Apr is38 tune

Apr is38 tune DEFAULT

APR - ECU Upgrade - 2.0 TSI Generation 3 IS38 Turbocharger - VW Mk7, Mk7.5 GTI, GLI, Atlas, Audi 8V A3, 8S TT

Please note that your vehicle must be present in order to program your ECU. To schedule an appointment, please feel free to contact us.

APR is pleased to present the OEM Golf R/S3 IS38 Turbocharger ECU upgrade for GTI/A3 platform vehicles!

The APR Stage 3 IS38 ECU Upgrade is the next step towards making more power! This upgrade requires a factory Golf R/S3 IS38 Turbocharger, an APR Race DP, APR Intake System, and APR Intercooler System and produces 395-397 HP with 334-403 FT-LBS of torque. Gains as high as 170-172 HP and 138-149 FT-LBS of torque are available throughout the power band (210 PS Model), depending on octane and torque level. Optionally a low torque version of this software is available that puts less stress on the factory clutch. To run the high torque version of this software, and APR TCU Upgrade may be required on 6 Speed DQ250 DSG/S Tronic Models. To get more power, the vehicle can be outfitted with a catback exhaust, turbocharger inlet, and various other bolt-on modifications all without requiring any new modifications to the ECU.

APR Stage 3 IS38 is available with either the factory exhaust crackle, where available, or a more aggressive “Pops and Bangs” exhaust crackle on most ECUs. This more aggressive option lengthens the duration of the exhaust crackle, increases the volume slightly, and operates in more modes, such as lifting off the throttle and changing gears. This is only enabled in sport/race modes and will automatically disable should exhaust and component temperature become too high.

APR Stage 3 IS38 is available for 91 AKI, 93 AKI and 104 AKI fuel grades in North American, and 95 RON, 98 RON and 108 RON in the Rest of the World.

Please Note: APR recommends using colder heat-range spark plugs (Ex: NGK-R7437-9), properly gapped to a tighter gap (Ex: 0.024" ±0.002" or 0.6mm ±0.05mm), properly installed and torqued (Ex: Per the manufacturer's specifications), and maintained with a shorter changer interval (Ex: 10,000-15,000 mi or 16,000-24,000 km). Before using Race Fuel, educate yourself and follow their switching guide. Lastly, vehicles with engine code DBL, or with a factory GPF or Gasoline Particulate Filter, an upgraded APR HPFP is required.

To APR’s Engineers, this is the ultimate pursuit of performance without compromise. To the driver, it just works!

Race Fuel Information: Higher octane fuel typically allows APR’s engineers to create more power and torque by achieving greater ignition advance. However, on this application, APR’s engineers were able to achieve MBT, or minimum spark timing for best torque, on 93 AKI fuel. MBT is essentially the point where greater ignition advance no longer results in more power and torque. By using APR’s upcoming Ethanol Flex Fueling upgrades and Ethanol fuel, greater peak power was achieved due to the fuel’s highly oxygenated nature.

Requirements and Recommendations

APR’s IS38 Turbocharger ECU Upgrade is sold as software only. The factory turbocharger necessary for this upgrade is conveniently available at various APR dealers and VW, Audi and Seat dealerships across the world.

  • Turbocharger:
    An unmodified, OEM IHI IS38 Turbocharger is required. APR recommends using the latest factory revision 06K145722H as of Oct 20th, 2015, or newer. Replace all factory one time use nuts, bolts, gaskets, and crush washers. The wastegate may need to be adapted after the install. A tutorial can be found here: IS38 Wastegate Adaptation.
  • Intake:
    The APR Carbon Fiber Intake System is required.

  • Exhaust:
    The APR Cast Race DP System is required.

  • Intercooler:
    The APR Intercooler System is required.

  • HPFP:
    Vehicles with engine code DLB with the GPF or Gasoline Partiulate Filter require a HPFP upgrade.

  • Spark Plugs:
    APR recommends using colder heat-range spark plugs (Ex: NGK-R7437-9), properly gapped to a tighter gap (Ex: 0.024" ±0.002" or 0.6mm ±0.05mm), properly installed and torqued (Ex: Per the manufacturers specifications), and maintained with a shorter changer interval (Ex: 10,000-15,000 mi or 16,000-24,000 km).

