We're excited to announce our Engine Control Unit (ECU) Upgrades are now available for the Audi A6, A6 allroad, and A7 (C8) 3.0 TFSI engine with the Bosch MG1 ECU! Expect massive gains with up to 384-435 HP and 499-557 FT-LBS of torque on tap, depending on octane, from this simple software upgrade. Features: Delivers up to 384 HP with 499 FT-LBS depending on octane (APR Plus) Delivers up to 384-435 HP with 499-557 FT-LBS depending on octane (Stage 1) Max gains of +86 AWHP and +137 AWFT-LBS depending on octane (APR Plus) Max gains of +86-131 AWHP and +137-195 AWFT-LBS depending on octane (APR Stage 1) Torque Limited files available for vehicles with factory transmission software Supports 91 AKI, 93 AKI, 100 AKI, and 104 AKI fuel grades in North America and 95 RON, 98 RON, 104 RON, and 108 RON in the rest of the world Optional factory term limit matching limited powertrain warranty with APR Plus Standing RPM soft limiter increased Left-foot braking / brake boosting added Properly rescaled performance gauges Optimized launch control strategy for faster response and boost building Optimized driveline protection during launch Optimized thermal management and additional protection Optimized high-gear LSPI protection and turbocharger protection added Speed limiter removed Exhaust crackle added while retaining temperature safeties Auto start-stop defaults to the off position No hardware required (Software only) Supports standard bolt on modifications Flash counter does not increase with each flash Free lifetime updates Direct OBDII port flash (No ECU removal) 30 day money back guarantee APR ECU Upgrade Stages Our new suite of MG1 ECU software comes after months of extensive research and development that is typically absent from the aftermarket. Our upgrade makes the engine more powerful and more exciting. We’ve extensively calibrated the system to work flawlessly on the track, while retaining safety routines to protect your engine in the most demanding scenarios. This was all made possible by our engineering team's pursuit of perfection. Development vehicles were outfitted with additional sensors, including turbo shaft speed sensors, thermocouples, transducers, and more, along with our high speed direct RAM logging equipment, to feed valuable data to the team for analysis. After thousands of hours of testing and tuning we created new calibrations that are fine tuned for several octanes and contain hundreds of map changes, with a vast array of safety features built in. The result of this work is nothing short of astounding. Not only have we increase power, we’ve added many safety routines to ensure the engine and components are protected under demanding scenarios. Additionally we’ve added features to enhance the driving experience. We’ve recalibrated the exhaust flaps to reduce backpressure and create consistent turbo spool characteristics. Sound characteristics are improved too, especially during free-rev, which sees its limiter raise in park and neutral. We’ve added a feature to enable exhaust crackle, which mimics much of the behavior of the RS models without being over-the-top and obnoxious. This enables during free-rev, downshifts, and lifting off the throttle. It’s optimized and includes safety routines to ensure component protection. Through proper torque management and ECU code changes, we’ve removed the requirement of a transmission tune to achieve full torque. We’ve optimized launch control for a better take-off and enabled boost building on the line. Additionally we’ve defaulted the start-stop feature to the off position, removed the speed limiter, added left-foot braking or brake-boosting, and configured the ECU to send the correct calibration to the dash for the performance gauges. To protect the engine and components we’ve spent a considerable amount of time tuning safety routines, some of which were not active from the factory. The ECU will protect the engine should the exhaust flaps fail as back pressure becomes too high. The optional exhaust crackle feature will turn off should components get too hot. The engine has advanced LSPI protection to prevent the engine from damage when being lugged in the tallest gears. Excessive intake air temperature, which is common on a dynamometer, will cause power to reduce to protect the engine. Furthermore more we’ve added and calibrated protection routines for turbocharger pressure ratios, shaft speed, exhaust pressure, intake air temperature, coolant temperature, oil temperature, lambda, fueling system limitations, and more. All of this and more gives us confidence to offer an optional limited powertrain warranty through APR Plus! Our ECU Upgrades are available in multiple configurations. Installation of additional performance hardware, such as an intercooler or intake systems, may provide further performance improvements. APR Calibration Report Stage HP TQ Max Gain Max Gain Stock As Reported by Audi 335 HP 369 FT-LBS Stock As Measured by APR 349 HP 373 FT-LBS APR Plus 91 AKI / 95 RON 384 HP 499 FT-LBS +86 HP +137 FT-LBS Stage 1 91 AKI / 95 RON 384 HP 499 FT-LBS +86 HP +137 FT-LBS 93 AKI / 98 RON 401 HP 517 FT-LBS +97 HP +155 FT-LBS 100 AKI / 104 RON 422 HP 535 FT-LBS +118 HP +172 FT-LBS 104 AKI / 108 RON 435 HP 557 FT-LBS +131 HP +195 FT-LBS APR Software Pricing Guide Our performance software upgrade is available in multiple stages with optional features. APR Plus (USA/Canada) APR Stage 1 ECU Upgrade $1,799.95 APR Stage 1 APR Stage 1 ECU Upgrade $899.95 APR Stage 1 ECU Upgrade from APR Plus FREE APR Plus is our APR Stage 1 ECU Upgrade with our limited powertrain warranty and it’s the first step towards tuning your engine. It produces up to 384 HP and 499 FT-LBS of torque with gains as high as +86 HP and +137 FT-LBS of torque at the wheels. Please check our warranty manual to understand modifications supported by APR Plus. Please Note: Only torque limited files are available for vehicles with the DL382 Transmission and factory TCU software at this time. This software limits torque to 520 Nm. Important fuel quality information Find your boxcode and revision APR Plus Warranty Booklet 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. Please Note: Each vehicle's year, make, and model may have multiple factory engine or transmission controller software part numbers, known as box codes, each with unique revisions. Manufacturers periodically release software updates that alter this information, which can only be determined by scanning the controller and is not publicly provided. Due to the variety of codes, some stages, octane levels, features, or options may not be available for specific codes. Therefore, our website provides a general guide based on general info such as Year, Make, and Model. Our system allows you to request unavailable software, and we offer a 30-day money-back guarantee if you're not satisfied.
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