APR 3.0 TFSI Dual Pulleys are Now Available!

[Arin@APR]

APR presents the 3.0 TFSI Supercharger Drive and Crank Pulley Upgrades.

Product Page



APR’s Supercharger Drive and Crank Pulley Upgrades dramatically increase horsepower and torque by increasing the rotational speed of the factory supercharger. APR’s Stage II Pulley ECU Upgrade makes the necessary engine management adjustments to handle the increased supercharger speeds, and in turn allows the engine to create more power. The pulleys are sold separately, allowing for multiple levels of performance, each of which builds upon the other. Finally, when combined with APR’s Ultracharger Throttle Body Upgrade in a dual pulley setup, the system is alleviated of power robbing inlet restrictions, allowing the engine to achieve exciting new levels of performance!













APR Supercharger Drive Pulley Upgrade



APR’s Supercharger Drive Pulley Upgrade decreases the diameter of the factory pulley from ~63.25mm to 57.75mm, which in turn spins the supercharger ~9.5% faster. This results in a healthy bump in horsepower and torque across the entire RPM range with the supercharger operating at a higher rate of speed. The pulley is CNC machined from billet stainless steel, e-coated black for an OEM appearance and is press fitted to the factory supercharger unit.






APR Supercharger Crank Pulley Upgrade



APR’s Supercharger Crank Pulley Upgrade increases the diameter of the factory pulley from ~162mm to ~187mm, which in turn spins the supercharger ~15.4% faster. This results in a larger bump in horsepower and torque across the entire RPM range, as the supercharger is spinning at an even higher rate of speed. The pulley retains the factory harmonically balanced crank pulley and bolts on top of the existing unit. It is CNC machined from light weight billet aluminum with weight saving pockets throughout. It has an anodized black finish and includes new crank pulley bolts.






APR Supercharger Dual Pulley Upgrades



Upgrading both the supercharger drive and crank pulleys results in the factory supercharger spinning ~26.4% faster than stock. This speed was chosen after extensive engine and chassis dyno testing with various pulley sizes and supercharger speeds. The result is an even higher horsepower and torque gain across the entire RPM range. However, at the airflow levels achieved with a dual pulley setup, maximum power is severely restricted by the factory throttle body unit. The APR Ultracharger Throttle Body Upgrade is necessary to take full advantage of the dual pulley configuration, and is available in platform specific variations for the B8/B8.5 A4/A4/S4/S5, Q5/SQ5 and C7 A6/A7.






APR Stage II ECU Upgrade



APR’s Stage II ECU Upgrade is designed for use with each pulley upgrade and only needs to be purchased once. The upgrade builds upon the APR Stage I ECU Upgrade, reconfiguring the engine management system to work in conjunction with the higher boost pressure and airflow levels achieved by spinning the supercharger faster. The Stage I ECU Upgrade is required to purchase the Stage II ECU Upgrade.






Power Figures

Our Product Page has graphed power and torque figures at the wheels, crank, and gain over stock for each stage and vehicle.

Audi S4 / S5 (B8)

Stage                            Fuel Grade   Power     Torque      Gain Over Stock
Stage 2 Single Pulley      91 AKI /  95 RON  437 HP  386 FTLBS   +94 HP   +68 FTLBS
Stage 2 Single Pulley      93 AKI /  98 RON  455 HP  395 FTLBS  +112 HP   +82 FTLBS
Stage 2 Single Pulley     100 AKI / 104 RON  473 HP  404 FTLBS  +130 HP   +95 FTLBS
Stage 2 Single Pulley	  104 AKI / 108 RON  480 HP  409 FTLBS  +138 HP  +100 FTLBS
Stage 2 Dual Pulley        91 AKI /  95 RON  445 HP  412 FTLBS  +100 HP   +80 FTLBS
Stage 2 Dual Pulley        93 AKI /  98 RON  465 HP  428 FTLBS  +120 HP   +97 FTLBS
Stage 2 Dual Pulley       100 AKI / 104 RON  513 HP  459 FTLBS  +168 HP  +126 FTLBS
Stage 2 Dual Pulley       104 AKI / 108 RON  527 HP  469 FTLBS  +182 HP  +136 FTLBS

