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Upgrading the restrictive factory downpipe with the APR Cast Downpipe Exhaust System is a great way to increase performance and add a sophisticated growl to the exhaust note.
The factory downpipe system consists of smaller, 63mm piping with varying bends and multiple restrictive high-cell-count catalysts, all of which contribute to a less than ideal flow path and hindered performance.
The APR Cast Downpipe Exhaust System is a complex system designed to deliver maximum performance.
The exhaust system features a strong, investment cast, T304L inlet and outlet designed to maximize flow and minimize turbulence. With a nominal wall thickness of 2.55mm the downpipe is strong and produces a refined exhaust note compared to thin wall tubing systems. APR’s engineers specified a T304L stainless steel, OEM-style flex section that is fully sealed with a corrugated inner lining to improve flow and reliability.
Designed to stand the test of time, the bracket is CNC machined from 8mm-thick billet T304L stainless steel and the hanger feet are threaded into place, eliminating the need for welds. The APR Downpipe Exhaust System features premium grade T304L stainless steel for its excellent appearance, strength and corrosion resistance properties. Pipe is cut to length in-house via APR's CNC-controlled bandsaw to an accuracy of .25mm, ensuring a precise fit.
APR’s engineers specified a T304L stainless steel, OEM-style exhaust clamp designed to eliminate the need for flanges, swedging, or slip fittings. APR’s Engineers paid special attention to the details when designing the APR Cast Downpipe Exhaust System all the way down to the oxygen sensor bungs. APR’s engineers specified a high-quality and high-flow GESI metal 300-cell catalyst ideal for forced induction application. Internally the catalytic converter features a proprietary blend of precious metals and loading technology that helps to reduce emissions and smell common on cat-less setups. A simple and removable, T304L stainless steel reducer, featuring a smooth transition, is included, mRONng the APR Cast Downpipe Exhaust System directly compatible with the OEM catback exhaust system.
Included with each system is an OEM gasket, designed to mate between the downpipe and the turbocharger. Select the tab below to view detailed photos, videos and information related to each process. In the past APR worked with other manufacturers to develop a limited range of private-label exhaust systems outside the scope of APR’s internal development and manufacturing capabilities. Design and development begins with the use of APR’s professional grade in-house coordinate measuring machines. Using APR’s in-house stereolithography 3D printer, rapid prototypes are created for fitment on the vehicle. Manufacturing takes place both internally and externally to APR while finishing and assembly is completed in-house. APR’s fabrication experts TIG weld each component, creating reliable, high quality and attractive welds.
APR has placed a large emphasis on improving quality control across various product lines, and the exhaust program is not excluded. APR’s engineers request full metallurgy reports with each batch of components to ensure the components are made with the T304L stainless steel grades specified on the original design prints.
Operating in an environment designed for accuracy and repeatability, APR’s fabrication experts leave little room for error during the final assembly phase. APR’s cast downpipe exhaust system mates perfectly to the factory catback exhaust system with the included reducer. While we try to keep everything current, APR tuning Ltd is not responsible for errors in pricing on this web site. The exhaust system features a strong, investment cast, T304L inlet and outlet designed to maximized flow and minimize turbulence. APR?s engineers specified a T304L stainless steel, OEM-style flex section that is fully sealed with a corrugated inner lining to improve flow and reliability. APR?s engineers specified a T304L stainless steel, OEM-style exhaust clamp designed to eliminate the need for flanges, swedging, or slip fittings. APR?s Engineers paid special attention to the details when designing the APR Cast Downpipe Exhaust System all the way down to the oxygen sensor bungs. APR?s engineers specified a high-quality and high-flow GESI metal 300-cell catalyst ideal for forced induction application. A simple and removable, T304L stainless steel reducer, featuring a smooth transition, is included, making the APR Cast Downpipe Exhaust System directly compatible with the OEM catback exhaust system. In the past APR worked with other manufacturers to develop a limited range of private-label exhaust systems outside the scope of APR?s internal development and manufacturing capabilities. Design and development begins with the use of APR?s professional grade in-house coordinate measuring machines. Using APR?s in-house stereolithography 3D printer, rapid prototypes are created for fitment on the vehicle. APR?s world-class manufacturing partners from around the globe are responsible for manufacturing each component that falls outside of APR?s internal capabilities.
