APR Tuning Products for the Audi MkI TT 180 and 225

APR is proud to release our newest addition to the APR Motorsport lineup, APR Compressor Inlet Hoses for the 1.8T. We designed these hoses to fill a gap in the market where other silicone hoses simply don’t perform.

After extensive testing our engineers have found that the OEM compressor inlet hose is not rigid enough to prevent collapse during high boost situations where airflow to the turbo is most important. A collapsed hose creates a huge airflow restriction that robs your motor of potential power!

Our engineers designed a replacement hose of high quality silicone with wire wrapping throughout to ensure no collapse at even the highest boost pressures. We found that simply recreating the hoses in silicone, no matter the density of the silicone, still allowed a collapse to occur. The wire wrapping ensures that not even the slightest collapse will be experienced providing more air to the turbo via the larger diameter of the hose and smoother transitions unleashing hidden power!

APR Motorsport Compressor Inlet Hoses are available in three colors; blue, black, and red. All APR Motorsport Hoses include everything you need for complete installation, including fittings and clamps.

APR is pleased to present our front mounted intercooler for the TT. The construction and advanced design techniques used in the APR intercooler sets ours apart from all the others on the market. Utilizing such technologies as a top-bottom feed core, custom mandrel bent plumbing, and innovative cast endtanks with internal vaning, our intercooler has produced excellent results in testing. The 180TT features a "C"-style intercooler, and the 225TT has a "Z"-style intercooler.

The conditions of one test that was performed is as follows: at 20 psi of pressure with a vehicle speed of 70 mph, and an elevation of approximately 500 feet above sea level. Under these conditions the internal flow was measured at 720cfm. Also at those conditions, with an input temp of 240º F, the intercooler was quite effective; cooling the output air to 126º F. While doing this, the intercooler measured a pressure drop of only .58 psi.

Equally as impressive with the APR intercooler was the external pressure drop (the amount of air pressure behind the intercooler) of only 1.01 psi. This helps to allow airflow to other critical parts of the car such as the radiator and A/C condenser. While the internal pressure drop is important, the external pressure drop is often overlooked. Most other intercoolers commonly cause 1.5 to 2.0 pounds of pressure drop, hindering the radiator from effectively doing its job of cooling the engine.

The highlights of the APR Intercooler kits include the following:

* APR Cast End Tanks with Internal Vaning
* Top-Bottom Feed Bar and Plate Aluminum Core
* Mandrel-Bent, Powdercoated Stainless Steel Plumbing
* APR Custom Silicone Intake Hoses
* All Associated Bracketry and Hardware

APR’s Front Mounted Intercooler Kits were developed specifically with the 1.8T engine in mind. Extensive research went into to choosing the proper sized heat exchanger and what the optimal flow direction would be. A top-bottom, bar and plate heat exchanger with proprietary internal heat sink fins was chosen. This style heat exchanger offered very competitive performance when compared to the more an extruded tube design. Along with a low internal pressure drop, this style heat exchanger excels by presenting a lower external pressure drop then an extruded tube design. This allows for more air to penetrate through it for cooling of the radiator and other essential components.

Once the ideal heat exchanger was chosen, the task of using it to its fullest potential began. Unique cast aluminum end tanks were designed to ensure that the hot air entering the system would travel the full length of the core. A precise fin structure within the end tank helps to distribute hot air evenly across the core for the most effective cooling possible. Each fin is positioned at a specific angle to direct the correct amount of air down into that section of the heat exchanger. This allows the whole core to work at dissipating the heat.

When moving this air to and from the intercooler, you want to do so with the least amount of resistance as possible. With this in mind an effective series of tubing was designed. A combination of stainless steel and silicon tubing was used to create seamless internal geometry for the air to flow through. The stainless sections are used for the longer spans of tubing. The silicon is used to seamlessly and smoothly transition between diameters and to navigate through existing hardware.

The FMIC kit would not be complete without quality mounting hardware. Careful attention was paid to this area. We found that custom sheet metal designed brackets offered a healthy balance of a strength and aesthetics. All sheet metal parts are powder-coated to withstand rust so that they will remain strong throughout the life of the product.

Overall APR’s FMIC kit is the absolute best kit you will find on the market today. We work hard to design and engineer products that will last long and perform well for years to come and this product is no exception.

Our all aluminum end-tanks are factory like cast pieces. A cast piece ensures consistency in the production process, which in turn guarantees proper fitment to the core. Once mated and welded to the core, all assemblies are pressure tested to 60psi before even arriving at APR’s facility. The fins cast inside the tank help distribute the incoming air evenly across the core. The number of fins and the angle of each were changed many times until the optimum results were achieved. This design is an APR exclusive in this market. You won’t find this attention to detail in any other offering.

There are two primary core designs commonly used for cooling: the bar and plate design and the extruded tube. While both offer similar performance, a bar and plate intercooler is more efficent for cooling the intake charge temparature.

The size of the core is also very important. APR started with the optimum size core that can handle applications common on the 1.8T. From a standard chipped car to a Stage III, this core is extremely efficient and does an outstanding job in reducing intake temps.

The plumbing on an intercooler system is very important. Getting the air to and from the heat exchanger is simply a necessary part of the kit. Doing this job as smoothly as possible requires a little more attention to detail. The piping included in the kit is mandrel bent, powder coated stainless steel. The beaded ends (as seen in Pro-E drawing) help keep the silicon hoses in place under pressure.

The tooling for the silicon hoses is drawn up on Pro-Engineer and manufactured in house for precise fitment. Incorporated into the design is a recessed end, which allows the pipe to lie flush inside the hose, eliminating protruding edges that inhibit airflow.

All brackets included in the kit are powder coated and shaped from 16-gauge sheet metal for excellent strength and long lasting reliability. The spacers used to level the core are machined aluminum and fit perfectly on the machined mounting points of the end tanks.
To reinforce the modified bumper support, we have added a 14 gauge steel plate across the top of the support. This essentially replaces the portion removed from the lower half of the support, retaining the function of the assembly as a whole.

The APR Motorsport Intake Manifold is a high flow cast aluminum replacement intake manifold for any transverse 1.8T. Features of the manifold include larger runners with smoother transitions, a large barrel designed to reduce turbo lag, pressed and bead rolled vacuum fittings, OEM injector seats, and a 76mm throttle body.

The APR Motorsport Intake Manifold is available in either a black powdercoated finish or an unfinished casting for polishing or custom painting. It is also available with or without the throttle body, making the Intake Manifold flexible for both application and styling.

Applying the Intake Manifold to an APR Stage III or III+ will produce power levels in excess of the stock motor internals abilities and upgraded connecting rods are recommended.

Expected gains when applied to an APR Stage III or III+ are 40-50hp, 20-30ft-lbs and reduced turbo lag of approximately 100-200 rpm’s.

Highlights of the APR R1 Diverter Valve Include:

* Diaphragm-Based Valve
o High-Temperature, Nomex-Reinforced Material for Extreme Durability
o Zero-Friction
o No Sticky O-Rings to Maintain and Grease
o No Pistons to get Stuck
o Consistent Performance Year Round
* Flow-Optimized, Investment-Cast Main Housing
* Stainless Steel Vacuum Fitting
* Zero-Maintenance Design
* Built with Finest Materials and Surface Treatments
* Fully Machined and Assembled at APR Headquarters in the United States for Optimal Quality Control

The APR R1 diverter valve was designed to be the ultimate solution to the problem of unreliable factory and aftermarket diverter valves and to be the leader in performance. Although most are of good design, factory diverter valves are built in a very conscious manner and the materials and overall life and reliability suffer. For the performance enthusiast, the diverter valve is an important component whose proper operation is paramount to optimal engine operation.

Enter the R1: APR�s R1 diverter valve addresses all of the reliability problems of the factory-supplied diverter valves and aftermarket replacements and takes performance to the next level. The R1 is a diaphragm-based valve. A diaphragm is the best option for a diverter valve for several reasons. First off, a diaphragm has negligible friction. Piston-based valves have considerable friction from the piston, o-ring, and bore assembly. The lower friction R1 diaphragm equates to faster response and better overall performance. Secondly, diaphragms do not require the periodic greasing that piston-based valves do. Piston-based valves must be qreased periodically (usually every year or sooner), requiring removing the valve from the car, disassembling and reassembling the valve. The APR R1 was designed to be maintenance free for the life of the product. Thirdly, a diaphragm based valve will never have a stuck piston. Piston-based valves periodically incur stuck pistons (especially if the required maintenance schedules are not followed.) Due to the lack of a piston, the APR R1 solves this problem.

