The Ultimate Turbocharger System is Here! The APR EFR7163 Turbocharger System produces up to 536 HP and lays down 10-second quarter mile passes, all through a convenient and affordable, turn-key solution. It represents a threat to the establishment of turbo four cylinder vehicles of yesteryear, and breaks the hearts of muscle cars and exotics everywhere as they are left in the dust by an engine a third the size of theirs, screaming a turbocharged battle cry as it passes. It is a vicious beast, yet a beast easy to tame. It makes for a civilized driver that quietly sips premium fuel with surprisingly excellent mileage. Deceivingly quick transient response, with near stock-like turbo lag makes for an experience devoid of the compromises many would expect from an engine this size. It is the answer to the desire for more power, and it’s the brainchild of APR’s talented engineering teams, with over a year and a half of initial development, and a never ending drive for perfection. It is easy to install, blisteringly fast, and produces an absolutely exhilarating driving experience!

Quick Facts Incredible Power

- Offering up to 536 HP, this is the most powerful 2.0T turbocharger system we have ever created!

Blistering Acceleration

- 10-second quarter mile passes, and 0-140 MPH sprints 15 seconds faster than a stock Golf R!

Ultra-Responsive and Reliable Turbocharger

- A Borg Warner twin scroll EFR7163 delivers amazing top end power with incredible response all in a ultra-reliable turbocharger unit.

Turn Key Solution, Including Software

- No headaches sourcing parts or costly "dyno tuning." Stage 3+ is a complete bolt on solution all the way down to the APR ECU Upgrade software that makes it all possible.

Harmonious Balance Between Hardware and Software

- APR’s Engineers have done the hard work. They have tested what works and what does not to deliver a true bolt-on package worthy of the APR name.

Premium Materials Throughout

- No corners were cut. Stage 3+ only uses the highest quality materials and components.

Engine Management Included with the turbocharger system is APR’s world-renowned Stage 3+ ECU Upgrade! This software upgrade installs on the factory ECU and requires no extra end user configuration or tuning and eliminates the need for costly piggyback controlling devices. Simply visit any APR dealer and the software installs in minutes! APR’s Engineers spent more than a year and a half researching and developing the factory engine management system to operate seamlessly with the extensive changes introduced at Stage 3+. This includes thousands of full power sweeps on the engine and chassis dynos, street and track. This was no simple task as power is well beyond the original configuration with extensive hardware changes. Through both ECU source code and calibration changes, APR’s Engineers converted the system to run with a substantially larger turbocharger, featuring a pneumatic wastegate actuator and larger MAP sensors. At Stage 3+ power levels, the software supports larger port injectors and a larger fuel pump.

To better understand the complexity of the engine management system, one must first understand the models within. The factory engine management system uses modeled, or simulated input, to control the engine without the need for costly sensors. While some sensors are still used, the ECU does not measure how fast the turbocharger is spinning, temperature of the exhaust gasses, or how much backpressure is in the turbine housing, among many other important things. When developing the factory calibration, sensors were used to measure each of these items and then models were made within the ECU and the sensors were removed. The ECU then relies heavily on expected behavior from factory components. However, if these components are altered, such as changing the turbocharger, the models no longer work and the engine no longer runs correctly. This is why properly created Stage 3+ software is so critical.

To properly configure the ECU, APR’s engineers spent months updating the ECU’s modeled information to the new hardware specifications. While on the engine dyno, various expensive and sensitive probes were installed throughout the engine allowing APR’s engineers to measure and alter critical information within the ECU. When hardware changes were necessary, APR’s Mechanical Engineers were able to make changes, rather than requiring the calibrators to tune around the shortcomings. APR’s incredibly powerful and proprietary ECUx data logging suite allowed APR’s engineers to monitor every change within the ECU at extremely high resolution, ultimately resulting in a calibration that is responsibly created. The ECU fully understands the changes Stage 3+ brings, and as such, can properly manage and control the engine. Because of this, APR’s Engineers can aggressively seek exciting power levels without taking risky shortcuts. The engine operates more smoothly, enhancing everything. Fuel economy is better and the ECU can properly protect the engine from dangerous operating conditions. To APR’s Engineers, it’s responsible tuning. To the driver, it just works.

Turbocharger and Wastegate Response, top end power, and reliability were all at the forefront of the Stage III+ turbocharger selection. Typically, these features do not go hand-in-hand. Larger turbos tend to be laggy, while small, responsive turbos lack top-end power. However, the Borg Warner EFR7163 has broken the mold. Featuring the latest advancements in technology, combined with APR’s advance tuning strategies, the ultimate in performance and reliability has been achieved!

