We purchased a new RS3 for development and it showed up yesterday. First up: ECU Upgrade. Stay tuned!
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The 2.5 TFSI found in the brand new TTRS and facelifted RS3 sedan is a totally new 5-cylinder engine from Audi including an all new version of Bosch’s MED17.1.62 engine management system. The engine differs from other 5 cylinders in the past, using a brand new turbo, with a new control strategy, new dual injection system and new engine block material among other changes. We’re in uncharted territories tuning this new amazing platform!
With any new project that vastly differs from others in the past, our engineers take a cautious and thorough approach to tuning the engine. This starts with data collection. Our APR ECU Explorer logging tool give us direct access to the entire ECU. That means we can read every sensor within the engine bay, and every single calculation taking place within the ECU, at extremely high data rates. This data resolution is second to none, leaving our tuners with the ability to see everything as it happens, with the ability to trace back to why it happened within the ECU. This allows our engineers to understand the ECU algorithms and strategies better than the competition. This is contrary to others relying on OBDII diagnostic channels, which gives poor and limited data used for general diagnostics, not tuning.
However, even with this powerful tool, it’s not enough. When Audi tuned this engine, they did so with many more sensors installed, which they later removed and modeled into the ECU. By doing so, they saved money and can deliver a system that is modeled very accurately given the original operating parameters. With sensors removed, the engine management system predicts/models mass flow, pressures, temperatures and other measurements at various places within the engine system by basing those outputs on their relationships with other measured values. However, once you begin tuning the ECU, or changing hardware, these models are no longer very accurate! We need to add those sensors back during the tuning process to correct the incorrect/broken models, and provide a top tier ECU calibration.
Our R&D team has installed a MoteC C125 Dash with various high resolution, and high data rate sensors all around the engine to collect critical data for our engineering team. This includes, but is not limited to Race-grade thermocouples and pressure sensors before and after the intercooler and at various places in the intake system to locate restrictions. We’ve also added exhaust manifold pressure sensors and exhaust gas thermocouples to the turbocharger to ensure our calibrations are well within critical engine limitations (shaft speed, EMAP, EGT, surge region operation, lambda sensor pressure and temperature compensation). With MoteC’s i2Pro software, we’re able to analyze and deliver critical data to our calibration and hardware teams create better calibrations and create new hardware products.
With the guess work eliminated, we’re able to deliver a better product.
Software
Hardware
... More to come ...
Stay tuned!
- Testin Updates -
For the past several months, our engineers have meticulously tested and tuned the new 2.5 TFSI found in the Audi RS3 Sedan and TTRS. This has included hundreds of dyno pulls, over 40 passes at the drag strip and more than 50 laps around Road Atlanta. You can read more about our testing and instrumentation here: APR RS3 Sedan Testing and Tuning Update!
Drag Strip:
We visited our local drag strip, Montgomery Motorsport Park, to test the factory software vs our development software for the 2.5 TFSI found in our RS3 Sedan. In terms of engine / performance hardware, we tested our software only, leaving items such as the intake, exhaust, intercooler, fueling and more completely stock. The vehicle was equipped with Toyo R888 tires for added grip. Please Note: Date/Time stamps are 55 minutes ahead of the actual time.
First, we ran the stock tune on 93 octane, full weight (DA: ~600 FT):
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Next, we flashed the ECU to our development Stage 1 tune on 93 octane, full weight (DA ~800 FT):
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Satisfied with these results we added ethanol from the pump and switched to our development Stage 1 ethanol tune and ran full weight for a single pass (DA: ~125 FT):
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Lastly we put the RS3 on a 5 minute track diet, pulling the seats, saving around 150 lbs (DA: ~100 FT):
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Time Slips:
Road Course Testing:
Following our successful outing at the drag strip, we headed to Road Atlanta for some brutal track testing. Testing on a road course puts the vehicle through some of the most demanding conditions. The engine is run at full tilt lap after lap, putting it through stress otherwise not seen on the road. In doing so, our calibration team is able to learn valuable information about how the engine handles the increased power in demanding situations our customers may experience. We tested each mode, Drive, Sport, and Manual, and were happy with the performance. Our RS3 was outfitted with our development APR 93 and Ethanol ECU Upgrades (as well as stock), APR 19x8.5 forged wheels with a previously used set of Pirelli Trofeo R tires, and APR Development Lowering Springs at full vehicle weight.