Audi S4 / S5 (B8.5)

Stage                            Fuel Grade   Power     Torque      Gain Over Stock
Stage 2 Single Pulley      91 AKI /  95 RON  448 HP  381 FTLBS  +138 HP  +101 FTLBS
Stage 2 Single Pulley      93 AKI /  98 RON  458 HP  387 FTLBS  +148 HP  +108 FTLBS
Stage 2 Single Pulley     100 AKI / 104 RON  470 HP  398 FTLBS  +160 HP  +117 FTLBS
Stage 2 Single Pulley     104 AKI / 108 RON  481 HP  406 FTLBS  +171 HP  +125 FTLBS
Stage 2 Dual Pulley        91 AKI /  95 RON  445 HP  415 FTLBS  +134 HP   +98 FTLBS
Stage 2 Dual Pulley        93 AKI /  98 RON  468 HP  432 FTLBS  +157 HP  +115 FTLBS
Stage 2 Dual Pulley       100 AKI / 104 RON  513 HP  461 FTLBS  +202 HP  +147 FTLBS
Stage 2 Dual Pulley       104 AKI / 108 RON  527 HP  471 FTLBS  +215 HP  +157 FTLBS

- 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 Audi. | RON = ROW Fuel Grades | AKI = North American (RON+MON)/2 Fuel Grades.
- Reported wheel figures measured using APR's in house dynos using SAE J1349 correction and an average of multiple runs for all figures. Crank figures are estimated based on the measured wheel figures and APR's engine dyno results. Results will vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, other variables and other modifications. For the best results, APR recommends removing the intake snow screen.







Application Guide



Supercharger Pulleys

This upgrade is only applicable to superchargers with a pressed on pulley as shown here.

APR Supercharger Drive Pulley - (57.75 mm)
MS100135
$224.99

APR Supercharger Crank Pulley - (187 mm)
MS100133
$399.99



Supercharger Pulley Belts

A new Supercharger Belt is required.

Supercharger Belt - For use with an APR Drive Pulley & an OEM Crank Pulley
RS100001
$19.99

Supercharger Belt - For use with an OEM Drive Pulley & an APR Crank Pulley
RS100003
$19.99

Supercharger Belt - For use with an APR Drive Pulley & an APR Crank Pulley
RS100002
$19.99



Software

APR Stage II software is required to run any upgraded Pulley configuration and is sold separately. Stage II is no longer included with the pulley purchase. You only need to purchase Stage II once. If you're already Stage II from owning an APR Supercharger Drive Pulley, you don't need to purchase Stage II again.

Upgrade from APR Stage I to APR Stage II
$324.99



IMPORTANT PRICING AND AVAILABILITY DETAILS:
- Pricing: Please contact an APR Importer for pricing outside the USA.
- Availability 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.

IMPORTANT REQUIREMENTS AND RECOMMENDATIONS:
This product is designed for use with APR's S Tronic TCU Upgrade, NGK BKR9EIX plugs gapped @ .024” +/- .002” torqued to 30Nm and a new supercharger belt. The APR Coolant Performance System is highly recommended and required with the dual pulley setup. IAT’s must be below 75c to achieve the advertised power figures. A high flow intake system is highly recommended and is required to meet the advertised power figures on the A4/A5/S4/S5/Q5/SQ5. For the best results, APR recommends removing the intake snow screen. (Always refer to the website for the most up to date product information)

[jayts]

Can we bolt this up to the jhm pulley?


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[LittleDozer]

Can we bolt this up to the jhm pulley?


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You'd be willing to bolt a bigger adapter to an already oversized non-dampened pulley?

[speedy0339]

Arin, is the engine rpm raised to 7,300 on dual pulley only as well? Or just Ultracharged?

[BDP]

Ordered...waiting on cooling system release to see the results. If it's worth the cheddar, I'll circle back and grab one...otherwise I'm going to try the REVO offer on their heat exchanger. If all goes well, I should be hitting the track when they open towards the end of the month. It should at least give a good comparison of how this set up does compared to other competitors dual pulley tunes.

The caveat is I'm a B8.5 and won't be running 100 octane. I will however run the 93 file with some E85 in the tank.

