The Ultimate Intercooler System is Here!

The APR Intercooler System is a massive front mounted upgrade that dramatically reduces intake air temperature (IAT), minimizes heat soak, and provides increased performance! The system is an easy to install, direct bolt-on design, that is recommended at every stage of performance.

Quick Facts

  • Dramatically lowers intake air temp (IAT)
  • - Dramatically lowers intake air temp (IAT)
  • - Dynoed 26 AWHP over to the factory system (STG 1 93)!
  • - Effective cooling for more than double factory horsepower levels!
  • Massive frontal surface area and core volume
  • - 6.38" x 25.33" x 3.16" - 161.6 in² frnt. & 510.67 in³ volume - OEM
  • - 11.7" x 22.00" x 3.50" - 257.4 in² frnt. & 900.90 in³ volume - APR RS3
  • - 10.4" x 22.00" x 3.50" - 228.8 in² frnt. & 800.80 in³ volume - APR TT RS
  • Highly effective core design
  • - Bar-and-plate core with staggered and louvered fins.
  • - Rigorous testing determined core style, fin density, and size.
  • - Low pressure drop + highly effective cooling = high performance!
  • Smooth cast end tanks
  • - Engineered for low turbulence/restriction and maximum flow.
  • - Organically shaped to promote airflow across entire core.
  • - Pressure tested to prevent power robbing boost leaks.
  • Easy to install
  • - Simple plug-and-play design with no trimming or drilling necessary!
  • Designed by engineers with lasers
  • - With the best equipment and smartest engineers, it just works!

RS3 Testing

APR’s engineers tested each intercooler in a multitude of tests to show the impact the APR intercooler has on intake air temperature. The following tests were conducted with a 2018 RS3 using our APR Stage 1 ECU Upgrade, 93 octane fuel and no other modifications. Ambient conditions during the stock intercooler tests were 78.5°F and 98.06 kPa with 60.47% relative humidity. Conditions were far worse later in the day during during the APR Intercooler testing with 87.2°F and 98.03 KPa with 42.18% relative humidity. This gave the APR Intercooler no added advantage over the stock system during the tests.


First, six back-to-back dyno pulls were conducted with each intercooler. Each run was conducted in 4th gear, from idle to redline, with a cool down between runs. The stock intercooler failed to combat rising IAT’s and quickly exhibited power-robbing heat soak. IAT’s started at 42°C and quickly rose to 58°C by the end of the first dyno pull. This trend continued with the final dyno pull reaching a staggering 70°C! In contrast, the APR Intercooler started at the same temperature and only reached 44°C by the end of the first dyno pull. It was then able to continue rejecting heat, only reaching 54°C by the end of the final dyno pull. The APR Intercooler performed better after 6 back-to-back dyno pulls than the factory intercooler did on it’s very first dyno pull.


Next we tested a 15-second sprint through the gears. With the factory intercooler, IAT quickly rose from a starting temperature of 37°C to a blistering 64°C! However, as expected, the APR intercooler handled IAT’s extremely well. With a starting temperature of 38°C, IAT dropped to as low as 33°C before slightly climbing above the starting temperature to 40°C by the end of the sprint. A difference of 23°C was exhibited between the two units after only a single 15 second sprint. This directly translates to faster acceleration, and better performance in all conditions.


The temperature difference between the stock and APR intercooler directly translates to more horsepower. Comparing best vs best, worst vs worse, and average vs average dynos from both systems, the APR Intercooler laid down 26 AWHP over stock in every scenario. This is easily one of the best dollar-per-horsepower hardware modifications one can make on this platform and highly recommended for anyone at any stage!

RS3 Dyno Testing

Select a DynoSelect a Dyno Type
25tfsi_ea855_evo_intercooler_6_pulls_s1_93_c.png
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.

TT RS Testing

APR’s engineers tested each intercooler in a multitude of tests to show the impact the APR intercooler has on intake air temperature. The following tests were conducted with a 2018 TT RS using our APR Stage 1 ECU Upgrade, 93 octane fuel and no other modifications. Ambient conditions during the stock intercooler tests were 72°F and 97.9 kPa with 80% relative humidity. Conditions were similar later in the day during during the APR Intercooler testing with 74°F and 98.18 KPa with 78% relative humidity. This gave the APR Intercooler no added advantage over the stock system during the tests.


First, six back-to-back dyno pulls were conducted with each intercooler. Each run was conducted in 4th gear, from idle to redline, with a cool down between runs. The stock intercooler failed to combat rising IAT’s and quickly exhibited power-robbing heat soak. IAT’s started at 34°C and quickly rose to 58°C by the end of the first dyno pull. This trend continued with the final dyno pull reaching a staggering 66°C! In contrast, the APR Intercooler started at the same temperature and only reached 38°C by the end of the first dyno pull. It was then able to continue rejecting heat, only reaching 47°C by the end of the final dyno pull. The APR Intercooler performed better after 6 back-to-back dyno pulls than the factory intercooler did on it’s very first dyno pull.


