APR DTR6054 Direct Turbocharger Replacement System

[Arin@APR]

Product Page

The APR DTR6054 is a direct turbocharger replacement for the EA888 Gen 3 Engine. This upgrade includes matching software for various vehicles and mods, and provides up to 491 HP and 425 FT-LBS of torque, depending on vehicle platform and fueling, all while keeping emissions components unmodified. The software supports premium pump fuel grades, race fuel grades, and even Ethanol on the Golf R, S3 and TT S platform with fueling upgrades! For dedicated race cars the turbocharger is designed with plenty of headroom to go even further on your own!

Features and Benefits

• New DTR6054 direct turbocharger replacement designed by APR
• Direct bolt-on to MQB platform EA888 gen 3 engines
• Included software included produces up to 491 HP depending on platform and configuration
• APR Low Pressure Fuel Pump Included (T4100003-A & T4100003-B)
• APR High Pressure Fuel Pump Included (T4100003-A & T4100003-B)
• APR Multi Port Injection Included (T4100003-B)
• Plenty of turbocharger headroom for even more power in “race only” configurations
• Over 30% compressor flow compared to the factory Golf R, S3, and TT S IS38 turbocharger
• Included software remains emissions compliant and uses your factory exhaust
• Included software designed for use on a factory engine (See notes on product page)
• Included software tested at various road courses
• Various software levels depending on fueling modifications, including stock fueling
• Supports 91, 93, 100, and 104 AKI in all configurations
• Supports E60-E85 with fueling upgrades (Golf R/S3/TT S platform only)
• German dual ceramic ball bearing center section
• Vibration sort rig (VSR) balanced turbocharger center housing rotating assembly (CHRA)
• Excellent transient response
• Aircraft-grade billet 6061 aluminum 60mm compressor wheel
• Anti-surge compressor cover
• Oversized cast turbo inlet pipe
• Machined turbocharger speed sensor port with included billet block off plug
• Perfectly matched compressor cover area over radius (A/R)
• Silicone discharge hose with APR EZ-flow stepped lips included (No turbo muffler)
• Integrated diverter valve (DV) port
• Nickle-based superalloy K418 high-flow 54mm turbine wheel
• High temperature 310 stainless steel turbine housing
• Perfectly matched turbine A/R
• All necessary hardware, gaskets, and clamps included
• Connects to your factory components and reuses factory wastegate and DV
• Incredible value with support and directions included

This is a brand new turbo designed and developed by APR from the ground up. It does not require a core, and there's no additional downtime associated with other upgrade styles. The turbo bolts to the factory location and connects to factory or upgraded components.



Since this turbo was designed from the ground up, and doesn't use any of the factory or factory cloned housings or internals, we had complete control over the design. We've upgraded the CHRA to feature German dual ceramic ball-bearings for smooth and reliable operation with better transient response. This also does away with the failure-prone journal bearing design on the factory turbochargers. Next the compressor cover was upgraded with an appropriate A/R matched to our larger billet aircraft-grade 6061 aluminum 60mm compressor wheel. We've also included a large turbo inlet pipe that perfectly matches the turbo's anti-surge compressor cover and connects directly to your factory or upgraded intake system. We've completely done away with the turbo muffler assembly providing the turbo with a larger outlet and smoother transition. The compressor cover even includes a port for a turbocharger shaft speed sensor should one suit your build.



The turbine side of the turbocharger also benefits from our ground-up design. The turbine housing is cast with 310 stainless steel that's designed to take the heat an abuse seen on a road course. The turbine A/R is perfectly matched to our new nickel-based superalloy K418 54mm turbine wheel. The system will see low exhaust gas temperature, low exhaust back pressure, low turbo discharge temperature, and low shaft speeds because the system has been properly designed from the ground up for the prescribed power levels. Of course, each rotating group is VSR balanced for reliable operation. This all lends well for customers who plan to use this turbo on a dedicated race car as it has the headroom necessary to push the system further on their own.