[FromRagsToS4]

104 AKI / 108 RON 527 HP 471 FTLBS +215 HP +157 FTLBS

I dont understand these numbers.... how is "527 - 333" equal to 215? crank vs crank numbers right? that should read +194hp.

[Deckdout2]

"The pulley retains the factory harmonically balanced crank pulley and bolts on top of the existing unit." This is an interesting concept that I haven't seen. So it does not replace the crank pulley, but bolts over it. hmmmmmm. Smart idea to save costs associated with creating a new dampened pulley, but question would be what about the issues with the OEM crank pulley failing in the past? Does this make the OEM pulley more prone to failure? That would mean that we'd still have to replace it if that ever happened correct (without having any hands on experience with this new pulley or the OEM one itself)?

[ILB8S4]

So dual pulley loses power over single pulley, but gains torque

Stage 2 Single Pulley 91 AKI / 95 RON 448 HP 381 FTLBS
Stage 2 Dual Pulley 91 AKI / 95 RON 445 HP 415 FTLBS

[fitzydude]

"The pulley retains the factory harmonically balanced crank pulley and bolts on top of the existing unit." This is an interesting concept that I haven't seen. So it does not replace the crank pulley, but bolts over it. hmmmmmm. Smart idea to save costs associated with creating a new dampened pulley, but question would be what about the issues with the OEM crank pulley failing in the past? Does this make the OEM pulley more prone to failure? That would mean that we'd still have to replace it if that ever happened correct (without having any hands on experience with this new pulley or the OEM one itself)?

I was thinking about this.. If your pulley did fail at least the APR OD adaptor would contain the OEM pulley from flying all over your engine bay and causing more damage. But it would likely ruin the Apr OD pulley adaptor itself. So you would need to replace your harmonic balancer and the Apr OD pulley adaptor if you had a failure.

[BDP]

I was thinking about this.. If your pulley did fail at least the APR OD adaptor would contain the OEM pulley from flying all over your engine bay and causing more damage. But it would likely ruin the Apr OD pulley adaptor itself. So you would need to replace your harmonic balancer and the Apr OD pulley adaptor if you had a failure.

Or if you already are tuned for it....just buy one from KI or FD at 187mm. ;)

[whiped]

I was thinking about this.. If your pulley did fail at least the APR OD adaptor would contain the OEM pulley from flying all over your engine bay and causing more damage. But it would likely ruin the Apr OD pulley adaptor itself. So you would need to replace your harmonic balancer and the Apr OD pulley adaptor if you had a failure.

I wonder if anyone here realizes you are essentially making this a solid pulley...

You are bolting the adapter directly to the crank, there is no longer any dampening being done.

[fitzydude]

I wonder if anyone here realizes you are essentially making this a solid pulley...

You are bolting the adapter directly to the crank, there is no longer any dampening being done.

Oh snap!

But the accessory belt is still dampened, but now you don't have the S/C belt providing pressure for the s/c side of the dampened pulley. Sounds like that might create quite an imbalance. I'd really like to see how the pulleys fit together though.

[RWD2quattro]

So dual pulley loses power over single pulley, but gains torque

Stage 2 Single Pulley 91 AKI / 95 RON 448 HP 381 FTLBS
Stage 2 Dual Pulley 91 AKI / 95 RON 445 HP 415 FTLBS

Yup CA's water down Kool aid..E85 (3gal) mix a must.

[jran76]

I wonder if anyone here realizes you are essentially making this a solid pulley...

You are bolting the adapter directly to the crank, there is no longer any dampening being done.

But the crank still runs off the dampened factory pulley, right? Only the S/C is running off this new hunk of metal and I think it less important that it is not dampened. With that said, I'd rather see a full pulley replacement, and if I had over, say 50k miles, I'd probably replace the OE at the same time that I installed APR's pulley just for $300 worth of piece of mind.

[whiped]

BEST case scenario here, the accessories are dampened.
Worse case, nothing is.

I will confirm when I get home tonight as I have the OEM crank sitting in my garage.

Regardless, this hunk of metal is still bolted directly to the crank. There is no dampening going on for the SC or the engine.