APR?s fabrication experts TIG weld each component, creating reliable, high quality and attractive welds. APR?s engineers request full metallurgy reports with each batch of components to ensure the components are made with the T304L stainless steel grades specified on the original design prints. Operating in an environment designed for accuracy and repeatability, APR?s fabrication experts leave little room for error during the final assembly phase. TLDR; how is this different than the previous Golf R DP you released, and why is it better? There are several benefits to it mentioned above, most notably is the turbo outlet port matching and organic shape.
The new system was fully designed and developed in-house with final assembly taking place here at APR. We?ve upgraded all of the components to a higher quality T304L stainless steel from the 439 and 304 used on the previous system, which does wonders for corrosion resistance.
The bracket is weldless, reducing more chances for failure, and thicker, thus reducing deformation, compared to the stamped piece used before.
The clamps were upgraded to an OEM style slip clamp that doesn?t rely on deforming the pipe to make a tight connection like the old style clamp. The oxygen sensor bungs are actually cast and welded to the outside of the pipe, which prevents the bung from protruding into the pipe, causing more turbulence like the ones used on the old system. The resonator is lower profile, offering better fitment, and contains a tightly woven fiberglass and stainless steel material for broadband noise cancellation.
You advertised the old system as being made with T304L which was proven to be false, any plans to do the same with this piece? A Clicking Dodge SpiritI do a lot of long distance driving, over 5 hours, as I am a college student and . Why does my left front tire,make a clicking sound,when driving?Why does my left front tire,make a clicking sound,when driving?
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Ear Nose and Throat problems can be very unpleasant, and as a qualified and experienced Nurse, I worked for many years alongside the local ENT Surgeons in Rotherham, Doncaster and Barnsley, and therefore I have specialist insight into these diseases. Snoring is when a person makes a snorting or rattling noise when they breathe during sleep.
Is your snoring affecting aspects of your life such as excessive tiredness, poor concentration, daytime sleepiness or relationship problems with your partner? Snoring can sometimes indicate a more serious, related condition called obstructive sleep apnoea, where a person’s airways repeatedly become partially or totally blocked for between 30 seconds to over a minute at a time throughout your sleep. Medical treatment can improve snoring in some cases, but a complete cure is not always possible.
I am also a fully qualified and experienced Hypnotherapist and during a relaxed therapeutic state, I can help reduce your stress levels and improve your sleep pattern.  I can also focus your body’s auto-immune defence mechanisms to target the problem areas, thereby reducing inflammation and blockages, minimising the unwanted sounds associated with tinnitus, reducing wax production and draining fluid levels.
APR?s Engineers paid special attention to the details when designing the APR Cast Downpipe Exhaust System all the way down to the oxygen sensor bung. A high quality oxygen sensor extension harness is included as the catalyst and sensor bung is relocated further away from the turbocharger.
Reported wheel figures measured on APR's in house Dynapack Dynamometer with a 2014 MK7 Golf Tiptronic and 2014 MK7 GTI DSG, using SAEJ1349 correction and an average of multiple runs. So we need to buy the stage 1 map if we just wanna install the DP, then throw on the stage 2 map? A really nice looking piece of hardware you have here and I'm even more astounded by the price. We're working to get all of our warranty text for each item clearly stated in an easy to locate spot on our website. I'm guessing that means your company has a contract with gesi to supply a specific product to your engineer's design specs?
