability that will stand the test of time.

Each APR by Brembo Brake system features red six-piston monobloc calipers with billet brackets, Brembo’s Type III two-piece floating discs, Goodridge braided brake lines and TS20 brake pads. Every system is custom tailored to the vehicle on which it’s being installed to ensure a seamless integration with the factory master cylinder, ABS and traction control systems.

Quick Facts:

– APR By Brembo GT System
– Red, six-piston, monobloc calipers with APR by Brembo logos
– Calipers are equipped with dust boots and inner pressure seals for pistons (reduces maintenance)
– Billet aluminum, black anodized caliper brackets
– Type III two-piece floating and vented discs (350×34, 355×32, 380×32 & 380×34)
– Billet aluminum, black anodized disc hats (lowers unsprung weight)
– Goodridge braided stainless steel braided brake lines
– TS20 street/track pads (low dust / noise)
– Chamfered and shimmed brake pads for lower noise at low temps
– Fully compatible with factory ABS and traction control systems
– OEM pedal feel, control and modulation compared to OEM
– Low maintenance costs
– Low noise and vibration
– High strength-to-weight ratio
– Long disc life
– Brembo warranty

Calipers

Each system features Brembo’s six-piston, monobloc calipers. The fixed, radial-mount opposed-piston design is created from a single piece of lightweight aluminum alloy that optimizes the ratio between mechanical stiffness and weight. In contrast, factory calipers are typically extremely heavy and flexible, limiting their effectiveness. Integrated stiffening bridges add rigidity to critical areas of the caliper, while an open pad area reduces weight and allows for excellent heat dissipation.

Each Brembo system is engineered for an optimum brake balance, and is sized specifically to integrate with the factory master cylinder, ABS and traction control systems. The result is better brake feel, control and modulation under normal driving conditions, or track use. This is achieved through varying size piston bores. The sequential piston sizes are staggered to reduce brake pad taper and enhance stopping power, while also extending pad life. Furthermore, the pistons incorporate a twin seal design that restricts brake fluid contamination. This often-overlooked feature greatly extends caliper life, reducing the need for costly maintenance as is common with other budget “big-brake” upgrades.

Discs

The APR By Brembo Braking System features Type III two-piece floating and vented discs in a multitude of sizes depending on application. The Type III face pattern were chosen for their unique technical characteristics as they provide the highest bite and torque of any available Brembo face type. The discs are designed to be as lightweight as possible with out sacrificing strength or longevity, which greatly sets Brembo apart from the competition. Brembo’s performance and racing discs use a proprietary cast iron alloy that provides a very high friction coefficient, strength and resistance to thermal shock and fatigue. Weight savings are made possible through the use of billet aluminum bells, which reduce unsprung weight, benefiting handling, acceleration and overall vehicle dynamics.

Brembo’s proprietary floating hardware system permits a specified amount of disc float, allowing the system to grow independently from the bell under use. This often-overlooked or underdeveloped feature is what sets Brembo’s systems a step well beyond the competition. The design helps to prevent distortion and premature wear, as well as the annoying vibrations and noise common on so many systems.

Under braking, the brake disc rotates and torque is transmitted through the fastener. The system allows for float in both radial and axial directions, which allows the disc to expand and contract under high temperature, ultimately reducing stress and increasing longevity of the components. Lastly, Brembo’s unique anti-rattle disc hardware uses a spring fastener to slightly preload the assembly, which eliminates the noise generally associated with other floating discs on the market.

The discs large design help to increase the thermal capacity of the system. The Type III pattern cut into the surface of the disc helps to improve pad bite, wet weather performance and continually refreshes the brake pad surface. Type III’s are extensively used in professional motorsports and offers a high initial response with excellent release characteristics. Directional vanes in the in the center of the discs causes air to be pumped from the center of the disc, through the vanes and out through the outside of the disc. This greatly enhances the disc’s ability to dissipate heat, allowing for heavy and frequent braking with minimal fade.

355 mm x 32 mm – ABB0001 – Type III – 2 Piece Floating and Vented – Audi A3 (8P/MKII) 2.0T
355 mm x 32 mm – ABB0003 – Type III – 2 Piece Floating and Vented – Audi A3 (8V/MKII) 2.0T
350 mm x 34 mm – ABB0004 – Type III – 2 Piece Floating and Vented – Audi S3 (8V/MKIII) 2.0T
380 mm x 32 mm – ABB0005 – Type III – 2 Piece Floating and Vented – Audi A4 / A5 (B8/B8.5) 2.0T
380 mm x 32 mm – ABB0005 – Type III – 2 Piece Floating and Vented – Audi S4 / S5 (B8/B8.5) 3.0T
380 mm x 34 mm – ABB0006 – Type III – 2 Piece Floating and Vented – Audi RS5 (B8/B8.5) 4.2L V8
380 mm x 34 mm – ABB0007 – Type III – 2 Piece Floating and Vented – Audi TT RS (8J/MKII) 2.5T
355 mm x 32 mm – ABB0001 – Type III – 2 Piece Floating and Vented – Volkswagen GTI (MK5) 2.0T
355 mm x 32 mm – ABB0001 – Type III – 2 Piece Floating and Vented – Volkswagen GTI (MK6) 2.0T
355 mm x 32 mm – ABB0003 – Type III – 2 Piece Floating and Vented – Volkswagen GTI (MK7) 2.0T
350 mm x 34 mm – ABB0002 – Type III – 2 Piece Floating and Vented – Volkswagen Golf R (MK6) 2.0T
350 mm x 34 mm – ABB0004 – Type III – 2 Piece Floating and Vented – Volkswagen Golf R (MK7) 2.0T

Brake Lines

Goodridge lines provide the tightest bend radius in the industry and the lowest rate of expansion. This ensures every inch of pressure from the pedal is transferred to the caliper. These are the only lines approved for use in every country in the world and they are guaranteed for life. The lines feature a PTFE inner hose and are covered by an abrasion and corrosion resistant braided stainless steel. This helps to provide a responsive feel and eliminates the “spongy” feel common on rubber brake lines all on a system that will stand the test of time and stay good looking for years to come.

Caliper Brackets

The caliper brackets are milled from superior quality billet materials to ensure a precise fit that meets strength requirements for high performance driving conditions. Furthermore the brackets are analyzed and tested to ensure fatigue life. Lastly, they are anodized black for an attractive finish.

Pads

The included TS20 brake pads are an ideal dual purpose compounds for street and track use. The pads are designed with most customers in mind, offering a solution that can be tracked and then driven home without changing the pads. They feature an aggressive initial bite and good heat resistance while keeping dust and noise to a minimum. Shims are included to help defeat noise at low temperature and furthermore noise is defeated through pad chamfering.