Not sure if this is actually an issue though since Fluidamper never posted their findings and other tuners have been running solid cranks for a long time.

[Arin@APR]

Can we bolt this up to the jhm pulley?


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No idea. Never tried it.

Arin, is the engine rpm raised to 7,300 on dual pulley only as well? Or just Ultracharged?

Stage 2 also gets the RPM bump.

I dont understand these numbers.... how is "527 - 333" equal to 215? crank vs crank numbers right? that should read +194hp.

All gain figures are derived from max gain over stock at the same RPM point. So, the gain from what it did stock at X rpm and the gain it did tuned at the same X RPM point.

"The pulley retains the factory harmonically balanced crank pulley and bolts on top of the existing unit." This is an interesting concept that I haven't seen. So it does not replace the crank pulley, but bolts over it. hmmmmmm. Smart idea to save costs associated with creating a new dampened pulley, but question would be what about the issues with the OEM crank pulley failing in the past? Does this make the OEM pulley more prone to failure? That would mean that we'd still have to replace it if that ever happened correct (without having any hands on experience with this new pulley or the OEM one itself)?

It bolts over top of it so there's no longer any stress placed on the outer ring of the crank pulley by the supercharger.

So dual pulley loses power over single pulley, but gains torque

Stage 2 Single Pulley 91 AKI / 95 RON 448 HP 381 FTLBS
Stage 2 Dual Pulley 91 AKI / 95 RON 445 HP 415 FTLBS

On 91, yes, at redline it takes a nosedive. Ultra fixes that.

[BDP]

Just an FYI to all...this all has to be ordered through and APR "dealer". My online order (through APR website) was just cancelled and I have to pick from an available dealer around me to order the dual pulley set up.


*Verified via Ryan@ APR via phone call*

[chrisucf99]

I stopped by my tuner this morning... I'm APR Stage II already with TCU tune. I also already have the JHM 179mm pulley.... so Dual Pulley, but no tune to take full advantage of it. Was running a Chipwerke piggy back tune on top of my APR tune to control boost bleed.

I figured I would still need to buy the APR crank pulley to get the Dual Pulley file. I learned today (pleasantly surprised), that it wasn't the case. I was able to get the Dual Pulley file for "free" as well as the TCU tune update.

I'm going to run the tune and log and see how well it works with the 179mm pulley. So far the car certainly doesn't feel any slower with the CW unhooked. Going to the drag strip on Wednesday and will run the car without the CW to see how it compares.

Also, I believe the strange upshift RPM issue is now fixed! I need to do some more hard pulls in the car to confirm, but the one run I did, I did not experience the issue.

As soon as I get off my next conference call i'm going to do some runs and log to get more data.

[tmoe]

"The pulley retains the factory harmonically balanced crank pulley and bolts on top of the existing unit." This is an interesting concept that I haven't seen. So it does not replace the crank pulley, but bolts over it. hmmmmmm. Smart idea to save costs associated with creating a new dampened pulley, but question would be what about the issues with the OEM crank pulley failing in the past? Does this make the OEM pulley more prone to failure? That would mean that we'd still have to replace it if that ever happened correct (without having any hands on experience with this new pulley or the OEM one itself)?

It's an interesting concept as all of the load of the supercharger is taken off the dampening system and is direct connected to the crankshaft so in theory the crank pulley shouldn't fall apart anymore as the load from the supercharger was probably a big reason it failed in the first place.

[speedy0339]

But the crank still runs off the dampened factory pulley, right? Only the S/C is running off this new hunk of metal and I think it less important that it is not dampened. With that said, I'd rather see a full pulley replacement, and if I had over, say 50k miles, I'd probably replace the OE at the same time that I installed APR's pulley just for $300 worth of piece of mind.

Yeah I agree. My stock crank pulley exploded at 65k miles. I wish this setup was available back then so I could've saved some on labor :)

[Zaxon55]

Arin, if I am on Stage 2 already if I want to just do the upgraded crank pulley for added torque, do I need a new ECU or TCU tune applied?

[tmoe]

BEST case scenario here, the accessories are dampened.
Worse case, nothing is.

I will confirm when I get home tonight as I have the OEM crank sitting in my garage.

