Compatible:

2015 – 2016 Audi A3 (1.8L)

2015 – 2020 Audi A3 Quattro (2.0L)

2019 – 2022 Audi Q3 (2.0L)

2015 – 2020 Audi S3 (2.0L)

2017 – 2018 Audi TT (1.8L)

2016 – 2022 Audi TT Quattro (2.0L)

2016 – 2022 Audi TTS Quattro (2.0L)

2019 – 2021 Volkswagen Arteon (2.0L)

2015 – 2018 Volkswagen Golf (1.8L)

2017 – 2019 Volkswagen Golf Alltrack (1.8L)

2015 – 2019 Volkswagen Golf R (2.0L)

2015 – 2019 Volkswagen Golf Sportwagen (1.8L)

2015 – 2021 Volkswagen Golf GTI (2.0L)

2019 – 2022 Volkswagen Jetta (2.0L)

THIS PRODUCT CANNOT BE SHIPPED TO CALIFORNIA

Please note, fitment excludes 2.0T Gen 3 B-Cycle engines with a MAF sensor on the intake pipe. The TT and TTS require an inlet adapter (CI100033-C). Models with Secondary Air Injection (SAI) require a breather filter (CI100020-A). The MK7 Jetta GLI an inlet adapter (CI100033-E).

The Following Models Require Kit #CI1OOO330-C:

2016 – 2022 Audi TT Quattro (2.0L)

2016 – 2022 Audi TTS Quattro (2.0L)

2017 – 2018 Audi TT (1.8L)

RESEARCH AND DEVELOPMENT

Uncommon to most in the market today, APR spared no expenses during the research and development period. For the better part of a year, APRs Mechanical Engineers created several prototype intake designs utilizing our in house Sterolithography 3D printer and other rapid prototyping techniques. Various filter mediums were tested in conjunction with the new intake designs through simulated models, flow bench analysis, dyno data collection and in real world applications all in an effort to derive the best possible solution. To increase performance over the factory intake system, the intake systems ability to flow a higher mass of air is critical. In order to achieve this, APRs Mechanical Engineers focused on improving the pressure ratio between the inlet and outlet of the intake system, reducing turbulence, maximizing filter efficiency and keeping IAT as low as possible.

INTAKE FILTER FLOW BENCH ANALYSIS

IMPROVING THE PRESSURE RATIO

In an effort to strive for an ideal pressure ratio (1:1) between the intakes inlet and outlet, the intake features several key characteristics. Through CFD optimization and flow-bench validation, the intakes filter housing was shaped into a reducing spiral, or volute, which uses the inertia of the air entering the system to increase pressure on the outside of the filter. This creates an even pressure distribution across the entire face of the filter, rather than only a few key spots, and as such, maximizes utilization of the filtration element. Compared to many other popular intake styles, the APR intake system allows for the use of a small, compact filter with better filter utilization as systems often twice its size. Unlike traditional open element filters, the APR intake design only pulls air from the grille area near the leading edge of the vehicles hood. In doing so, it draws air from an area of relatively high pressure. As the vehicle increases in speed, pressure continues to build and ultimately aids in the intakes effectiveness. By sealing the intake system, pressure created during the ram air effect and volute design is not simply lost within the engine bay. This is contrary to open element filters that pull air from a relatively low pressure region formed within the engine bay.

REDUCING TURBULENCE

Flow disruptions and turbulence ultimately impede airflow to and from the intake filter, resulting in a performance loss. The APR Intake system takes a two-step approach to improving mass airflow in this region. As air enters the intake entrance, directional vanes ensure airflow is properly directed towards the entire length of the intake filter rather than only a small portion. This results in a reduction of air turbulence and creates an even pressure distribution over the entire filter surface for maximum filter efficiency. As the filter becomes dirty with age, performance drop happens less dramatically as particles form evenly over a larger portion of the intake rather than localizing to one location or another. When air flows through a smooth pipe, the speed at which the air flows is slower along the pipes smooth walls than is in the center of the pipe. Ultimately this results in a boundary layer that effectively reduces the cross-sectional area of the free flowing portion of the pipe, and creates drag. To minimize this effect as much as possible, the intakes inner surface is kept mildly rough during the manufacturing process. As such, a thinner turbulent boundary layer forms, which ultimately prevents the boundary layer from growing larger as flow increases.

INTAKE AIR TEMPERATURE MANAGEMENT

Intake air temperature (IAT) plays a critical role in engine performance, especially on turbocharged engines where the ambient air temperature is raised twice through both compression via the turbocharger, and then again during the engines compression stroke. In an effort to maintain the lowest possible starting IAT, the APR Intake system begins by drawing air from the coldest possible location, which is the front end of the vehicle before the radiator. Air travels a short path through the intake system, past the filter and on its way to the turbocharger through a sealed intake design that prevents ingestion of hot, under-hood air. Finally, the intakes carbon composite design features a thin fiberglass backing, which improves thermal insulate properties. NOTE: Unlike many intake designs with a full frontal scoop, the APR system does NOT block the factory engine cooling duct found on the opposite side of the factory intake system.

FILTRATION

APRs design requirements called for an intake filter medium that exhibited high flow capabilities, long service life and adequate filtration properties. While traditional paper filters and even some foam filters can achieve one or more of these requirements, only a pleated cotton filter was able to achieve all three. This is due in part to the intake housings volute design and turning vanes. With even pressure flow distribution across the entire filter element, the filter is loaded more evenly, retaining performance over time, increasing the length of the maintenance intervals, and increasing the filter’s effectiveness.

