+68-125 FT-LBS of Torque
Faster and More Exciting
Money Back Guarantee
500+ APR Dealers World-Wide
APR is pleased to present the ultimate engine control unit (ECU) upgrade for the 2.0T EA888 Gen 3 engine!
APR’s ECU Upgrades are the best value-per-horsepower modification one can make to the 2.0T engine. The upgrades dramatically increase horsepower and torque, making for an exceptionally quicker and more exciting vehicle. This is made possibly through APR’s optimization of the factory engine management system to take full advantage of the engine’s capabilities, without needing any end user adjustment. The software loads to the factory ECU through the OBD-II port, resulting in a clean and headache-free install.
APR’s ECU Upgrades are available in multiple stages and torque levels, supporting various octanes both with or without any hardware or transmission modifications. Specific software is available for use with a high flow downpipe exhaust system, while all stages are fully compatible with an upgraded intake, intercooler, catback exhaust, or other minor bolt on modifications. Finally, each stage is offered with special “Low Torque” software, designed to limit peak torque for use with an unmodified factory manual clutch, or DSG transmission.
The APR Stage I ECU Upgrade is the first step towards making more power! This simple upgrade requires no engine hardware modifications, and produces 357-381 HP with 349-392 FT-LBS of torque. Gains as high as 66-93 HP and 68-109 FT-LBS of torque are available throughout the power band, making the vehicle exceptionally quicker in all scenarios.
The upgrade is offered in both high and low torque versions, and is available for various fuel grades. The high torque upgrade may require an upgraded clutch, or APR's TCU Upgrade to avoid clutch slip, so low torque software is available, offering an impressive 349-366 FT-LBS of torque.
To get more power, the vehicle can be outfitted with an upgraded intake, intercooler, catback exhaust and other small modifications without requiring any new modification to the ECU. To run an upgraded high flow downpipe exhaust system, APR’s Stage II ECU Upgrade is required. 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).
The APR Stage II ECU Upgrade is the next step towards making more power! This upgrade requires a high flow downpipe exhaust system, and produces 372-387 HP with 367-409 FT-LBS of torque. Gains as high as 86-104 HP and 82-125 FT-LBS of torque are available throughout the power band.
The upgrade is offered in high, medium and low torque versions, and is available for various fuel grades. The high torque upgrade requires, and the medium torque upgrade may require an upgraded clutch or APR's TCU Upgrade to avoid clutch slip, so low torque software is available, offering an impressive 367 FT-LBs of torque.
An upgraded intake is required to meet the advertised low and medium output power figures, and an upgraded intercooler is required to meet the high output power figures. No ECU modification is necessary to run an upgraded catback exhaust system, or other small engine modifications.
|Stage||Fuel grade||Max HP||Max TQ||Max HP Gain Over Stock||Max TQ Gain Over Stock|
|- APR recommends and tuned with Sunoco GT 260 for 100 AKI mode and Sunoco GT 260 Plus for 104 AKI mode. Never use lower octane than specified by the mode.|
|- Max increases are based on APR's actual measured stock values and not those reported by VAG. | RON = ROW Fuel Grades | AKI = North American (RON+MON)/2 Fuel Grades.|
|- Reported wheel figures measured on APR's in house Dynapack Dynamometer with a US Spec 2016 MK7 Golf R DSG, using SAEJ1349 correction and an average of multiple runs. Crank figures are estimated based on the measured wheel figures. Results may vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, other variables and other modifications.|
|Stock As Reported by VW||95 RON||265-310 HP||280 FT-LBS|
|Stock As Measured by APR||98 RON||294 HP||296 FT-LBS|
|APR Stage I - (Low Torque)||95 RON||357 HP||349 FT-LBS||+66 HP @ 5,600 RPM||+68 FT-LBS @ 3,850 RPM|
|APR Stage I - (Low Torque)||98 RON||360 HP||363 FT-LBS||+80 HP @ 5,600 RPM||+83 FT-LBS @ 3,750 RPM|
|APR Stage I - (Low Torque)||104 RON||381 HP||366 FT-LBS||+90 HP @ 5,650 RPM||+84 FT-LBS @ 5,500 RPM|
|APR Stage I - (High Torque)||95 RON||357 HP||366 FT-LBS||+67 HP @ 5,450 RPM||+87 FT-LBS @ 3,700 RPM|
|APR Stage I - (High Torque)||98 RON||370 HP||383 FT-LBS||+82 HP @ 5,350 RPM||+97 FT-LBS @ 3,750 RPM|
|APR Stage I - (High Torque)||104 RON||381 HP||392 FT-LBS||+92 HP @ 5,300 RPM||+109 FT-LBS @ 3,850 RPM|
|APR Stage II - (Low Torque)||95 RON||372 HP||367 FT-LBS||+86 HP @ 6,600 RPM||+82 FT-LBS @ 3,850 RPM|
|APR Stage II - (Low Torque)||98 RON||378 HP||367 FT-LBS||+92 HP @ 6,600 RPM||+84 FT-LBS @ 3,750 RPM|
|APR Stage II - (Medium Torque)||95 RON||372 HP||385 FT-LBS||+86 HP @ 6,600 RPM||+102 FT-LBS @ 3,900 RPM|
|APR Stage II - (Medium Torque)||98 RON||379 HP||387 FT-LBS||+92 HP @ 6,600 RPM||+105 FT-LBS @ 3,850 RPM|
|APR Stage II - (High Torque)||95 RON||377 HP||403 FT-LBS||+96 HP @ 5,050 RPM||+122 FT-LBS @ 3,750 RPM|
|APR Stage II - (High Torque)||98 RON||387 HP||409 FT-LBS||+104 HP @ 6,600 RPM||+125 FT-LBS @ 3,800 RPM|
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 98 RON fuel at Stage II power levels. MBT is essentially the point where greater ignition advance no longer results in more power and torque.
