APR Stage 3+ 2.0 TSI MKVI Golf cracks 400 whp on 93 octane pump

Originally Posted by mazdaspeed6

saw this on facebook.... gotta love tsi

Hell yea man, I love that motor.

One the best motors ever made. My wifes passat has that motor and its powerful even in stock form.

No one is taking my K04'd TSI from me. They will have to kill me first!

Attachment 17367

Attachment 17368

wow did you upgrade the turbo on the CC?

Originally Posted by DBFIU

wow did you upgrade the turbo on the CC?

Yeah. The k03 is the stock turbo, and a couple of the tuners sell the S3/Golf R OEM k04 turbo and tune as an upgrade package. Dollar per dollar its one of the better torq/HP upgrades you can get on a four banger. I payed $2400 for the new kit and tune. Well, I also got an intercooler, downpipe and intake. So, my total price was more than that, but still a decent deal.

Not bad, do you have the DSG transmission? How is it holding up? What power is it putting down?

Originally Posted by DBFIU

Not bad, do you have the DSG transmission? How is it holding up? What power is it putting down?

6MT. I am old school and will pick the straight drive every time, even if its slower than the auto. I just like doing the gears and 3rd pedal.

Not sure on the power. I tried to dyno it once at a mooo-stang shop and they never could get a good tach reading.

APR claims 366HP and 380TQ with the 93 octane file (at crank). I have 93 and 100 files. I don't have a cat-back exhaust due to the sound it makes, but I understand that the CC OEM cat-back is fairly free flowing. APR estimates 10% drivetrain loss and VW has it at 16%. So the cat-back and conservative 10% drivetrain loss are close to being a wash.

The transmission is solid, but the clutch is starting to show some signs of slippage. I think I have a few more months on it though.

1st gear is a traction control joke
2nd can be controlled with the throttle about 50% of the time - it takes a damn near perfect execution to keep the power going to the ground without breaking the tires loose
3rd and 4th are really fun

The low end torq is what makes it so fun. You barely hear the engine making any noise and the butt dyno makes you go "OH!!" Then the engine sound cranks up a bit and it pulls hard all the way through 6500 rpm.


Attachment 17369

Originally Posted by jspirate

No one is taking my K04'd TSI from me. They will have to kill me first!

Attachment 17367

Attachment 17368

Did that come with the K04 stock?

Originally Posted by jspirate

Yeah. The k03 is the stock turbo, and a couple of the tuners sell the S3/Golf R OEM k04 turbo and tune as an upgrade package. Dollar per dollar its one of the better torq/HP upgrades you can get on a four banger. I payed $2400 for the new kit and tune. Well, I also got an intercooler, downpipe and intake. So, my total price was more than that, but still a decent deal.

There is the answer.

Really cool, did you create a thread on this car? If not, you should.

Badass! k04 CC 6spedd too!It must haul ass and is surely a sleeper lol. Nobody would understand. Good price on the kit too, with all the extra stuff on top.

DSG is able to handle about 400wtq btw. One of the guys had an audi S3 and went with the BSH turbokit with a 3076 with a built motor. Hit over 500whp and I'm sure the torque was near 400 at least too. Stock DSG and everything, I know there was a tune for it or something.

The cc is rwd right?

Originally Posted by Sticky

The cc is rwd right?

Ha, no FWD.

Originally Posted by fastgti69

Ha, no FWD.

Damn VW... no optional AWD?

Originally Posted by Sticky

Damn VW... no optional AWD?

Nah, not with this car. It's all about the GTI with the TSI motor. Not even the Golf R with AWD is that good of an engine cause its old school FSI that they had in europe in the audi s3 etc. I heard APR was doing an AWD kit for the GTI because the TSI was such a better motor. They were doing something with hadlex differential/trannys. I have no clue. This VW scene is a abig mess lol.

What makes the TSI better? The only thing that I remember reading was it has a timing chain vs belt, and a different hpfp. That was years ago that I looked into it though.

Originally Posted by BoostAddict

What makes the TSI better? The only thing that I remember reading was it has a timing chain vs belt, and a different hpfp. That was years ago that I looked into it though.

Would like to know this as well.

I still don't have a grasp on these damn VW motors.

Originally Posted by BoostAddict

What makes the TSI better? The only thing that I remember reading was it has a timing chain vs belt, and a different hpfp. That was years ago that I looked into it though.

That is the main reasons, along with injectors are different. Much stronger rods than the FSI. Much better with airflow.

Ahh here it is. quote from Arin@APR himself:

Quote:
Originally Posted by Arin@APR

The FSI head does not flow as well as the TSI.
The FSI is more susceptible to knock than the TSI.
The FSI does not have as good of a fueling system as the TSI.
The FSI has more internal losses compared to the TSI.

The TSI is just better so it makes more power. We should expect that form a completely new engine from VW. That's how progress works. That's all.

Should make a new thread for this but..

