APR TT RS Stage 3 Released

TT/All
#1

I hope you guys don’t mind me dumping all of this information here. There’s a lot of it, so a cut and paste job is easier.

APR is pleased to present the TT RS 2.5 TFSI Stage III GTX Turbocharger System!

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Product Page

In the 1980s, an iconic legend was born as the world fell in love with Audi’s 5-cylinder engine’s unmistakable and intoxicating growl. To the Audi enthusiast, the light-weight, compact 5-cylinder engine represented the hallmark of Audi’s technical prowess and ability to emotionally captivate an audience with a driving experience unlike any other in its time. Audi’s announcement of the return of its 5-cylinder roots via the 2.5 TFSI sent shockwaves across the community and resonated deeply within the hearts and minds of APR’s staff. With this creation, Audi spoke directly to every enthusiast and gave APR the unique opportunity to write into Audi’s 5-cylinder history books with modern day engineering expertise.

APR’s technical reach has grown enormously since opening in the 1990s and currently represents a force of unmatched performance without compromise within the performance enhancement sector for Audi vehicles. The APR Stage III 2.5 TFSI Turbocharger System is a culmination of roughly two years worth of engineering research, development and motorsport testing unheard of in the market today. With brutal testing on multiple continents, including wins in the prestigious German Tuner GP at the Hockeheim ring, the APR Stage III Turbocharger System is the pinnacle of Audi’s German engineering enhanced by APR’s American ingenuity.

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APR Switzerland Wins the German Tuner GP at Hockenheim!

The APR Stage III Turbocharger System is a turnkey solution designed to expand on the TT RS’s already stellar performance by increasing peak horsepower to roughly double that of the European model. Sitting at 665 horsepower and over 560 ft-lbs of torque on high octane fuel, the vehicle’s performance is transformed to that of a modern day equivalent of Audi’s motorsport 5-cylinder engines of yesteryear. APR’s advanced knowledge of engine management combined with an uncompromising selection of premium materials, access to the latest engineering equipment and techniques, as well as a highly educated and capable staff of engineers, resulted in a turbocharger system capable of delivering a truly exhilarating and fulfilling driving experience.

http://www.youtube.com/watch?v=otiMH9uWSMs

Development

APR’s engineering teams use professional grade tools to aid in development of the APR Stage III Turbocharger System. Through the use of coordinate measuring machines, such as the Creaform 3D laser scanner and FaroArm, spatial constraints within the 2.5 TFSI’s engine bay were captured to give APR’s engineers a detailed map of their design environment. The 3D laser scanner allows for quick and easy modeling of static hard parts, such as the turbocharger unit. The modeled parts are placed within the mapped engine bay and development on the system begins using PTE’s Creo 2 3D CAD software. With such an unforgivingly tight working environment, this data is absolutely necessary to ensure every parts fits as as intended.


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Unfortunately an engine bay is not a fixed working environment. Under load the engine mounts allow for movement, ultimately changing and limiting the spatial constraints even further. Before production hardware is created, APR’s engineers print each part using an in house sterolithography 3D printer. Fitment is then tested and necessary changes are made before casting the final pieces.


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Over the entire development period, APR’s Calibration and Electrical Engineering teams continued modifying the factory engine management system to provide a smooth and reliable driving experience. Particular attention was paid towards driving characteristics, ultimately increasing the responsiveness of the entire system through the reduction of turbocharger lag. Given that the system operates at such high levels of performance, it’s often outside of the scope originally intended by the factory ECU. As a result, APR’s Electrical Engineers added patented control strategies to the ECU to enable proper control in all situations.


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Success of the system depended greatly upon the results of APR’s accelerated life testing. APR’s in-house TT RS as well as select APR Importers’ vehicles from across the globe were chosen for their locations in harsh environments. From the Swiss Alps to the South African deserts, APR’s engineers spent over a year collecting data through normal daily driving and grueling motorsport events. As new design requirements arose during testing, changes were made and testing continued. The end result is an extremely powerful, yet reliable turbocharger system worthy of APR’s stamp of approval.