Ideal performance is achieved through expelling exhaust gasses at maximum velocity through APR’s proprietary, low-turbulence, investment cast downpipe. APR’s engineers took a multi-step approach to maximizing flow, reducing under hood temperature, and eliminating unnecessary restrictions all in a unique package only APR can deliver.
Each component was designed and developed with the absolute best in performance, strength, reliability and quality in mind.
By casting the inlet, APR’s engineers were able to create a smooth and high-flow exhaust path that maximized flow through swept blends and shapes that are otherwise not possible through conventional fabrication techniques.
The cast sections undergo a tumbling process to smooth and de-burr any imperfections inside the pipe, while simultaneously enhancing the exterior finish.
The low profile design and minimal use of bradding material eliminates clearance issues common with other designs that can billow, rub, rattle and fray over time.
Weight is removed from the bracket, wherever possible, while not hindering its structural integrity. The pipe is rolled to the 76mm European standard diameter with a 1.5mm wall thickness and a seemingly non-existent weld seam. Each pipe is de-burred, and the exterior finish is brushed to give the exhaust piping a clean and attractive appearance worthy of the APR name.
By using this low profile design, the exhaust system can be positioned higher in the exhaust tunnel and away from the ground with better clearances compared to flanged setups. APR’s O2 bungs are investment cast from T304L stainless steel and are curved to perfectly fit on 76mm piping, without protruding into the pipe, as this would further impede airflow beyond the sensor itself.
During dyno testing, the 100mm x 100mm design showed no measurable loss in power, thanks to the catalyst’s specifications.
With performance in mind, the catalyst is placed far away from the turbo outlet to reduce turbulence in the downpipe and to help reduce under-hood temperature.
Understanding the limits of such a program, combined with APR’s desire to deliver higher-quality products in a timely manner with better customer support, APR invested in internalizing the program.
APR’s engineers have full access to a Romer Absolute arm with integrated laser scanner, FaroArm and Creaform 3D laser scanner for collection of special constraints surrounding the factory exhaust system.
Working closely with each manufacturer, APR’s engineers supply CAD models, materials specs, and other design specifications and work hand-in-hand with the manufacturer to develop the components.
APR’s fabrication team cuts, brushes and de-burrs premium grade T304L stainless steel piping for use in each midpipe. Each component is back-purged with argon during the process ensuring the weld is strong and consistent, as well as clean throughout. To ensure the systems are delivered as advertised, APR’s engineers have taken a multi-step approach that encompasses many techniques that go beyond the industry standard. This information is then cross-referenced against randomly selected and independently tested samples before the components are released for assembly.
To help ensure the designs are as specified, APR’s engineers randomly select components and conduct full dimensional inspections using in-house 3D laser scanning equipment.
Jigs and fixtures, created in-house, live on custom-specified fabrication tables featuring repeatable indexing holes and extremely flat surfaces.
Components are visually checked for imperfections, and items that fall out of quality standards are rejected. This upgrade requires purchase of an APR Stage I ECU Upgrade, and is included for free to the original owner and original vehicle with the purchase of an APR Cast Downpipe Exhaust System! For compatibility with most 76mm catback exhaust systems, a 76mm link pipe must be installed between the downpipe and catback. Ideal performance is achieved through expelling exhaust gasses at maximum velocity through APR?s proprietary, low-turbulence, investment cast downpipe. APR?s engineers took a multi-step approach to maximizing flow, reducing under hood temperature, and eliminating unnecessary restrictions all in a unique package only APR can deliver. By casting the inlet, APR?s engineers were able to create a smooth and high-flow exhaust path that maximized flow through swept blends and shapes that are otherwise not possible through conventional fabrication techniques. APR?s O2 bungs are investment cast from T304L stainless steel and are curved to perfectly fit on 76mm piping, without protruding into the pipe, as this would further impede airflow beyond the sensor itself.
