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APR 2.0TSI Stage 3/3+ GTX Upgrade System (For Existing APR Stage III GT2860RS or GT3017R Customers) Includes Software

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T3100059

APR is pleased to present the 2.0 TSI EA888 Gen 1 Stage III GTX Turbocharger System!

NOTICE: THIS MOTORSPORT/RACING PRODUCT IS NOT DESIGNED TO MEET ANY FEDERAL EMISSIONS STANDARDS IN THE USA AND IS NOT FOR STREET OR HIGHWAY USE. THIS PRODUCT IS NOT C.A.R.B. COMPLIANT AND IS NOT FOR SALE OR USE IN CALIFORNIA, USA. APR MAKES NO CLAIMS THIS PRODUCT COMPLIES WITH ANY EMISSION LAWS IN ANY JURISDICTION. IT IS ENTIERLY THE RESPONSIBILITY OF THE PURCHASER TO INFORM THEMSELVES OF ANY LAWS OR REGULATIONS WHICH MAY PROHIBIT USE OF THIS PRODUCT.

Was: $3,000.00
Sale: $2,699.95
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Description

In 2008, shortly after the worldwide release of the 2.0 TSI engine, Volkswagen of America commissioned APR to build the Stage III GT Turbocharger System for their SEMA concept cars. Successes of these concept cars lead to the first release of the APR'stage III Turbocharger System, based on the then available Garret GT turbocharger, and became a worldwide phenomenon. In the years since, APR has continued to work with VWoA, Volkswagen GmBH, VWVortex and BFGoodrich to deliver more concept cars for SEMA, W?rthersee in Austria, as well as other events around the world, while APR continued testing the latest in turbocharger technology.

With the introduction of the Garret GTX2867R Turbocharger, APR has raised the bar further and redefined the standard by which the VAG community measures performance, reliability, drivability and quality. Gone are the days of compromise where low-end response meant excessive backpressure, compressor surge, and extremely limited top end performance. True to APR's mantra of Performance without Compromise the days of shredding tires on front wheel drive vehicles are rapidly disappearing thanks to the new Gold Standard in ECU torque management calibration strategies only APR can deliver. APR's endless pursuit of perfection has resulted in the most comprehensive 2.0 TSI turbocharger'system in the world.

The 2.0 TSI is completely transformed the second it meets an APR'stage III GTX Turbocharger System. Power immediately jumps to 423"horsepower with 3"7 ft-lbs of torque on tap using 93"octane fuel on a completely stock and unmodified factory fueling system. Switching to APR's 100 octane race fuel mode, power shoots up to 458 horsepower with 409 ft-lbs of torque all at the driver's command. This level of extreme performance is just a taste of the system's full performance capabilities.

*The Upgrade System REQUIRES a 3"bar map sensor.


APR'stage III GTX Turbocharger

At the heart of Stage III GTX is a GTX2867R turbocharger, consisting of the latest technologies from Le Mans' winning turbo manufacturer, Garrett Honeywell. The internally gated unit features a fully-machined, ten-blade billet compressor wheel and a dual ball bearing oil and water-cooled CHRA. APR's Engineers spent countless hours testing turbine inlet and A/R sizes in order to decrease turbocharger lag without negatively impacting peak power. The newly developed compressor housing utilizes anti-surge porting, which greatly complements the lightning fast spool characteristics of this unit and grants APR's Engineers the ability to deliver massive levels of torque inducing boost pressure, even in the lower RPM range.

Each turbocharger unit is assembled and clocked in house at APR with the necessary brackets to ensure proper wastegate fitment and orientation. Each wastegate is then calibrated for precise operation and control to ensure seamless integration with the expertly recalibrated OEM engine management system.

APR'stage II Software

The factory Bosch MED 9 engine management system is responsible for proper operation of the engine in all conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marks.

With the significant amount of changes included in the APR'stage III GTX Turbocharger System, APR's Engineers spent months recalibrating the engine management system to operate smoothly as if intended by the OEM. Thanks to APR's incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise.