Power: The EFR7163 features a massive, 71mm forged-billet compressor wheel capable of outflowing the competition due in part to its extended-tip compressor geometry. By providing up to 60 lb/min in airflow, the turbocharger is capable of producing massive power and provides headroom for increasing output with future modifications.

Response: To spin the massive compressor wheel quickly, the EFR7163 features a lightweight turbine wheel made from titanium aluminide, or Gamma-Ti, and feature new Mixed-Flow geometry. At nearly half the weight of conventional turbine wheels, the difference is extremely noticeable as transient response is lightning-fast upon smashing the accelerator! To further aid in low-end response without sacrificing top-end power, APR’s engineers built Stage III around the EFR’s optional T4 divided twin scroll turbine housing. This stainless steel housing is internally gated, making it the perfect solution for this application.

Reliability: With reliability also at the forefront of APR’s engineering design criteria, the EFR continued to shine as the clear choice. APR chose the optional aluminum center section, which houses the EFR’s massive ceramic ball bearing housing. Unlike traditional housings, and journal bearings as found on the OEM IHI turbocharger, the bearing arrangement provides a large thrust-load capacity, and thus reliability, over other setups. Friction is reduced, turbocharger response is enhanced, and oil blow-by resistance is greatly improved, making the EFR an extremely reliable solution.

Integrated Equipment: The EFR7163 features an integrated recirculation port for mounting the factory diverter valve (DV), boost control solenoid (N75) and wastegate actuator, all of which ultimately reduces complexity of the install, and reduces engine bay clutter. Furthermore, APR’s engineers integrated a stainless steel heat shield onto the turbocharger, to protect surrounding components. Each unit comes assembled and clocked, with the wastegate preload set, measured and tested, to ensure the unit simply bolts on without any modification necessary.

Wastegate: The factory electronic wastegate can become problematic at higher output levels. The unit’s electronics are sensitive to heat, and the plastic gears within can strip and fail while struggling and failing to hold and control boost pressure. In the event of failure, replacements are typically only readily available by purchasing a new OEM turbo, making for a costly scenario. APR’s engineers upgraded the wastegate with an APR by TurboSmart pneumatic wastegate. The unit is capable of accurately controlling and holding higher boost pressure levels without prematurely cracking open, or overheating under prolonged use. The unit simply comes assembled, configured and installed on the turbo, ready for use!

Manifold Adapter The APR Exhaust Manifold Adapter is investment-cast using the nickel-chromium-based Inconel 625 super alloy, with reliability, strength and performance at the forefront of the compact, twin scroll design.

Single Scroll vs Twin Scroll: In an effort to optimize performance through decreased turbocharger lag, quicker transient response, and maximized peak power, APR’s engineers designed and tested single and twin scroll manifold adapters. The twin scroll design was ultimately chosen as it spooled the turbocharger several hundred RPM sooner and offered no measurable tradeoffs.

Inconel 625 Super Alloy: Inconel 625 is typically the material of choice on motorsport applications and was chosen for its exceptional strength and high temperature resistance characteristics. Compared to other common materials such as iron or lower grades of stainless steel, Inconel 625 is costlier, but withstands extreme exhaust gas temperature changes without expanding, contracting, cracking or melting under high stress.

Investment Casting: A loss wax investment casting technique is used in the creation of each manifold as the method produces repeatable parts with organically shaped internal flow paths. Mounting surfaces are CNC machined flat, and manifold studs are preinstalled in-house. Exhaust gasses are smoothly routed through the adapter, reducing turbulence and exhaust back pressure, to further aid in performance. Lastly, unlike a hand-fabricated design there are no welds to stress and crack over time, further increasing the reliability of the APR design over other design methodologies.

Silicone Hoses The turbocharger inlet and outlet hoses are designed with performance, strength, longevity, and total compatibility with all factory components. The hoses feature a multi-ply silicone design, which are internally lined with a flourosilicone coating. These materials were chosen to maximize performance, even under extreme conditions, and to protect against oil and gasoline degradation. Furthermore, at each connection point, the hoses use APR’s EZ-Flow stepped design to provide a port-matched surface transition, as it eliminates performance-robbing airflow disruptions associated with other designs. Each hose is oriented such that it is completely compatible with all OEM parts. The turbocharger outlet pipe simply slips over the factory turbocharger discharge pipe, while the turbocharger inlet pipe uses CNC machined, billet aluminum adapters that mimics the OEM mounting surfaces for the PVC hose and intake hose. Lastly, a billet vacuum reference port for the wastegate’s boost solenoid is preinstalled on the intake adapter, simplifying the install. Reducing the chance of a leak is critical to performance and as such, the pressurized turbocharger outlet pipe features two high-strength stainless steel T-Bolt clamps from Clampco. The non-pressurized turbocharger inlet hoses use clean and low-profile, OEM-style Oetiker clamps to hold the billet adapters and comes preinstalled. Lastly, a worm gear clamp is used to easily attach the turbocharger inlet pipe to the turbocharger.

