The HPFP internals must be machined to extreme tolerances and installed in a clean environment or the pump can easily fail. Dimensional tolerances on the APR HPFP are as tight as .00004" and geometric tolerances are as tight as .00005". The plunger and barrel are created from certified and heat-treated bearing-grade stainless steel and the plunger undergoes a special diamond like coating process for exceptional surfaces hardness and ultra-reliable operation. To prevent float associated with altering the plunger's mass, APR supplies each unit with a properly specified spring. All internal seals are replaced, including the spring seal, and the tip of the pump retains the factory pivoting head to reduce cam follower wear and piston side loading.
Please note, this is an upgrade of your existing pump and requires sending a pump to APR to be rebuilt. The pump and solenoids must be in working order. We will test the solenoids and visually inspect the pump. Failure to package the pump properly can easily result in damage to the pump's solenoid connectors. Also, this engine suffers from cam follower wear from the factory. Replace the cam follower when upgrading the pump. If the follower is destroyed and the cam is worn, this pump may not operate to its full capacity. If the cam follower wears through while using this pump, it can easily damage and destroy the pump. Specific software is necessary to maximize performance from this pump, and is available from APR on most vehicles.
APR pioneered HPFP upgrades in the early days of VAG direct injection engines. Soon after, APR became an OEM supplier of HPFP and GDI components to VAG for use in various race cars, racing series, project cars, and concept vehicles. The APR HPFP has been at the center of countless motorsport victories across the globe and has operated with a nearly perfect tract record since the program's motorsport backed inception in 2006. With tens of thousands of pumps sold, APR has a wealth of knowledge, and manufacturing expertise necessary to deliver a product that will and has stood the test of time.
We dramatically increase the volume of fuel the HPFP can displace at every RPM by increasing the displacement of the HPFP. This is accomplished by increasing the bore diameter of the pump's internal pressurizing cylinder. It's important to understand, despite the name, a HPFP upgrade is not necessary designed to increase the engine's fuel rail pressure. The primary goal is to increase the volume of fuel available, which will keep fuel pressure steady even in the most demanding of situations!
All APR HPFPs are assembled in house under strict assembly guidelines. Each pump is then tested on our test rig to ensure the pumps operate as designed. This step is important for several reasons. It's critical in determining if a pump has a failure from incorrect install, a leaking seal, or a bad solenoid. Secondly, a seized pump on the vehicle at startup can cause damage to the engine's camshaft. By testing each pump, we all but eliminate these possibility.
The volume of fuel the HPFP pump can displace is directly tied to the displacement of the pump (Internal bore size, and cam shaft dictated stroke), and engine speed. The pump is driven off of a three lobe cam shaft, and as such, the pump cycles at 1.5 times the engine speed. Even the factory K03 and K04 turbochargers are capable of taxing this system, especially in the mid to lower RPM range where fuel volume is lower.
The APR High Pressure Fuel Pump (HPFP) increases maximum volume of fuel the HPFP can deliver by 41% over stock! In doing so, the direct injection fueling system is capable of satisfying fueling requirements set forth by high horsepower setups. This is accomplished by increasing the displacement of the pump using high quality components to exacting tolerances.
A low pressure fuel pump (LPFP) in the fuel tank delivers fuel to the high pressure fuel pump (HPFP) at roughly 4 to 6 bar. Fuel pressure is then bumped up to a maximum of 110-130 bar, depending on factory parts, with the HPFP. Finally, high pressure fuel is delivered to the injectors, which spray directly into the cylinders.
Fits Audi A3 06-13, A3 Quattro 09-13, A4 05-08, A4 Quattro 05-08, TT 08-09, TT Quattro 09-15, TTS Quattro 09-15; VW Eos 07-16, Golf R 12-13, GTI 06-09, Jetta 06-10, Passat 06-10
Pump rebuilds are applicable to the 1.4T EA111, 2.0T EA113, 3.2L FSI V6, 3.6L FSI V6, 4.2L FSI V8, 5.2L FSI V10 (S6/S8), MazdaSpeed 3 (07-13), and MazdaSpeed 6 (06-07).
This kit is a rebuild of your factory pump. A working pump must be sent to APR.
Dramatically increases the volume of fuel displaced by the HPFP by 41%
APR 09-15 Audi TTS Quattro High Pressure Fuel Pump - Rebuild
Maintains higher pressures under demanding situations
Heat-treated bearing-grade stainless steel material
Fully machine tested and broken in before shipping
APR High Pressure Fuel Pump - 2.0T EA113 (Rebuild)
High quality components and extreme tolerances:
How the direct injection system works:
Upgraded and weight matched spring
.00004" dimensional tolerances
.00005" geometrical tolerances
Rebuilds your factory pump
PUMPFUEL REBUILD 20T FSI
Fully rebuilt in house
Spring seals replaced
Proven track record:
Supports big power
The APR solution:
Internal testing:
DLC coated piston
The problem:
Fuel Pump