Race Report from our Driver, Ian Baas:
Good Morning,
Thanks for a successful weekend everyone! The Car and Calibration was perfect and I’ve never been more excited about an APR release in my life. Most production street cars I’ve tested almost always show their weak points within 5-10 laps of any high performance track event. The RS3 Sedan excelled during the entire test and I am sure this product will perform flawlessly in street conditions as it sits currently!
I really cannot stress enough how much this car exceeded my expectations!
Best Time:
RS3 Stage 1 (93 Octane Map)
1:45.60 (RA Wet/Dry Conditions)
S3 Stage 3+ (93 Octane Map)
1:39.10 (RA Dry Conditions, earlier in the year)
For Comparison sake these are Rain Times during this year’s Petit Le Mans Practice… Not bad!
APR Engine/Calibration:
A+
Car performed very well during each Octane tested (Stage 1 E85, Stage 1 93, Stock). Power was strong and on demand throughout each outing. (+/- 10 laps per outing. 55 laps in total.)
Engine Cooling was nominal, I saw little to no fluctuation, holding 240F throughout every run.
Stock Transmission:
B+
By far the best VAG DSG I’ve driven. Transmission performed better than expected in Sport Mode and Manual Mode. Sometimes I could feel small delays in power delivery during apex out throttle application while in Sport Mode. For once I preferred Manual Mode for track driving, the DSG did just about everything you told it to do without electronic intervention. The only intrusive issue I experienced was while exiting turn 8 in 2nd gear, the transmission bounced off the rev-limiter for period of time and would not up-shift until I lifted off the throttle. This was during the last session of the day when I was giving Tyler a ride around the track and the fuel level was almost empty.
Suspension with APR Development Springs:
B+
Without having any comparison to stock spring package it’s hard to say if the car was improved by the addition of APR springs but I can certainly say that the car did not have any glaring unwanted characteristics. We had changing track conditions all day long and the car handled them very well. The car was very neutral from apex out and inspired confidence throughout the track. Even though power output had been increased significantly, corner exit was especially good delivering just the right amount of power for a neutral exit. Corner entry/ Body roll could be better the rear did have the tendency to roll over and cause a slight over steer. I would be very interested in testing stiffer Anti-Roll Bars both independently and Front and Rear Together.
Stock Brakes:
B+
I rarely pressured the brake zones due to poor weather conditions. The only negative experience was a soft/long brake pedal after momentary short stops in pit lane (under 2 mins). The pedal would come back after about a half lap but this is something I would like to address.
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Thank you for following our updates. We'll provide more testing data, such as final power figures, at our upcoming official release!
Go APR!
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First 2.5 TFSI EVO in the 9’s with a [email protected] MPH!
APR’s development on the 2.5 TFSI EVO continues with yet another set of records for the platform. On May 1st 2018, Keith Brantley piloted his APR Tuned RS3 into the 9’s, and backed up his record with eight 9-second passes! In doing so he set several records for the platform, including the following:
9.83 Seconds – Quarter Mile ET
144.41 MPH – Quarter Mile Trap Speed
2.44 Seconds – 0-60 MPH via Dragy
4.79 Seconds – 60-120 MPH via Dragy
5.91 Seconds – 60-130 MPH via Dragy
Keith’s 9-second passes were as follows, including conditions, at Montgomery Raceway Park in Montgomery, Alabama:
[email protected] - 2,175 FT Density Altitude (86.7F, 29%, 29.87 In.Hg.)
[email protected] - 2,187 FT Density Altitude (86.1F, 31%, 29.87 In.Hg.)
[email protected] - 2,197 FT Density Altitude (86.0F, 32%, 29.87 In.Hg.)
[email protected] - 1,924 FT Density Altitude (81.4F, 40%, 29.86 In.Hg.)
[email protected] - 1,930 FT Density Altitude (80.3F, 47%, 29.87 In.Hg.)
[email protected] - 1,571 FT Density Altitude (74.6F, 61%, 29.87 In.Hg.)
[email protected] - 1,382 FT Density Altitude (71.3F, 69%, 29.88 In.Hg.)
[email protected] - 1,341 FT Density Altitude (70.8F, 69%, 29.88 In.Hg.)
