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HPA Helps APR Stage 3 Owners Find 34-50HP, 40 ft/lbs of TQ



This journey all started from an innocent question posed to our team last spring - “Can I bolt your HPA intake manifold onto my Stage 3 APR kit and make power?” The answer - YES!

Fast forward seven months later, and the topically “simple” answer is realized with results going well beyond the brilliant lift in both the TQ and HP curves for Steve’s pristine Stage 3 Golf R. Steve delivered his ultra-low mileage Golf R to HPA headquarters here in Langley, BC for some upgrades. The chassis, brakes, and engine were all slated for some well sorted improvements. In went a set of KW V3’s and a custom nickel finished set of HPA big brakes were installed at the front and rear axles.

Under the hood a less invasive upgrade was commissioned - our cast aluminum 2.0T performance short runner intake manifold was to be installed, dyno tested, and the software updated to optimize if necessary. This was an interesting opportunity as Steve was running the latest and greatest calibration from APR and had only 4000-5000 miles on this Stage 3 hardware set.

Prior to installing the intake, we strapped the R onto our Superflow AWD30 rolling road, fired up the 150 mph wind machine, and made a few base line captures. The numbers were solid for a 2.0T - tipping 416 ft/lbs of TQ and 418 HP on US 92 octane.
NOTE: Hub dynos like the ones APR use deliver higher output numbers than actual load-based dynos like the Superflow. This capture would allow our team to have an apples-to-apples comparison on the same dyno.

Oddly enough, the strong dyno results were not reflected on the test drive of Steve's R, where the APR Stage 3 kit seemed to have a lengthy delay in responding to 1/3 or 1/2 throttle input.

Our team hammered in the HPA cast intake and strapped the car back onto the rollers where a small amount of TQ and HP were gained with no software adjustments; a WIN for all the APR owners out there, but Steve wanted MORE!

Being our first experience with this APR package, we restored the ECU to OE and began calibrating. Almost immediately we could tell things were not as they should be...

After weeks and months of study, we concluded the following:

• The APR kit is configured around a set of OEM fuel injectors which are running flat out at 100% duty cycle
• The rail pressure valve has been replaced with an aftermarket one manipulated to deliver 155 bar rail pressure
• The APR ignition map runs -4 to +4 degrees of ignition

Steve's Golf R exhibited the following issues:

• A new cam follower had already lost its coating (after less than 5000 miles) and become indented from trying to push an additional 15 bar beyond the factory accepted performance augmented RS4 configuration.
• The low ignition maps allowed for strong boost without knock threat, but came at the cost of throttle response and drivability.
• There was simply no more headroom for the ECU to take advantage of the higher capacity air volume delivered by the HPA cast aluminum intake manifold.

The Solution?

An HPA Upgrade Package for APR Stage 3 Owners



• Upgraded injectors (Audi OEM)
• Updated rail pressure valve (140 Bar RS4)
• HPA Cast Aluminum Intake Manifold
• HPA Software Calibration


With our calibration, the injectors are now living between 74-85% duty cycle, offering comfortable headroom. The rail pressure no longer lives at 150+ bar, rather a nice, realistic 125-128 bar - so the demands on the OEM in-tank fuel pump, HPFP and cam followers are back within their intended specs for performance and durability. Plus, we enable all OEM safety parameters within the software and have active knock protection. The result is a smoke and burble free 40 ft-lbs gain in torque on US 92 octane, an average gain of 35HP and nearly 50 extra horses at redline, with the entire system backed away from the limits. We run a 2 bar boost map for 92octane with headroom to grow beyond 460 ft-lbs of torque once internals such as rods and piston ring lands are addressed.



Steve took delivery of his R and after a day of enjoying it, a short message was thrown back to our team:

“Car is simply awesome! Great power and wicked fast. The difference is the way the power comes on... 1/3 – 1/2 throttle input power is immediately available – Thanks for the great work!”

This was a hard nut to crack as the underlying concepts for the original tune were based on injectors that were too small for the task. Jacking up the rail pressure places extreme demand and wear onto the cam followers, and as fuel filters and in tank pumps run their natural life cycle, there is zero tolerance for deviations. This new package thunders in TQ and HP gains, uses refined ignition strategies to liven up the performance delivery, and keeps the entire system well off the OEM durability limits.

We are excited to finally release this calibration and hardware combo to the public...

Pricing

FSI Stage 3 GTX Performance Pack Upgrade - US$2499.00 + shipping

And for those Stage 3 owners that already own the HPA FSI Intake Manifold...the calibration, injectors, and fuel rail valve can be purchased separately. E-mail us directly for pricing on this combination.



Additional information on HPA's 2.0 Intake Manifold and Stage 3 GTX Performance Pack can be found here.

If you have additional questions regarding these or any other HPA products, feel free to IM or e-mail us directly.