APR's EMCS program switching technology puts control of the ECU in your finger tips allowing you to access modes for standard pump fuel, high output race fuel and even reduced output valet modes to protect your vehicle against improper use by other individuals. This technology is patented by APR and is found nowhere else in the world. It's Performance Without Compromise only APR can deliver!

Exhaust Manifold

Attached to the turbocharger is APR's investment-cast, super alloy, nickel-chromium-based Inconel 625 Manifold featuring APR's Sequential Exhaust Pulse runner lengths. Unlike hand welded tubular manifolds, Inconel is a very high temperature resistant material designed to wit'stand extreme exhaust gas temperature changes without expanding, contracting, melting or cracking under stress. This material is typically found only at the highest levels of professional motorsport racing where reliability is essential to success.

nvestment-cast Inconel features heat retention characteristics which aid in turbo response by keeping exhaust velocity high. Ensuring each exhaust pulse arrives at the collection point without collision is critical to producing lightning fast response and immediate torque delivery. Using 3" modeling and computational fluid dynamics software, APR's Engineers designed varying short runner lengths calibrated to deliver sequential exhaust pulses without collision. A reduction in backpressure from the high flow design directly enhances power delivery.

Each manifold is investment-cast and machined in house on APR's CNC machines to ensure high casting tolerances, repeatable results and strict quality control. The thick casting material reduces unwanted exhaust noise leaving behind a powerful and exotic growl.

All of these characteristics result in a manifold designed without compromise backed by a confidence inspiring lifetime warranty.

Induction and Charge Piping

Wire reinforced, multi-ply silicone hoses provide an unrestricted path for airflow to enter and exit the turbocharger at over 1,000 kilograms per hour. The ultra rigid design ensures boost and vacuum piping will not swell or collapse causing leaks and restrictions in the induction and charge piping system'supporting boost response and turbo recovery. Each hose is engineered to fit properly into the vehicle's engine bay with all necessary emissions and reference ports securely affixed.

APR's Easy-Flow Silicone Hose design features stepped mounting surfaces for smooth transitions from one pipe to another. Traditional designs simply sit on top of each other, often resulting in a disruptive airflow path. By using the stepped design, hoses fit properly without airflow restrictions, resulting in the most ideal path for moving air through the turbocharger and into the engine.

Golf R / S3"parts shown. MAF inlet pipe not applicable to the TT S.

Turbo Outlet Pipe

To provide unrestricted and smooth airflow from the turbocharger to the intercooler, the APR'stage III GTX Turbocharger System includes a cast enlarged turbo outlet pipe to properly deliver the additional airflow from the larger turbocharger.

Mass Airflow Housing

The 2.0T's engine management relies on load calculations to accurately control the engine. Calculations are made by measuring airflow across the Mass Airflow Sensor and this is a critical component of the APR'stage III GTX Turbocharger System.

The Golf R's and S3"s small and restrictive factory unit is removed and replaced with the much larger housing. The TT-S factory MAF housing differs and therefor a different part is included. To ensure accuracy, APR's MAF housing is cast in the United States of America and CNC machined in house at APR to ensure repeatable results. The long, precision-machined housing features a honeycomb airflow straightener to further aid in accurately reading airflow levels. Simply enlarging the MAF housing is not permissible without accurate adjustments to the factory engine management system, which is included with APR'stage III GTX Turbocharger System.

Golf R / S3"parts shown. MAF housing not applicable to the TT S.

Oil And Coolant Lines

APR's oil and coolant lines are specific to the 2.0T Stage III GTX System and provide years of leak free operation. The oil lines feature flexible braided stainless steel with CNC mandrel bent hard-lines for specific and clean hose routing as if intended by the OEM.

High pressure Fuel Rail Valve

The factory 2.0T gasoline direct injection injectors require higher than factory fuel rail pressure to achieve targeted air fuel ratios under high load, wide open throttle operation. APR's Low Pressure Fuel Pump delivers the desired volume of fuel to the APR High Pressure Fuel Pump, which provides increased fueling headroom over the factory unit. However, the factory High Pressure Fuel Rail Valve limits maximum rail pressure below the desired level. The included APR High Pressure Fuel Rail Valve is calibrated to increase the maximum rail pressure to levels necessary for proper operation.

