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APR Presents the Stage III EFR7163 Turbocharger System for the North American 2.0T EA888 Gen 3 engine! 

 

The APR Stage III Turbocharger System produces an incredible 522 HP and lays down 10-second quarter mile passes, all through a convenient, affordable and expandable, turn-key solution. It represents a threat to the establishment of turbo four cylinder vehicles of yesteryear, and breaks the hearts of muscle cars and exotics everywhere as they are left in the dust by an engine a third the size of theirs, screaming a turbocharged battle cry as it passes. It is a vicious beast, yet a beast easy to tame. It makes for a civilized daily driver that quietly sips premium fuel with surprisingly excellent mileage. Deceivingly quick transient response, with near stock-like turbo lag makes for an experience devoid of the compromises many would expect from an engine this size. It is the answer to the desire for more power, and it’s the brainchild of APR’s talented engineering teams, with over a year and a half of initial development, and a never ending drive for perfection. It is easy to install, blisteringly fast, and produces an absolutely exhilarating driving experience. Welcome to Stage III!

Quick Facts:

  • Incredible Power - Offering up to 522 HP, this is the most powerful 2.0T turbocharger system we have ever created!
  • Blistering Acceleration - 10-second quarter mile passes, and 0-140 MPH sprints 15 seconds faster than a stock Golf R!
  • Ultra-Responsive and Reliable Turbocharger - A Borg Warner twin scroll EFR7163 delivers amazing top end power with incredible response all in a ultra-reliable turbocharger unit.
  • Multiple Configurations and Room for Future Expansion - Turn Stage III into Stage III+ with APR’s fueling system and get more power with more headroom to go further in the future.
  • Turn Key Solution, Including Software - No headaches sourcing parts or costly "dyno tuning." Stage III is a complete bolt on solution all the way down to the APR ECU Upgrade software that makes it all possible.
  • Harmonious Balance Between Hardware and Software - APR’s Engineers have done the hard work. They have tested what works and what does not to deliver a true bolt-on package worthy of the APR name.
  • Premium Materials Throughout - No corners were cut. Stage III only uses the highest quality materials and components.

 

 

Included with the turbocharger system is APR’s world-renowned Stage III ECU Upgrade! This software upgrade installs on the factory ECU and requires no extra end user configuration or tuning and eliminates the need for costly piggyback controlling devices. Simply visit any APR dealer and the software installs in minutes! 

APR’s Engineers spent more than a year and a half researching and developing the factory engine management system to operate seamlessly with the extensive changes introduced at Stage III. This includes thousands of full power sweeps on the engine and chassis dynos, street and track. This was no simple task as power is well beyond the original configuration with extensive hardware changes. Through both ECU source code and calibration changes, APR’s Engineers converted the system to run with a substantially larger turbocharger, featuring a pneumatic wastegate actuator and larger MAP sensors. At Stage III+ power levels, the software supports larger port injectors and a larger fuel pump. 

Response, top end power, and reliability were all at the forefront of the Stage III turbocharger selection. Typically, these features do not go hand-in-hand. Larger turbos tend to be laggy, while small, responsive turbos lack top-end power. However, the Borg Warner EFR7163 has broken the mold. Featuring the latest advancements in technology, combined with APR’s advance tuning strategies, the ultimate in performance and reliability has been achieved! 

The EFR7163 features a massive, 71mm forged-billet compressor wheel capable of outflowing the competition due in part to its extended-tip compressor geometry. By providing up to 60 lb/min in airflow, the turbocharger is capable of producing massive power and provides headroom for increasing output with future modifications. 

To spin the massive compressor wheel quickly, the EFR7163 features a lightweight turbine wheel made from titanium aluminide, or Gamma-Ti, and feature new Mixed-Flow geometry. At nearly half the weight of conventional turbine wheels, the difference is extremely noticeable as transient response is lightning-fast upon smashing the accelerator! To further aid in low-end response without sacrificing top-end power, APR’s engineers built Stage III around the EFR’s optional T4 divided twin scroll turbine housing. This stainless steel housing is internally gated, making it the perfect solution for this application. 