Each kit includes the complete turbocharger with compressor inlet pipe, compressor outlet hose, t-bolt clamps, gaskets, o-rings, exhaust ring, exhaust v-band, exhaust manifold gasket, new studs, bolts, and washers, all new oil and coolant line o-rings, and our ECU Upgrades for select vehicles. The upgrade uses your factory electronic wastegate and diverter valve, and connects to your factory exhaust, intake, turbo outlet pipe, and oil and coolant lines. This system has seen many road course track days and extensive testing to ensure longevity and reliability of the setup in the harshest of conditions. This setup does not spike torque hard or run on the edge of what the factory rods and pistons have been known to handle, making it as safe on the stock engine as we can for these power levels. Go APR!



Software Versions

Specific software is required to use this system. Software is included for various vehicles. Software compatibility must be checked before purchase. Software is available in three formats:

• For use with stock fueling (T4100003)
• For use with an APR HPFP and APR LPFP (T4100003-A) (Golf R/S3/TT S Platform Only)
• For use with an APR HPFP, APR LPFP, and APR MPI Injectors (T4100003-B) (Golf R/S3/TT S Platform Only)

Software can only be installed by an Authorized APR dealer.

DYNO CHARTS, POWER FIGURES, AND PRICING ON OUR WEBSITE
DYNO CHARTS, POWER FIGURES, AND PRICING ON OUR WEBSITE
DYNO CHARTS, POWER FIGURES, AND PRICING ON OUR WEBSITE


Product Page

 

[Kingbambino22]

Product Page

The APR DTR6054 is a direct turbocharger replacement for the EA888 Gen 3 Engine. This upgrade includes matching software for various vehicles and mods, and provides up to 491 HP and 425 FT-LBS of torque, depending on vehicle platform and fueling, all while keeping emissions components unmodified. The software supports premium pump fuel grades, race fuel grades, and even Ethanol on the Golf R, S3 and TT S platform with fueling upgrades! For dedicated race cars the turbocharger is designed with plenty of headroom to go even further on your own!

Features and Benefits

• New DTR6054 direct turbocharger replacement designed by APR
• Direct bolt-on to MQB platform EA888 gen 3 engines
• Included software included produces up to 491 HP depending on platform and configuration
• APR Low Pressure Fuel Pump Included (T4100003-A & T4100003-B)
• APR High Pressure Fuel Pump Included (T4100003-A & T4100003-B)
• APR Multi Port Injection Included (T4100003-B)
• Plenty of turbocharger headroom for even more power in “race only” configurations
• Over 30% compressor flow compared to the factory Golf R, S3, and TT S IS38 turbocharger
• Included software remains emissions compliant and uses your factory exhaust
• Included software designed for use on a factory engine (See notes on product page)
• Included software tested at various road courses
• Various software levels depending on fueling modifications, including stock fueling
• Supports 91, 93, 100, and 104 AKI in all configurations
• Supports E60-E85 with fueling upgrades (Golf R/S3/TT S platform only)
• German dual ceramic ball bearing center section
• Vibration sort rig (VSR) balanced turbocharger center housing rotating assembly (CHRA)
• Excellent transient response
• Aircraft-grade billet 6061 aluminum 60mm compressor wheel
• Anti-surge compressor cover
• Oversized cast turbo inlet pipe
• Machined turbocharger speed sensor port with included billet block off plug
• Perfectly matched compressor cover area over radius (A/R)
• Silicone discharge hose with APR EZ-flow stepped lips included (No turbo muffler)
• Integrated diverter valve (DV) port
• Nickle-based superalloy K418 high-flow 54mm turbine wheel
• High temperature 310 stainless steel turbine housing
• Perfectly matched turbine A/R
• All necessary hardware, gaskets, and clamps included
• Connects to your factory components and reuses factory wastegate and DV
• Incredible value with support and directions included

This is a brand new turbo designed and developed by APR from the ground up. It does not require a core, and there's no additional downtime associated with other upgrade styles. The turbo bolts to the factory location and connects to factory or upgraded components.



Since this turbo was designed from the ground up, and doesn't use any of the factory or factory cloned housings or internals, we had complete control over the design. We've upgraded the CHRA to feature German dual ceramic ball-bearings for smooth and reliable operation with better transient response. This also does away with the failure-prone journal bearing design on the factory turbochargers. Next the compressor cover was upgraded with an appropriate A/R matched to our larger billet aircraft-grade 6061 aluminum 60mm compressor wheel. We've also included a large turbo inlet pipe that perfectly matches the turbo's anti-surge compressor cover and connects directly to your factory or upgraded intake system. We've completely done away with the turbo muffler assembly providing the turbo with a larger outlet and smoother transition. The compressor cover even includes a port for a turbocharger shaft speed sensor should one suit your build.