Please Note: All APR by Brembo brakes are built to order. Please allow up to 10 business days for the product to ship once an order is received.

355 mm x 32 mm – ABB0001 – Type III – 2 Piece Floating and Vented – $4,199.00 – Audi A3 (8P/MKII) 2.0T
355 mm x 32 mm – ABB0003 – Type III – 2 Piece Floating and Vented – $4,199.00 – Audi A3 (8V/MKII) 2.0T
350 mm x 34 mm – ABB0004 – Type III – 2 Piece Floating and Vented – $4,199.00 – Audi S3 (8V/MKIII) 2.0T
380 mm x 32 mm – ABB0005 – Type III – 2 Piece Floating and Vented – $4,799.00 – Audi A4 / A5 (B8/B8.5) 2.0T
380 mm x 32 mm – ABB0005 – Type III – 2 Piece Floating and Vented – $4,799.00 – Audi S4 / S5 (B8/B8.5) 3.0T
380 mm x 34 mm – ABB0006 – Type III – 2 Piece Floating and Vented – $4,799.00 – Audi RS5 (B8/B8.5) 4.2L V8
380 mm x 34 mm – ABB0007 – Type III – 2 Piece Floating and Vented – $4,799.00 – Audi TT RS (8J/MKII) 2.5T
355 mm x 32 mm – ABB0001 – Type III – 2 Piece Floating and Vented – $4,199.00 – Volkswagen GTI (MK5) 2.0T
355 mm x 32 mm – ABB0001 – Type III – 2 Piece Floating and Vented – $4,199.00 – Volkswagen GTI (MK6) 2.0T
355 mm x 32 mm – ABB0003 – Type III – 2 Piece Floating and Vented – $4,199.00 – Volkswagen GTI (MK7) 2.0T
350 mm x 34 mm – ABB0002 – Type III – 2 Piece Floating and Vented – $4,199.00 – Volkswagen Golf R (MK6) 2.0T
350 mm x 34 mm – ABB0004 – Type III – 2 Piece Floating and Vented – $4,199.00 – Volkswagen Golf R (MK7) 2.0T

Replacement parts are listed on our website.

The post APR Releases APR by Brembo Big Brake Kits appeared first on VWVortex.

APR’s Motorsport Launch Limiter and No-Lift Shift features are now available for the North American Golf R! These two features can be added to any stage at the time of install and are available for $99 each.

APR Motorsport Launch Limiter

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

APR Motorsport No-Lift Shift

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

Visit our product page.

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APR is pleased to present the ultimate Oil Catch Can system for MQB platform 1.8T/2.0T engines.

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The APR Oil Catch Can System is designed to prevent excessive crankcase oil vapors from entering the intake system while the engine is under boost. In doing so, the system helps reduce oil pooling in the intercooler hoses, carbon buildup on intake valves, and the decrease in octane caused by oil vapors.

Quick Facts:

– Drains in seconds No need for tools, removal/disassembly to drain the can.
– Four-stage baffling system Excellent oil droplet capturing properties.
– Compact, two-piece billet design Easy disassembly for recommended annual cleaning.
– Abrasion resistant Buna-N lines Resists oil degradation, kinks and abrasion with an OEM appearance.
– OEM Norma fittings Makes install and removal simple with an OEM appearance.
– Discrete hose routing Hoses are routed out of sight for an attractive install.
– EA888 MQB Compatible Fits all 1.8T/2.0T EA888 Gen 3 MQB vehicles equipped with APR’s Carbon Fiber Intake System.
– Catches oil Oil pools in the can, not in the intercooler piping.
– Reduces carbon buildup Fewer oil vapors entering the intake tract helps reduces carbon buildup on the back of intake valves.
– Increase performance Helps to reduce airflow restrictions and octane robbing oil vapors.

System Overview

During an engine’s combustion process extreme cylinder pressure is created. Some of this pressure ultimately becomes “blow by” gasses when it escapes the seal of the piston rings. As a result, crankcase pressure is generated and to prevent damage this pressure must be vented. Thanks to boost pressure, turbocharged engines produce more cylinder pressure than naturally aspirated engines. In turn, the requirement to effectively manage crankcase pressure is increased. More so, an increase in horsepower over stock comes through an increase in cylinder pressure, exacerbating the issue even further.

The factory system alleviates the pressure through a positive crankcase ventilation system, or PCV. Under light engine load, the PCV uses vacuum to help draw the gasses out of the crankcase and utilizes a cyclonic separator to draw the oil out of the gas. During heavy engine load, when boost pressure is present, that portion of the PCV is blocked off via a check valve and the gasses are sent directly to the inlet of the turbocharger. During this stage, little separation occurs and significant oil vapor is allowed to enter the intake tract which can cause the following:

– Reduction in performance caused by a decrease in octane from oil vapors mixing with air/fuel mixture.
– Reduction in performance caused by a decrease in airflow from excessive carbon buildup on intake valves.
– Pooling of oil in the turbo, intercooler, intake tract hoses and manifold.

NOTE: Despite the popularity of deleting it, APR’s Oil Catch Can retains the factory PCV. Pulling vacuum on the crankcase is ideal as it helps ensure that all necessary gases escape. However, the factory unit incorporates a check valve that sees boost pressure. If that valve fails a boost leak would occur, decreasing engine performance until the valve was replaced. To date, APR has not seen a PCV check valve failure on any Gen 3 TSI engine. With the factory valve in place, it is also possible that some oil enters the intake tract through the cylinder head. However, most goes the way of the catch can and is subsequently captured. Though APR has had positive results retaining the factory PCV, the desire to replace it is understood and APR will be releasing a factory PCV delete that connects flawlessly to our catch can.

The APR Oil Catch Can System:

APR’s Oil Catch Can system installs between the PCV’s outlet and the inlet to the intake system and is designed to catch unseparated oil vapor. The supplied bracket and scratch resistant gasket allow the system to be installed on the required APR Carbon Fiber Intake System. This enables compatibility with all applicable MQB platform 1.8T/2.0T engines. The supplied hoses then connect and route out of site, for a clean and attractive install.

Unlike many catch can designs on the market, the APR system utilizes a track-proven four-staged baffling system. The baffles cause oil to pool at the bottom of the can, rather than the intercooler hoses. APR’s brutal track testing has proven the system works as designed, catching oil in the can and leaving the return hose clean to the touch!

Removing the oil is a cinch! No tools or can removal/disassembly are required thanks to a quick drain valve and hose conveniently located at the bottom of the can. Furthermore, servicing the can is simple, thanks to the billet two piece design.