During dyno testing, the 100mm x 100mm design showed no measurable loss in power, thanks to the catalyst?s specifications. The low profile T304L stainless steel cylinder features a straight perforated tube, wrapped in T3 long-strand stainless steel fiber followed by a tightly woven fiberglass outer wrap. Understanding the limits of such a program, combined with APR?s desire to deliver higher-quality products in a timely manner with better customer support, APR invested in internalizing the program. APR?s engineers have full access to a Romer Absolute arm with integrated laser scanner, FaroArm and Creaform 3D laser scanner for collection of special constraints surrounding the factory exhaust system. Working closely with each manufacturer, APR?s engineers supply CAD models, materials specs, and other design specifications and work hand-in-hand with the manufacturer to develop the components.
APR?s fabrication team cuts, brushes and de-burrs premium grade T304L stainless steel piping for use in each midpipe. To ensure the systems are delivered as advertised, APR?s engineers have taken a multi-step approach that encompasses many techniques that go beyond the industry standard.
To help ensure the designs are as specified, APR?s engineers randomly select components and conduct full dimensional inspections using in-house 3D laser scanning equipment. We?ve also upgraded the welding to argon back-purged TIG welding where as the old system was MIG welded. The inlet is port matched to the turbo, which comes in at 80mm, and gradually necks down to the 76mm pipe?s ID over a long distance.
The low profile and corrugated is less likely to rub, fray and fail over time compared to the old unit we used. It?s easy to install, easy to remove, and allows the pipes to butt right up to each other, because there?s no swedging, reducing turbulence. We?re now brushing the exterior to give it a nice finish compared to the raw finish on the old system. The GESI unit is larger and as such, less likely to impede airflow compared to smaller units with less surface area.


A hubcap that is loose or misaligned can rub up against the tire or wheel an produce a noise. You may have to scrape to make the payments but at least you'll look good driving to and from the .
The noise comes from vibration of the soft palate and tissue in the mouth, nose or throat. Your chances of snoring can be increased by factors such as being overweight, drinking alcohol, smoking and increasing age. Sit tight, it shouldn't be too much longer till I can share all of that documentation with you, including the cat.
The OCD in me wants to find the exact specs of what's used for comparison to other DPs on the market. Was there any life cycle testing performed, either by gesi or APR, to quantify the life expectancy of the internals? Designed and assembled in-house, the system utilizes only premium materials and world-class manufacturing techniques to deliver unmatched quality and reliability. The inlet perfectly matches the factory turbocharger’s 80mm outlet and gradually necks down over a long distance to further enhance performance.
The bracket attaches to the cast downpipe’s integrated mounting bracket, and CNC machined spacers enable compatibility across multiple vehicles. APR’s fabrication team uses argon back-purging during the welding process, leaving a clean and smooth interior surface, and TIG welding for strength and appearance. Each clamp allows for less turbulence and greater accuracy at the connection points as the pipes simply butt up to one another rather than the ambiguity and voids associated with swedged slip fittings.
The bungs are TIG welded to the piping and back-purging is used to ensure the interior surface is smooth and clean. The low-profile catalyst features a fully captured substrate brick, which is furnace braised to the outer mantle and physically captured by the diffuser cones preventing rattling, rotation, and damage to the substrate. With the release of this exhaust system and the others like it, APR is pleased to present our first systems fully designed and engineered in-house from the ground up!
The engineers scan the vehicles and create detailed 3D maps of their design environment while designing each system in PTC Creo 3.0 CAD software.
Once adequate clearances and fitment is confirmed, especially in areas that move under load, physical quick-cast prototypes are created and fitted for final verification through real-world use.
The end result is a collection of components, wholly unique to the APR name, awaiting final finishing, assembly and quality control at APR’s 78,000 square foot facility in Opelika, Alabama in the USA. Then each cast component is sent through the ceramic vibrating tumblers to smooth and de-burr surface imperfections. Tolerances are digitally checked against the original specifications and passed or failed based on the results.