Regardless, this hunk of metal is still bolted directly to the crank. There is no dampening going on for the SC or the engine.

Not sure if this is actually an issue though since Fluidamper never posted their findings and other tuners have been running solid cranks for a long time.

I thought about this as well but shouldn't there's still a dampening affect from the accessory pulley/belt back to the crankshaft? and it should take a great deal of stress off of the oem pulley, but it did make me think about the fluidampr

[jran76]

BEST case scenario here, the accessories are dampened.
Worse case, nothing is.

I will confirm when I get home tonight as I have the OEM crank sitting in my garage.

Regardless, this hunk of metal is still bolted directly to the crank. There is no dampening going on for the SC or the engine.

Not sure if this is actually an issue though since Fluidamper never posted their findings and other tuners have been running solid cranks for a long time.

Ah, yeah, that's probably a better way to explain it....I guess it's really impossible to quantify all the factors involved at this point any way when you're talking about now comparing OEM to OEM+solid S/C ring (APR) to a solid pulley (like JHM) to a different type of dampened pulley (like fluidampr). I'm honestly not convinced that it really matters if you're not keeping the car for 300k miles. All have their pluses and minuses to some degree.

[jran76]

I stopped by my tuner this morning... I'm APR Stage II already with TCU tune. I also already have the JHM 179mm pulley.... so Dual Pulley, but no tune to take full advantage of it. Was running a Chipwerke piggy back tune on top of my APR tune to control boost bleed.

I figured I would still need to buy the APR crank pulley to get the Dual Pulley file. I learned today (pleasantly surprised), that it wasn't the case. I was able to get the Dual Pulley file for "free" as well as the TCU tune update.

I'm going to run the tune and log and see how well it works with the 179mm pulley. So far the car certainly doesn't feel any slower with the CW unhooked. Going to the drag strip on Wednesday and will run the car without the CW to see how it compares.

Also, I believe the strange upshift RPM issue is now fixed! I need to do some more hard pulls in the car to confirm, but the one run I did, I did not experience the issue.

As soon as I get off my next conference call i'm going to do some runs and log to get more data.

I'm on the fence about keeping this car, and I may go this route as an intermediate step until I decide. I don't know if I really want to invest $2-3k in the car at this point when I might get rid of it at any time, but investing in just a crank pulley is more palatable at least for the short term.

Yeah I agree. My stock crank pulley exploded at 65k miles. I wish this setup was available back then so I could've saved some on labor :)

No doubt it would be wise to consider replacing the OEM pulley if you are up there in milage. That's definitely one thing APR dealers should be advising their customers (and they should have the OEM pulleys on hand). I've seen them for around $300, and it's probably a worthwhile preventive measure while your in there. I only have 26k miles on my 2012, so if I end up going the APR pulley route, I wouldn't be too concerned.

Edit: I just checked and ECS has the OEM crank pulley for $323, and I've seen it for less on some of the Audi parts sites. Part number is 06E105251F (at least according to ECS).

[jayts]

You'd be willing to bolt a bigger adapter to an already oversized non-dampened pulley?

I should have mentioned up have the stock size jhm pulley


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[speedy0339]

I'm on the fence about keeping this car, and I may go this route as an intermediate step until I decide. I don't know if I really want to invest $2-3k in the car at this point when I might get rid of it at any time, but investing in just a crank pulley is more palatable at least for the short term.

I don't see why not. 10whp isn't that big of a deal, but the 30wtq on 91 octane will make a huge difference. Since you're already stage 2, the pulley is only $400. I think it would be worth.

[Arin@APR]

Arin, if I am on Stage 2 already if I want to just do the upgraded crank pulley for added torque, do I need a new ECU or TCU tune applied?

Yes. Get flashed with the new update. Both are free to existing stage 2 and TCU owners.

[Zaxon55]

Yes. Get flashed with the new update. Both are free to existing stage 2 and TCU owners.

Thanks Arin, much appreciated. I will schedule this soon.

[extratime]

If I'm understanding this right. I can use my CTS S/C pulley with your software? I would need to purchase your stg 1, and 2 software plus the crank pulley, if I wanted to go with your dual pulley setup?