TSI motor (regardless of CBFA or CCTA):
Displacement: 121 cu in (1984 cm3)
Maximum Power: 200 hp (147 kW) at 5100 - 6000 rpm
Maximum Torque: 206 lb ft (280 Nm) at 1700 - 5000 rpm
Number of Valves Per Cylinder: 4
Bore: 3.2 in (82.5 mm) & Stroke: 3.7 in (92.8 mm)
Compression Ratio: 9.6 : 1
Firing Order: 1-3-4-2
Engine Weight: 317 lb (144 kg)
Engine Management: Bosch MED 17.5
Fuel Grade: 95/91 RON
Exhaust Emission Standard: ULEV (CCTA) - SULEV (CBFA)

Some major differences from the FSI to TSI include:
-- chain timing vs belt as seen in the FSI
-- different fuel/engine management system
-- components in the intake system (as defined above)
-- oil filter and oil dipstick relocated
-- improved PCV system (proved to be problematic in the FSI)
-- compression ratio lowered to 9.6:1
-- more balanced cam shafts in the center of the block on both sides
-- down pipe
-- better emissions (by U.S. standards and regulation)
-- more 02 sensors on exhaust system

originally posted by Arin@APR

There are several hardware differences between the different versions. The main changes between the US versions is simply Emissions. US vs ROW also has emissions changes and some other hardware changes for more "headroom" for the higher output "b" version.
CCTA = US Hardware - 200 HP
CBFA = US Hardware, High Emissions - 200 HP
CCZA = ROW Hardware, 200 HP
CCZB = ROW Hardware, 210 HP

US MK5/MK6 2.0 TSI Engine
CCTA
CBFA
CCT and CBF denote the engine's mechanical structure. IE, secondary injection (CBF) vs non secondary injection (CCT). A, the 4th letter, denotes the power output for the calibration, ie both rated in the us for 207ft-lb/200hp.

ROW MK6 and A3 2.0 TSI Engines
CCZA - A3
CCZB - MK6CCZ denotes the european mechanical structure. A denotes the 200HP calibration. B denotes the 210HP calibration.


originally posted by xgtiride

...The fuel system is now run off of a new lobe of its own to reduce wear, which was a problem with some of the earlier 2.0t engines (from the tech's mouth). It is now also run off of the exhaust cam and no longer the intake cam. The tech noted that the injectors must overcome the combustion pressure of the engine to even force fuel directly, causing them to have operation pressures upwards of 1400 psi.....the intake runners have a plate splitting them into two pathways. In the intake manifold exists individual butterfly valve like air flow splitters that direct the airflow into only half of the intake runners while cruising or coasting, thus increasing gas mileage. The airflow is directed into both paths when the engine is under load to increase air flow and power. Other notes: The intake is not part of the engine cover, and the sound pipe can easily be removed...

Originally Posted by fastgti69

Should make a new thread for this but..

TSI motor (regardless of CBFA or CCTA):
Displacement: 121 cu in (1984 cm3)
Maximum Power: 200 hp (147 kW) at 5100 - 6000 rpm
Maximum Torque: 206 lb ft (280 Nm) at 1700 - 5000 rpm
Number of Valves Per Cylinder: 4
Bore: 3.2 in (82.5 mm) & Stroke: 3.7 in (92.8 mm)
Compression Ratio: 9.6 : 1
Firing Order: 1-3-4-2
Engine Weight: 317 lb (144 kg)
Engine Management: Bosch MED 17.5
Fuel Grade: 95/91 RON
Exhaust Emission Standard: ULEV (CCTA) - SULEV (CBFA)

Some major differences from the FSI to TSI include:
-- chain timing vs belt as seen in the FSI
-- different fuel/engine management system
-- components in the intake system (as defined above)
-- oil filter and oil dipstick relocated
-- improved PCV system (proved to be problematic in the FSI)
-- compression ratio lowered to 9.6:1
-- more balanced cam shafts in the center of the block on both sides
-- down pipe
-- better emissions (by U.S. standards and regulation)
-- more 02 sensors on exhaust system

originally posted by Arin@APR

There are several hardware differences between the different versions. The main changes between the US versions is simply Emissions. US vs ROW also has emissions changes and some other hardware changes for more "headroom" for the higher output "b" version.
CCTA = US Hardware - 200 HP
CBFA = US Hardware, High Emissions - 200 HP
CCZA = ROW Hardware, 200 HP
CCZB = ROW Hardware, 210 HP

US MK5/MK6 2.0 TSI Engine
CCTA
CBFA
CCT and CBF denote the engine's mechanical structure. IE, secondary injection (CBF) vs non secondary injection (CCT). A, the 4th letter, denotes the power output for the calibration, ie both rated in the us for 207ft-lb/200hp.

ROW MK6 and A3 2.0 TSI Engines
CCZA - A3
CCZB - MK6CCZ denotes the european mechanical structure. A denotes the 200HP calibration. B denotes the 210HP calibration.


originally posted by xgtiride

...The fuel system is now run off of a new lobe of its own to reduce wear, which was a problem with some of the earlier 2.0t engines (from the tech's mouth). It is now also run off of the exhaust cam and no longer the intake cam. The tech noted that the injectors must overcome the combustion pressure of the engine to even force fuel directly, causing them to have operation pressures upwards of 1400 psi.....the intake runners have a plate splitting them into two pathways. In the intake manifold exists individual butterfly valve like air flow splitters that direct the airflow into only half of the intake runners while cruising or coasting, thus increasing gas mileage. The airflow is directed into both paths when the engine is under load to increase air flow and power. Other notes: The intake is not part of the engine cover, and the sound pipe can easily be removed...

Yes... you really should along with including the post above t.

Originally Posted by Sticky

Damn VW... no optional AWD?

Not on the 2.0 TSI, only the V6 and that engine is no fun. Its also not a very reasonable price point (the all wheel drive). I got lucky and picked up my 2011 right when they released the 2012s. I picked it up for just over 24 grand. I was actually in the market for a rear wheel drive car, but when I did the modding math, I couldn't pass on the deal.