This working environment ensures the highest level of quality control during the assembly process and safeguards against dimensional variations potentially created during the manufacturing process. If the vehicle's ECU part number and revision is known, availability can be checked at any APR Dealer. APR’s universal fit kit includes a 200mm link pipe and clamp that can be cut to length for compatibility across a wide range of systems.
The inlet perfectly matches the factory turbocharger?s 80mm outlet and gradually necks down over a long distance to further enhance performance.
The bracket attaches to the cast downpipe?s integrated mounting bracket, and CNC machined spacers enable compatibility across multiple vehicles. APR?s fabrication team uses argon back-purging during the welding process, leaving a clean and smooth interior surface, and TIG welding for strength and appearance. The straight-through design keeps exhaust velocity high, and turbulence low maximizing performance.
The engineers scan the vehicles and create detailed 3D maps of their design environment while designing each system in PTC Creo 3.0 CAD software. The end result is a collection of components, wholly unique to the APR name, awaiting final finishing, assembly and quality control at APR?s 78,000 square foot facility in Opelika, Alabama in the USA. This working environment ensures the highest level of quality control during the assembly process and safeguards against dimensional variations potentially created during the manufacturing process.
The pipe has excellent roundness and a very good interior weld seam which overall makes it a higher quality tube above the obvious material change. The catalyst is brazed to the substrate and encapsulated, so unlike the old system, it?s less likely to fail and cause a blockage in the system. The inlet perfectly matches the factory turbocharger?s 77mm outlet and gradually necks down over a long distance to further enhance performance. Results will vary depending upon environmental conditions, vehicle, transmission, vehicle health, operating conditions, temperatures, fuel grade, dyno type, dyno setup, and other modifications.
Also, to answer your second question, the cat section is literally the catalyst, an o2 bung, and 2 small pieces of pipe. I'm assuming the catalyst is relatively easy to change down the road when it's life expires? The mounting flange, oxygen sensor bung and bracket are integrated into the casting, and TIG welding at the flex section ensures a clean inner surface eliminating turbulence, vortices and eddies to the highest degree.
Lastly, no swedging or slip-fitting is necessary due to APR’s OEM-style clamp design, leaving smooth and less turbulent connection points.
Furthermore, the clamp doesn’t rely on deforming the pipe to provide a tight seal, mRONng install and removal more convenient.
Lastly, a billet T304L stainless steel bung plug is included to cap off extra ports not needed on some models. Subsequently, a byproduct of running the catalyst is a reduction in noise, mRONng the system as a whole more pleasing to the ear.
The end result is a system that fits every time as it’s true to the original design specifications.
The mounting flange, oxygen sensor bung and bracket are integrated into the casting, and TIG welding at the flex section ensures a clean inner surface eliminating turbulence, vortices and eddies to the highest degree. Furthermore, the clamp doesn?t rely on deforming the pipe to provide a tight seal, making install and removal more convenient.
Subsequently, a byproduct of running the catalyst is a reduction in noise, making the system as a whole more pleasing to the ear. A brushed finish is applied to the exterior to give the resonator an attractive appearance. The end result is a system that fits every time as it?s true to the original design specifications. The assembly and quality control is also in house, allowing us to have a higher level of confidence in the final product being as advertised.
The pipe is also designed to perfectly match the OEM catback, so no cutting is involved like on the old system. The cell count was raised meaning lower emissions, and was done so without restricting flow.
They sometimes feel they have to stay awake to monitor your breathing, making them tired and irritable at times. The mounting flange and bracket are integrated into the casting, and TIG welding at the flex section ensures a clean inner surface eliminating turbulence, vortices and eddies to the highest degree. Lastly, no swedging or slip-fitting is necessary due to APR?s OEM-style clamp design, leaving smooth and less turbulent connection points.
After pulling out of the driveway and making a right turn a strange sound came from the front driver's side.
The buns are surprisingly hard and crispy - which, i don't even know how you would make a bun hard like that.



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