The APR Oil Catch Can is a must have for customers interested in maintaining peak performance and keeping their intake tract and valves cleaner for the life of their vehicle.

Requirements: The APR Oil Catch Can system requires an APR Carbon Fiber Intake System for install.

Application Guide

Audi
A3 / S3 – (MK3 / Typ 8V)
Seat
Leon / Cupra – (MKIII / Typ 5F)
Skoda
Octavia / vRS – (MKIII / Typ 5E)
Volkswagen
Golf / GTI / R – (MK7 / A7 / Typ 5G)

1.8T & 2.0T

MS100100

$399.99

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APR is pleased to present the ultimate transmission control unit (TCU) upgrade for the DQ250 DSG and S Tronic transmissions! APR’s TCU upgrade is available for MQB platform vehicles and is conveniently flashed to the vehicle’s TCU through the OBD-II port with user definable options selectable at the time of install.

APR’s TCU upgrade goes beyond the overly simplistic norm of raising a few limiters, and offers a wide gamut of changes designed to enhance the driving experience especially when combined with APR’s performance engine software and hardware. With an in-depth knowledge of the transmission’s inner workings and control strategies, APR’s engineers have improved many aspects of the transmission from accelerative performance to daily drivability, while also incorporating new features including several typically reserved for higher-end Audi Quattro GmbH RS models.

Feature List

– Faster acceleration through application specific optimized shift points.
– Drive and Sport mode shift maps custom tailored to APR’s power upgrades.
– User adjustable 3-step multi-launch control RPM limits.
– User definable* max launch control RPM.
– User definable* manual mode downshifts via the kick-down switch (on/off).
– User definable* manual mode upshifts at max engine speed (on/off).
– Manual mode / TT mode paddle response times optimized.
– Manual mode / TT mode downshift time optimized.
– Launch control response enhanced for quicker launches.
– Torque intervention limits raised while retaining critical protection routines.
– Temperature management optimized.
– Gear display enabled in Drive and Sport.
– Downshift “lockout” disabled below previous gear’s max RPM.

*APR’s DirectPort Programming suite allows the end user to tailor the TCU upgrade to their needs at the time of installation.

Drive (eco) and Sport Mode:

APR’s calibration experts found the factory drive and sport modes to be less than ideal when raising power above the factory limits. In drive mode, the transmission aggressively seeks sixth gear, earlier than necessary, leaving behind an anemic and lack luster experience for the driver. Likewise sport mode leaves a lot to be desired considering its seemingly exciting name. Under both modes, maximum shift points remain optimized for the factory power levels, which vary greatly to those produced using APR’s world-renowned catalog of performance hardware and software. As such, accelerative performance suffers due to non-optimized shift points.

To rectify this situation, APR’s engineers took a multi-step approach to custom tailoring the shift maps to sync harmoniously with APR’s performance upgrades and each platform’s gear-ratio configurations. While some may simply set wide-open-throttle, or WOT shift points to the vehicle’s max RPM limit, APR’s engineers chose shift points based on actual acceleration data. This result is gear dependent shift points typically below the engine’s max speed, but in doing so, the vehicle’s acceleration improves as axel torque is matched before and after shifts.

Under low-torque, low-rpm, part-throttle situations, both modes less aggressively seek the highest possible gear. Drive still has the benefit of economy, but stays within the power band more comfortably for a more enjoyable experience. Likewise sport mode has been optimized to provide a sporty feeling, worthy of its name. In both cases, the transmission seamlessly integrates with APR’s performance upgrades to provide an exciting driving experience.

GTI / A3 (North America):

Golf R / S3 (North America):

Manual and Tiptronic Modes

APR’s user definable options allow the end user to configure how the transmission works while the gear selector is placed in manual mode.

The kick-down switch, which is responsible for an instant downshift, is enabled by default but can be disabled at the time of install. Likewise the auto upshift that occurs at the vehicle’s maximum engine speed can also be disabled at the time of install, allowing the engine to bounce off the limiter like a manual transmission. For safety’s stake, the auto first to second gearshift is still enabled. Both of these features remain active while pulling the paddle to temporarily enter manual mode, meaning the driver can manually select a gear, but the transmission will still auto upshift at the ideal shift point.

The transmission does not lock out any manual downshifts so long as the shifting does not result in an engine RPM above the max shift point. In all situations, paddle delay is reduced, allowing for a more responsive shift to take place and furthermore, manual downshifts times have been optimized.

Launch Control

APR’s 3-Step launch control is unlike anything else in the market. At the time of flashing, the user chooses a maximum launching RPM. When activating launch control, up to three launching RPM’s are available, allowing the end user to choose the best launching RPM based on the current conditions!

At 100% throttle with the kick-down switch engaged, the vehicle will select the highest launching RPM. At 100% throttle with the kick-down switch not engaged, a lower launching RPM is activated. Finally, at roughly 50% throttle the transmission chooses the lowest launching RPM. When properly dialed in, the user is left with incrementally higher launch points ideal for the street, track and sticky tires.

Utilization of launch control results in the transmission entering the maximum acceleration mode. During this mode, intervention between a shift is minimized, resulting in faster acceleration that keeps the driver planted to the back of his or her seat. The delay typically present after lifting the brake and beginning of the physical launch has been improved for a more immediate response.

Recommendation: When using launch control, excessive wheel spin will not improve acceleration and may cause undesirable behavior. APR suggests using lower launch limits under low grip situations, especially on FWD vehicles. Maximum launch RPM is only ideal with drag slicks / radials on a well-prepped drag strip.

Note: Both ASR and ESP must be fully off and the vehicle in Sport Mode to use Launch Control. This is accomplished by holding the traction control button for a length of time.

Temperature Management

Various factory torque intervention limiters are raised to their maximum value to eliminate unintended torque intervention, across the rev range, during normal and spirited driving. However, important and critical limiters are kept in place or only slightly modified, such as those related to temperature protection, to prevent premature damage to the transmission in dangerous scenarios.

Note: DQ250 transmission software is not required to meet APR’s advertised torque figures.

Gear Display Indicator

In drive (eco) and sport mode, the vehicle’s multi function display will now indicate the currently selected gear rather than a generic D or S.

The APR Difference:

APR DirectPort Programming:

APR’s DirectPort Programming is now available for the Temic Tricore DQ250 transmissions. Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest TCU upgrades for installation directly over the vehicle’s OBD-II port. This completely eliminates the need to remove and open the TCU and can be uninstalled at any time!