In doing so, APR's able to support far higher horsepower levels than achievable on the existing APR'stage III GTX Turbocharger Systems without the need to alter the OEM correct-spray-pattern injectors. This results in smoother part throttle operation, factory-like cold starts and fewer unburned hydrocarbons emitted from the tailpipe under all conditions compared to other fueling options.

Cast Downpipe

The Garrett GTX turbocharger's outlet size, shape, and location differs from the factory turbocharger, necessitating the need for a new downpipe.

The APR'stage 3"downpipe features an investment cast, T3"4 inlet and outlet that perfectly match the 5-bolt flange's awkward shape. By casting this piece, APR's engineers were able to make an extremely smooth and organic shape, otherwise not achievable with fabrication alone. The system'smoothly necks down to the 76mm design over a long distance, making an ideal flow path for exhaust gasses and power. The flex section is a low-profile design that will not internally fray, billow and fail like others on the market and is TIG welded with argon back purging to the casting. The o2 sensor bung, turbo flange, and mounting bracket flange are all cast into the design, and the mounting bracket itself is made from a thick, high-quality piece of billet stainless.

For customers with an APR Downpipe Exhaust System, the included portion replaces the upper 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.

Nuts, Bolts, Gaskets, Washers, Clamps, Fittings, etc

Every APR'stage III GTX Turbocharger System includes all necessary components for a complete install.

Bracketry

No matter how small the part, each piece of the APR'stage III GTX Turbocharger System oozes with quality evident in pieces like the Stage III's laser cut ancillary brackets and carriers.

Spark Plugs

Proper temperature range spark plugs are included with each APR'stage III GTX Turbocharger System.

Stage 3"Requirements- Fueling

The APR HPFP is required. The APR LPFP is required for the higher output LPFP software.

Stage 3"Requirements Exhaust

The APR AWD Midpipe is required if the vehicle is not already equipped with an APR downpipe.

Stage 3"Requirements-Intake

The APR Carbon Fiber Intake System is recommended and required to meet the advertised power levels (R/S3"platform).

Stage 3"requirements- Intercooler

The APR Intercooler System is recommended and required to meet the advertised power levels.

Stage 3"requirements- Transmission

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. APR's Stage III DQ250 TCU Upgrade is required for DSG / S Tronic models.

Stage 3"requirements- Engine Interval

Stage 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 and pistons/rings for increased engine reliability and longevity, especially when using race fuel.

Stage 3"requirements- Spark Plugs

NGK BKR8EIX, gapped to 0.022" ?0.002" or 0.55mm ?0.05mm with a change interval of 10-15,000 mi or 16-24,000 km spark plugs are included and required.

Stage 3"Requirements- Oil and Coolant

APR recommends using Motul oils, coolants and lubricants. APR'strongly recommends an ester based oil, such as Motul 3"0V.

Extended Fitment Details

This product fits the following vehicle configurations:

YEARSMAKE MODELSUBMODELENGINEDRIVETRAINTRANSMISSIONNOTES
AudiA3
AudiTT
SeatAltea
SeatLeon
SeatToledo
SkodaOctavia
SkodaSuperb
SkodaVRS
SkodaYeti
VolkswagenBeetle
VolkswagenBora
VolkswagenCC
VolkswagenEos
VolkswagenGLI
VolkswagenGolf
VolkswagenGTI
VolkswagenJetta
VolkswagenMagaton
VolkswagenPassat
VolkswagenSagitarMK5 & MK6
VolkswagenScirocco
VolkswagenTiguan
VolkswagenVento

Details

Shipping Information

  • Item Requires Shipping
  • 15.0 lbs.
  • W12.0000” x H8.0000” x L12.0000”
  • Free Economy Shipping to Cont 48 US

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