SOUND

In an effort to please customers unaware of the sounds caused by turbocharging an engine, as well as cross platform use on both economy and performance oriented vehicles, the OEM was tasked with creating an intake that many would consider to be too quiet for a performance vehicle. APRs design requirements called for an intake system that only delivered the engines true turbocharged sound as air is sucked through the turbocharger or exhausted from the diverter valve upon lifting off the throttle. The inherent stiffness of carbon fiber composite material results in an induction resonance from the engine allowing the occupants to hear a clean and crisp intake note without being overbearing or cheap sounding in nature.

APPEARANCE

Upon opening the hood, its clear to see why the APR Carbon Fiber Intake System is so highly sought after. Featuring a carbon fiber 2×2 weave common to the engine bays of Audis high end of Quattro GMBH vehicles, the intake demands attention and delivers form that matches the intakes function despite playing a secondary role in the design requirements.

INSTALLATION

The intake system comes preassembled from APR ready to be installed in minutes with minimal tools. With the factory unit removed, the intake slips into place and connects to the factory turbo inlet pipe using the OEM hardware without filling the engine bay with additional couplers and hose clamps. Because the system fits in the OEM location, its fully compatible with future upgrades from APR, including our larger Stage 3 Turbocharger Systems.

DYNO TESTING

Only use fuel equal to or higher than specified. Never use a lower octane fuel.Always follow our fuel guideespecially 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.

APR FUEL GUIDE

When switching from a lower octane fuel to a higher octane fuel, special care must be taken to ensure the safety of the motor. This is most critical when switching from a lower octane to Ethanol or Race Fuel. Running Ethanol and Race Fuel maps with lower quality fuel can and will destroy your spark plugs and potentially your engine. Please follow these instructions when switching fuel:

• Drain the gas tank of all fuel.
• Let the engine idle and stall out.
• Fill the tank with the higher octane fuel.
• Drive for 15 miles, lightly. Lower octane fuel may still be in the fuel lines, especially on dual injection vehicles. If switching to Ethanol, you may get a fault for fuel trims out of range. When this occurs, clear the fault code, switch to the ethanol map, and continue driving lightly.
• Switch to the higher octane map and drive lightly for 5 miles before going wide open throttle.
• If you detect any hesitation, timing pull, audible knock, or other indications something is not right, let off the throttle immediately. You may still have lower quality fuel in the lines. Repeat the steps above.

Octanes and Programs:

Never use a octane lower than what’s prescribed by the tune. For example, do not use 91 Octane (R+M)/2 with a 93 Octane (R+M)/2 tune. You may use a higher octane than prescribed by the tune. For example, running 93 Octane (R+M)/2 on a 91 Octane (R+M)/2 program is fine, and in some cases may offer a bump in performance.

Race Fuel Info:

APR only recommends using Sunoco GT260 for 100 Octane (R+M)/2 tunes and Sunoco GT260+ for 104 Octane (R+M)/2 tunes. Unless specified otherwise, only use types of fuels as other fuels may not be compatible.

Ethanol Info:

Ethanol content varies dramatically. A pump labeled for E85 may have content from 85% all the way down to 51% depending on the location and season in the USA. This can vary outside the USA as well depending on ethanol laws. Most non-flex fuel E85 max only have an operating range of E60-E85. Always confirm the operating rage on our product pages or by contacting APR. Do not use ethanol content lower or higher than specified for the map. If Ethanol content is too low, the engine may knock, and you may experience fuel trim issues. If the Ethanol content is too high, you may experience fuel trim issues, and you may tax the fueling system, causing lean conditions. Please note, APR’s tunes for regular gasoline are not designed for ethanol. However, ethanol is commonly found at the pump mixed with gasoline. So long as the fuel trims are not maxed, and the fueling system is not maxed out, this is typically ok unless specified otherwise.

Octane Booster:

Do not use octane booster. It may do nothing at all, or it may cause other problems.

Leaded Fuel:

Do not use leaded fuel. It will destroy your oxygen sensors.

Water / Methanol:

Water / Methanol may have adverse effects, and potentially disastrous effects when used on higher octane maps with lower octane fuel. Usage is up to the end user’s discretion.

Nitrous Oxide:

Nitrous Oxide may have adverse effects, and potentially disastrous effects. Usage is up to the end user’s discretion.

Accidental low quality fuel:

If you accidentally use lower quality fuel than prescribed by the tune, draining the tank is recommended. In the case where you’re running a higher pump fuel program, such as 93 Octane (R+M)/2, and only 91 Octane (R+M)/2 is available, you can continue driving so long as you take extra precaution. Do not drive the car hard. If the engine is boosted, stay out of boost. Keep IAT low. Don’t lug out the engine, and only use light throttle input. Essentially, be careful. If you detect knock, don’t continue driving.

Rough AKI to RON Conversion Guide:

This guide is for a rough estimate only. Many factors will contribute:

• 87 AKI = 91 RON
• 91 AKI = 93 RON
• 93 AKI = 98 RON
• 100 AKI = 104 RON
• 104 AKI = 108 RON

Terminology:

E in E85 stand for Ethanol, and 85% stands for the percentage of Ethanol in the fuel. North American Region (NAR) uses the Anti-Knock Index (AKI), (RON+MON)/2, or (R+M)/2 when describing octane. In the Rest of the World (ROW), RON is used when describing octane. RON is the Research Octane Number and MON is the Motor Octane Number.

Install Guide:

Warranty: