APR Tuning Products for the Audi MkII TT 2.0T

APR has designed the best intercooler upgrade for your 2.0T FSI engine as found in the Audi A3 and TT. Charge air cooling is essential to maintaining powerful and safe operation of a turbocharged engine and as performance is increased, so must the efficiency of the intercooler. The APR FSI Intercooler is a perfect OEM intercooler replacement with an intercooler core size almost three times the size of the original unit.

* Cast Aluminum End Tanks
* Bar and Plate Core Design
* Silicone Pressure Hoses
* Direct OEM Fitment - NO Trimming Necessary
* Fits ANY Stock or Aftermarket Bumper Cover
* Adaptor Coupler for Stock Plumbing

APR’s Intercooler Kit for the transversely mounted 2.0T FSI was designed with maximum performance and minimal intrusion in mind. APR’s unique ability to design and cast intricate aluminum end tanks allows us to make an intercooler that fits in the same location as stock, but with a much larger core size.

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, plumbing was designed for the intercooler. Silicone tubing was used to create seamless internal geometry for the air to flow through while also allowing smooth transitions between diameters. A unique CNC-machined coupler allows the silicone APR hoses to connect to the rest of the stock inlet plumbing.

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

Several tests were done in order to prove the differences between the stock intercooler and the APR one. One test for thermal effectiveness involved placing the car on the dyno with our normal assortment and arrangement of cooling fans. The car was then run through a rigorous testing procedure that involved allowing it to idle to a normal operating temperature, and then running it through five power runs.

During each run, the engine speed was brought to 2000 rpm for fifteen seconds. This allows the air to run throughout the system and allows the intake air temperature to normalize and negate heat soak from the car sitting at idle. The car was then taken from 2000rpm to 6800rpm at full throttle under load over the next thirty seconds. The car was then allowed to idle for one minute before the next run was started. Each lighter line on the graph above represents each power run, and the darker line represents the average over five runs.

The stock intercooler was tested on one day, the APR intercooler was installed, and the testing repeated the next day. The conditions were very similar on both days, however it was slightly hotter (3ºF) on the day the APR intercooler was tested.

Most alarming about this entire test was the fact that during the third run with the stock intercooler, the car began to pull boost and timing in order to protect itself from the high intake temperatures. The car also exhibited this protective behavior in both the fourth and fifth runs as well.

The APR intercooler performed as we expected, keeping the intake charge temps almost 40ºF lower by the end of the fifth run. Given the fact that no dynamometer test cell can reproduce the airflow that a car on the open road gets, we are confident that differences between the APR intercooler and the stock one would be even more apparent on the street or track.

During the testing on the dyno, a normal dyno power run was performed with each intercooler, and the APR intercooler recovered upwards of fifteen horsepower over the stock intercooler. The uncorrected, wheel horsepower is displayed in the graph.

End Tanks

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. This intricate end tank design allows the APR intercooler to fit in the factory location with the stock air conditioning condensor and radiator bolted to it. No sheet metal endtanks here... You won’t find this attention to detail in any other offering.

Intercooler Core

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 efficient for cooling the intake charge temperature.

The size of the core is also very important. The APR intercooler for the Transverse 2.0T FSI is a massive 16.25" tall, 2.25" thick, and 23.2" wide. From a standard chipped car to a Stage III, this core is extremely efficient and does an outstanding job in reducing intake temps.

Silicone Connectors

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.

Adaptor Coupler

The APR intercooler includes a specially designed and CNC-machined annodized aluminum coupler that allows the APR silicone intercooler hoses to connect to the original equipment connections just like the factory rubber lines. This design allows a quick-disconnects while maintaining a solid, leak-free connection.

While modifying the 2.0T FSI engine beyond factory power levels, it became quickly apparent that an additional volume of high-pressure fuel was needed to make horsepower, especially in the midrange (3000-5000rpm) of the powerband. To understand why this fuel is needed for the midrange, one must first understand how the fuel delivery system works in the 2.0T.

A low pressure fuel pump (which varies from ~40-95psi) delivers fuel from the gas tank to the engine. Then, in order to spray fuel directly into the combustion chamber, a high-pressure, camshaft-driven pump pressurizes the fuel to upwards of 130bar (almost 1900psi !). Unfortunately, on cars that have many modifications the stock fuel pump cannot flow enough volume of fuel to maintain the system pressure, and the car gets the familiar “fuel cut” that so many modified customers experience.

The limitation of how much volume of fuel the high pressure pump can flow is dependant upon the volume displaced by the pressurizing cylinder inside the pump and the number of times the piston reciprocates inside that cylinder. Since the high pressure pump is driven off of the engine camshaft by a three lobe cam, the piston of the pump cycles at 1.5 times the engine rpm. (Engine camshaft turns at one-half engine rpm multiplied by three for the number of lobes on the high pressure cam lobe).

Because of this dependency on engine rpm for the high pressure fuel pump output volume, the FSI pump is capable of flowing almost 370hp at 7000 rpm, but yet only 158hp at 3000rpm. The graph below illustrates the maximum horsepower potential of the stock fuel pump compared to the APR FSI fuel pump. Also on the graph are stock and APR Stage III horsepower numbers. Clearly, the stock pump is insufficient for the output generated by this upgraded kit. The only way to address this issue while maintaining a pump that fits in the stock location is to change the volume of the pump’s internal pressurization chamber.

In order to address the lack of fuel in the midrange, the APR FSI fuel pump increases the volume of fuel from the high pressure pump by over 40%. Simplified, this is achieved by modifying some key internal parts within the pump. Changing these components requires precision machining of the new components with special surface treatments, as well as enlarged, redesigned seals. Using inferior components on this critical part can lead to many problems from gasoline in the engine oil (from a bad seal) to complete engine failure (from a seized piston in the high pressure pump).

To give an idea of the tolerances involved, the final surface finish on the piston inside the fuel pump is so critical that it can be damaged by touching them with bare hands. The tolerances between the piston and the new barrel the piston rides in can only be measured by a multi-million dollar machine which uses air volumes to measure the part clearances to within microscopic levels.

The components used in the APR pump are also of a high caliber. The piston and barrel of the new pump are made of a certified and heat-treated bearing-grade stainless steel and have a special diamond like coating. The seals used in the pump are made of a high performance, filled polymer with a high modulus spring to retain the seal forces throughout the life of the product. The cross section of the seal is also of a proprietary design to maintain integrity over many years of use.

APR FSI pumps have been track tested for over a year now, with several hundreds of thousands of miles of combined usage. Each APR pump starts out as a brand new OEM pump, is modified with the new components by APR, and then undergoes a rigorous testing process on our high pressure fuel pump tester. Once a pump passes our standards, it is serialized and shipped to the customer.

The APR fuel pump tester is a key element in the APR fuel pump production process. With the fuel pump tester, we are able to perform several tests to ensure every pump is working to the high standards we have set for it. First, the fuel pump tester allows us to perform the critical initial break-in of the new pump. Also, by bringing the pump up to the full operating pressure, we can confirm that the seals in the pump are properly installed and not leaking. Finally, a performance test is performed to make sure that the pump output is within specifications. This level of quality control ensures a lifetime of worry free miles with an APR FSI high pressure pump.

The APR 2.0T FSI fuel pump requires APR engine management recalibration to allow for the increased size of the APR fuel pump to ensure flawless drivability and is included with your purchase. Currently, some APR Stage II and K04 turbocharger clients will be able to take advantage of increased horsepower and torque up to 25hp and 35lb ft with APR fuel pump specific engine management performance recalibrations.

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.