APR Tuning Products for the Volkswagen B5/5.5 Passat

APR's Snub Mount Upgrade replaces the front engine mount on the car. This mount enhances upshifting and downshifting, reduces driveline shock, and helps power transfer by taking up excess drivetrain slack.

APR now offers a complete oil line kit for your 1.8T with a Garrett GT turbocharger. These lines have the correct fittings crimped directly to the stainless line, minmizing the chance for leaks on these critical parts.

The oil feed line is a -6 line that comes with all the necessary banjo fittings and hardware for the 1.8T. It also comes with the correct oil inlet restrictor for the GT series turbos.

The oil drain line is a -10 line and includes the CNC'ed flanges for both the drain of the turbocharger and the oil pan itself. This line also includes all the necessary hardware for a tight seal.

APR now offers a complete coolant line kit for your 1.8T with a Garrett or KKK turbocharger. These lines look great and include all the necessary hardware.

Show your APR pride with our APR Tuned badges. Our badges have a polished chrome finish to keep a factory-like look over the years. The badge is approximately 2 3/4" long and 1 1/2" tall, and nicely replaces the stock engine designation badge on the back of the car.

The APR Stage III is our cutting-edge turbo upgrade for your Passat 1.8T. APR has worked long and hard to bring you the finest 1.8T upgrade available. Both kits are made with the best materials and engineering available, from the exhaust manifold to the hose clamps. APR Stage III is offered in a 280hp version. Our Stage III kit consists of the following components:

* APR Investment Cast Inconel Exhaust Manifold
* Garrett/Allied Signal Ballistic Series Ball-Bearing Turbocharger
* APR High Flow Catalytic Converter
* APR Custom Cast Urethane and Silicone Intake Hoses
* APR High Flow Fuel Injectors
* All Associate Plumbing and Hardware

The most important part of the Stage III kit is the exhaust manifold. APR has spent enormous time and resources developing the turbo manifold. The exhaust manifold has been designed in Pro/Engineer 20, a 3-D modeling package and validated extensively on the computer using Exa Powerflow, a CFD analysis program. By performing a computational fluid dynamics analysis, we were able to study exhaust flow, pressure drops, and fluid flow through the exhaust manifold. Multiple computer simulations were done to prove the design before APR even had a physical manifold in their hands.

Once the manifold was fully passed on the computer APR had the exhaust manifold CAD file transferred to a rapid prototyping machine. A polycarbonate exhaust manifold was cast from the prototyping machine. With this plastic manifold APR was able to mock everything up in the test vehicle before proceeding to the next process.

From the polycarbonate piece they were able to cast a metal piece for prototyping. The metal used for the prototype and the production manifold is Inconel 625. Inconel is a very high quality (yet expensive and difficult to machine) metal that is used extensively in the racing and aeronautical industry (Audi Sport sells an Inconel exhaust manifold for $10,000). Inconel has excellent heat retention characteristics that work to enhance turbo response by keeping exhaust velocities high. APR guarantees that this manifold will never crack. Furthermore, the production manifold is cast using a lost-wax process versus a traditional sand-casting process. This process is more expensive but gives a much higher quality part with better tolerances, no parting lines, and a smoother surface finish (the internal surfaces feel like they have been Extrude Honed).

The exhaust manifold is mated to a Garrett turbocharger that replaces the stock Triple K K03 turbocharger. APR choses to use a Garrett turbocharger in lieu of a Triple K unit for several reasons. First of all, the new Garrett GT-Series is a more efficient design than the old Triple K K-24 turbocharger used by one of APR's competitors (the K-24's design dates back to the mid 70's). The Garrett turbocharger APR has selected is a 1990's design. Also, Garrett turbochargers are available in a wider variety of configurations than the Triple K line, which allowed APR to find a more exact match. The stock injectors are maxed out at power levels much over 220HP and consequently the fuel injectors have been replaced by larger units. Dialing in the injectors required many hours on the chassis dynamometer to achieve the proper fuel mixture throughout the entire rpm range.

Highlights of the APR R1 Diverter Valve Include:

* Diaphragm-Based Valve
o High-Temperature, Nomex-Reinforced Material for Extreme Durability
o Zero-Friction
o No Sticky O-Rings to Maintain and Grease
o No Pistons to get Stuck
o Consistent Performance Year Round
* Flow-Optimized, Investment-Cast Main Housing
* Stainless Steel Vacuum Fitting
* Zero-Maintenance Design
* Built with Finest Materials and Surface Treatments
* Fully Machined and Assembled at APR Headquarters in the United States for Optimal Quality Control

The APR R1 diverter valve was designed to be the ultimate solution to the problem of unreliable factory and aftermarket diverter valves and to be the leader in performance. Although most are of good design, factory diverter valves are built in a very conscious manner and the materials and overall life and reliability suffer. For the performance enthusiast, the diverter valve is an important component whose proper operation is paramount to optimal engine operation.

Enter the R1: APR’s R1 diverter valve addresses all of the reliability problems of the factory-supplied diverter valves and aftermarket replacements and takes performance to the next level. The R1 is a diaphragm-based valve. A diaphragm is the best option for a diverter valve for several reasons. First off, a diaphragm has negligible friction. Piston-based valves have considerable friction from the piston, o-ring, and bore assembly. The lower friction R1 diaphragm equates to faster response and better overall performance. Secondly, diaphragms do not require the periodic greasing that piston-based valves do. Piston-based valves must be qreased periodically (usually every year or sooner), requiring removing the valve from the car, disassembling and reassembling the valve. The APR R1 was designed to be maintenance free for the life of the product. Thirdly, a diaphragm based valve will never have a stuck piston. Piston-based valves periodically incur stuck pistons (especially if the required maintenance schedules are not followed.) Due to the lack of a piston, the APR R1 solves this problem.

The R1 is designed for optimal performance. The main body of the valve is investment cast in an aluminum alloy. By utilizing this casting process in lieu of a more conventional machining process, APR was able to optimize the internal geometry of the valve to provide the ultimate in flow performance. This geometry cannot be created utilizing conventional machining. As such, the APR R1 has much better flow characteristics than other diverter valves. Combined with the low friction diaphragm assembly, this equates to a valve that is truly a performance leader.

The materials used in the R1 are standard setting. The diaphragm is created out of high temperature material and incorporates a Nomex fabric reinforcement layer for enhanced durability and a diaphragm that will never tear. The alloy main body is finish machined at APR and receives a multilayer corrosion resistant and cosmetic enhancing finish. All machining and final assembly takes place at APR headquarters in the United States for optimal quality control and consistency.