APR Stage 1 vs Stock
At a local NHRA certified drag strip, APR's Golf R was able to achieve a email@example.com MPH 1/4 mile pass using the factory software. Upgrading to APR’s Stage I 93 AKI (98 RON) ECU Upgrade improved the results substantially, coming in at firstname.lastname@example.org MPH. Furthermore with APR’s Stage II 93 AKI (98 RON) ECU Upgrade, APR Intake and APR Cast Dowpipe, the Golf R broke into the 11’s with an email@example.com MPH. At 1 second and nearly 10 MPH faster in the quarter mile, the Golf R is transformed to a true powerhouse with only simple bolt on modifications!
Dyno testing is a great way to gauge power increases over the entire rev range but may not translate to real world performance. Through GPS based acceleration testing, APR’s Engineers were able to verify increases made on the dyno translated to a faster and quicker vehicle on the street.
The results were astounding. By simply adding the APR Stage I ECU upgrade (v1.0), the US spec 2015 Golf R DSG test vehicle completed every test quicker than the stock vehicle by a large margin. 0-60 MPH times were reduced to 3.8 seconds while the 30-130 MPH test was completed 5.9 seconds faster! Acceleration tests were conducted all the way to 140 MPH, which was reached 9.1 seconds faster with APR Stage I Software.
|Setup||0-60 MPH (1-FT)||0-100 KPH (1-FT)||0-60 MPH||0-100 KPH||0-100 MPH (1-FT)||0-100 MPH||100-200 KPH||60-130 MPH||30-130 MPH||0-140 MPH (1-FT)||0-140 MPH||1/8 Mile||1/4 Mile|
|- Acceleration data collected at the same location with a US Spec 2015 Volkswagen Golf R DSG with OEM tires via a Racelogic P-Box's actual data files (not screen data) with ESP disabled, race mode, sport mode, and automatic redline shifts. Stage II figures collected with an APR Intake and APR Cast Downpipe. Results will vary depending upon location, environmental conditions, vehicle, transmission, shift points, vehicle health, operating conditions, temperatures, fuel grade, weight, tires, other modifications and more. (1-FT) indicates 1 foot roll out timing. 1/4 Mile times recorded at an NHRA certified drag strip with APR Wheels and Michelin Tires.|
|Stock||4.247||4.509||4.641||4.852||11.159||11.502||15.020||18.428||21.190||29.834||30.228||8.218 @ 85.275 MPHfirstname.lastname@example.org MPH|
|APR Stage I 98 RON||3.490||3.690||3.869||4.070||8.782||9.186||10.883||13.001||15.258||20.694||21.073||7.654 @ 91.784 MPHemail@example.com MPH|
|APR Stage II 98 RONfirstname.lastname@example.org MPH|
The 2.0T engine uses a Continental Simos 12 and 18 ECU for engine management. Basically, it’s a computer that tells the engine how to operate. Tuning software, like the APR ECU Upgrade, tells the engine how to make more power. It does this by running more boost pressure, optimizing the cam shaft positions, valve lift actuation, adjusting the air/fuel ratio, advancing ignition timing, and more.
The 2.0T’s ECU is incredible. Without the driver knowing otherwise, the ECU makes intelligent adjustments to the engine’s operations to keep it running smoothly. Unlike ECUs found in many other makes and models, when properly tuned, the ECU eliminates the need for custom tuning to maximize output, even when weather conditions change dramatically.