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More than a year before release, APR gave The Drive Network’s Matt Farah access to the vehicle for early developmental feedback. At the time, the vehicle was producing less power than available today, but still offered a thrilling experience. See what Matt had to say in the video below.

http://www.youtube.com/watch?v=VNklpt8CVW4

APR Stage III GTX Components

Turbocharger


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At the heart of the APR Stage III GTX Turbocharger System is a GTX3576R turbocharger, utilizing the latest technologies from Le Mans winning turbo manufacturer, Garrett Honeywell. The turbo features a fully-machined, eleven-blade billet compressor wheel and a dual ball bearing oil and water-cooled CHRA. APR’s Engineers spent countless hours testing several turbocharger units to arrive at a configuration suitable for their power, reliability and drivability requirements. Testing began with smaller internally gated units and gradually increased over time until a balance was met within all categories. The result is a system that spools quickly with excellent response, even in the lower RPM range, while producing top end power figures beyond that of a Audi R8 LMS Ultra V10 FSI!

Each turbocharger unit is assembled and clocked in-house at APR with the necessary components to ensure proper fitment and orientation for compressor inlet and outlet systems as well as all oil and coolant lines.

Turbocharger Compressor Cover


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The turbocharger is fed through a massive 4-inch ported shroud compressor inlet. This newly developed compressor housing’s anti-surge porting greatly complements the spool characteristics of this unit and grants APR’s Engineers the ability to deliver massive levels of torque inducing boost pressure, even in the lower RPM range. APR’s Engineers enhance the compressor cover by adding an OEM style clampless connection system for the large turbo inlet pipe. This ensures proper orientation of the pipe, ease of installation and a leak free operation.

Turbocharger Turbine Housing


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APR’s Engineers tested several turbine-housing designs, both internally and externally gated, with a multitude of inlet and outlet styles as well as A/Rs before arriving at the Tial Sport stainless steel vband .63 A/R turbine housing.

The housing is an investment cast smooth 304L stainless steel design, which offers many benefits over traditional cast iron housings. The design is compact and lightweight, reducing weight by roughly 33% over the typical cast iron counterpart. Furthermore stainless steel features heat retention characteristics, which aid in turbo response by keeping exhaust velocity high. GTVFL3.0 Vband inlet and VBF300M vband outlets completely eliminate the need for exhaust studs, gaskets and bolts to provide a leak-proof sealing surface, all while remaining easy to install.

To aid in reducing temperature under the hood and area surrounding the turbocharger, APR’s Engineers modified the turbine housing with Swain Tech’s ceramic coating. No other ceramic coating on the market comes close to Swain Tech’s proven track record of high mileage, motorsport proven performance and is the industry standard for thermal barriers.

Engine Management


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The factory Bosch MED 9 engine management system is responsible for proper operation of the engine in all conditions. With built in compensational data for environmental variables and varying load conditions, the factory ECU is far more complex and intelligent than units found in other vehicle makes and marques.

With the significant amount of changes included in the APR Stage III Turbocharger System, APR’s Engineers spent months calibrating the engine management system to operate smoothly as if intended by the OEM. Thanks to APR’s incredible proprietary calibration suite, data logging software and full access to the coding structure of the ECU, appropriate and intelligent changes are made to ensure flawless drivability and excellent performance without compromise. When necessary, APR’s Electrical Engineers are able to build new coding functions, strategies and routines into the ECU to control conditions normally unseen at factory power levels.

APR’s upcoming EMCS program switching technology puts control of the ECU in your finger tips allowing you to access modes for standard pump fuel, high output race fuel and even reduced output valet modes to protect your vehicle against improper use by other individuals. This technology is patented by APR and is found nowhere else in the world. It’s Performance Without Compromise only APR can deliver!

Heat Shielding


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To further combat excessive heat generated by producing power levels seen nowhere else in the industry, APR’s Engineers paid close attention to heat generated by the turbocharger system under prolonged motorsport use. High quality materials are used throughout the system and critical high heat components are coated with Swain Tech’s ceramic thermal barrier.

APR designed and created a proprietary turbo blanket for the 2.5 TFSI Stage III Turbocharger System to provide an additional level of protection a step beyond thermal coatings. A tightly woven fiber consisting of pulverized volcanic rock houses high temperature rated silica to provide a stronger and more durable heat blanket when compared to many off the shelf solutions. The blanket provides an excellent heat barrier designed to protect surrounding components from excessive heat.

FireFlex and DEI heat shrouding sleeves are used throughout the system to protect oil and coolant lines as well as other hoses from surrounding high temperature components. Reflect-A-Gold is utilized on the compressor inlet hose to resist higher intake air temperature and additional material is included to protect surrounding components.

With lower under-hood temperatures, oil and coolant temperatures remain low to protect the engine while intake air remains cooler providing more horsepower, even under extremely demanding situations.