  • Transmission:
    The APR IS38 TCU Upgrade may be required to run the high output software.

Fitment/Applications:

  • 2015+ Audi A3 - MK3/Typ 8V
  • 2015+ Audi TT - MK3/8S
  • 2015+ VW Mk7, Mk7.5 GTI
  • 2018+ VW Atlas 2.0T
  • 2019+ VW Mk7, Mk7.5 GLI 

Pricing:

APR IS38 Turbo ECU Upgrade - For existing APR ECU Upgrade Customers
$699.99

APR IS38 Turbo ECU Upgrade - New Customer
$999.99

Availability and ECU Compatibility:

Stages, programs, and features may not be available for all ECUs.

ECU Revision Notice: Multiple ECU revisions exist for each platform. APR software may be temporarily unavailable when factory updates are applied. An APR dealer can check availability in person, or over the phone if the ECU boxcode/revision is known.

Sours: https://store.ngpracing.com/apr-2-0-tsi-generation-3-is38-turbocharger-ecu-upgrade-vw-mk7-gti-audi-a3-2014.html

This is the upgrade I thought I’d never do because it increases maintenance needs and removes some of the low-end torque that I really enjoy… and it’s expensive. Still, I would have instinctively seen an IS38 as a good upgrade if my original turbo had failed. Well, with 128,730 miles on the odometer, I got bored and decided to make a leap to greater power! I took the car to my APR dealer, Euro Pros in Yorktown, VA, and had them install an IS38 turbo and update the software. The IS38 is the factory turbo found on the Golf R and Audi S3. In fact, we acquired my turbo from a local Audi dealer to insure that we sourced the latest revision. Also, APR recommends NGK-R7437-9 spark plugs, which have been backordered for a while. Instead, Euro Pros installed OEM spark plugs for an Audi RS5, P/N: 06M905606F, also acquired from a local Audi dealer. The RS5 plugs work great, are half the price of the NGK racing spark plugs, and have a longer service life.

APR’s advertises Stage 3 as outputting 395 hp and 376 lb-ft while using 91 AKI fuel. My output may be a little less since I use the factory airbox with an OEM filter element. However, I have removed the snow screen and added an ECS “Big Bore” turbo inlet pipe to the mix. So, who knows, especially given that the stock intake flows more than enough air to support 400 horsepower? Mathematically, the Stage 3 power improvement is just ~17% over Stage 2. Shoppers often overlook the big picture by considering only peak numbers. This dynograph composite marks the difference “under the curve.” With that said, look at where the additional power is had… above 5000 rpm! Translation: You won’t necessarily feel a difference during regular driving or your daily commute, but the car will jump to life when revved higher.

On the other hand, there’s the loss of low-end torque. This dynograph composite marks the difference in low-end torque between Stage 2 and Stage 3. As a long-time TDI driver, I have a great appreciation for low-end torque and a (bad?) habit of driving lower in the engine’s power band as a result. A Stage 2 car is quite responsive below 3000 rpm. So, I didn’t suffer much of a penalty in driving my Stage 2 car “like a diesel.” Now that I’m Stage 3, I tend to be a bit more aware of the loss of low-end torque. I could tell the difference on my first drive. But it didn’t take long to become accustomed to the new driving dynamic.

Driving sedately, I find that I need to apply just a little more go-pedal to accelerate the same as with Stage 2. It’s not enough to ruin the drive, but I can feel the loss. In second gear, Stage 2 can feel responsive at around 1800 rpm and then easily trigger the traction control around 2500 rpm. Stage 3 seems dead below 2300 rpm, but then unleashes its fury at around 3000 rpm. Some describe the delayed response as “smoother.” I understand that. Rather than having the tires break loose instantly at 2500 rpm, a point at which I might be looking to make a quick lane change or pull out of an intersection, the delayed response from the IS38 gives me about 500 rpm, or maybe an additional second or two, to think about what I’m doing. HAHA!

