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    APR releases Stage 3 and 3+ for Mk7 GTI/R and Audi A3/S3

    522 crank horsepower out of a 2.0, not too shabby Click here to enlarge

    Click here to enlarge Originally Posted by Arin@APR Click here to enlarge
    APR Presents the Stage III EFR7163 Turbocharger System!

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

    Click here to enlarge

    Product Page

    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 itís the brainchild of APRís 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!

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    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 APRís 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
    APRís 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.

    VISIT OUR SITE FOR AN INTERACTIVE MODEL

    Click here to enlarge


    Detailed component photos and information

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    Engine Management

    Included with the turbocharger system is APRís 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!

    Click here to enlargeClick here to enlarge

    APRís 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, APRís 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.

    Click here to enlargeClick here to enlarge

    To better understand the complexity of the engine management system, one must first understand the models within. The factory engine management system uses modeled, or simulated input, to control the engine without the need for costly sensors. While some sensors are still used, the ECU does not measure how fast the turbocharger is spinning, temperature of the exhaust gasses, or how much backpressure is in the turbine housing, among many other important things. When developing the factory calibration, sensors were used to measure each of these items and then models were made within the ECU and the sensors were removed. The ECU then relies heavily on expected behavior from factory components. However, if these components are altered, such as changing the turbocharger, the models no longer work and the engine no longer runs correctly. This is why properly created Stage III software is so critical.

    Click here to enlargeClick here to enlargeClick here to enlarge

    To properly configure the ECU, APRís engineers spent months updating the ECUís modeled information to the new hardware specifications. While on the engine dyno, various expensive and sensitive probes were installed throughout the engine allowing APRís engineers to measure and alter critical information within the ECU. When hardware changes were necessary, APRís Mechanical Engineers were able to make changes, rather than requiring the calibrators to tune around the shortcomings. APRís incredibly powerful and proprietary ECUx data logging suite allowed APRís engineers to monitor every change within the ECU at extremely high resolution, ultimately resulting in a calibration that is responsibly created. The ECU fully understands the changes Stage III brings, and as such, can properly manage and control the engine. Because of this, APRís Engineers can aggressively seek exciting power levels without taking risky shortcuts. The engine operates more smoothly, enhancing everything from daily driving to full-on acceleration. Fuel economy is better and the ECU can properly protect the engine from dangerous operating conditions. To APRís Engineers, itís responsible tuning. To the driver, it just works.

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    Turbocharger and Wastegate

    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 APRís advance tuning strategies, the ultimate in performance and reliability has been achieved!

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    Power:
    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.

    Response:
    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, APRís engineers built Stage III around the EFRís optional T4 divided twin scroll turbine housing. This stainless steel housing is internally gated, making it the perfect solution for this application.

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    Reliability:
    With reliability also at the forefront of APRís engineering design criteria, the EFR continued to shine as the clear choice. APR chose the optional aluminum center section, which houses the EFRís massive ceramic ball bearing housing. Unlike traditional housings, and journal bearings as found on the OEM IHI turbocharger, the bearing arrangement provides a large thrust-load capacity, and thus reliability, over other setups. Friction is reduced, turbocharger response is enhanced, and oil blow-by resistance is greatly improved, making the EFR an extremely reliable solution.

    Integrated Equipment:
    The EFR7163 features an integrated recirculation port for mounting the factory diverter valve (DV), boost control solenoid (N75) and wastegate actuator, all of which ultimately reduces complexity of the install, and reduces engine bay clutter. Furthermore, APRís engineers integrated a stainless steel heat shield onto the turbocharger, to protect surrounding components. Each unit comes assembled and clocked, with the wastegate preload set, measured and tested, to ensure the unit simply bolts on without any modification necessary.

    Click here to enlargeClick here to enlargeClick here to enlarge

    Wastegate:
    The factory electronic wastegate can become problematic at higher output levels. The unitís electronics are sensitive to heat, and the plastic gears within can strip and fail while struggling and failing to hold and control boost pressure. In the event of failure, replacements are typically only readily available by purchasing a new OEM turbo, making for a costly scenario.