The R1 is designed for optimal performance. The main body of the valve is investment cast in an aluminum alloy. By utilizing this casting process in lieu of a more conventional machining process, APR was able to optimize the internal geometry of the valve to provide the ultimate in flow performance. This geometry cannot be created utilizing conventional machining. As such, the APR R1 has much better flow characteristics than other diverter valves. Combined with the low friction diaphragm assembly, this equates to a valve that is truly a performance leader.

The materials used in the R1 are standard setting. The diaphragm is created out of high temperature material and incorporates a Nomex fabric reinforcement layer for enhanced durability and a diaphragm that will never tear. The alloy main body is finish machined at APR and receives a multilayer corrosion resistant and cosmetic enhancing finish. All machining and final assembly takes place at APR headquarters in the United States for optimal quality control and consistency.

APR announces the Transverse Stage III system. This turbo system upgrade is available for the 180HP TT Quattro and FronTrak. This kit is capable of 290 horsepower and 296 foot-pounds of torque at the flywheel on 93 octane gas, while retaining stock-like drivability. The highlights of the kit include the following:

* APR Investment Cast Inconel Exhaust Manifold
* Honeywell/Garrett Ballistic Series Ball-Bearing Turbocharger
* Larger APR designed Mass Airflow Sensor Housing
* APR Custom Cast Silicone Intake Hoses
* APR High Flow Fuel Injectors and Fuel Pump
* All Associate Plumbing and Hardware

The VAG 1.8T has quickly proven itself as one of the most technological power plants available. While the engineers who developed the kit made fantastic gains in both efficiency and reliability, they left much to be desired with regard to power. The Transverse Stage III Turbo System bridges this gap with uncompromising quality and extreme power. Stage III is the newest addition to APR's quality line of products.

While other companies use the term "R&D" loosely, we at APR feel that quality products start with quality planning. We begin with an idea and study the feasibility of the product. As designers we put a strong emphasis on safety and reliability. APR engineers developed the Stage III kit using Pro Engineer 2000i² 3-D CAD software. Prototypes are then processed using the 3-D Systems SLA machine. This rapid prototyping procedure allows for quick cast prototypes to ensure a perfect fitting final component. After the component has been verified correct, the final material cast can be run.

The Stage III utilizes one of the newest and most efficient turbos available. The Honeywell/Garrett turbos utilize the latest ball bearing design coupled with an integral wastegate and Inconel wheel. Make no mistake, these are not standard turbos retrofitted to ball bearing specs; they are the same type used in countless forms of motor racing such as the Audi R8 in the 24 Hours of Le Mans Series. APR is one of a few Garrett Engineering Houses in the US. We work closely with their engineers to design turbos that produce our desired performance level for each kit.

The APR Exhaust manifold is investment cast Inconel 625. Such material was chosen for its excellent thermal properties. Inconel can withstand temperatures of up to 2500 degrees Fahrenheit without structural degradation. The manifold runners are paired so that the exhaust pulses do not interfere with each other. This design maximizes low-end spool-up and boost-response. The manifold runners were also sized according to the power levels desired and with the size of the exhaust ports in mind. In order to prove the design, the drawing, as it existed in Pro-E, was run through a computational fluid dynamics program. This APR exhaust manifold is arguably the best 1.8T manifold available anywhere in the world due to its superior design and construction. No other company in North America has come close to reproducing a manifold at this level.

Other components quickly reached their operational limits and were also fabricated. The increased flow necessitated a larger MAF Housing. The diameter of the intake tubing was also increased to accommodate the increased airflow. A new larger air horn was placed on the MAF to further increase velocity. A flow straightener was then added to keep turbulence to a minimum. A flow straightener seems like a small detail and is easily over looked by most companies. However, this "small detail" is an integral component of this system allowing the larger MAF housing to be properly utilized. A new high volume fuel pump was added along with larger injectors to keep the fuel system within acceptable parameters.