The most obvious maneuver in which I notice this behavior is when I’m making a slow turn in second gear at around 1500 rpm. With Stage 2, if I needed to stab the accelerator to jet through an intersection, I could pull away from 1500 rpm with confidence and then with authority by 2000 rpm. With Stage 3, the car just meanders through the intersection. Yes, the car is still accelerating below 3000 rpm; it’s just not exploding the tires off the wheels. Part of this slower spool is because the compressor and turbine wheels are 7-8% larger than stock. So, the IS38 isn’t quite as fast to spool.

However, it’s moving more air once it’s spooled. Stage 3 gets exciting in third gear, which is where traction is easier to maintain above 3000 rpm. Assuming that I’ve started an acceleration effort and have already surpassed 3000 rpm, third gear will swiftly take the car to over 95 mph. An IS38 upgrade makes the car very eager to send me to jail! If you’re already tuned with anyone’s Stage 1 file, then you may recall that Stage 1 in third gear pulls with the same intensity as the stock programming in second gear; then fourth gear is about two-thirds the intensity of third gear. With Stage 3, third gear pulls with the intensity of Stage 2’s second gear pull, and fourth gear continues to pull as hard as third gear. The car just PULLS! It’s a beast, but a well-tempered beast that’s still conservative enough to operate at safe levels.

Remember – The IS38 is an OE turbo, just not for the GTI. Sure, some tuners can and have achieved higher output numbers from their IS38 tunes than APR. Those tunes may or may not be the reason for a number of reported IS38 failures and the call for the stronger hybrid turbos. Still, even with the APR Stage 3 program’s alleged short-comings, the same criticism about it being an “off-the-shelf” tune is what compels me to appreciate it. My Stage 3 IS38 is basically operating at the same level as a Golf R (IS38 is standard) with a Stage 2 tune, assuming both tunes are designed within the safe limits of the IS38. The primary difference, and it’s big, is the fact that I don’t have rear drive wheels to launch the car. Regardless, my GTI is swift and can possibly outpace a tuned IS38 Golf R beyond 40 mph due to its weight advantage and lack of rear driveline drag.

Coming from a diesel background and having done some fuel economy testing before, you know that I took the car on a road circuit to see how the IS38 affects fuel economy. To be more accurate, my goal was to see if an IS38-equipped GTI could still acheive good fuel economy. I was so surprised by my run that I did a longer run the following weekend just to see if it was repeatable. I will share the results in my next article.

Traction-Limited,

Scott

About Scott

I grew up near Houston, TX and served in the U. S. Coast Guard for over 30 years. I have an electronics background and continue to work in the electronics engineering field. I taught myself the basics about automotive systems as well as how to perform some of my own maintenance (cars and bicycles). I became involved with Amateur Radio and computers in 1995. The explosion of technology has made my job and several of my hobbies quite interesting. My hobbies include Volkswagens, bicycling, photography, electronics, amateur radio, web management, and reptiles. Visit my websites to learn more.

View all posts by Scott →

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Sours: https://stealthgti.com/2021/07/01/apr-stage-3-with-oem-is38/
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Performance Software For IS38 Turbo Upgrade
For customers WITH APR Stage 1, moving to the IS38 turbocharger upgrade.

This upgrade requires the vehicle to be dropped off at ECS Tuning's facility in Ohio and picked up the next business day.

Brand: APR - Corporate Logo

ES#:3411787

Mfg#: 18TIS38KT

Performance Software For IS38 Turbo Upgrade
For customers WITHOUT APR Stage 1, moving to the IS38 turbocharger upgrade.

This upgrade requires the vehicle to be dropped off at ECS Tuning's facility in Ohio and picked up the next business day.

Brand: APR - Corporate Logo

ES#:3411788

Mfg#: 18TIS38KT1

Since 1997, APR has been paving the way for VW, Audi, & Porsche tuners alike. Whether it be the ground-breaking APR Stage 1, APR Stage 2, and APR Stage 3 ECU software tunes, or the APR K04 turbo upgrades and precision engineered APR downpipes, APR has been at the top of the game since their inception. Twenty years in the scene surely speaks volumes in the fast-paced European aftermarket automotive performance industry. Go APR!

