• APR Stage III+ 2.0 TSI turbo upgrade released - Hits 470 horsepower to the wheels

    We really like what APR does. Their performance options for VW and Audi vehicles are well tuned and reliable. Lately they have been stepping it up taking the 2.0 TSI motor in VW's to 470 wheel horsepower on 100 octane. On 93 octane they hit a very respectable 423.8 wheel horsepower. The Stage III+ setup is available for sale and is a $2,999 upgrade from the Stage III. These are some very impressive results. Perhaps we will see 500+ whp from APR and the 2.0TSI in the near future.

    Power levels beyond that of the APR Stage III Turbocharger system were made possible with the addition of three main components:

    • Garrett/Honeywell GT3071R Turbocharger capable of airflow levels approximately 25% higher than the Stage
      III GT2860RS unit.
    • APR High Pressure Direct Injection Injectors approximately 30% larger than standard OEM TSI injectors.
    • APR’s world-class Stage III+ engine management recalibration, available in multiple octane levels seen around the world.












    This article was originally published in forum thread: APR Stage III+ 2.0 TSI turbo upgrade released - Hits 470 horsepower to the wheels started by Sticky View original post
    Comments 26 Comments
    1. mm28's Avatar
      mm28 -
      Click here to enlarge Originally Posted by fastgti69 Click here to enlarge
      Golf R is still an old style motor. Although they give it's advantages in the Awd system, they lack in the engine department. God knows why VW put an old engine into the Golf R when the TSI is already out.

      Actually- I remember Arin@Apr stated because they have the TFSI (FSI) engines in europe that come with the FSI they just stuck it in here. There is no TSI (yet) that has the k04 stock. One thing I hate about the golf R this engine has lots of maintenance more than the engine I had in my VW.

      older model engine 06-08 mkv GTI comes with FSI engine and k03 turbo
      09+ mkv and mk6 GTI come with TSI engine and IHI turbo, its actually not even a k03.

      My buddy with the built motor stage 3 TSI already ordered the stage 3+ kit. They're on back order cause of the injectors from APR. I can't wait to drive that monster once that kit is finished. One problem I have is, what do the customers with current stage 3 do with their 28rs turbo? APR should have atleast have a trade in with some money off for the 3071...
      so even the MK5 has different engine and different turbos depending on production year? do they have the same block? forgoing the K04 turbo, which engine is the R20 sharing with the MK5?
      sorry i am confused as hell also...
    1. fastgti69's Avatar
      fastgti69 -
      Click here to enlarge Originally Posted by mm28 Click here to enlarge
      so even the MK5 has different engine and different turbos depending on production year? do they have the same block? forgoing the K04 turbo, which engine is the R20 sharing with the MK5?
      sorry i am confused as hell also...
      Yes, the mk5 actually has many different models. In the US MK5 GTI from 06-08 came out with the FSI engine. An 09 mkv and 2010+ mk6 are all TSI engines. They're different.

      In europe they had the edition 30 mk5 gti with came with the audi S3 motor again in europe. FSI 2.0 T with a k04 from factory. Similar to the Golf R here in the US. The Golf R is R20 in Europe.
    1. fastgti69's Avatar
      fastgti69 -
      I checked, both FSI and TSI have cast iron block.
      Full engine specs on both engines

      TSI engine specs:
      http://golfmkv.com/forums/attachment...0&d=1314738013

      FSI engine specs
      http://www.golfmkv.com/forums/golfgo...golfengine.pdf

      @Sticky sorry idk how to upload pdf I had to link to that site..
    1. mm28's Avatar
      mm28 -
      yes the EA888 is also cast iron, apologies forthe mis-info

      copy direct from wiki:
      This latest EA888 family of internal combustion engines is anticipated to be an eventual complete replacement of the EA113 range. It was wholly designed and developed by AUDI AG. The only common feature with its predecessors is the sharing of the same 88 millimetres (3.46 in) cylinder spacing - which keeps the engine length relatively short, meaning it can be installed either transversely or longitudinally. Grey cast iron (GJL 250) remains the choice material for the cylinder block and crankcase, due to its inherent good acoustic dampening properties. This all-new EA888 range is notable for utilising simplex roller chains to drive the two overhead camshafts, instead of the former engines' toothed-rubber timing belt. Like the final developments of the former EA113 engine generation, all EA888s only use the Audi-created Fuel Stratified Injection (FSI) direct injection. Furthermore, EA888 engines are also able to utilise the Audi-developed 'valvelift' technology, which complements the existing variable valve timing. This new family of engines is scheduled to be universally available for all markets on five continents, within all marques of the Volkswagen Group. The former EA113 range still remains in production.