The ECU is powerful, but extremely difficult to master. Without mastery, the ECU must be simplified, removing what makes it so desirable. The result is an incomplete product that often requires end user adjustment to maximize output in limited scenarios. On the contrary, APR’s Engineers spent years mastering the ECU to unlock its full potential. With complete access to the thousands of maps, tables and variables within, as well as a high-level understanding of how it works, APR’s Engineers were able to take advantage of everything the ECU has to offer. Power is maximized in nearly all scenarios, eliminating the need for end user adjustments. High performance operational modes are enabled and calibrated to deliver smooth daily driving, with a snappy and responsive throttle during moments of spirited driving. Mastery of the boost control system makes for an impressively predictable driving experience as the turbo spools quickly, delivering instant power, while torque-by-gear helps with traction control and protects the engine from being lugged out in tall gears. Lastly advanced high-output protection routines are enabled, allowing the ECU to make constant adjustments to airflow and fuel to cool and protect the engine, all without the driver knowing otherwise.
Beyond horsepower and torque enhancements, APR’s Calibration Engineers were able to increase the acceleration rate of the vehicle through other calibrations changes. Ignition delay is reduced resulting in a more responsive pedal without altering overall throttle sensitivity. Furthermore, throttle lag commonly noticed at slow speeds and while reapplying throttle has been reduced.
APR’s ECU upgrade increases the vehicle's top speed limiter for blistering sprints around the track or across the Autobahn without the speed limiter shutting down the fun.
Left Foot Braking:
APR's Left Foot Braking feature allows more control over the vehicle’s throttle. The factory equipped vehicle's throttle input is disabled while pressing the accelerator and brake at the same time. Left Foot Braking, a common motorsport driving technique, allows the driver complete control over the vehicle’s throttle and braking system, which may give the vehicle the edge it needs at the track.
Motorsport Rev Limiter:
APR’s Motorsport Rev Limiter allows the engine to reach max RPM without the ECU slowing down acceleration nearly 150 RPM earlier. The result is more power to redline and a definable redline feeling as seen on Audi Quattro GMBH vehicles such as the RS4, RS5 and R8.
Increased Fuel Economy:
APR’s Calibration Engineers paid close attention to several parameters directly related to fuel economy, especially while cruising at highway speeds. Depending on driving style and fuel quality, better miles per gallon may be achieved.
APR’s proprietary ECU Explorer gives APR’s Calibration Engineers unparalleled access to the vehicle’s entire engine management system. Typical commercially available data logging tools, used by most tuners, only allow logging up to 12 engine-operating variables at extremely low data rates. These tools are also limited to a small, specific list of variables. APR’s ECU Explorer is capable of logging every variable found within the ECU with far more variables logged at once, at very high data rates.
APR’s proprietary ECU Composer is used for altering the engine management system. With full access to every table, map and variable within the ECU, APR’s Calibration Engineers are not limited to a handful of maps as is common for most tuning companies.
APR’s Electrical Engineers have the ability to alter the code structure of the ECU. Through code levels changes, APR's Engineers are able to add features to the ECU. Other changes allow higher torque limits than those achievable through only modifying calibration data or using piggyback devices as is the case for many tuners. On the highly modified end, this often allows APR to make turbo upgrades operate without the need for external manual controllers.
APR’s DirectPort Programming is now available! Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest ECU upgrades for loading directly over the vehicle's OBD-II port. This completely eliminates the need to remove and open the ECU for currently available files and can be uninstalled at any time!
|Audi TTS (MKIII / Typ 8S)||2.0 TFSI EA888 Gen 3||All|
|Audi S3 (MKIII / Typ 8V)||2.0 TFSI EA888 Gen 3||All|
|Seat Leon Cupra (MKIII / Typ 5F)||2.0 TSI EA888 Gen 3||All|
|Volkswagen Golf R (MK7 / A7 / Typ 5G)||2.0 TSI EA888 Gen 3||All|
|Stage||Minimum Requirements||Price Exc. VAT||Price Inc. VAT|
|IMPORTANT PRICING AND AVAILABILITY DETAILS:|
|- 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.|
|- Stage II Pricing: Customers who have purchased an APR ECU Upgrade before February 16th, 2015 are exempt from upgrade fees.|
|APR Stage I ECU Upgrade||None|
|- Upgrade from APR Stage I to APR Stage II||High Flow Exhaust Downpipe|
|- Upgrade from APR Stage I to APR Stage II (after purchasing an APR Downpipe)||APR Exhaust Downpipe||No Additional Charge|
Please use the APR Dealer Locater Tool to locate an APR Dealer, confirm availability and schedule an appointment.
Please note vehicle manufacturers issue many ECU part numbers and revisions throughout their vehicle lineup. As such, some ECUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s ECU part number and revision is known, availability can be checked at any APR Dealer.
All APR ECU Upgrades include a 30-day money back guarantee with no questions asked. If for any reason the owners is dissatisfied with the APR ECU Upgrade, they may return to the place of purchase for a full refund, provided they are within the 30 day period from the time of the initial purchase. Labor or shipping charges are not included in the guarantee and are at the discretion of the place of install.
All APR ECU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available. Labor or shipping charges are not included in the warranty and are at the discretion of the place of install.