    APRís engineers upgraded the wastegate with an APR by TurboSmart dual-port, pneumatic unit, for its strength, reliability, protection and control over other units. The dual port design enables a high level of control, without the need for excessive spring pressure or preload on the wastegate. Unlike many other designs, this allows the wastegate to operate the turbo in a low-boost protection mode, should the need arise. Furthermore, the unit is capable of accurately controlling and holding higher boost pressure levels without prematurely cracking open, or overheating under prolonged use. The unit simply comes assembled, configured and installed on the turbo, ready for use!

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    Manifold Adapter

    The APR Exhaust Manifold Adapter is investment-cast using the nickel-chromium-based Inconel 625 super alloy, with reliability, strength and performance at the forefront of the compact, twin scroll design.

    Click here to enlargeClick here to enlarge

    Single Scroll vs Twin Scroll:
    In an effort to optimize performance through decreased turbocharger lag, quicker transient response, and maximized peak power, APRís engineers designed and tested single and twin scroll manifold adapters. The twin scroll design was ultimately chosen as it spooled the turbocharger several hundred RPM sooner and offered no measurable tradeoffs.

    Inconel 625 Super Alloy:
    Inconel 625 is typically the material of choice on motorsport applications and was chosen for its exceptional strength and high temperature resistance characteristics. Compared to other common materials such as iron or lower grades of stainless steel, Inconel 625 is costlier, but withstands extreme exhaust gas temperature changes without expanding, contracting, cracking or melting under high stress.

    Click here to enlargeClick here to enlargeClick here to enlarge

    Investment Casting:
    A loss wax investment casting technique is used in the creation of each manifold as the method produces repeatable parts with organically shaped internal flow paths. Mounting surfaces are CNC machined flat, and manifold studs are preinstalled in-house. Exhaust gasses are smoothly routed through the adapter, reducing turbulence and exhaust back pressure, to further aid in performance. Lastly, unlike a hand-fabricated design there are no welds to stress and crack over time, further increasing the reliability of the APR design over other design methodologies.

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    Silicone Hoses

    The turbocharger inlet and outlet hoses are designed with performance, strength, longevity, and total compatibility with all factory components.

    Click here to enlargeClick here to enlarge

    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 APRís EZ-Flow stepped design to provide a port-matched surface transition, as it eliminates performance-robbing airflow disruptions associated with other designs.

    Each hose is oriented such that it is completely compatible with all OEM parts. The turbocharger outlet pipe simply slips over the factory turbocharger discharge pipe, while the turbocharger inlet pipe uses CNC machined, billet aluminum adapters that mimics the OEM mounting surfaces for the PVC hose and intake hose. Lastly, a billet vacuum reference port for the wastegateís boost solenoid is preinstalled on the intake adapter, simplifying the install.

    Reducing the chance of a leak is critical to performance and as such, the pressurized turbocharger outlet pipe features two high-strength stainless steel T-Bolt clamps from Clampco. The non-pressurized turbocharger inlet hoses use clean and low-profile, OEM-style Oetiker clamps to hold the billet adapters and comes preinstalled. Lastly, a worm gear clamp is used to easily attach the turbocharger inlet pipe to the turbocharger.

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    Exhaust Downpipe

    The Borg Warner EFR Turbochargerís outlet size differs from the factory turbocharger and as such, a new 3Ē 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.

    Click here to enlargeClick here to enlarge

    The 3Ē V-Band downpipe is created from T304 stainless steel and features cast bends with argon back purged TIG welding throughout. The system uses APRís low profile OEM style flex section, non-protruding oxygen sensor bung, and thick mounting bracket. Each downpipe is assembled, finished and quality controlled in-house.

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    MAP Sensors and Boost Tap

    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.

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    The pre-throttle MAP sensor is upgraded with a Bosch 4-bar sensor. The factory post-throttle T-MAP sensor is retained for accurate temperature readings and a 5-bar sensor is included and attached to the manifold through the included APR Stage 3 Boost Tap. All necessary hardware for mounting and configuring the boost tap is included.

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    Oil and Coolant Lines

    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.

    Click here to enlargeClick here to enlarge

    The braided stainless steel oil 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.

    The coolant feed and return lines also feature CNC mandrel bent hard-lines with custom low profile banjo bolts and copper crush washers. Flexible Borg Warner coolant hoses are used throughout, and a rubber heater hose with anti-abrasion shrink-flex connects the system to the heater core. OEM spring clamps make the install easy, and a one time use oetiker clamp provides a strong and leak free connection between the hose and factory fittings. Lastly, DEI heat shielding is included, protecting the coolant lines from heat.