The turbine side of the turbocharger also benefits from our ground-up design. The turbine housing is cast with 310 stainless steel that's designed to take the heat an abuse seen on a road course. The turbine A/R is perfectly matched to our new nickel-based superalloy K418 54mm turbine wheel. The system will see low exhaust gas temperature, low exhaust back pressure, low turbo discharge temperature, and low shaft speeds because the system has been properly designed from the ground up for the prescribed power levels. Of course, each rotating group is VSR balanced for reliable operation. This all lends well for customers who plan to use this turbo on a dedicated race car as it has the headroom necessary to push the system further on their own.



Each kit includes the complete turbocharger with compressor inlet pipe, compressor outlet hose, t-bolt clamps, gaskets, o-rings, exhaust ring, exhaust v-band, exhaust manifold gasket, new studs, bolts, and washers, all new oil and coolant line o-rings, and our ECU Upgrades for select vehicles. The upgrade uses your factory electronic wastegate and diverter valve, and connects to your factory exhaust, intake, turbo outlet pipe, and oil and coolant lines. This system has seen many road course track days and extensive testing to ensure longevity and reliability of the setup in the harshest of conditions. This setup does not spike torque hard or run on the edge of what the factory rods and pistons have been known to handle, making it as safe on the stock engine as we can for these power levels. Go APR!



Software Versions

Specific software is required to use this system. Software is included for various vehicles. Software compatibility must be checked before purchase. Software is available in three formats:

• For use with stock fueling (T4100003)
• For use with an APR HPFP and APR LPFP (T4100003-A) (Golf R/S3/TT S Platform Only)
• For use with an APR HPFP, APR LPFP, and APR MPI Injectors (T4100003-B) (Golf R/S3/TT S Platform Only)

Software can only be installed by an Authorized APR dealer.

DYNO CHARTS, POWER FIGURES, AND PRICING ON OUR WEBSITE
DYNO CHARTS, POWER FIGURES, AND PRICING ON OUR WEBSITE
DYNO CHARTS, POWER FIGURES, AND PRICING ON OUR WEBSITE


Product Page

Finally!!

 

[Rrrrrmatey]

I feel like $1500 for the base kit is a really strong price-point for this. Particularly since it seems like you have an upgrade path through fueling (from the base kit), this seems like a really strong offering.

The only thing which would give me pause as a potential buyer is the fact this is a ‘brand new’ turbo.

 

[BIGTom]

For someone like me with a stock R, this looks very appealing. Thanks Arin

 

[Arin@APR]

Thank you for all the orders!

 

[DerHase]

There were claims of track testing - I'd be curious to know about EGTs, coolant temps, oil temps, etc pushing that much power on the stock downpipe? And/or what measures were taken to keep all the above in check. Also if already DSG tuned by someone else, is it possible to leave that alone but run the APR software?

 

[Arin@APR]

We've tested at multiple tracks for typically 1 or 2 days in a row. Protection, especially on the track, is a top priority to our brand and we don't simply let it eat for the sake of making more power. Anyone who tracks their car knows that heat is the enemy, so we're very proactive with it. In terms of EGT we typically are running lower than the factory turbo, maybe only 10 or 20c, but it's there and we set our protection thresholds based on real world data. We probe the turbo so we're able to measure actual EGTs and then properly model the ECU so it knows when and how to protect. We can protect with fueling first, through enrichment, and if there is a runaway situation, we can limit load to keep EGT in check. With regards to oil and coolant temps, upgrading factory components will help, and any track enthusiast knows this. Since these are measured items, the upgrades will be taken into account because sensors will read lower temps. But if even if not upgrading, on our end we can do whatever we can to be proactive. We set the fans to cool higher and sooner, and start our protection routines sooner than stock in that regard. When it comes to a situation where oil or coolant temps run away and gets simply too hot, for whatever reason, we can fall back on reducing load.