      2.0 R4 16v TSI/TFSI 132-155kW (EA888)Manufacturing commenced March 2008.

      identification
      parts code prefix: 06H, 06J; ID codes: CAEA, CAEB, CAWB, CCZA, CDNB, CDNC
      engine displacement & engine configuration
      1,984 cubic centimetres (121.1 cu in) EA888 inline-four engine (R4/I4); bore x stroke: 82.5 by 92.8 millimetres (3.25 in × 3.65 in), stroke ratio: 0.89:1 - undersquare/long-stroke, 496.1 cc per cylinder; compression ratio: 9.6:1 (10.3:1 A3 Cabrio 2009), 88 mm (3.46 in) cylinder spacing
      cylinder block & crankcase
      GJL 250 grey cast iron; 33 kg (73 lb), die-forged steel crankshaft with five 58 mm (2.28 in) diameter main bearings, two toothed chain-driven counter-rotating balance shafts suppressing second degree free inertial forces and oil pump, horizontal-baffled oil sump
      cylinder head & valvetrain
      cast aluminium alloy; four valves per cylinder, 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, toothed chain-driven double overhead camshaft (DOHC), continuous vane-adjustable variable intake valve timing, Audi variants have two-stage "valvelift" inlet valve lift variable control
      aspiration
      hot-film air mass meter, cast alloy throttle body with electronically controlled Bosch E-Gas 'drive by wire' throttle butterfly valve, plastic variable length controlled intake manifold with charge movement flaps controlling combustion chamber air movement, BorgWarner K03 water-cooled turbocharger incorporated in exhaust manifold, sandwiched central front-mounted intercooler (FMIC)
      fuel system
      fully demand-controlled and returnless; - fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump driven by a four-lobe cam on the exhaust camshaft supplying up to 190 bars (2,760 psi) fuel pressure in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, air-guided combustion process, multi-pulse dual-stage injection during the induction and compression stroke with homogeneous mixing, stratified lean-burn operation with excess air at part load, 95 RON ultra-low sulphur unleaded petrol
      ignition system & engine management
      centrally positioned longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED 17 electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
      exhaust system
      cast iron exhaust manifold (with integrated turbocharger), close-coupled and main catalytic converters - both ceramic
      DIN-rated motive power & torque outputs and applications - VW/Audi non-valvelift variants
      147 kilowatts (200 PS; 197 bhp) @ 5,100-6,000 rpm; 280 newton metres (207 ft·lbf) @ 1,800-5,000 rpm — CCTA/CBFA: 2009 VW Golf Mk5 GTI (North American markets only), VW Jetta MKV, VW Passat B6, VW CC, Audi A3 (8P)
      155 kilowatts (211 PS; 208 bhp) @ 5,300-6,200 rpm; 280 newton metres (207 ft·lbf) @ 1,700-5,200 rpm — CCZA, CAWB: VW Golf Mk6 GTI, VW Scirocco, VW Passat B6, VW CC
      147 kilowatts (200 PS; 197 bhp) @ 5,100-6,000 rpm; 280 newton metres (207 ft·lbf) @ 1,700-5,000 rpm — CAWB: Audi A3 Cabriolet, CCZA: Audi TT
      DIN-rated motive power & torque outputs and applications - Audi/SEAT valvelift variants
      132 kilowatts (179 PS; 177 bhp) @ 4,200-6,000 rpm; 320 newton metres (236 ft·lbf) @ 1,500-4,000 rpm — CAEA/CDNB: Audi B8 A4, Audi Q5
      155 kilowatts (211 PS; 208 bhp) @ 4,300-6,000 rpm; 350 newton metres (258 ft·lbf) @ 1,500-4,200 rpm — CAEA/CAEB/CDNC: Audi B8 A4, Audi A5, Audi Q5, Audi TT Mk2 (8J), SEAT Exeo