APR engineers write their own proprietary data logging software and analysis programs. This tuning software, combined with APR's Dynapack chassis dynamometer, allows a degree of precision never before seen in the aftermarket industry. Our dyno tuning allows us to tune to any RPM at any load level. This equates into the smoothest, most powerful tuning available. Our software, as with our hardware, is equally ahead of the competition. It's a rare combination to find a tuning company that engineers both the software AND the hardware for their systems. The advantage of designing hardware that is built to utilize our specific software, is obvious. OUR hardware working with OUR software is what comprises a truly engineered "system" and not just a conglomeration of parts.

No other company has the switching capabilities or the programming capabilities that we have. From home programming to industry leading EMCS, our products set the bar in which all others are measured.

Exhaust Manifold

The stage 3 exhaust manifold is investment cast out of Inconel, a high-temperature nickel alloy. The manifold was designed in CAD and optimized using computational fluid dynamics (CFD) software. What this means to the end user is the ultimate in performance and reliability.

Cast Aluminum Crossover Pipe and Turbo Inlet

These CAD designed pieces will give the casual observer the impression that the Stage III system was factory installed. The two black powder coated aluminum parts mate with a well placed O-ring and are bolted into the car with top-notch hardware. The inlet pieces are intentionally large and sport smooth lines so as to provide free breathing to the turbocharger.

Cast Exhaust Downturn

After the spent gases have left the turbocharger turbine, they flow into this stainless steel piece that directs the exhaust gases down, towards the underside of the car into the exhaust downpipe.

MAF Housing

The mass air flow sensor (or MAF sensor) measures the amount of incoming air and sends an analog signal to the engine computer representing the amount of air flowing into the engine. The MAF sensor is mounted in a cylindrical housing that is sized according to engine displacement and maximum power output. We replace the stock MAF housing with a cast aluminum unit to allow the proper metering of the additional airflow and to minimize pressure losses. The cast aluminum housing is CNC machined to exacting tolerances and powder-coated to inhibit corrosion.

Air Horn

A spun aluminum air horn is supplied with the stage 3 system. This component mates to the MAF housing and helps to smoothly collect the air as it exits the airbox.

Honeywell/Garrett Turbocharger

Representing the latest in turbocharger technology, a Garrett Ballistic series turbocharger is the only choice for a premium turbocharger system. APR is unique in that we deal directly with Garrett turbochargers rather than buying turbochargers through turbocharger supply houses. Our engineering-house distributor status with Garrett turbochargers means that we receive assistance from the manufacturer on technical issues and work with Garrett engineers on specifying the optimal turbocharger for each application.

Intake Heat Shielding

A custom heat shield is included with the kit to reduce the effect of radiant heat from the exhaust manifold being absorbed into the intake stream.

Flow Straightener

The correct flow straightener was sourced to ensure laminar air flow through the mass air flow sensor. This is important for proper air flow metering at all flow levels. The flow straightener is sandwiched between the MAF meter and the air horn and is held in place by a retaining clip.

APR announces the Transverse Stage III+ system. The ultimate turbo system upgrade is now available for the TT. This kit is capable of 340 horsepower and 320 foot-pounds of torque at the flywheel on 93 octane gas, while retaining stock-like drivability. The highlights of the kit include the following:

* APR Investment Cast Inconel Exhaust Manifold
* Honeywell/Garrett Ballistic Series Ball-Bearing Turbocharger
* Larger APR designed Mass Airflow Sensor Housing
* APR Custom Cast Silicone Intake Hoses
* APR High Flow Fuel Injectors and Fuel Pump
* All Associate Plumbing and Hardware

The power increase with the APR Stage III+ kit for the 1.8T is substantial. It is highly recommended that brake and suspension upgrades are done to safely use the potential of this upgrade. It is also recommended that the stock engine internals be upgraded for power levels above 93 octane, as APR is not responsible for this type of damage to the engine.