 

[Ianb]

We've tested at multiple tracks for typically 1 or 2 days in a row. Protection, especially on the track, is a top priority to our brand and we don't simply let it eat for the sake of making more power. Anyone who tracks their car knows that heat is the enemy, so we're very proactive with it. In terms of EGT we typically are running lower than the factory turbo, maybe only 10 or 20c, but it's there and we set our protection thresholds based on real world data. We probe the turbo so we're able to measure actual EGTs and then properly model the ECU so it knows when and how to protect. We can protect with fueling first, through enrichment, and if there is a runaway situation, we can limit load to keep EGT in check. With regards to oil and coolant temps, upgrading factory components will help, and any track enthusiast knows this. Since these are measured items, the upgrades will be taken into account because sensors will read lower temps. But if even if not upgrading, on our end we can do whatever we can to be proactive. We set the fans to cool higher and sooner, and start our protection routines sooner than stock in that regard. When it comes to a situation where oil or coolant temps run away and gets simply too hot, for whatever reason, we can fall back on reducing load.

Im full fat APR Stage 2 with TCU tune. I track my car and am running APR FMIC, DP and APR exhaust intake and catch can.
Is this kit available for the UK as I want to be the first here to get it fitted. I know Mark Ash really well at Awesome so can we get hooked up and get something arranged? My local APR agent is Retro Resus who have fitted all of upgrades to my 2015 7R.
Let me know…..thanks.
Is the 444/420lbs based on stock car or a car like mine with all the stage 2 goodies?

My car already makes 400 bhp /415lbs in its current tune so what should I expect in spool compared to the IS38?

 

[Arin@APR]

We have not released ROW ECU box codes yet. So the dealer would need put in a request and we'll need to see if we can make it or what the next steps would be.

I would expect you'll see more than advertised because you're FWD vs our AWD golf r. Spool compared to a DP + IS38 will be less.

 

[Ianb]

We have not released ROW ECU box codes yet. So the dealer would need put in a request and we'll need to see if we can make it or what the next steps would be.

I would expect you'll see more than advertised because you're FWD vs our AWD golf r. Spool compared to a DP + IS38 will be less.

Mines a Golf R.
One of the VWROC members state your kit is made for a standard DP and wouldn’t be worth going away from my stage 2 set up. Is that the correct assumption?
I’d want to keep my hardware and I’m looking for a comfortable 450 bhp / 420-440 lbs? Is this achievable with this new turbo without losing the low end pull the IS38 gives on stage 2??

 

[Arin@APR]

The kit is designed for the stock DP. It produces more power than the stock turbo.

We advertise close to that, just with less torque on pump fuel. This turbo is larger than the IS38. It does not have the same low end as the factory turbo.

 

[ZuMBLe]

The kit is designed for the stock DP. It produces more power than the stock turbo.

We advertise close to that, just with less torque on pump fuel. This turbo is larger than the IS38. It does not have the same low end as the factory turbo.

How does this turbo compare to other popular options like the EQT Vortex?

 

[Arin@APR]

I don't know anything about it.

 

[Ianb]

The kit is designed for the stock DP. It produces more power than the stock turbo.

We advertise close to that, just with less torque on pump fuel. This turbo is larger than the IS38. It does not have the same low end as the factory turbo.

Oh well it’s not really worth going away from my stage 2 that has 400bhp and 420lb after spending a fair amount on hardware. The low end shove is very good on the IS38. In fact it’s probably the better daily car to drive without spending excess £’s just for bragging rights.

There’s an interesting article by John Barker in EVO Mag (One of the most established motoring Mags worldwide) here in the UK comparing two modified Golf R’s saying the lower powered quick spooling turbo’s R’s (450bhp) v 500 TTV5. It would appear the lower powered car was quicker on the circuit due to its quick spool.
Maybe APR could develop this turbo to work better than IS38 using stage 2 hardware to give a quick spooling 450bhp output that’s a direct replacement to the IS38??

 

[Salami]

Maybe APR could develop this turbo to work better than IS38 using stage 2 hardware to give a quick spooling 450bhp output that’s a direct replacement to the IS38??

No, APR won't.

Stage 2 requires an aftermarket downpipe and Arin has repeatedly said it will not happen. The tune can't be EPA compliant with any aftermarket downpipe.

If anyone wants to add an aftermarket downpipe it would require a custom tune to be optimal and it won't be EPA compliant.