Sours: https://www.ecstuning.com/b-apr-parts/c-engine-software-apr-is38/
MK7 GTi APR Dyno Numbers: Stage 2 vs Stage 3

APR ECU Upgrade - 2.0T EA888 Gen 3 IS20 (Transverse) (MQB)

Only use fuel equal to or higher than specified. Never use a lower octane fuel. Always follow our fuel guide, especially with race fuel and Ethanol, where available. Dynos are for reference only. Results will vary. Contributing factors include the vehicle condition, vehicle setup, dyno type, dyno setup, environmental factors, fuel quality, and more. When describing fuels, the North American Region (NAR) uses the Anti-Knock Index (AKI), (RON+MON)/2, or (R+M)/2. The Rest of the World (ROW) uses RON. RON is Research Octane Number and MON is Motor Octane Number.

Who we are - We’re a global automotive engineering firm nestled in Opelika, Alabama. Our 80,000ft² state-of-the-art facility is home to some of the best engineers in the industry, who have mastered hundreds of engine management systems. We have multiple engine and chassis dynos, and the resources necessary to create our ECU Upgrades in-house, from the ground up! We're not a new company either. We've been around since the 90's and we have a strong financial backing to ensure we'll be here to support you for decades to come!

What we do - We optimize everything to make your engine more powerful. We adjust air-fuel ratios, advance ignition, increase boost pressure, alter cam positions and lift profiles, and more, all depending on the type of engine and management system, of course! We don’t take shortcuts, and we don’t take risks. We do it the right way.

How we differ - With our proprietary calibration and direct ram access data logging tools and operating system code changes, we’re able to make some of the strongest and fastest ECU upgrades, without needing costly end user adjustments. We work with the ECUs intelligent modeling and closed-loop systems, and beta test in multiple environments to create upgrades that work no matter where you drive!

Sours: https://www.goapr.com/products/software/ecu_upgrade/parts/ECU-20T-EA888-3-T-IS20

Tune apr is38

APR ECU Upgrade - 2.0T EA888 Gen 3 IS38 (Transverse) (MQB)

Only use fuel equal to or higher than specified. Never use a lower octane fuel. Always follow our fuel guide, especially with race fuel and Ethanol, where available. Dynos are for reference only. Results will vary. Contributing factors include the vehicle condition, vehicle setup, dyno type, dyno setup, environmental factors, fuel quality, and more. When describing fuels, the North American Region (NAR) uses the Anti-Knock Index (AKI), (RON+MON)/2, or (R+M)/2. The Rest of the World (ROW) uses RON. RON is Research Octane Number and MON is Motor Octane Number.

Who we are - We’re a global automotive engineering firm nestled in Opelika, Alabama. Our 80,000ft² state-of-the-art facility is home to some of the best engineers in the industry, who have mastered hundreds of engine management systems. We have multiple engine and chassis dynos, and the resources necessary to create our ECU Upgrades in-house, from the ground up! We're not a new company either. We've been around since the 90's and we have a strong financial backing to ensure we'll be here to support you for decades to come!

What we do - We optimize everything to make your engine more powerful. We adjust air-fuel ratios, advance ignition, increase boost pressure, alter cam positions and lift profiles, and more, all depending on the type of engine and management system, of course! We don’t take shortcuts, and we don’t take risks. We do it the right way.

How we differ - With our proprietary calibration and direct ram access data logging tools and operating system code changes, we’re able to make some of the strongest and fastest ECU upgrades, without needing costly end user adjustments. We work with the ECUs intelligent modeling and closed-loop systems, and beta test in multiple environments to create upgrades that work no matter where you drive!

Sours: https://www.goapr.com/products/software/ecu_upgrade/parts/ECU-20T-EA888-3-T-IS38
MK7 GTI IS38 Dyno comparison, Stage 2 vs IS38 with APR software

The question tormented me. At the same time, tomorrow I have to go to work, so its for the best that Ill leave now, tomorrow Ill regret it if I dont get. Enough sleep.

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