The VAG 1.8T has quickly proven itself as one of the most technological power plants available. While the engineers who developed the kit made fantastic gains in both efficiency and reliability, they left much to be desired with regard to power. The Transverse Stage III Turbo System bridges this gap with uncompromising quality and extreme power. Stage III is the newest addition to APR's quality line of products.

While other companies use the term "R&D" loosely, we at APR feel that quality products start with quality planning. We begin with an idea and study the feasibility of the product. As designers we put a strong emphasis on safety and reliability. APR engineers developed the Stage III kit using Pro Engineer 2000i² 3-D CAD software. Prototypes are then processed using the 3-D Systems SLA machine. This rapid prototyping procedure allows for quick cast prototypes to ensure a perfect fitting final component. After the component has been verified correct, the final material cast can be run.

The Stage III utilizes one of the newest and most efficient turbos available. The Honeywell/Garrett turbos utilize the latest ball bearing design coupled with an integral wastegate and Inconel wheel. Make no mistake, these are not standard turbos retrofitted to ball bearing specs; they are the same type used in countless forms of motor racing such as the Audi R8 in the 24 Hours of Le Mans Series. APR is one of a few Garrett Engineering Houses in the US. We work closely with their engineers to design turbos that produce our desired performance level for each kit.

The APR Exhaust manifold is investment cast Inconel 625. Such material was chosen for its excellent thermal properties. Inconel can withstand temperatures of up to 2500 degrees Fahrenheit without structural degradation. The manifold runners are paired so that the exhaust pulses do not interfere with each other. This design maximizes low-end spool-up and boost-response. The manifold runners were also sized according to the power levels desired and with the size of the exhaust ports in mind. In order to prove the design, the drawing, as it existed in Pro-E, was run through a computational fluid dynamics program. This APR exhaust manifold is arguably the best 1.8T manifold available anywhere in the world due to its superior design and construction. No other company in North America has come close to reproducing a manifold at this level.

Other components quickly reached their operational limits and were also fabricated. The increased flow necessitated a larger MAF Housing. The diameter of the intake tubing was also increased to accommodate the increased airflow. A new larger air horn was placed on the MAF to further increase velocity. A flow straightener was then added to keep turbulence to a minimum. A flow straightener seems like a small detail and is easily over looked by most companies. However, this "small detail" is an integral component of this system allowing the larger MAF housing to be properly utilized. A new high volume fuel pump was added along with larger injectors to keep the fuel system within acceptable parameters.

APR engineers write their own proprietary data logging software and analysis programs. This tuning software, combined with APR's Dynapack chassis dynamometer, allows a degree of precision never before seen in the aftermarket industry. Our dyno tuning allows us to tune to any RPM at any load level. This equates into the smoothest, most powerful tuning available. Our software, as with our hardware, is equally ahead of the competition. It's a rare combination to find a tuning company that engineers both the software AND the hardware for their systems. The advantage of designing hardware that is built to utilize our specific software, is obvious. OUR hardware working with OUR software is what comprises a truly engineered "system" and not just a conglomeration of parts.

No other company has the switching capabilities or the programming capabilities that we have. From home programming to industry leading EMCS, our products set the bar in which all others are measured.

Exhaust Manifold

The stage 3 exhaust manifold is investment cast out of Inconel, a high-temperature nickel alloy. The manifold was designed in CAD and optimized using computational fluid dynamics (CFD) software. What this means to the end user is the ultimate in performance and reliability.

Cast Aluminum Crossover Pipe and Turbo Inlet

These CAD designed pieces will give the casual observer the impression that the Stage III system was factory installed. The two black powder coated aluminum parts mate with a well placed O-ring and are bolted into the car with top-notch hardware. The inlet pieces are intentionally large and sport smooth lines so as to provide free breathing to the turbocharger.

Cast Exhaust Downturn

After the spent gases have left the turbocharger turbine, they flow into this stainless steel piece that directs the exhaust gases down, towards the underside of the car into the exhaust downpipe.