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    Wiring Harnesses

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    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.

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    Spark Plugs

    Click here to enlarge

    To cope with raised cylinder pressure and temperature, new Denso Iridium IKH24 spark plugs are included. The plugs operate at a heat range colder than stock, which results in better pre-detonation resistance and spark plug life under extreme conditions.

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    Install Hardware

    Click here to enlarge

    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.

    APR has a worldwide network consisting of many professional shops capable of performing installation of this turbocharger system. To accompany our world-class technical support hotline, a full, printed, step-by-step install manual is included to make the install process smooth and simple!
    Click here to enlarge Originally Posted by Arin@APR Click here to enlarge
    Dyno Testing

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    To see all Stage 3 and 3+ results, on both platforms, visit our Product Page.

    Calibration Report

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    Acceleration Testing

    [u2b]iVIdPiPA1j4[/u2b]

    [u2b]A5NmVycPe14[/u2b]

    Click here to enlarge

    - Acceleration data collected at the same location with a US Spec 2015 Volkswagen Golf R DSG Stock via a Racelogic P-Box's actual data files (not screen data) with ESP disabled, race/dynamic mode, sport mode, and automatic redline shifts. Stage III+ 93 figures collected with a US Spec 2015 Audi S3, APR Stage III+ with intake, intercooler, midpipe, TCU Upgrade, APR wheels, Michelin Tires and Brembo Brakes. 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.

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    Requirements and Recommendations

    Fueling

    Click here to enlarge

    To achieve Stage III+ power levels APRís upgraded injectors and fuel pump are required. No fueling upgrades are required for Stage III power levels.

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    Exhaust System

    Click here to enlargeClick here to enlarge

    The APR Front Wheel Drive Midpipe or APR All Wheel Drive Midpipe is required if the vehicle is not already equipped with an APR downpipe. The factory catback exhaust may remain unmodified.

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    Intake System

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    The APR Carbon Fiber Intake System is recommended and required to meet the advertised power levels.

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    Intercooler and Charge Pipes

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    The APR Intercooler System is recommended and required to meet the advertised power levels. APR intercooler and throttle body boost hoses are recommended for the best results.

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    Transmission

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    APR cannot make any guarantees as to the longevity of the OEM manual transmission clutch or DSG/S Tronic clutches in every transmission and therefore an upgraded clutch, such as APR's upcoming DSG Clutch Packs, are recommended and may be required depending on the stage, octane, driving style and clutch health. APRís Stage III DQ250 TCU Upgrade is required for DSG / S Tronic models.

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    Engine Internals

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    Stage III and III+ power, torque, boost, cylinder pressure and temperature levels and more are substantially higher than stock. APR cannot make any guarantees as to the longevity of the factory engine internals or all factory components on every engine. As such, APR recommends upgrading rods/bearings, pistons/rings and valve springs for increased engine reliability and longevity, especially when using race fuel, or Stage III+.

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    Spark Plugs

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    Denso Iridium IKH24, gapped to 0.024" Ī0.002" or 0.6mm Ī0.05mm with a change interval of 10-15,000 mi or 16-24,000 km spark plugs are included and required.

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    Oil and Coolant

    Click here to enlarge

    APR recommends using Motul oils, coolants and lubricants with the APR Oil Catch Can System. APR strongly recommends an ester based oil, such as Motul 300V 10w40.

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    Application Guide

    Vehicles:

    - Audi A3 (Typ 8V / MK3)
    - Audi S3 (Typ 8V / MK3)
    - Volkswagen GTI (Typ 5G - MK7)
    - Volkswagen Golf R (Typ 5G - MK7)

    Engines:

    - 2.0 TFSI EA888 Gen 3
    - 2.0 TSI EA888 Gen 3

    Transmissions:

    - 6 Speed Manual
    - S Tronic
    - DSG

    Drivetrain

    - Front Wheel Drive
    - All Wheel Drive

    Market

    - North America (Rest of World markets / vehicles to follow)

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    Pricing

    Click here to enlarge

    Turbocharger Loyalty Program

    Weíre pleased to announce the turbocharger upgrade path just got a little easier little for our loyal APR customers. If youíve purchased an APR ECU Upgrade and want to upgrade to one of our turbocharger systems, you can take advantage of fantastic savings! Itís our way of saying ďthank youĒ for enjoying our ECU Upgrades before stepping up to the big leagues! To see the savings, look over the pricing tiers below.