[whiped]

If I'm understanding this right. I can use my CTS S/C pulley with your software? I would need to purchase your stg 1, and 2 software plus the crank pulley, if I wanted to go with your dual pulley setup?

That's what it sounds like, nice of them to offer support for third party hardware finally.

Do it. I'm itching to see how my car stands up to the mighty "Ultracharger"

[Arin@APR]

If I'm understanding this right. I can use my CTS S/C pulley with your software? I would need to purchase your stg 1, and 2 software plus the crank pulley, if I wanted to go with your dual pulley setup?

If you have a pulley now, you can use it. It's designed for 57.75mm pulleys.

To get to stage 2 (any pulley setup), you need to purchase Stage 1 and STage 2 software. If you already have stage 2, you don't need to buy it again.

[extratime]

That's what it sounds like, nice of them to offer support for third party hardware finally.

Do it. I'm itching to see how my car stands up to the mighty "Ultracharger"

This is a massive financial commitment seeing how I would have to eat the cost of my current stage 2 software so it's basically double the cost. That being said I haven't bought my second pulley yet and I would more then likely have to get a chipwerke as well if I wanted to try and keep my current software. Now I'm really on the fence on which way to go.

[whiped]

APR used to offer a discount for switching from another tune. It was mentioned earlier in this thread. Shoot Arin a PM and see what he can do.

Text me the results, If it is financially reasonable I suppose I could switch

BTW, DJM is an APR dealer.

[bokiboki]

I wonder if anyone here realizes you are essentially making this a solid pulley...

You are bolting the adapter directly to the crank, there is no longer any dampening being done.

^Hmmm, so if I understand this correctly, if the stock factory crank pulley would to separate it wouldn't matter since this new oversize APR pulley is bolted straight to the crank? Since my car is at over 105k miles on stock crank pulley I was planning on replacing it with the brand new OEM pulley and then bolt this new APR pulley to it but I don't have to worry about it any more?

[Charles]

If you have a pulley now, you can use it. It's designed for 57.75mm pulleys.

To get to stage 2 (any pulley setup), you need to purchase Stage 1 and STage 2 software. If you already have stage 2, you don't need to buy it again.

So the Stage 2 tune can compensate for varying pulley ratios as long as it's a ratio greater than stock? I guess what I'm asking is will I see more HP output with a 206mm crank pulley and APR SC pulley than with an APR 187mm crank pulley and APR SC pulley? As long as cooling and air flow issues are handled with both setups...

[Arin@APR]

So the Stage 2 tune can compensate for varying pulley ratios as long as it's a ratio greater than stock? I guess what I'm asking is will I see more HP output with a 206mm crank pulley and APR SC pulley than with an APR 187mm crank pulley and APR SC pulley? As long as cooling and air flow issues are handled with both setups...

Throttle body is a restriction. Even with it upgraded, we tried larger pulleys. You'll get a bump in low end torque, but towards redline power will tank.

[speedy0339]

Throttle body is a restriction. Even with it upgraded, we tried larger pulleys. You'll get a bump in low end torque, but towards redline power will tank.

Is that why you chose to raise redline to 7300?

Also, on the B8 it looks like it gains 6hp and 30tq on 91 octane but on the B8.5 it loses horsepower.

[Arin@APR]

Ideal shift point is higher as power keeps climbing.

[speedy0339]

Ideal shift point is higher as power keeps climbing.

I'm not complaining! Raised shift points, plus 30 torque for a $400 crank pulley? Sign me up :)

[Jflow23]

^Hmmm, so if I understand this correctly, if the stock factory crank pulley would to separate it wouldn't matter since this new oversize APR pulley is bolted straight to the crank? Since my car is at over 105k miles on stock crank pulley I was planning on replacing it with the brand new OEM pulley and then bolt this new APR pulley to it but I don't have to worry about it any more?

It would matter...the accessories are still driven by the uncovered portion of the OEM crank pulley. SC would spin, other accessories would still fail if OEM pulley failed. SC will be effectively "undampened" and accessories are still "dampened." The once the crank separates, the center will remain fixed to the engine, while the outer accessory drive rotates independently. It could potentially damage the APR outer pulley and mar the engine block, but do less overall damage...as nothing goes flying.