Exhaust Outlet The Borg Warner EFR Turbocharger’s outlet size differs from the factory turbocharger and as such, a new 3” V-Band exhaust outlet necessary and included. This pipe must be adapted to your existing exhaust system. The 3” V-Band Exhaust Outlet is created from T304 stainless steel and features cast bends with argon back purged TIG welding throughout. The system uses APR’s low profile OEM style flex section, non-protruding oxygen sensor bung, and thick mounting bracket.

MAP Sensors and Boost Tap To provide accurate closed-loop boost control through the factory ECU, new MAP sensors and mounting hardware are included. The ECU is recoded to fully work with the upgraded sensors, completely eliminating the need for clumsy and archaic stand-alone boost controllers. In doing so, the ECU retains control over the turbocharger and provides better drivability with increased safety. The pre-throttle MAP sensor is upgraded with a Bosch 4-bar sensor. The factory post-throttle T-MAP sensor is retained for accurate temperature readings and an AEM Stainless Steel 5-bar sensor is included and attached to the manifold through the included APR Stage 3 Boost Tap. All necessary hardware for mounting and configuring the boost tap is included.

Oil and Coolant Lines The factory oil and coolant feed and drain lines are upgraded with new, application-specific lines that are designed to provide years of leak free operation. The braided stainless steel oil feed and drain lines come fully assembled and feature CNC mandrel bent hard-lines for clean and specific routing as if intended by the OEM. Both o-rings are replaced and a Borg Warner gasket is included. The coolant feed and return lines also feature CNC mandrel bent hard-lines with custom low profile banjo bolts and copper crush washers. Flexible Borg Warner coolant hoses are used throughout, and a rubber heater hose with anti-abrasion shrink-flex connects the system to the heater core. OEM spring clamps make the install easy, and a one time use oetiker clamp provides a strong and leak free connection between the hose and factory fittings. Lastly, DEI heat shielding is included, protecting the coolant lines from heat.

Wiring Harnesses No invasive cutting or splicing of the factory wiring harness is necessary as new MAP sensor, wastegate solenoid and DV extension harnesses are included. Each harness comes fully assembled for a simple plug and play install.

Spark Plugs To cope with raised cylinder pressure and temperature, new spark plugs are included. The plugs operate at a heat ranges colder than stock, which results in better pre-detonation resistance and spark plug life under extreme conditions.

Install Hardware All install hardware is included for a complete install. This includes Loctite, assembly lube, an exhaust v-band clamp, Clampco T-Bolt clamps, worm gear clamps, Oetiker clamps, OEM spring clamps, turbo support bracket, Borg Warner and OEM gaskets, low-profile banjo bolts, copper crush washers, copper lock nuts, nuts, washers, bolts, studs, MAP sensor install tool, boost tap cap, various heat shielding materials and a zip-tie. APR has a worldwide network consisting of many professional shops capable of performing installation of this turbocharger system. To accompany our world-class technical support hotline, a full, printed, step-by-step install manual is included to make the install process smooth and simple!

Dyno Testing Select a Dyno Select a Dyno Type GTI / A3 - Stage 3+ - 91 AKI GTI / A3 - Stage 3+ - 93 AKI GTI / A3 - Stage 3+ - 100 AKI GTI / A3 - Stage 3+ - 104 AKI Golf R / S3 - Stage 3+ - 91 AKI Golf R / S3 - Stage 3+ - 93 AKI Golf R / S3 - Stage 3+ - 100 AKI Golf R / S3 - Stage 3+ - 104 AKI At the Crank At the Wheels Gain over Stock

Only use fuel equal to or higher than specified. Never use a lower octane fuel. Always follow our fuel guide, especially with race fuel and Ethanol, where available. Dynos are for reference only. Results will vary. Contributing factors include the vehicle condition, vehicle setup, dyno type, dyno setup, environmental factors, fuel quality, and more. When describing fuels, the North American Region (NAR) uses the Anti-Knock Index (AKI), (RON+MON)/2, or (R+M)/2. The Rest of the World (ROW) uses RON. RON is Research Octane Number and MON is Motor Octane Number.

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