APR is pleased to present the ultimate transmission control unit (TCU) upgrade for the DL501 Gen 1, Gen 1.5 and Gen 2 S Tronic transmissions! APR’s TCU upgrade is available for 3.0 TFSI platform vehicles and is conveniently flashed to the vehicle’s TCU through the OBD-II port with user definable options selectable at the time of install.
APR’s TCU upgrade goes beyond the overly simplistic norm of raising a few limiters, and offers a wide gamut of changes designed to completely enhance the driving experience. With an in-depth knowledge of the transmission’s inner workings and control strategies, APR’s engineers have improved many aspects of the transmission from accelerative performance to daily drivability, while also incorporating new features including several typically reserved for higher-end Audi Quattro GmbH RS models.
Depending on the driving scenario, APR’s calibration experts have created multiple operating modes designed to deliver ideal performance for the given driving condition. When using launch control, the transmission enters a maximum acceleration mode designed to provide the fastest possible acceleration through a heightened application of torque, optimized shift points and shift strategies among other performance related enhancements. Under blistering, near wide-open throttle, the transmission enters a different state of performance with shift maps optimized for power delivery on vehicles with modified engine software. Manual and Tiptronic mode are tailored to the driver’s desired auto up/down shift preferences at the time of install include several features to enable quicker paddle response times and faster upshifts on Gen 2/B8.5 models. Finally under part-throttle daily-driving in both Drive and Sport mode, the transmission remains calm and smooth. Common clunks and driver annoyances are addressed and the transmission comfortably responds to the driver’s input without constantly and aggressively seeking the highest gear possible.
- 7,200 max shift point with gear dependent overshoot protection.
- User adjustable 3-Step multiple launch control RPM.
- User definable* max launch control RPM up to 6,000 RPM.
- User definable* manual mode downshifts (on/off).
- User definable* manual mode upshifts (on/off).
- Launch control enabled on all models.
- Launch control response enhanced for quicker launches.
- Launch control limits raised from 200 to 3000 launches.
- Launch control Max acceleration mode enabled for the fastest possible acceleration.
- Multiple acceleration modes defined for various driving scenarios.
- Manual mode / TT mode paddle response time optimized.
- Manual mode / TT mode shift optimized with gear dependent thresholds on Gen 2/B8.5 Models.
- Torque intervention limits raised, while retaining temperature protection.
- Temperature management modified.
- Transmission coolant pump optimized during high temp scenarios.
- Gear display enabled in Drive and Sport.
- Optimized Drive and Sport mode shift maps.
- Downshift "lockout" disabled below previous gear's max RPM.
- First gear, rolling-stop, "clunk" addressed.
- First gear "short shift" addressed.
- Significant power increase on applications meeting peak power well above the vehicle’s factory defined shift points.
*APR’s DirectPort Programming suite allows the end user to tailor the TCU upgrade to their needs at the time of installation.
Drive (eco) and Sport Mode:
APR’s engineers have paid close attention to the factory shift maps in drive (eco) and sport mode to help ensure a more pleasurable driving experience. In each mode under high-torque and high-rpm situations, the shift points are increased progressively just below the transmissions new maximum shift point of 7,200 RPM. Gear dependent overshoot protection prevents the transmission from hitting the rev limiter prematurely. Finally using launch control enables the maximum acceleration mode while in Sport.
Under low-torque, low-rpm part-throttle situations, both drive mode and sport mode behave similar to stock. The shift points are raised to prevent the transmission from over aggressively seeking seventh gear prematurely in drive mode and to provide a more sporty feeling in sport mode. The first to second gear short shift has been addressed and while rolling to a stop, the transmission will no longer prematurely downshift to first gear, resulting in a clunky transition.
APR’s user definable options allow the end user to configure how manual mode operates. The kick-down switch, which is responsible for an automatic downshift in manual mode, is enabled by default but can be disabled at the time of install. Likewise, the auto upshift that occurs near the new 7,200 RPM redline can also be disabled if the end user chooses, allowing the engine to bounce off the limiter like a manual transmission. For safety's sake, the first to second auto upshift is always enabled. The transmission does not lock out any manual downshifts so long as the shifting does not result in an engine RPM above the max shift point. In all situations, paddle delay is greatly reduced allowing for more responsive shifts to take place. On Gen 2/B8.5 models, using the paddles and shifter, above gear dependent comfort thresholds near 3000 RPM, will result in lightning fast gear changes as the transmission enters a new "quick shift" upshift mode. Lastly Tiptronic mode is a temporary manual mode accessible in drive (eco) and sport modes by pressing the paddles on the steering wheel. While in this temporary mode, auto upshift and kick down switch are enabled.