 

The turbocharger inlet and outlet hoses are designed with performance, strength, longevity, and total compatibility with all factory components. The hoses feature a multi-ply silicone design, which are internally lined with a flourosilicone coating. These materials were chosen to maximize performance, even under extreme conditions, and to protect against oil and gasoline degradation. Furthermore, at each connection point, the hoses use APR’s EZ-Flow stepped design to provide a port-matched surface transition, as it eliminates performance-robbing airflow disruptions associated with other designs. 

 

The Borg Warner EFR Turbocharger’s outlet size differs from the factory turbocharger and as such, a new 3” V-Band downpipe is necessary and included. For customers with an APR Cast Downpipe Exhaust System, the included portion replaces the upper cast section and mates directly to the APR Catalyst Midpipe. For customers without an APR Cast Downpipe Exhaust System, the APR Catalyst Midpipe is available separately. The midpipe is fully compatible with the factory catback exhaust system. 

 

 

To provide accurate closed-loop boost control through the factory ECU, new MAP sensors and mounting hardware are included. The ECU is recoded to fully work with the upgraded sensors, completely eliminating the need for clumsy and archaic stand-alone boost controllers. In doing so, the ECU retains control over the turbocharger and provides better daily drivability with increased safety. 

 

The factory oil and coolant feed and drain lines are upgraded with new, application-specific lines that are designed to provide years of leak free operation. The braided stainless steel feed and drain lines come fully assembled and feature CNC mandrel bent hard-lines for clean and specific routing as if intended by the OEM. Both o-rings are replaced and a Borg Warner gasket is included.

 

 

No invasive cutting or splicing of the factory wiring harness is necessary as new MAP sensor, wastegate solenoid and DV extension harnesses are included. Each harness comes fully assembled for a simple plug and play install. 

 

All install hardware is included for a complete install. This includes Loctite, assembly lube, an exhaust v-band clamp, Clampco T-Bolt clamps, worm gear clamps, Oetiker clamps, OEM spring clamps, turbo support bracket, Borg Warner and OEM gaskets, low-profile banjo bolts, copper crush washers, copper lock nuts, nuts, washers, bolts, studs, MAP sensor install tool, boost tap cap, various heat shielding materials and a zip-tie. 

 

The APR Fueling System is a comprehensive upgrade required to safely support Stage III+ power levels. The upgrade includes a larger in-tank low pressure fuel pump (LPFP) and adds multi-port injection (MPI) to the factory manifold, both of which are ethanol compatible. All necessary hardware is included for a seamless integration and the system is fully controlled by the factory engine control unit (ECU) thanks to APR’s ECU Upgrade. 

 

 

 

 

APTuning is pleased to offer the ultimate transmission control unit (TCU) upgrade for the DQ250 DSG and S Tronic transmission found on TDI engine vehicles! The APR TCU Upgrade remaps the factory DSG / S Tronic transmission, adding several features and enhancements while simultaneously providing a smoother and more enjoyable driving experience.

 

 

End User Adjustability

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

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


Drive(eco) & Sport Mode Characteristics

APR’s calibration experts found the factory drive and sport modes to be less than idea, especially when raising power with APR’s ECU Upgrade. Under part throttle, the transmission aggressively seeks the tallest gear possible, and at times does so at the expense of smoothness. Furthermore, shift points are optimized for the factory power levels, which vary greatly to those produced using APR’s ECU Upgrade. 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. The part throttle driving experience is greatly improved by matching the shift strategies to the increased output from APR’s ECU Upgrade. Drive mode has been optimized with fuel economy in mind while sport mode focuses on accelerative performance. While some may simply set wide-open-throttle (WOT) shift points to the vehicle’s max RPM limit, APR’s engineers chose shift points based on actual acceleration data. The 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 optimized before and after shifts.


Manual Mode Characteristics

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


Gear display indicator

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


Torque Limits

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


DSG Temperature Management

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

 

 

 

 

 

 

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.

 

  • 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 Upgrade for 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.