Exhaust Manifold


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Attached 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, 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, leaving behind a powerful and exotic 5-cylinder growl Audi enthusiasts have come to love. This material is typically found only at the highest levels of professional motorsport racing where reliability is essential to success.

To provide smooth and leak-proof operation between the manifold, turbo and external wastegate, APR’s exhaust manifold features Vband connection points. This eliminates the need for exhaust studs, nuts and gaskets and introduces an easier install for the end user while increasing overall reliability.

Investment-cast Inconel features heat retention characteristics, which aid in turbo response by keeping the exhaust velocity high. With exhaust gas pulses occurring 144 degrees apart, APR’s Engineers designed variable runner lengths calibrated to deliver sequential exhaust pulses without collision. 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.

Each unit undergoes strict quality control checkpoints to ensure ultimate reliability each step of the manufacturing and treatment process. The unit is CNC machined to tight tolerances and inspected for defects before undergoing thermal treatments at Swain Tech. Swain Tech’s world-renowned ceramic material is used to provide a thermal barrier between the manifold and all surrounding components. Through exhausting motorsport-testing APR found this treatment not only necessary for sustained wide-open operation, but also a critical component in reducing intake air temperature for prolonged performance, lap after lap.

The manifold features an EGT bung port for 2.5 TFSI engines featuring an EGT probe and remains capped on models without this OEM component.

All of these characteristics result in a manifold designed without compromise backed by a confidence-inspiring lifetime warranty.

#2

Wastegate


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A wastegate is a valve that provides a means for controlling boost pressure on a turbocharged engine. The unit controls the amount of exhaust gasses passing over the turbine wheel as prescribed by APR’s Stage III ECU Software. There are two types of wastegate configurations, internal and external, and each have their own advantages depending on application. With the addition of a massive turbocharger unit, APR’s Engineers found external gating necessary.

APR’s Stage III Turbocharger System features a compact Tial Sport MV-S 38mm external wastegate with water-cooling and vband connection points. The unit is constantly subjected to extreme temperatures and as such features high temperature based materials for increased life and performance. The addition of water-cooling ensures reduced temperatures under extreme motorsport conditions.

Temperature resistant materials are used throughout the unit as evidenced by the 347 stainless steel housing. The wear resistant racing valve is based on NiCrFe alloys and mates to Nitronic 60 stainless steel valve seats and bushings. The valve is actuated by a high heat resistant 17-7 PH stainless steel spring between a Nomex reinforced silicon diaphragm.

APR treats the housing with Swain Tech’s premium ceramic coating to provide a thermal barrier between the wastegate and surrounding components. Each unit’s spring pressure is spec’d and set at APR prior to shipping to provide accurate control. Lastly, each unit is fitted with APR’s flexible braided stainless steel lines for integration into the turbocharger’s water-cooling system via the included multi-ply high-temperature-silicone junction point.

Turbocharger Compressor Inlet Pipe


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A cast aluminum induction system was created to support the Stage III Turbocharger systems massive airflow requirements without worry of collapsing under extreme conditions. The cast pipe smoothly transitions from the OEM intake connection point down to the turbocharger’s 4-inch inlet where it’s attached via a clampless OEM style connection. This provides leak proof operation and smooth transitional airflow at all junction points while remaining easy to install and maintaining compatible with OEM and upgraded intake systems.

To combat heat soak, neighboring high temperature items feature a Swain Tech ceramic coating while the compressor inlet pipe is wrapped with Reflect-A-Gold at critical points for additional heat protection. Extreme motorsport testing proved the design to be a success, even after hours of continued use.

Turbocharger Compressor Outlet Hose


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Wire reinforced, multi-ply silicone hoses provide an unrestricted path for airflow existing the turbocharger. The ultra rigid design ensures piping will not swell or collapse causing leaks and restrictions in the charge piping system. The hose is engineered to fit properly into the engine bay with all necessary 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 system.

Turbocharger Exhaust Downturn


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An investment cast 3” stainless steel downturn provides a smooth and uninterrupted path for exhaust gases existing the turbocharger at high velocity. Vband clamps make install a cinch, providing a leak proof connection point while removing the need for gaskets, studs and nuts. The high temperature resistant stainless steel design increases the components strength without fear of component failure even under the most grueling environments. A port is provided for the OEM primary oxygen sensor and a second Vband connection links the downturn to the rest of the exhaust downpipe system.