To order any of our performance products contact HPA Motorsports at 604.888.7274 and place your order. Visa and MasterCard are accepted, and PayPal can be set up upon request.
 

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Nice boost! I bet this helps with valve deposits too!

Am I correct in suspecting, after seeing the stock vs upgraded dynos, that this car did not have the APR LPFP kit installed in the before dyno? The tq curve seems to follow the pattern of a non-LPFP setup.

--Matt
 

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Hello I am the owner of the car mentioned in the HPA press release. This car was originally built and owned by ISF from here on Vortex. I bought the car 4/1/14 and shipped it to the Seattle area. The car was a full built APR Stage 3 car and was at 1st drive impressive, however after driving the car for a few days I had serious concerns about the car. Daily drive ability was terrible, the stage 3 endurance clutch was loud and harsh, peddle pressure sucked. The exhaust again loud and obnoxious, really bad. So I needed to fix those 2 issues right away and that led me to HPA which is a short 2 hours drive north of the Seattle area. They agreed to install HS Tuning RSR clutch and put their Quad Pack exhaust on the car. Those 2 improvements alone transformed the car completely, now it was fast, relatively quiet, easy to drive even in heavy traffic.

While there I inquired about the HPA intake manifold and possibly HPA calibration. After a few discussions over the phone HPA agreed to tune and develop the car to the point you see now. The car had some other issues that i also wanted addressed; oil consumption, running rich and the car seemed to always be emitting some form of oil or fuel smoke. I asked HPA to diagnosis those issues and tune the car. We added the the KW V3s to improve ride quality and chassis dynamics. Then added HPA 6 piston front 4 piston rear BBK to handle the stopping duties.

I picked up the car last week from HPA and the car now IMHO has to be one of the most finely tuned, best driving Golf Rs in the country. It is actually very difficult to try and describe how well the car now drives and performs. The Dyno numbers speak for themselves but real driving is even better. No harsh vibrations, relatively quiet cabin, smooth compliant suspension and 450+ HP performance! As I stated the car is simply awesome, driving dynamics are superb, the handling fantastic and the power incredible. Add to that the fact the car runs on pump gas and has full OEM reliability safeguards still intact elevates this HPA Stage 3 upgrade package to a class by itself.
 

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Hello I am the owner of the car mentioned in the HPA press release. This car was originally built and owned by ISF from here on Vortex. I bought the car 4/1/14 and shipped it to the Seattle area. The car was a full built APR Stage 3 car and was at 1st drive impressive, however after driving the car for a few days I had serious concerns about the car. Daily drive ability was terrible, the stage 3 endurance clutch was loud and harsh, peddle pressure sucked. The exhaust again loud and obnoxious, really bad. So I needed to fix those 2 issues right away and that led me to HPA which is a short 2 hours drive north of the Seattle area. They agreed to install HS Tuning RSR clutch and put their Quad Pack exhaust on the car. Those 2 improvements alone transformed the car completely, now it was fast, relatively quiet, easy to drive even in heavy traffic.

While there I inquired about the HPA intake manifold and possibly HPA calibration. After a few discussions over the phone HPA agreed to tune and develop the car to the point you see now. The car had some other issues that i also wanted addressed; oil consumption, running rich and the car seemed to always be emitting some form of oil or fuel smoke. I asked HPA to diagnosis those issues and tune the car. We added the the KW V3s to improve ride quality and chassis dynamics. Then added HPA 6 piston front 4 piston rear BBK to handle the stopping duties.

I picked up the car last week from HPA and the car now IMHO has to be one of the most finely tuned, best driving Golf Rs in the country. It is actually very difficult to try and describe how well the car now drives and performs. The Dyno numbers speak for themselves but real driving is even better. No harsh vibrations, relatively quiet cabin, smooth compliant suspension and 450+ HP performance! As I stated the car is simply awesome, driving dynamics are superb, the handling fantastic and the power incredible. Add to that the fact the car runs on pump gas and has full OEM reliability safeguards still intact elevates this HPA Stage 3 upgrade package to a class by itself.
And this is all wih stock internals?
 

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So this beast is running the RSR clutch without issue?


Mine just started slipping on UM Stage 2 Loaded. Son of a bitch...


http://forums.vwvortex.com/showthread.php?7256730-RSR-Clutch-Now-Slipping


Still no reply from HSTuning on my issue.




Hello I am the owner of the car mentioned in the HPA press release. This car was originally built and owned by ISF from here on Vortex. I bought the car 4/1/14 and shipped it to the Seattle area. The car was a full built APR Stage 3 car and was at 1st drive impressive, however after driving the car for a few days I had serious concerns about the car. Daily drive ability was terrible, the stage 3 endurance clutch was loud and harsh, peddle pressure sucked. The exhaust again loud and obnoxious, really bad. So I needed to fix those 2 issues right away and that led me to HPA which is a short 2 hours drive north of the Seattle area. They agreed to install HS Tuning RSR clutch and put their Quad Pack exhaust on the car. Those 2 improvements alone transformed the car completely, now it was fast, relatively quiet, easy to drive even in heavy traffic.

