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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.

 

 

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

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.

It is available in the following configurations:

  • Full System - Shifter Lever and Shifter Relay
  • Shifter Lever Assembly Only
  • Shifter Relay Assembly Only