APR TCU Upgrade Creation:

APR’s engineers have taken a direct and custom approach to calibrating the TCU. All too often others create a generic calibration that is forced across a wide range of different vehicles and transmission versions. Unfortunately this generic method of copy and paste tuning can result in some undesirable effects, such as slow up shifts and downshifts, torque interventions, stumbling, immobility and general incompatibility. In some extreme cases, damage to the transmission can occur. With many factory TCU variations available for the transmission, APR’s engineers have painstakingly ensured every TCU upgrade is created using the transmission’s original file to ensure the ultimate experience!

APR TCU Composer:

APR’s proprietary TCU Composer is used for altering the transmission management system. With full access to every table, map and variable within every TCU, APR’s Calibration Engineers are not limited to the handful of pre-defined maps.

APR TCU Assembly:

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

Application Guides

For best results, APR advises against mixing non-APR ECU and TCU Upgrades. APR cannot guarantee full compatibility with non-APR ECU Upgrades as outlined above and as such offers a 30-day money back guarantee as outlined below.

Audi A3 / S3 – (MKIII / Typ 8V) – 2.0 TFSI – 6 Speed S Tronic – DQ250
Seat Leon / Cupra – (MKIII / Typ 5F) – 2.0 TSI – 6 Speed DSG – DQ250
Skoda Octavia / vRS – (MKIII / Typ 5E) – 2.0 TSI – 6 Speed DSG – DQ250
Volkswagen Golf / GTI / R – (MK7 / A7 / Typ 5G) – 2.0 TSI – 6 Speed DSG – DQ250

Price

$699

IMPORTANT PRICING AND AVAILABILITY DETAILS:
– Pricing: Please contact an APR Importer for pricing outside the USA.
– Availability and TCU Compatibility: Some versions and features may not be available for all TCUs.
– TCU Revision Notice: Multiple TCU revisions exist for each platform. APR software may be temporarily unavailable when factory updates are applied. An APR dealer can check availability in person, or over the phone if the TCU boxcode/revision is known.

How to purchase

Please use the APR Dealer Locater Tool to locate an APR Dealer, confirm availability and schedule an appointment.

Please note vehicle manufacturers issue many TCU part numbers and revisions throughout their vehicle lineup. As such, some TCUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s TCU part number and revision is known, availability can be checked at any APR Dealer.

30 Day Money Back Guarantee:

All APR TCU Upgrades include a 30-day money back guarantee with no questions asked. If for any reason the owner is dissatisfied with the APR TCU Upgrade, they may return to 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 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.

The post APR Releases DSG Upgrade for Mk7 GTI and Golf R appeared first on VWVortex.

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APR is pleased to present Boost Leak Testing Systems for various engine configurations.

Boost leaks are a common cause for running issues and power loss on turbocharged vehicles. Leaks can come from scenarios as simple as a tiny hole in an intercooler or charge piping, a leaky connection, damaged DV or PCV and/or any number of other locations making troubleshooting very difficult. Furthermore, locating a leak is made more difficult due to the necessity to pressurizing the system, which typically only occurs while physically operating the vehicle.

The APR Boost Leak Testing Systems allows for both visual and auditory inspection on a stationary vehicle. The kit allows for supplying and regulating a continuous supply of compressed air, typically via an air compressor, through the system.

The process is simple:

• Connect the adapter to the application specific connection location (usually at the turbocharger).
• Connect the pressure regulator hose to the adapter’s bung.
• Ensure the pressure regulator is turned all the way down and then connect a continuous air supply to the regulator.
• Pressurize the system to normal operating pressure.
• Listen for leaks and spray soapy water on connections and look for bubbles to indicate a leak.

Once the leak is found, simply take the necessary steps to stop the leak and go on enjoying more power and a better driving experience!

NOTE: Universal hose with integrated pressure regulator and application specific adapters each sold separately.

DT100001 – Universal Hose with Pressure Regulator

DT100002 – MQB 1.8T/2.0T Factory Turbo Adapter

Application Guide

Universal Hose with Pressure Regulator – DT100001 – $99.99
1.8T/2.0T MQB Platform (EA888 Gen 3) Factory Turbo Adapter – DT100002 – $69.99

Adapters for other platforms will follow.

The post APR Announces Boost Leak Testing Systems for Various Engine Configurations appeared first on VWVortex.

APR is pleased to present the ultimate engine control unit (ECU) upgrade for the 1.8T EA888 Gen 3 engine. 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 ECU’s Simos 12 and new Simos 18 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 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 across the entire power band. APR’s ECU Upgrade increases boost pressure, optimizes ignition timing, cam timing, lambda and more to produce higher output!

APR’s ECU Upgrades provides an excellent leap in horsepower and torque while retaining OEM knock control sensitivity and other built in safety features. This results in an exciting and powerful upgrade, optimized for various fuel grades found around the world.

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 293 ft-lbs of torque and 242 horsepower with 93 AKI octane fuel. Large gains were seen throughout the power band, including an additional 99 ft-lbs of torque and 68 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 100-200 KPH sprint, the APR Stage I equipped vehicle crossed the finish line 9.845 seconds quicker, resulting in an outstanding 35% improvement!

Acceleration Enhancements:

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

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.

Power Charts

To view other power charts, please click the links below

87 AKI Fuel – WHP
87 AKI Fuel – CHP
87 AKI Fuel – Gain over Stock

91 AKI Fuel – WHP
91 AKI Fuel – CHP
91 AKI Fuel – Gain over Stock

93 AKI Fuel – WHP
93 AKI Fuel – CHP
93 AKI Fuel – Gain over Stock

Acceleration Chart

APR Stage I ECU Upgrade Acceleration Report

Quarter Mile Testing!”>

The APR Development Difference

APR DirectPort Programming:
APR’s DirectPort Programming is now available! Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest ECU upgrades for loading directly over the vehicle’s OBD-II port. This completely eliminates the need to remove and open the ECU for currently available files and can be uninstalled at any time without a trace!

APR ECU Explorer:
APR’s proprietary ECU Explorer gives APR’s Calibration Engineers unparalleled access to the vehicle’s entire engine management system. Typical commercially available data logging tools, used by most tuners, only allow logging up to 12 engine-operating variables at extremely low data rates. These tools are also limited to a small, specific list of variables. APR’s ECU Explorer is capable of logging every variable found within the ECU with far more variables logged at once, at very high data rates.

APR ECU Composer:
APR’s proprietary ECU Composer is used for altering the engine management system. With full access to every table, map and variable within the ECU, APR’s Calibration Engineers are not limited to a handful of maps as is common for most tuning companies.

