APR is pleased to present the 2.0 TSI EA888 Gen 1 Stage III GTX Turbocharger System!
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, Wörthersee 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 387 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.
Turbocharger
At the heart of Stage III GTX Turbocharger System is a GTX2867R turbocharger, which is capable of flowing nearly 50 lbs/min of corrected air flow. This directly translates to large power gains on the 2.0 TSI that continue to grow all the way to redline. The GTX Turbocharger consists of the latest technologies from Le Mans’ winning turbo manufacturer, Garrett Honeywell, and has a track record of reliability and repeatability worthy of complementing an APR Turbocharger System.
The internally gated turbocharger features a fully-machined, ten-blade billet 49.7 mm compressor wheel, Inconel 53.9 mm turbine 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. Complementing the turbo’s lightning fast response characteristics is a newly developed anti-surge housing, which enables APR’s Calibration Engineers to deliver massive low-end torque without experiencing compressor surge.
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.
Turbocharger Manifold
ttached 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 and other cheap cast materials such as iron, Inconel is a very high temperature resistant material designed to withstand extreme exhaust gas temperature changes without expanding, contracting, melting or cracking under stress. Furthermore, the thick casting material reduces unwanted exhaust noise. This material is typically found only at the highest levels of professional motorsport racing where reliability is essential to success.
Investment-cast Inconel features heat retention characteristics, which aid in turbo response by keeping the exhaust velocity high. APR’s Engineers designed variable runner lengths calibrated to deliver sequential exhaust pulses without collision. Along with the manifold’s T25 outlet, this aids in turbocharger spool, producing excellent response for immediate torque delivery. A reduction in backpressure from the high-flow, collision-free design directly enhances power delivery far beyond that of the OEM turbocharger manifold and other less effective designs. Backpressure reduction also alleviates most common valve float issues associated with high output factory K04 turbo upgrades and so called small “hybrid” K04 turbochargers.
Each unit undergoes strict quality control checkpoints to ensure ultimate reliability each step of the manufacturing process. The unit is CNC machined to tight tolerances and inspected for defects before being packaged and shipped to customers around the world.
All of these characteristics result in a manifold designed without compromise backed by a confidence-inspiring lifetime warranty.
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, T304 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.
Silicone Hoses
Wire reinforced, multi-ply silicone hoses provide an unrestricted path for airflow to enter and exit the turbocharger. 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.