Exhaust Downpipe


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APR’s 3-inch T304 stainless steel downpipe connects seamlessly to the supplied downturn and is fully compatible with APR’s RSC turboback exhaust system, full downpipe, or midpipe exhaust system. Vband clamps make install a cinch, providing a leak proof connection point while removing the need for gaskets, studs and nuts. The wastegate exhaust piping is fed back into the primary exhaust system far away from the turbine as to not disrupt flow.

Turbocharger Oil and Coolant Lines


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APR’s oil and coolant lines are specific to the APR Stage III Turbocharger System and provide years of leak free operation. The lines feature a flexible braided stainless steel construction with CNC mandrel bent hard-lines for specific and clean routing as if intended by the OEM. FireFlex and DEI heat shrouding sleeves (not pictured above) protect the lines from surrounding high temperature components and reduce oil and coolant temperatures typically seen under extreme conditions. A multi-ply silicon junction point provides a means for neatly connecting coolant lines to the factory system. Every detail is important, and APR goes the extra mile to ensure any possible weaknesses are eliminated.

High Pressure Fuel Pump


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Sold separately as a brand new pump or rebuild of the engine’s existing pump, the APR High Pressure Fuel Pump addresses fueling needs and leaves plenty of headroom for safety and further increased power levels in the future. By increasing the pump’s internal capacity, the fueling system is capable of displacing a higher volume of fuel per minute at every RPM. Read More on our High Pressure Fuel Pump Product Page.

Install Hardware


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APR doesn’t cut corners even with the most mundane details of the kit. Every nut, bolt, washer, clamp and gasket necessary for the install is included with the kit.

Spark Plugs


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Included with each kit are five Denso Iridium IKH24 (5346) spark plugs designed to operate properly and resist knock under the extreme cylinder pressures produced in the APR Stage III Turbocharger System.

Power Figures

93 Octane

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100 Octane

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More Graphs:

[] Crank - 91 Octane
[] Crank - 93 Octane
[] Crank - 100 Octane
[] Wheel - 91 Octane
[] Wheel - 93 Octane
[] Wheel - 100 Octane

APR Stage III GTX ECU Upgrade Calibration Report

Stock - As Reported by Audi
335 - 355 HP
332 - 342 FT-LBS
Speed Limited
6,800 RPM Redline

Stock as Measured by APR (US Spec Vehicle)
374 HP
361 FT-LBS
Speed Limited
6,800 RPM Redline

APR Stage III - 91 (R+M)/2 Fuel or 95 RON
518 HP
484 FT-LBS
+138 @ HP 6,750 RPM
+137 FT-LBS @ 4,500 RPM
Speed Limter Removed
7,300 RPM Redline

APR Stage III - 93 (R+M)/2 Fuel or 95 RON
553 HP
526 FT-LBS
+182 @ HP 6,750 RPM
+137 FT-LBS @ 4,500 RPM
Speed Limter Removed
7,300 RPM Redline

APR Stage III - 100 (R+M)/2 Fuel or 95 RON
665 HP
561 FT-LBS
+283 HP @ 6,750 RPM
+137 FT-LBS @ 4,500 RPM
Speed Limter Removed
7,300 RPM Redline

Acceleration Testing
Stage III PBox acceleration data collected on the same day and same stretch of airport runway at full vehicle weight with ESP enabled and a 6MT manual transmission.

http://www.youtube.com/watch?v=Zty2dEXq0PU

60-120 MPH
11.20 sec - Stock
6.89 sec - APR Stage III 93 Octane
6.04 sec - APR Stage III 100 Octane

62-124 MPH
7.39 sec - APR Stage III 93 Octane
6.46 sec - APR Stage III 100 Octane

100-200 KPH
7.43 sec - APR Stage III 93 Octane
6.49 sec - APR Stage III 100 Octane

60-130 MPH
14.90 sec - Stock
8.94 sec - APR Stage III 93 Octane
7.80 sec - APR Stage III 100 Octane

30-130 MPH
17.70 sec - Stock
11.00 sec - APR Stage III 93 Octane
9.75 sec - APR Stage III 100 Octane

Application Guide
Existing APR software customers will receive a fully loaded ECU when it becomes available. New customers will receive one program and may purchase additional programs à la carte. Please check for EMCS availability.