Keith’s vehicle setup and modifications were as follows:
2018 Audi RS3 2.5 TFSI
APR ECU & TCU Upgrades with E85
TTE625 Drop-in Stock-Housing Turbo
Intake System
Straight-Pipe / Dump Tube Exhaust System
Intercooler System
Fueling System
18x8.5 Wheels
245x40R18 Hoosier Drag Radials
Seats Removed
Overall we’re impressed with the setup. Keith’s RS3 laid down over 600 WHP on our dyno, and was extremely capable at the drag strip. Given the turbo’s moderate size, the system makes for an excellent daily driver, without introducing significant lag, as is often the case with much larger, and more capable turbochargers. We would like to stress this is not a production product we currently sell, and much of the hardware upgrades are prototypes and proofs of concept. Our production hardware will begin rolling out later this year. Please stay tuned for more details while we continue to work on adding Program Switching and Full Encryption to the ECU to protect our world-class and record-setting ECU Upgrades before our official release!
Thank you to Keith Brantley for giving us the opportunity to make his RS3 fast. A special shout-out to Jeffrey Sanders and Montgomery Raceway Park for their hospitality and track prep! And thank you to Richard Conniff at Jack Ingram for all our VW, Audi and Porsche purchases!
Go APR!
----- Update:
APR RS3 / TTRS 2.5 TFSI ECU Upgrade - Now Available
APR is pleased to present the ultimate engine control unit (ECU) upgrade for the 2.5T EA855 EVO (Gen 2) engine!
Product Page
APR’s ECU Upgrades are the best dollar-per-horsepower modification one can make to the 2.5T engine. The upgrades dramatically increase horsepower and torque, making for an exceptionally quicker and more exciting vehicle. This is made possible 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. Optional features, such as APR's EMCS Program Switching and APR Mobile are available. Furthermore, for those looking for tuning with a limited powertrain warranty, APR Plus has you covered!
APR ECU Upgrade Stages
APR’s ECU Upgrades are available in multiple stages, supporting various octanes both with or without any hardware modifications. Specific software is available for use with a high flow downpipe exhaust system and drop-in turbocharger upgrades are coming soon. Each stage is fully compatible with an upgraded intake, intercooler, catback exhaust, or other minor bolt on modifications.
Each stage includes optimizations to the factory boost gauge making it react more quickly and corrections to the power and torque gauges to match the increased output. Furthermore, we’ve added left foot braking, removed the speed limiter, raised the rev-limiter and added a motorsport limiter, adjusted the factory exhaust crackle to protect the catalyst, optimized cold start, retuned the exhaust flap actuation for the best performance and sound in multiple modes, optimized high altitude mappings, retuned the throttle for better response, and completely optimized the driving experience for street and track use making for a much more enjoyable driving experience!
APR Plus ECU Upgrade with a Limited Powertrain Warranty
The APR Plus ECU Upgrade is the first step towards making more power, and it includes our limited powertrain warranty. This simple upgrade requies no engine hardware modifications, and produces 459 HP with 451 FT-LBS of torque. Gains as high as 66 HP and 88 FT-LBS of torque are available throughout the power band, making the vehicle exceptionally quicker in all scenarios. To learn more about APR Plus, please visit the APR Plus website.
APR Stage 1 ECU Upgrade
The APR Stage 1 ECU Upgrade is the next step towards making more power! This simple upgrade requires no engine hardware modifications, and produces 459-542 HP with 451-506 FT-LBS of torque, depending on octane. Gains as high as 66-132 HP and 88-146 FT-LBS of torque are available throughout the power band. 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. Upgrading the small factory intercooler is highly recommended on this platform.
APR Stage 1 is available for 91 AKI, 93 AKI, 100 AKI, 104 AKI and E85 fuel grades in North America, and 95 RON, 98 RON, 102 RON, 104 RON, 108 RON and E85 fuel grades in the Rest of the World.
APR Stage 2 and Stage 3 ECU Upgrade are coming soon.
Dyno Testing
Please visit our Product Page for detailed dyno charts showing stock vs APR 91, 93, 100, 104 and E85 Performance Modes measured at the wheels, estimated at the crank, and the absolute gain over stock.
Extreme Testing
APR’s ECU Upgrade has been full tested for the better part of a year prior to a public release. This includes summer and winter weather testing on multiple continents, high and low altitude testing, extensive track testing at multiple road courses, extensive drag strip testing and extensive road and daily driving testing. APR’s test vehicles are full instrumented with multiple sensors, including pre and post intercooler temperature and pressure sensors, pre and post turbine temperature and backpressure sensors, pre and post catalyst temperature and pressure sensors, and multiple pressure sensors throughout the intake system. APR test vehicles have seen over 700 HP in various configurations, on the stock engine internals, and have set multiple world records, including 10.5 second stage 1 quarter mile passes, and 9 second stage 3 passes.
For more details, including included and optional features, Pricing, and more, please visit our Product Page.
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