APR ECU Assembly:
APR’s Electrical Engineers have the ability to alter the code structure of the ECU. Through code levels changes, APR’s Engineers are able to add features to the ECU. Other changes allow higher torque limits than those achievable through only modifying calibration data or using piggyback devices as is the case for many tuners. This allows APR’s engineers to often not require transmission software to meet or exceed advertised gains. On the highly modified end, this often allows APR to make turbo upgrades operate without the need for external manual controllers.

Application Guide

Year – Engine – Engine Codes – Transmissions
2013.5+ – VW Jetta – Manual & Tiptronic – Both Simos 12 and 18 ECUs now supported!
2013.5+ – VW Beetle – Manual & Tiptronic – Both Simos 12 and 18 ECUs now supported!
2013.5+ – VW Passat – Manual & Tiptronic – Both Simos 12 and 18 ECUs now supported!

Stage 1 – $599.00
Upgrade to Stage 2 – Add $149.00 (In development)
Upgrade to Stage 2 (With purchase of an APR Downpipe) – No charge (In development)

– All stages may not be available for all vehicles.
– Pricing applicable to the USA only. If outside of the USA, please contact an APR Dealer and Importer for pricing.
– Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at any APR Dealer.
– Stage II pricing only applies to customers who have purchased an APR ECU Upgrade after February 16th, 2015.

How to Purchase

Please use the APR Dealer Locater Tool to locate an APR Dealer, confirm availability and schedule an appointment.

Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at any APR Dealer.

Security, Warranty and Money Back Guarantee

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.

The post APR Presents the 1.8 TSI ECU Upgrade for all New Passat, Jetta and Beetle Models appeared first on VWVortex.

Product Page

APR is pleased to present the OEM Golf R/S3 IS38 Turbocharger ECU upgrade for GTI/A3 platform vehicles!

APR’s IS38 Turbocharger ECU Upgrade is designed for use with the factory Golf R / S3 turbo on GTI/A3 platform vehicles and produces an asphalt-shredding 386 HP on 93 octane fuel, and over 400 HP using APR’s upcoming Ethanol Flex Fueling upgrades! It’s even compatible with the factory downpipe exhaust system, at lower output levels. Expect lightning fast response coupled with smooth daily driving and a much broader power band that pulls all the way to redline!

Using multiple vehicles across the world and in house, APR’s team of Calibration and Electrical Engineers spent the better part of a year mastering the factory Simos 18 engine management system to work seamlessly with the upgraded IS38 turbocharger unit. All critical aspects of the vehicle’s platform were taken into consideration and monitored through APR’s proprietary engine management logging tools to levels often not seen elsewhere in this industry. Through proper mapping, the ECU fully understands the hardware changes and operates correctly. As such torque delivery is smooth and flat, avoiding compressor surge, limitations in the factory fueling system, and limiting stress on the factory transmission. Cam phasing and valve lift operations are optimized, aiding in turbocharger spool, while allowing the engine to breathe more efficiently at higher engine speeds. Under various operational modes, lambda, ignition advance, requested torque, boost pressure levels and more were painstakingly optimized to produce maximum power without resorting to risky calibration shortcuts.

To APR’s Engineers, this is the ultimate pursuit of performance without compromise. To the driver, it just works!

POWER FIGURES

Graphs

With OEM Downpipe
Wheel| Crank| Gain over Stock– 91 AKI / 95 RON
Wheel| Crank| Gain over Stock– 93 AKI / 98 RON
Wheel| Crank| Gain over Stock– 100 AKI / 108 RON
Wheel| Crank| Gain over Stock– Ethanol

With APR Downpipe
Wheel| Crank| Gain over Stock– 91 AKI / 95 RON
Wheel| Crank| Gain over Stock– 93 AKI / 98 RON
Wheel| Crank| Gain over Stock– Ethanol

– 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.
– Ethanol software REQUIRES APR’s upcoming Ethanol Flex Fueling upgrades.
– Max increases are based on APR’s actual measured stock values and not those reported by VAG. | RON = ROW Fuel Grades | AKI = NAR North American (RON+MON)/2 Fuel Grades.
– Reported wheel figures measured using APR’s in-house Dynapack Dynamometer with a US Spec MK7 GTI with factory IS38 turbocharger, APR Cast Downpipe, APR Intake System and APR Intercooler, using SAEJ1349 correction and an average of multiple runs. Crank figures are estimated based on the measured wheel figures. Results may vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, other variables and other modifications.
– Race Fuel Information: Higher octane fuel typically allows APR’s engineers to create more power and torque by achieving greater ignition advance. However, on this application, APR’s engineers were able to achieve MBT, or minimum spark timing for best torque, on 93 AKI fuel with the APR downpipe. MBT is essentially the point where greater ignition advance no longer results in more power and torque. By using APR’s upcoming Ethanol Flex Fueling upgrades and Ethanol fuel, greater peak power was achieved due to the fuel’s highly oxygenated nature.

Requirements and Recommendations

APR’s IS38 Turbocharger ECU Upgrade is sold as software only. The factory turbocharger necessary for this upgrade is conveniently available at various APR dealers and VW, Audi and Seat dealerships across the world.
– Turbocharger – An unmodified, OEM IHI IS38 Turbocharger is required. APR recommends using the latest factory revision (06K145722H as of Oct 20th, 2015) with APR’s Turbo Muffler Delete and recommends replacing factory one time use nuts, bolts, gaskets, and crush washers.
– Intake – The APR Carbon Fiber Intake System>is highly recommended. This setup is necessary to achieve the advertised power figures.
– Exhaust – Upgrading the factory downpipe is required for the higher output downpipe software. APR highly recommends using the APR Cast Downpipe System as this system is necessary to achieve the advertised power figures. The factory catback exhaust does not need to be modified.
– Intercooler – Upgrading the factory intercooler is highly recommended. APR recommends using the upcoming APR Intercooler system. This setup is necessary to achieve the advertised power figures consistently.
– Ethanol Support: – APR’s upcoming Ethanol Flex Fueling upgrades are required to run Ethanol calibrations. No fueling upgrades are required for conventional gasoline.
– Spark Plugs – Upgrading the spark plugs with Denso Iridium IKH24, gapped to 0.024″ ±0.002″ or 0.6mm ±0.05mm with a change interval of 10-15,000 mi or 16-24,000 km is required for engine longevity and safety.
– Transmission – APR recommends the APR IS38 TCU Upgradefor maximum performance on DSG / S Tronic models. A clutch upgrade may be necessary on manual transmission vehicles.
– Oil, Coolant and Lubrication – APR recommends using Motul oils, coolants and lubricants>with APR’s Oil Catch Can System.