    1. fastgti69's Avatar
      fastgti69 -
      ^^ I hate wiki, but they have so much infro from europe too that mixes stuff up with US models too.
    1. Sticky's Avatar
      Sticky -
      Click here to enlarge Originally Posted by mm28 Click here to enlarge
      yes the EA888 is also cast iron, apologies forthe mis-info

      copy direct from wiki:
      This latest EA888 family of internal combustion engines is anticipated to be an eventual complete replacement of the EA113 range. It was wholly designed and developed by AUDI AG. The only common feature with its predecessors is the sharing of the same 88 millimetres (3.46 in) cylinder spacing - which keeps the engine length relatively short, meaning it can be installed either transversely or longitudinally. Grey cast iron (GJL 250) remains the choice material for the cylinder block and crankcase, due to its inherent good acoustic dampening properties. This all-new EA888 range is notable for utilising simplex roller chains to drive the two overhead camshafts, instead of the former engines' toothed-rubber timing belt. Like the final developments of the former EA113 engine generation, all EA888s only use the Audi-created Fuel Stratified Injection (FSI) direct injection. Furthermore, EA888 engines are also able to utilise the Audi-developed 'valvelift' technology, which complements the existing variable valve timing. This new family of engines is scheduled to be universally available for all markets on five continents, within all marques of the Volkswagen Group. The former EA113 range still remains in production.



      2.0 R4 16v TSI/TFSI 132-155kW (EA888)Manufacturing commenced March 2008.

      identification
      parts code prefix: 06H, 06J; ID codes: CAEA, CAEB, CAWB, CCZA, CDNB, CDNC
      engine displacement & engine configuration
      1,984 cubic centimetres (121.1 cu in) EA888 inline-four engine (R4/I4); bore x stroke: 82.5 by 92.8 millimetres (3.25 in × 3.65 in), stroke ratio: 0.89:1 - undersquare/long-stroke, 496.1 cc per cylinder; compression ratio: 9.6:1 (10.3:1 A3 Cabrio 2009), 88 mm (3.46 in) cylinder spacing
      cylinder block & crankcase
      GJL 250 grey cast iron; 33 kg (73 lb), die-forged steel crankshaft with five 58 mm (2.28 in) diameter main bearings, two toothed chain-driven counter-rotating balance shafts suppressing second degree free inertial forces and oil pump, horizontal-baffled oil sump
      cylinder head & valvetrain
      cast aluminium alloy; four valves per cylinder, 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, toothed chain-driven double overhead camshaft (DOHC), continuous vane-adjustable variable intake valve timing, Audi variants have two-stage "valvelift" inlet valve lift variable control
      aspiration
      hot-film air mass meter, cast alloy throttle body with electronically controlled Bosch E-Gas 'drive by wire' throttle butterfly valve, plastic variable length controlled intake manifold with charge movement flaps controlling combustion chamber air movement, BorgWarner K03 water-cooled turbocharger incorporated in exhaust manifold, sandwiched central front-mounted intercooler (FMIC)
      fuel system
      fully demand-controlled and returnless; - fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump driven by a four-lobe cam on the exhaust camshaft supplying up to 190 bars (2,760 psi) fuel pressure in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, air-guided combustion process, multi-pulse dual-stage injection during the induction and compression stroke with homogeneous mixing, stratified lean-burn operation with excess air at part load, 95 RON ultra-low sulphur unleaded petrol
      ignition system & engine management
      centrally positioned longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED 17 electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
      exhaust system
      cast iron exhaust manifold (with integrated turbocharger), close-coupled and main catalytic converters - both ceramic
      DIN-rated motive power & torque outputs and applications - VW/Audi non-valvelift variants
      147 kilowatts (200 PS; 197 bhp) @ 5,100-6,000 rpm; 280 newton metres (207 ft·lbf) @ 1,800-5,000 rpm — CCTA/CBFA: 2009 VW Golf Mk5 GTI (North American markets only), VW Jetta MKV, VW Passat B6, VW CC, Audi A3 (8P)
      155 kilowatts (211 PS; 208 bhp) @ 5,300-6,200 rpm; 280 newton metres (207 ft·lbf) @ 1,700-5,200 rpm — CCZA, CAWB: VW Golf Mk6 GTI, VW Scirocco, VW Passat B6, VW CC
      147 kilowatts (200 PS; 197 bhp) @ 5,100-6,000 rpm; 280 newton metres (207 ft·lbf) @ 1,700-5,000 rpm — CAWB: Audi A3 Cabriolet, CCZA: Audi TT
      DIN-rated motive power & torque outputs and applications - Audi/SEAT valvelift variants
      132 kilowatts (179 PS; 177 bhp) @ 4,200-6,000 rpm; 320 newton metres (236 ft·lbf) @ 1,500-4,000 rpm — CAEA/CDNB: Audi B8 A4, Audi Q5
      155 kilowatts (211 PS; 208 bhp) @ 4,300-6,000 rpm; 350 newton metres (258 ft·lbf) @ 1,500-4,200 rpm — CAEA/CAEB/CDNC: Audi B8 A4, Audi A5, Audi Q5, Audi TT Mk2 (8J), SEAT Exeo


      It's ok, glad it was cleared up.