MAF Housing

The mass air flow sensor (or MAF sensor) measures the amount of incoming air and sends an analog signal to the engine computer representing the amount of air flowing into the engine. The MAF sensor is mounted in a cylindrical housing that is sized according to engine displacement and maximum power output. We replace the stock MAF housing with a cast aluminum unit to allow the proper metering of the additional airflow and to minimize pressure losses. The cast aluminum housing is CNC machined to exacting tolerances and powder-coated to inhibit corrosion.

Air Horn

A spun aluminum air horn is supplied with the stage 3 system. This component mates to the MAF housing and helps to smoothly collect the air as it exits the airbox.

Honeywell/Garrett Turbocharger

Representing the latest in turbocharger technology, a Garrett Ballistic series turbocharger is the only choice for a premium turbocharger system. APR is unique in that we deal directly with Garrett turbochargers rather than buying turbochargers through turbocharger supply houses. Our engineering-house distributor status with Garrett turbochargers means that we receive assistance from the manufacturer on technical issues and work with Garrett engineers on specifying the optimal turbocharger for each application.

Intake Heat Shielding

A custom heat shield is included with the kit to reduce the effect of radiant heat from the exhaust manifold being absorbed into the intake stream.

Flow Straightener

The correct flow straightener was sourced to ensure laminar air flow through the mass air flow sensor. This is important for proper air flow metering at all flow levels. The flow straightener is sandwiched between the MAF meter and the air horn and is held in place by a retaining clip.

APR Fuel Injectors

APR sent many hard hours with a major OEM manufacturer to develop a fuel injector that has the same spray pattern as a stock injector, but with a very high flow output.

APR is proud to release our newest addition to the APR Motorsport lineup, APR Throttle Body Hoses for the 1.8T. We designed these hoses to fill a gap in the market where other silicone hoses simply don’t perform.

After extensive testing our engineers have found that the OEM throttle body hose is not rigid enough to prevent flex during high boost situations where getting airflow to the motor is most important. A flexed hose like the factory one creates delayed throttle response and pressure drop.

Our engineers designed a replacement hose made of high quality silicone to minimize flex and get the pressurized air to the motor faster. APR Motorsport Hoses also have smoother transitions to help increase air velocity.

APR Motorsport Throttle Body Hoses are available in three colors; blue, black, and red. All APR Motorsport Hoses include everything you need for complete installation, including fittings and clamps.

Show your APR pride with our APR Tuned badges. Our badges have a polished chrome finish to keep a factory-like look over the years. The badge is approximately 2 3/4" long and 1 1/2" tall, and nicely replaces the stock engine designation badge on the back of the car.

APR now offers a complete coolant line kit for your 1.8T with a Garrett or KKK turbocharger. These lines look great and include all the necessary hardware.

APR now offers a complete oil line kit for your 1.8T with a Garrett GT turbocharger. These lines have the correct fittings crimped directly to the stainless line, minmizing the chance for leaks on these critical parts.

The oil feed line is a -6 line that comes with all the necessary banjo fittings and hardware for the 1.8T. It also comes with the correct oil inlet restrictor for the GT series turbos.

The oil drain line is a -10 line and includes the CNC'ed flanges for both the drain of the turbocharger and the oil pan itself. This line also includes all the necessary hardware for a tight seal.

APR now has a full 3" stainless steel, mandrel bent, exhaust for the 225hp TT Quattro.

APR's TT Exhaust is a stainless steel, mandrel bent, turbo-back exhaust. Our exhaust begins at the factory turbocharger with a beautifully shaped 3" pipe with a flex section. It then continues through a high flow catalyst and two 3" straight sections to the rear muffler. The exhaust is finished off with two elegant round tips.

With TIG welding, fully stainless construction, and CNC'ed hangers, you will not find a higher quality system on the market.

APR's TT Exhaust is a stainless steel, mandrel bent, cat-back exhaust. Our exhaust begins after the factory catalytic converter with a 2.5" pipe, and continues back to the muffler and two elegant semi-oval tips. This exhaust really wakes up the TT and gives it a deep snarl that a sports car of the TT's caliper deserves. With TIG welding, fully stainless construction, and CNC'ed hangers, you will not find a higher quality system on the market. If you have a 180hp TT, you will need to get the rear lower valence for a 225hp TT.