Application Guide
– Audi A3 – MK3 / Typ 8V
– Seat Leon – MK3 / Typ 5F
– Skoda Octavia / VRS – MK3 / Typ 5E
– Volkswagen Golf GTI – MK7 / Typ 5G

Also fits the Audi S1, Typ 8X (Visit our site for details).

All transmissions, drivetrains, and markets supported.

US Pricing
– $699 – Existing APR Stage I or II ECU Upgrade Customers
– $999 – New Customers

IMPORTANT PRICING AND AVAILABILITY DETAILS:
– – No price difference between factory downpipe compatible software and APR downpipe compatible software.
– – Pricing: Please contact an APR Importer for pricing outside the USA.
– – Availability and ECU Compatibility: Stages, programs, and features may not be available for all ECUs.
– – ECU Revision Notice: Multiple ECU revisions exist for each platform. APR software may be temporarily unavailable when factory updates are applied. An APR Dealer can check availability in person, or over the phone if the ECU boxcode/revision is known.
Where to Purchase

Please contact an APR dealer to purchase!

The post APR Releases OEM Golf R/S3 IS38 Turbocharger ECU Upgrade for GTI/A3 appeared first on VWVortex.

APR is pleased to present the ultimate fully adjustable Short Shifter System for the 6 speed manual transmission!

Product Page

The APR Short Shifter System is a comprehensive upgrade to the factory gear shifter assembly and is designed to reduces shifter movement, in all directions, while simultaneously improving shift quality. The system provides fine tuning of front-to-back and side-to-side movements to shorten shifts, counterweight adjustments for enhanced shift quality, and upgrades the weak points of the factory setup to provide years worry free use. The upgrade is simple, easy to install, easy to adjust, and leaves the driver spending less time shifting, and more time accelerating to victory. To APR’s engineers, it’s the ultimate solution, but to the driver, it just works!

Quick Facts

Fully adjustable front-to-back movement
A slotted adjustment track on the shifter lever allows for precise adjustment of the shifter’s forward and backwards travel distance.

Fully adjustable side-to-side movement
A slotted adjustment track on the relay lever allows for precise adjustment of the shifter’s side to side travel distance.

Adjustable counterweights
Three stackable counterweights allow the driver to change the overall feel of the system to his or her own preference liking.

Stainless steel spline insert
The unique interlocking stainless steel insert prevents the input spline from wearing out over time. On cast and billet aluminum systems, wear of this part is common, which leads to sloppy shifts, component failure and potentially damage to the transmission.

Billet relay lever
The CNC-machined, thick billet aluminum relay lever is responsible for side-to-side movement and adjustment. This piece replaces the thin, flexible, stamped metal or plastic factory pieces.

Billet shift lever
The CNC-machined, thick billet aluminum shifter lever is responsible for front-to-back movement and adjustment. This component houses the counterbalance weights and replaces the factory cast, spline-wear-prone, piece.

Easy to adjust
Adjustment is as simple as loosening and tightening the pegs or adding more weights. No disassembly required!

Easy to install
The system mimics the factory shape making install simple and relatively easy.

All necessary hardware
The system includes new friction material, clips, locking nuts and stainless steel bolts and pegs. It’s a complete upgrade and complements the APR Shifter Cable Bracket.

Visit our site for an interactive model:

Application Guide

The APR Adjustable Short Shifter system is sold as a complete system, or both pieces can be purchased separately. The system is designed to work with transverse 6 speed manual transmissions, commonly designated as the MQ350, O2M or O2Q. These transmission are found on nearly all MK5, MK6 and MK7 platform Golf/GTI/R/Jetta/GLI, MK2/MK3 A3/S3/TT, Octavia, Leon, Cupra, Scirocco and similar vehicles equipped with the the 1.8T, 2.0T, 2.0 TDI and 3.2L VR6 engines.

Full System – Shifter Lever and Shifter Relay
MS100103
$249.99

Shifter Lever Assembly Only
MS100119
$179.99

Shifter Relay Assembly Only
MS100120
$99.99

The post APR Presents the 6MT Adjustable Short Shifter appeared first on VWVortex.

Product Page

The APR Intercooler System is a OEM location upgrade that dramatically reduces intake air temperature (IAT), minimizes heat soak, and provides increased performance! The system is a direct bolt-on upgrade that requires no trimming and is recommended at every stage of performance.

Quick Facts:

Dramatically lowers intake air temp (IAT)
Increases horsepower while minimizing power robbing heat soak!
Effectiveness tested to over 500 HP!
21 horsepower gain over the factory system!

Massive core size
Use of the OEM location allows for a massive intercooler core.
24.25″ x 16.25″ x 1.25″ – 492.5 in³ – OEM GTI
24.25″ x 16.25″ x 1.37″ – 541.8 in³ – OEM Golf R
24.00″ x 16.25″ x 2.25″ – 877.5 in³ – APR

Intercooler installed in the best location for this platform
Utilizes factory air dams for exceptional airflow across the core.
100% compatible with the Adaptive Cruise Control (ACC) system.
Highly effective core design

Bar and plate core with staggered and louvered fins.
Rigorous testing determined core style, fin density, and size.
Low pressure drop + highly effective cooling = high performance!

Smooth cast end tanks
Engineered for low turbulence/restriction and maximum flow.
Organically shaped to promote airflow across entire core.
Pressure tested to prevent power robbing boost leaks.

No hidden labor costs or permanent modifications
No trimming, cutting, or other costly modification required.
No modification to the Adaptive Cruise Control System require.
Full directions and APR world-renowned customer support included.

Designed by engineers with lasers
With the best equipment and smartest engineers, it just works!

Design

APR pioneered the OEM location direct replacement intercooler system in 2006. Unfortunately, to the untrained eye, many intercooler designs appear the same. However, effectiveness of the system and overall performance are greatly determined by several key metrics. Alloy selection, end tank design, construction type, fin style, fin density and overall core dimensions must be analyzed and balanced accordingly to deliver class leading performance. While the OEM’s goal is to create a light weight, easy to manufacture and inexpensive to produce, cross platform design capable of supporting factory power levels, APR’s intercooler must be capable of supporting more than double the factory output. Achieving this goal took a multi-step approach focused around intercooler core selection, end tank design and install location.

Intercooler Core Design

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

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

Internal Fin Structure

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

The APR intercooler system’s core volume, in termsof external dimensions, is 78% greater than the OEM GTI and 62% greater than the OEM Golf R Intercooler.