APR’s 3-Step launch control is unlike anything else in the market. At the time of flashing, the user chooses a maximum launching RPM up to 6,000 RPM. When activating launch control, up to three launching RPM’s are available, allowing the end user to choose the best launching RPM based on the current conditions!
At 100% throttle with the kick-down switch engaged, the vehicle will select the highest launching RPM. At 100% throttle with the kick-down switch not engaged, a lower launching RPM is activated. Finally, at roughly 50% throttle the transmission chooses the lowest launching RPM. When properly dialed in, the user is left with incrementally higher launch points ideal for the street, track and sticky tires.
Utilization of launch control results in the transmission entering the maximum acceleration mode. During this mode, intervention between a shift is minimized, resulting in faster acceleration that keeps the driver planted to the back of his or her seat. Furthermore, the transmission’s coolant pump is fully optimized to keep oil temperature within the desired operating temperature.
Launch control is activated on all models, including those without it from the factory. The conditions necessary to enable launch control have been tweaked to make activation easier and the delay typically present after lifting the brake and beginning of the physical launch has been greatly reduced. Lastly the factory 200 launch limit has been raised 1400% to 3000 launches!
Recommendation: When using launch control, excessive wheel spin will not improve acceleration and may cause undesirable behavior. APR suggests using lower launch limits near 4,000 RPM under low grip situations. Maximum launch RPM is only ideal with drag slicks / radials on a well-prepped drag strip.
|6,000 RPM||5,000 RPM||4,000 RPM|
|5,500 RPM||4,500 RPM||3,500 RPM|
|5,000 RPM||4,000 RPM||3,000 RPM|
|4,500 RPM||3,750 RPM||3,000 RPM|
|4,000 RPM||3,500 RPM||3,000 RPM|
|3,500 RPM||3,250 RPM||3,000 RPM|
|3,000 RPM||3,000 RPM||3,000 RPM|
APR’s engineers were able to improve vehicle acceleration through enhancements such as better launch control, higher shift points, and measurable reductions in shift duration and shift intervention as illustrated above.
The graphs below show longitudinal acceleration G-Forces, and vehicle speed over time(acceleration) on an APR Stage II B8 S4 with race fuel. APR’s TCU upgrade provided stronger acceleration after the launch which carries to a higher redline shift point. During the shift, very little intervention took place, keeping G’s high and the driver planted in the seat during the quicker shift. Stock, however, suffered more losses, longer shift durations, and even more extreme losses and durations during the common “short shift” issue. Vehicle speed was greatly affected as is evident by the noticeable deviation in acceleration at 40 MPH on the graph below.
The APR TCU equipped vehicle continued to gain in speed over the stock setup thanks to higher shift points, quicker shifts, and less torque intervention as illustrated in the graphs. 0-120 MPH was reduced by .75 second over the stock TCU and .97 seconds over the stock TCU exhibiting the “short shift” issue!
On some models, the transmission's maximum RPM is set to as low as 6,400 RPM, which is well below the max engine speed as defined by the ECU upgrade. In doing so the engine is unable to produce peak power, as it typically occurs at the engine’s max RPM. Through increasing the max shift point, peak power grows further and results in an additional 20-30 horsepower depending on model, stage and octane as illustrated below.
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’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.
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.
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:
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.
Increased Fuel Economy:
APR’s Calibration Engineers paid close attention to several parameters directly related to fuel economy, especially while cruising at highway speeds. Depending on driving style and fuel quality, better miles per gallon may be achieved.
APR is pleased to present the ultimate Cast Downpipe Exhaust System!
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, turbulence-free, investment cast downpipe. Designed and assembled in-house, the system utilizes only premium materials and world-class manufacturing techniques to deliver unmatched quality and reliability.
- Designed and assembled in-house in the USA.
- T304L stainless steel construction.
- Argon back-purged TIG welding.
- Investment cast downpipe.
- 77mm inlet with integrated 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.
- APR Stage II ECU Upgrade price waived.
- Limited lifetime warranty.
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 77mm outlet and gradually necks down over a long distance to further enhance performance. The mounting flange 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.
The APR Downpipe Exhaust System features premium grade T304L stainless steel for its excellent appearance, strength and corrosion resistance properties. The pipe is rolled to the 76mm European standard diameter with a 1.5mm wall thickness and a seemingly non-existent weld seam. Pipe is cut to length in-house via APR's CNC-controlled bandsaw to an accuracy of .25mm, ensuring a precise fit. Each pipe is de-burred, and the exterior finish is brushed to give the exhaust piping a clean and attractive appearance worthy of the APR name. APR’s fabrication team uses argon back-purging during the welding process, leaving a clean and smooth interior surface, and TIG welding for strength and appearance. Lastly, no swedging or slip-fitting is necessary due to APR’s OEM-style clamp design, leaving smooth and less turbulent connection points.
APR’s engineers specified a 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. They also 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. Even 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.