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There is only one way to ensure the reliability of a product and that’s to do durability testing. APR sent prototype kits to a number of its distributors across the world for testing. This accomplished a number of things in validating the kit. A handful of different teams were now installing the kit which gave APR feedback from different sources on the ease of installation and perhaps any changes required such as to the instructions. Also, there are typically some variations between cars from different regions of the world due to differing regulations, so test fitting the kits would identify potential issues. Different regions of the world also have differing fuel chemistries allowing APR to test its ECU calibrations on different fuels. Lastly, development miles rack up a lot faster when you have five cars running instead of only one.
In addition to the fitment and running tests of the prototype kits in the hands of its distributors, APR ran its own torture test. APR rented out Barber Motorsport Park and ran their test vehicle for three hours to simulate a typical track day. Parts that would never break in street use or drag racing have a way of failing spectacularly during extended use on a road course. You see, going full throttle for hours at a time has a way of heating up a lot of parts and baking things around the hot parts; hence the need for all the thermal insulation and protection considerations in this kit. Having had a very small helping hand in building a turbo car for the 25 Hours of Thunderhill, I can tell you many thermal and mechanical issues will rear their ugly heads on a road course going balls-out for an extended period of time. Running a test like this is far from cheap. Track rental, fuel, tires, brakes, food, coffee, Red Bull… it all adds up quickly. Running such a test is another testament to APRs willingness to spend the money required to develop the best turbo kit possible.
So I’ve shown you all the little details which make this kit stand out from anything else I’ve ever seen. How does it perform? A stock TT RS is rated at 374hp/361tq at the crank. On 91 octane, the Stage 3 kit pumps those numbers to 518hp/484tq. Throw in some 93 octane and you get 553hp/526tq. If you can get 100 octane, those numbers go up quite a bit further to 665hp/561tq. The kit has been independently tested to over 600whp. What does 600whp, Audi Quattro, and a curb weight of about 3300lbs get you? RS WORX was one of the testers for the kit before official release and they ran the quarter mile in 10.915 at 129.74mph with a manual transmission. There’s apparently a guy in England who has run a 10.7 at 136mph.
The Audi TT RS with the APR Stage 3 kit might just be the ultimate sleeper right now. You expect a GTR to be fast. You expect a 911 Turbo to be fast. You expect a ZR1 to be fast. You expect a Shelby GT500 with its racing stripes and burly supercharged V8 to be fast. But an Audi TT RS? It looks no more threatening than a BMW 3-series driven by all the sorority girls at USC (also known as the U. of Spoiled Children). Even on 91 octane, the TT RS with the APR Stage 3 kit has a better power to weight ratio than the 2014 Nissan GTR by about 9%. This kit makes the car extremely quick and also maintains reliability. The Audi Quattro certainly comes in handy in maintaining stability with all the power. Hmm… I wonder how much a used TT RS goes for…
APR 2.5 TFSI Stage III GTX Turbocharger System