Intercooler End Tank Design

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

Pressurized Computational Fluid Dynamic (CFD) Analysis:

APR’s Engineers determined the proper end tank design, for this application, with the help of pressurized CFD flow analysis via the SimuTech Group, and finally through real world testing. During the analysis, the effect of directional vanes were studied to test their ability to aid in airflow distribution. Analysis concluded there was no perceivable benefit on this application as the vanes only added more weight to the system. Real world testing without directional vanes resulted in a +0.5 °C to -0.5 °C temperature spread from the bottom to the top of the core on the outlet side, throughout the various back-to-back tests, further concluding the design maximized cooling effectiveness of the core.

Intercooler Placement

Intercooler placement plays a critical role in overall performance. By utilizing the factory mounting location, APR’s engineers were able to design a core featuring a massive frontal surface area and large core volume, which plays a critical advantage over common short and stubby front mount designs. Utilization of the factory location means the core receives a high volume of pressurized airflow spread across the entire unit thanks to the highly engineered factory air dam system. Furthermore, by keeping the intercooler in the OEM location and balancing core fin density, the factory air-to-water cooling system is not disrupted, which is ever so critical on this platform due to the use of an integrated cylinder head manifold cooling system.

The APR intercooler system simply fits, which helps save on hidden labor charges during the time of install. There are no compatibility issues with active cruise control (ACC) systems and the design leaves room for future engine / transmission oil cooling upgrades for track-going customers. The intercooler installs without trimming any air dams, core supports, or more. There’s no drilling, or permanent modifications to the vehicle. Simply follow the included directions and enjoy!

Testing

Internally APR conducted a multitude of tests while choosing the appropriate intercooler core and end tank design. Thermocouples were placed at the top and bottom of the core to measure cooling effectiveness and cooling distribution across the entire unit. Pressure transducers were placed at the inlet and outlet of the intercooler to determine pressure loss across the various units. With this information, APR’s engineers specified the appropriate intercooler core type, dimensions, cooling fin density and made the necessary design changes to the end tanks to ensure full utilization of the entire core.

The end result was development of a system that’s much more effective at cooling compared to the factory GTI and factory Golf R intercooler system. Effectiveness is measured as (Intercooler Inlet Temp – Intercooler Outlet Temp) / Intercooler Inlet Temp. The APR Intercooler system’s effectiveness under the most demanding situations was between 82-83% while the factory GTI struggled at 60% and the factory Golf R at 65%.

MK7 GTI 2.0T Intercooler Testing

Back-to-back stress testing on the dyno help to further prove APR’s intercooler upgrade’s effectiveness compared to the factory unit. Tests were first conducted with an APR Stage 2 MK7 GTI using the factory intercooler, then the slightly upgraded Golf R intercooler and finally APR’s Intercooler system. Each dyno pull lasted 12 seconds with 5 seconds of dwell between runs. Raw sensor data was collected using APR’s ECU Explorer high resolution datalogging system.

The tests quickly proved the long sought after OEM “upgraded” cooler (factory Golf R intercooler) showed minimal improvement over the standard GTI unit. However, the APR intercooler saw a dramatic difference that made a positive impact on performance.

The factory GTI and Golf R intercoolers saw a starting IAT of 43 °C and 42 °C which climbed to as high as 71 °C and 66 °C, respectively, by the end of only the first pull. In contrast, the APR intercooler system saw IAT’s drop to 40 °C! The APR system effectively rejected heat soak and by the end of the sixth run saw a final IAT of 49 °C where as both the GTI and Golf R intercoolers struggled to keep up, resulting in a final performance robbing IAT of 84 °C and 82 °C. This translated to a final gain of 21 WHP over the GTI intercooler and 18 WHP over the Golf R Intercooler!

MK7 Golf R 2.0T Intercooler Testing

Back-to-back stress testing on the dyno help to further prove APR’s intercooler upgrade’s effectiveness compared to the factory unit. Tests were first conducted with an APR Stage 2 MK7 Golf R using the factory intercooler, then APR’s Intercooler system. Each dyno pull lasted 12 seconds with 5 seconds of dwell between runs. Raw sensor data was collected using APR’s ECU Explorer high resolution datalogging system.

The tests quickly proved the factory Golf R intercooler could not effectively reject heat soak on vehicles equipped with APR’s performance software. However, the APR intercooler saw a dramatic difference that made a positive impact on performance.

The factory intercoolers saw a starting IAT of 26 °C which climbed to as high as 46 °C by the end of only the first pull. In contrast, the APR intercooler system saw IAT’s only raise 1 °C! The APR system effectively rejected heat soak and by the end of the sixth run saw a final IAT of 36 °C where as the factory intercoolers struggled to keep up, resulting in a final performance robbing IAT of 54 °C. This translated to a final gain of 14 WHP over the Golf R intercooler!

Application Guide

1.8 TFSI / TSI – E888 Gen 3 – Transverse
2.8 TFSI / TSI – E888 Gen 3 – Transverse

Audi
A3 / S3 – (Typ 8V / MK3)
TT / TT S – (Typ 8S – MK3

Seat
Leon / Cupra – (Typ 5F – MK3)

Skoda
Octavia / VRS – (Typ 5E – MK3)
Superb – (Typ 3V – B8)

Volkswagen
Golf / GTI / R – (Typ 5G – MK7)
Passat – (Typ 3G – B8)

Part Number IC100019

Price $899.99

Locate an APR Dealer to Purchase!

The post APR Presents the 1.8T/2.0T Intercooler System appeared first on VWVortex.

APR is pleased to present the ultimate boost hose upgrade for MQB platform vehicles with the 1.8T and 2.0T engines!

Product Page

The APR Boost Hose System is a comprehensive, direct replacement upgrade, to the factory rubber hoses found in the charge piping system. The system includes a multitude of enhancements designed for maximum performance, longevity and insurance against power robbing boost leaks. The system is sold both as a complete kit, and individually, and is fully compatible with the OEM and upgraded APR Intercooler system, OEM throttle body and all OEM turbochargers.

Quick Facts

Direct OEM replacement
Compatible with OEM/APR Intercooler, OEM Throttle body and all OEM turbochargers.

APR EZ-Flow design
APR’s EZ-Flow stepped design provides maximum flow for maximum performance through a smooth, port matched transition from hose to connection surface.

Multi-ply silicone outer construction
Pressure tested far beyond the engine’s capabilities, the system maintains performance under extreme conditions and increases both heat and burst resistance as well as mating surface adhesion compared to rubber.

Fluorosilicone interior surface
A Fluorosilicone coating on the interior surface greatly resists oil and gasoline permeation providing an extra layer of protection against deterioration of the hoses.

Clampco T-bolt clamps
Made from stainless steel, the Clampco T-bolt clamps replace the factory worm-gear clamps with thick, high quality and high strength T-bolt clamps designed to diminish the risk of boost leaks with increased connection strength and decreased hose slippage.