While there I inquired about the HPA intake manifold and possibly HPA calibration. After a few discussions over the phone HPA agreed to tune and develop the car to the point you see now. The car had some other issues that i also wanted addressed; oil consumption, running rich and the car seemed to always be emitting some form of oil or fuel smoke. I asked HPA to diagnosis those issues and tune the car. We added the the KW V3s to improve ride quality and chassis dynamics. Then added HPA 6 piston front 4 piston rear BBK to handle the stopping duties.

I picked up the car last week from HPA and the car now IMHO has to be one of the most finely tuned, best driving Golf Rs in the country. It is actually very difficult to try and describe how well the car now drives and performs. The Dyno numbers speak for themselves but real driving is even better. No harsh vibrations, relatively quiet cabin, smooth compliant suspension and 450+ HP performance! As I stated the car is simply awesome, driving dynamics are superb, the handling fantastic and the power incredible. Add to that the fact the car runs on pump gas and has full OEM reliability safeguards still intact elevates this HPA Stage 3 upgrade package to a class by itself.
 

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Sounds like an amazing tune and setup.
Well done guys.


For us non-stage 3 guys, what enhancements can you do to a APR Stage 2+ tune ?
It was particularly interesting with the comments on the fueling and line pressure, also the cam follower wear.

Is there a better setup without a manifold change, that can run the fueling safer and perhaps less wear on the cam follower for us stage 2+ guys, with your software ?

Thanks
 

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So does this performance pack work with the LPFP and 93 oct?
It would yes, as we take the rail pressure demands down from the 155bar we had seen and work with 125-128B any LPFP upgrade we be fine. The oem LPFP now keeps up as it is only being asked to supply what the factory had calibrated it for.

The software has an adaptive ignition map so it will adapt its profile for the 93octane.


Sounds like an amazing tune and setup.
Well done guys.


For us non-stage 3 guys, what enhancements can you do to a APR Stage 2+ tune ?
It was particularly interesting with the comments on the fueling and line pressure, also the cam follower wear.

Is there a better setup without a manifold change, that can run the fueling safer and perhaps less wear on the cam follower for us stage 2+ guys, with your software ?

Thanks
Appreciated.

We have a few APR stage 2 owners looking to book in late November. Once we roll such a configuration on the rollers we will create a calibration that will speak to that without question. We have already done this base work for our exiting HPA stage 2 owners but have some additional concepts developed through this past season of racing that will be applied in the next rendition of a stage 2 calibration
 

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I don't know much about the APR kit, and from a sour taste in my mouth due to piss-poor APR customer service I have shunned all APR from my future builds... But this kit makes me really curious. With the power curve shown in your dyno charts, it looks like boost peaks at 3900 rpm. Am I right?
 

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Yes peak is early around 30 PSI and then settles down with a stable 28-29 PSI or 2 BAR.
 

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I went for a spin in that car shortly after Ian finished the build. I do remember he had issues with the tune and I think he had it redone a couple of times. I also think he had problems with the clutch and replaced it as well. Oh, and I don't think it had much of an exhaust system at all unless you call straight pipes a system. He was always tinkering with the car as he had a great shop at his disposal. Not sure what configuration it was in when he sold it.

Nice to hear HPA tamed (and improved) the beast. Ian has left EVOMS and I'm not sure if he still checks in here any more or not. In any case I'm sure he'd be very happy to hear you've taken such good care of the car.
 

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That car was actually pretty good when I got it from Ian just not to my liking. The clutch was a Stage 3 endurance with LWFW and then a 42 DD exhaust just made the car harsh, loud and annoying to drive. The APR tuning was nothing bad as those Dyno numbers reflect just not as good as the tuning Marcel at HPA could achieve. The tuning was a lengthy process of trial and error (6 months). Sticking to the HPA philosophy of using the original VW tuning structure and with full OEM safe guards and adaptability.
 

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Does the HPA tune with which you replaced the APR tune have no-lift-shift and launch control baked into it like both the UM and IE tunes do?
 

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Does the HPA tune with which you replaced the APR tune have no-lift-shift and launch control baked into it like both the UM and IE tunes do?
And bouncing off this, does it have adjustability for boost settings and launch rpm's? Does it have multiple modes? (91oct, 93 oct, 100 oct, "stock"-ish...)
 

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Interested.... I presume the APR mobile dongle no longer works (that would be a pain) and I wonder if HPA's torque reduction numbers are real figures (for us DSG guys).
 
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