Audi TT RS - 6 Manual - APR Stage III (Including Software) - T3100050 - $12,999.99
Audi TT RS - S-Tronic - APR Stage III (Including Software) - To Be Announced

Stage III GTX Required Components and Recommendations (Sold Separately)

APR High Pressure Fuel Pump

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The APR HPFP expands the 2.5 TFSI’s direct injection fueling capabilities to the levels required for proper operation with the APR Stage III Turbocharger System. The pump is offered in two forms. A entirely new pump can be purchased, or the vehicle’s existing pump can be sent to APR for a rebuild.

[*]Product Page: APR HPFP

APR Exhaust Midpipe

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The APR Midpipe Exhaust System connects the included exhaust downturn and downpipe to the factory catback exhaust system or APR RSC Catback Exhaust System. This part is only necessary if the vehicle is not currently equipped with an APR Downpipe Exhaust System or APR RSC Turboback Exhaust System.

[*]Product Page: APR RSC Exhaust

APR Intercooler System

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The APR Intercooler System is a necessary upgrade for the system to run safely and to meet the advertised power levels. The factory intercooler shows signs of weakness on a completely stock 2.5 TFSI and as such is not capable of supporting the APR Stage III Turbocharger System’s power levels.

[*]Product Page: APR Intercooler

[]Exhaust: APR recommends the APR RSC Catback Exhaust System.
[]Intake: APR recommends the VWR Intake System.
[]Clutch: APR recommends the Sachs Clutch System. An upgraded clutch is necessary for manual transmission vehicles.
[]Internals: APR recommends upgraded connecting rods when running race fuel calibration modes for increased reliability.
[*]Fluids and Lubricants: APR recommends Motul Fluids and Lubricants.

Motul Oil, Coolant and Oil Filter


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Part of the APR Turbocharger System install process requires removal of the OEM Turbocharger. During this process, oil and coolant must be drained and should be replaced to offer superior performance and protection. The APR Turbocharger Systems are now complete turn key solutions, including everything you need down to the oil, coolant and oil filter. During checkout you’ll be given the option between Motul Specific 502.00, 505.00 & 505.01 5W40 or Motul Power 300V engine oil as well as Motul Inugel Optimal Ultra Coolant and an OEM oil filter. The Premium Motul lubricant package is included at a much lower than retail price point and the costs are listed below.

Motul Specific Lubricant Install Package

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10 Liters of Motul Specific 505.01, 502.00 & 505.00 SAE 5w40 Oil, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) - Organic MO00013 $95.00

Motul 300V Lubricant Install Package

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10 Liters of Motul 300V Power 5W40, Oil Filter & 4 Liters of Inugel Optimal Ultra (Concentrated) - Organic MO00014 $135.00

Where to Buy?

To find an APR Representative near you, please use our Dealer Locator Tool. If a dealer is not in your area, please visit our Product Page for ordering information.

http://www.youtube.com/watch?v=7MZOa6fY_CA

#3

Very nice! Your killing me here… I literally just got done removing my ecu to send in for stage I… Lol. I really shouldn’t buy this… Must wait until next year… Must wait… Hmmm…

So tell me no launches during testing? How is the clutch you recommend going to hold up to 5k launches? How is the clutch in day to day driving?

#4

We didn’t do any launches during that video as we didn’t want something to go wrong and knock out the car before release.

We also had not finished launch control testing. We’re using a pretty advanced setup that more than a 2 step. It’s getting fun.

Video:
http://www.youtube.com/watch?v=hXH5q9OP7Z4

Clutch is holding up just fine so far! : )

#5

Holy 100 octane torque pleateau.

Do you have the hubmeasured horsepower and torque numbers/ graphs?

#6

Gotcha… Looks like rsworx’s plans to drag race their car… They went with a different clutch that appears more street friendly not sure how it will hold up? I guess time will tell… I saw that vid the other day… Car looks and sounds like a beast, best part is it looks stock! Lol.

#7

TTRS looks like a fun platform :slight_smile:

#8

Yes. All posted above.

There is room to go up on this platform. Once our rods are in, we’ll bump up the torque on 100 and 104. This kit can easily make over 40 PSI of boost and has during testing on the stock rods but who knows how long that will last! : )

#9

Hopefully they actually do it and don’t lie like they did with their supposed 700 whp epl tuned tial 770 b5 s4. They said they would definitely go after flashing dyno sheets all over the place and tying to anoint themselves as the fastest most powerful b5 ever.

Or should I say, hopefully they go and actually share the results.