Additional quality control
APR take quality seriously. Each hose is fully tested before it leaves our doors to ensure fitment and our EZ-Flow design is perfectly matched!

APR’s Engineers took a multi-step approach to optimizing the hoses to minimize boost leaks, reduce turbulence and other performance degradations. Four-ply silicone was utilized as it provides the thickness and strength characteristics necessary to support boost levels far beyond the engine’s capabilities. A Fluorosilicone internal lining was added to ensure the hoses do not rapidly deteriorate over time when exposed to oil and gasoline from the PCV and EVAP systems. The included stainless-steel Clampco T-bolt clamps prevent the hoses from coming lose under heavy pressure and under high temperatures, silicone adheres to its mating surface, further minimizing leaks and hose slippage. APR’s EZ-Flow stepped design creates a smooth airflow path, reducing turbulence over non-stepped designs. Finally, silicone provides better heat resistance over rubber, extending the life of the product and ultimately minimizing failure. The result is hose solution that directly replaces the factory rubber hoses and maintains performance under extreme conditions!

EZ-Flow Design

Full System

Intercooler Hoses

Throttle Body Hose

Turbo Outlet Hose

Application Guide

1.8T / 2.0T EA888 Gen 3

Audi A3 & S3 (MK3)
Audi TT / TTS (MK3)
Seat Leon / Cupra / R (MK3)
Skoda Octavia / VRS (MK3)
Skoda Superb (MK3)
VW Golf / GTI / R (MK7)
VW Passat (B8)

Kits

Full System
– All four hoses with clamps
– MS100115
– $199.99

Intercooler Hose System
– Intercooler inlet and outlet hoses with clamps
– Replaces OEM Part 5Q0145832 & 5Q0145834
– MS100114
– $149.99

Throttle Body Hose System
– Throttle body hose with clamps
– Replaces OEM Part 5Q0145838
– MS100113
– $39.99

Turbo Outlet Hose System
– Turbo outlet hose with clamps
– Replaces OEM Par 5Q0145828
– MS100112
– $29.99

The post APR Presents the 1.8T/2.0T Silicone Boost Hose System appeared first on VWVortex.

APR is pleased to announce all previously known “locked” Simos 18 ECUs are now DirectPort Programmable with any current stage of APR software at all APR dealers across the globe! The software install process is now a simple flash over the OBD-II port, just like the earlier models, and does not require removal of the ECU from the vehicle for available software. Most commonly “locked” ECUs were found in late model 2015 and newer versions of the following vehicles:

1.8T/2.0T EA888 Gen 3 (MQB Platform):

• MK7 VW Golf 1.8T
• MK7 VW GTI 2.0T
• MK7 VW Golf R 2.0T
• MK1 Audi S1 2.0T
• MK3 Audi A3 1.8T
• MK3 Audi A3 2.0T
• MK3 Audi S3 2.0T
• MK3 Seat Leon 1.8T
• MK3 Seat Leon 2.0T
• MK3 Seat Leon Cupra 2.0T
• MK3 Skoda Octavia 1.8T
• MK3 Skoda Octavia 2.0T

1.8T/2.0T EA888 Gen 3 (Non-MQB Platform):

• MK6 Jetta 1.8T
• MK6 Jetta GLI 2.0T
• MK2 Beetle 1.8T
• MK2 Beetle 2.0T
• B7 Passat 1.8T

Please Note: If a new ECU Box Code or Revision is found that is not currently available by APR and not currently in APR’s possession, please contact APR for details on how you can save on the ECU Upgrade. Also, if you currently have APR software, this is not an update as this only applies to ECUs that were previously unavailable.

Contact an APR Dealer today to schedule an appointment!

The post APR “Unlocks” OBD-II Port Flashing for all 1.8T and 2.0T Simos 18 ECUs appeared first on VWVortex.

APR Presents the Carbon Fiber Turbo Inlet Pipe!

The APR Carbon Fiber Turbo Inlet Pipe

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The APR Carbon Fiber Turbo Inlet Pipe replaces the rear factory plastic accordion tube with an attractive carbon fiber inlet, complementing the APR Intake System’s aesthetically pleasing design. The intake and inlet hose are joined via a necessary flex coupler to allow for adequate engine movement under use without damaging the intake. The turbo inlet pipe is completely compatible with all factory turbochargers and APR’s Stage III Turbocharger System.

CI100033B
$149.99

The post APR Releases Carbon Fiber Turbo Inlet Pipe for 1.8TSI and 2.0TSI Applications appeared first on VWVortex.

The APR Coolant Hose

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The factory coolant hose is designed to be routed over the top of the intake system. However, when routed underneath the intake, it’s far more aesthetically appealing. The APR coolant hose replaces the factory unit and routes cleanly under the intake and around the APR catch can without kinking or adding extra stress to the mounting points.

CI100033A
$29.99

The post APR Releases Extended Coolant Hose for Mk7 1.8TSI and 2.0TSI appeared first on VWVortex.

PR is pleased to announce all previously known “locked” Simos 18 ECUs are now DirectPort Programmable with any current stage of APR software at all APR dealers across the globe! The software install process is now a simple flash over the OBD-II port, just like the earlier models, and does not require removal of the ECU from the vehicle for available software. Most commonly “locked” ECUs were found in late model 2015 and newer versions of the following vehicles:

1.8T/2.0T EA888 Gen 3 (MQB Platform):

• MK7 VW Golf 1.8T
• MK7 VW GTI 2.0T
• MK7 VW Golf R 2.0T
• MK1 Audi S1 2.0T
• MK3 Audi A3 1.8T
• MK3 Audi A3 2.0T
• MK3 Audi S3 2.0T
• MK3 Seat Leon 1.8T
• MK3 Seat Leon 2.0T
• MK3 Seat Leon Cupra 2.0T
• MK3 Skoda Octavia 1.8T
• MK3 Skoda Octavia 2.0T

1.8T/2.0T EA888 Gen 3 (Non-MQB Platform):

• MK6 Jetta 1.8T
• MK6 Jetta GLI 2.0T
• MK2 Beetle 1.8T
• MK2 Beetle 2.0T
• B7 Passat 1.8T

Please Note: If a new ECU Box Code or Revision is found that is not currently available by APR and not currently in APR’s possession, please contact APR for details on how you can save on the ECU Upgrade. Also, if you currently have APR software, this is not an update as this only applies to ECUs that were previously unavailable.

Contact an APR Dealer today to schedule an appointment!

The post APR “Unlocks” OBD-II Port Flashing for all 1.8T and 2.0T Simos 18 ECUs appeared first on VWVortex.