Next we tested a 15-second sprint through the gears. With the factory intercooler, IAT quickly rose from a starting temperature of 40°C to a blistering 69°C! However, as expected, the APR intercooler handled IAT’s extremely well. With a starting temperature of 42°C, IAT dropped to as low as 36°C before slightly climbing above the starting temperature to 48°C by the end of the sprint. A difference of 25°C was exhibited between the two units after only a single 15 second sprint. This directly translates to faster acceleration, and better performance in all conditions.


The temperature difference between the stock and APR intercooler directly translates to more horsepower. Comparing best vs best, worst vs worse, and average vs average dynos from both systems, the APR Intercooler laid down 26 AWHP over stock when comparing the average results of each intercooler. This is easily one of the best dollar-per-horsepower hardware modifications one can make on this platform and highly recommended for anyone at any stage!

TT RS Dyno Testing

Select a DynoSelect a Dyno Type
25tfsi_ea855_evo_ttrs_intercooler_6_pulls_s1_93_c.png
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.

Design

Unfortunately, to the untrained eye, many intercooler designs appear the same. However, effectiveness of the system and overall performance are greatly determined by several key metrics. Alloy selection, end tank design, construction type, fin style, fin density and overall core dimensions must be analyzed and balanced accordingly to deliver class-leading performance. While the OEM’s goal is to create a lightweight, easy to manufacture and inexpensive to produce, cross-platform design capable of supporting factory power levels, APR’s intercooler must be capable of supporting more than double the factory output. Achieving this goal took a multi-step approach focused around intercooler core selection, end tank design and install location.

Intercooler Core Design

The APR Intercooler core is a large bar-and-plate design featuring densely packed staggered and louvered fins. This design offers exceptional cooling while balancing pressure loss across the core, and maintaining critical airflow to the components behind the intercooler system. The core size was appropriately matched to the platform, minimizing pressure drop while leaving adequate space for appropriately designed end tanks. To APR’s mechanical engineering experts, the design represented the ultimate in performance, far exceeding the capabilities of the factory intercooler. To the driver, the result is simple: Repeatable performance, even in the most demanding of situations!

Core Style / Internal Fin Structure:

APR’s Engineers paid close attention to the balance between core effectiveness and pressure drop through the core, core style and fin density. With fin density too low, pressure drop decreases dramatically, but typically results in a core incapable of effectively cooling. Likewise, with fin density too great, pressure drop increases dramatically, resulting in the turbocharger working harder, and hotter, to produce the same level of airflow. By fine tuning this often unseen balancing act, as illustrated below, APR’s Engineers were able to maximize performance.

Core Styles

#TypeFinsDensityPSI DropEffectivenessCostCommentsRecommended
1Tube and FinStraight ChannelLowLowLow$Poor CoolingNot Recommended
2Bar and PlateStraight ChannelLowLowLow$$Poor CoolingNot Recommended
3Quality Bar and PlateStaggered and OffsetMediumMediumHigh$$$Excellent CoolingRecommended
4Overly Dense Bar and PlateStaggered and OffsetHighHighHigh$$$Excessive Pressure DropNot Recommended

Core Size:

APR’s Engineers also paid close attention to the balancing act between core effectiveness, pressure drop and space for end tanks through core sizing. With the core too small, pressure drop decreases dramatically, but typically results in a core incapable of effectively cooling. Likewise, with core size too great, pressure drop can increase, resulting in the turbocharger working harder. However, more importantly, with no space for appropriate end tanks, utilization of the core and overall effectiveness of the system diminishes rapidly, negating the benefit of the larger core. APR’s engineers were able to balance each of these characteristics to deliver maximum performance. The APR system increases frontal surface area by 59% (RS3) and 42% (TT RS) and has a 76% (RS3) and 57% (TT RS) larger core!

Core Specs

SystemCoreThicknessWidthHeightVolumeFrontal Area
OEMTube and Fin3.16"25.33"6.38"510.6 in³161.6 in²
APR RS3Bar and Plate3.5"22"11.7"900.9 in³257.4 in²
APR TT RSBar and Plate3.5"22"10.4"800.8 in³228.8 in²

Intercooler End Tank Design

To fully utilize the massive core, APR’s mechanical engineers designed cast aluminum end tanks organically shaped for proper airflow distribution across the entire core. By correctly sizing the intercooler core, end tank design was not sacrificed. The one-piece end tanks are CNC machined to provide a slip resistant mounting surface for hoses, precise integrated mounting surfaces, and perfectly flat connecting surfaces used for TIG welding the tanks to the core. Through proper alignment in welding jigs, each unit is assembled to tight tolerances for a precise and accurate fit.

Narrow Results
Items 1 - 2 of 2
   per page
Page:
  1. 1
    Items 1 - 2 of 2
       per page
    Page:
    1. 1


    Back To Top