#10

Come on Saki, everyone knows dynos are the only legitimate measure of performance. ;D

Badass stuff APR. Looks like TT-RS is bumping 997 Turbo in my list of 5±years-from-now-cars. Cant wait to see what it runs at the 1/4. Prime? Prime?..Prime?

#11

Saki, Not totally familiar with their history so I hope they do go and post results… If the numbers are accurate and the car can be launched it should see a 10 second slip… They did take their TTRS with just a tune if you recall, but then again they didn’t post the most impressive time IMO… I guess only time will tell…

Ken, while it is tempting especially with some folks offering the free install I actually enjoy the slow and steady approach and seeing what each mod does… I just sent APR the ECU today for a stage I flash… Will make some passes on that in a few weeks once I get used to the tune and then will put a downpipe and front mount on and try again… I could see me doing the stage III next year possibly especially if I get the blower for the S4 this fall… Gotta spread things out as it keeps the wife happy… LOL!

#12

http://audirevolution.net/forum/index.php?topic=1218.0

this was pathetic

#13

Just giving you a hard time, Ron :wink: I keep forgetting that you’re not even tuned yet. Agreed on the incremental improvements, keeps things exciting for sure.

I’m sure the new S4 blower will hold you over for a few weeks… ;D

#14

I would pick one car to modify, and stick with it. Otherwise it’s mental. $13,000 for TTRS stage 3 is shockingly expensive frankly. I figured it would be a little cheaper with being only 5 cylinders and one side of an engine, as well as 1 turbo.

If this is $13,000, and the B8 kit is around $9000-10,000…that’s getting pretty wild.

If you guys had to pick a team to be on to achieve mental things with a car, which would it be…the B8 S4 or the TTRS?

#15

Saki, For me it’s really not a money thing(not a brag post), but more the enjoyment I get out of it… I like making changes and measuring the impact via logs and strip data… Also, even though I just said it’s not a money thing it’s really quite a bit more than $13K, when you factor in clutch, fuel pump, front mount, exhaust, intake, misc, and install(if you have to pay)…

Kit - 13K
clutch - 2-3K(I wouldn’t use the one APR recomends)
fuel pump - 1.7K(1.2K for a rebuild of the stocker)
front mount - 1.6K
exhaust - 2.8K(APR version)
intake - .6K
Misc stuff .5K
install - 2-3K
So a total of more like 24ishK - 29ishK… That is more than a 1/3 and close to 1/2 of what I pad for the car with a 5% discount and owner loyalty… Also, big turbo cars are often not the funnest street cars, not saying that is the case here but I suspect it may be… Not bagging on APR just being a realist… I’ll probably add the intake and front mount this year and go from there… Heck who am I kidding I’ll probably still do it next year! LOL

As for which car I would choose that’s tough… The TTRS even stock is so so so much fun to drive… The S4 is faster at this point but doesn’t handle as well even with true quattro and sport dif… Given being married with a 2.5 year old I would probably pick the S4 but I guess I am lucky to be able to own them both and get to choose… Lately, it’s been TTRS anytime I go driving though for the most part…

#16

The value option would be the b8 s4 in terms of pure speed. But which one is the better handling car?

Edit: I see PT posted while I was writing this… The ttrs is the better handler

#17

TT is a little go kart. Give it to quattro to work on must be a lot of fun.

I don’t get the post by Arin where he says ‘Clutch is holding up just fine!’ and then shows a car idling and revving to test launch control…but not launching.

#18

[quote=“sakimano,post:17,topic:4580”]
Where was this?

The LC test video was just to show it limiting, revving, building boost and so you could all hear it. I heard engineering outside, ran down, shot a quick vid, posted.

It wasn’t dialed in yet, so I didn’t show it launch (it wouldn’t have made sense showing the car bogging). It’s not a 2 step either. It’s real launch control that uses things like ESP and throttle to make the launch perfect. Getting it perfect takes time.

I don’t think I posted that as a response to how the clutch was holding up. That doesn’t make sense.

#19

not sure if serious…

http://audirevolution.net/forum/index.php?topic=1985.msg51923#msg51923

#20

This all looks very exciting for the platform. And thnx for keeping us updated on here, Arin.

I must say, though, that I am disappointed with the lack of before and after 1/4 mile times with this product launch. As Prime notes above, the $$ amount of investment here is staggering. Regardless of whether the conditions in Opelika are optimal, APR should have provided real-world acceleration data to us. It’s not cool that that task is left to customers.

And no, p-box acceleration times simply will not cut it. Not here on AR.