    T3100080 - Front Wheel Drive (GTI)
    T3100079 - All Wheel Drive (A3/S3/Golf R)

    $4,999.99 - Existing APR ECU Upgrade Customer
    $5,499.99 - New Customer

    Please Note: An APR Dealer MUST check software availability and compatibility before purchase.

    To purchase, please find an APR dealer!

    Thank you and Go APR!

  2. #2
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    1 out of 1 members liked this post. Yes Reputation No
    Heres an R making a solid 10 second pass


  3. #3
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    APR Stage III & Stage III+ EFR7163 Turbocharger System released for MKVII GTI, Golf R, Audi A3, and Audi S3 - 476 whp

    Well... this is a ton of power out of the 2.0 TFSI EA888 Gen 3 direct injected inline-4 engine. APR may have its faults but they certainly do consistently release VAG products that produce very good power. The dollar per horse ratio may not be the best but the Stage III and Stage III+ EA888 turbo systems are potent.

    Click here to enlarge

    How does 476 wheel horsepower on 100 octane race gas sound? Ok, you're asking about the pump figure now. Well, on 91 octane that number is a respectable 404 wheel horsepower. 93 octane fuel takes it to 417 whp. Here are the dynographs:

    Stage III 91 Octane GTI / Golf R / A3 / S3:

    Click here to enlarge

    Stage III+ 91 Octane GTI / Golf R / A3 / S3:

    Click here to enlarge

    Stage III 93 Octane GTI / Golf R / A3 / S3:

    Click here to enlarge

    Stage III+ 93 Octane GTI / Golf R / A3 / S3:

    Click here to enlarge


    Stage III 100 Octane GTI / Golf R / A3 / S3:

    Click here to enlarge


    Stage III+ 100 Octane GTI / Golf R / A3 / S3:

    Click here to enlarge

    Here are the quick facts as provided by APR:

    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.


    They say no 'costly dyno tuning' but a custom tune might squeeze some more power out over a canned tune. Regardless, no denying this is a powerful 2.0 EA888 package in Stage III or Stage III+ trim.

    No denying this package is fast either. Just look at the 0-150 acceleration of a Stage III+ on 93 octane:


    The difference between Stage III and Stage III+ is the APR fueling upgrade. You need fuel to make power so it makes sense, right? The APR EA888 fueling upgrade costs an additional $1499.99.

    The retail price for front wheel drive or all wheel drive setups is $5499.99. The 'loyalty' program discounts this to $4999.99.

    You will find it hard to find a better package for the money on the platform. At least as of the time as this writing.

    Click here to enlarge

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  4. #4
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    drama-free 0-60 in 3 seconds? awesome.

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    I love this. Will embarrass most super cars on the road.

    Ken

  6. #6
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    Click here to enlarge Originally Posted by KEMA Click here to enlarge
    I love this. Will embarrass most super cars on the road.

    Ken
    It will put up a good fight with a lot of cars as long as the owner always is running race gas...

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    Click here to enlarge Originally Posted by Sticky Click here to enlarge
    It will put up a good fight with a lot of cars as long as the owner always is running race gas...
    APR has an Ethanol flex fuel kit that should be available in the coming months for the MK7/S3 so as long as you also have there MPI no reason you shouldn't be able to make the same power on e85 as the race gas map.

    Also, their APR DSG clutch packs are going to be released any day now according to Arin from APR.

  8. #8
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    Click here to enlarge Originally Posted by bmw335iguy Click here to enlarge
    APR has a flex fuel kit that should be available in the coming months for the MK7/S3 so as long as you also have there MPI no reason you shouldn't be able to make the same power as the race gas map.
    That's pretty cool!

    Click here to enlarge Originally Posted by bmw335iguy Click here to enlarge
    Also, their APR DSG clutch packs are going to be released any day now according to Arin from APR.
    APR's on a roll. A lot of people like to hate them but they certainly do wonders for the VW crowd.

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