The APR 2.0T EA888 Gen 3 Crate Engine is the ultimate solution for strength and longevity on high horsepower builds. Each engine is sold as a fully assembled long block from the cylinder head to the oil pan, or as a short block only. You supply a core, and we do the rest!
The APR Crate Engine features strengthened internals designed to support the punishing demands of an APR Stage 3+ Turbocharger System with ease. Each engine is fully disassembled, cleaned, inspected, overbore, balanced, blueprinted, reassembled with top-of-the-line high-strength componentry, timed, and finally pressure and vacuum tested for leaks. We replace OEM gaskets, main bearings, main timing chain, tensioner and rails, one-time-use bolts, water pump belt and more to complete the assembly. Long blocks are ready to drop in after installing your accessories, while short blocks are ready for finishing with your own cylinder head, oil pan, and associated parts.
Note: Please contact us for more details on core pricing, core availability and turnaround times before purchasing. All prices assume a working core is supplied, otherwise a core charge will be issued. Cores are limited and rates may fluctuate. Shipping is not included. Please contact us for details before purchasing. Prices assume a working core is supplied.
Audi S3 MK3 / Typ 8V 2.0 TFSI EA888 Gen 3 CYF
Audi TTS MK3 / Typ 8S 2.0 TFSI EA888 Gen 3 CYF
Volkswagen Golf R MK7 / Typ 5G 2.0 TSI EA888 Gen 3 CYF
APR Connecting Rods feature a high-strength 4340 forged steel I-beam design with ARP 2000 rod bolts, and Ampro wrist pin bushings with a wrist pin oil passage. To ensure precision cap alignment, the rods are doweled. For strength, the rods are heat treated, stress relieved and shot peened and the forging are 100% magnfluxed for quality control. Finally, during our in-house finishing process, each rod is balanced to within ±.5 grams and finished to ±.0002”.
The rod bearings are upgraded to an ACL/Calico heat-treated tri-metal bearing with a CT-1 dry film lubrication coating. This provides increased corrosion protection, lubricity and a lower coefficient of friction.
APR Pistons are forged from a 2618 aerospace alloy for superior strength-to-weight ratio. They are a fully featured piston with an inboard strut style forging, dual high-pressure pin oilers, large accumulator groove, and oversized valve pockets with an armor plating on the piston crown. The pistons feature precision-honed pin bores for 9310 nickel carbon steel alloy wrist pins. The pistons have an extreme focus on ring control, featuring ultra-flat precision-cut ring groove with gas ports on the top ring land, gas nitride steel top ring, Napier-face second ring, and chrome-faced oil rings. Finally, the pistons are balanced to within ±.5 grams and retain the factory piston oil squirters.
APR replaces the factory main bearings and bolts with new OEM components, and line-hone the block in-house.
APR valves are created from XH-426 stainless steel on the exhaust valves and NK-842 stainless steel on the intake valves. Each valve has chrome stems and hardened tips, a swirl-polished and fully-machined base, and factory keeper grooves for rotational cooling. We machine a multi-angle competition valve job to enhance the flow of the new intake and exhaust valves, replace valve guide seals, and if necessary, replace the valve guides.
APR valve springs feature a weight-saving beehive design made from ASTM A877A OTSC round wire steel. The valve spring retainers are upgraded to an American 6AL4V titanium alloy that weigh less than 2 grams each. Finally, we include valve spring seats which are made from 4140 heat-treated chrome moly steel with a black oxide coating to eliminate spring seat erosion.
APR converts one-time-use head bolts to head studs using ARP 2000 series head studs that use a 220,000 PSI material. This allows for more cylinder pressure without the risk of damaging the factory head gasket.
Assembly of the long block includes replacement of the factory timing chain, chain tensioner and chain guides. We ensure everything is in time before installing a new timing chain cover.
All necessary one-time-use componentry is replaced with new parts. Beyond the parts shown in the other sections, we also replace the head gasket, main bolts, main cross bolts, cam cage bolts, crank bolt, aluminum tensioner bolts, knock sensor bolt, timing cover, timing chain, water pump belt, and double lip rear main seal.
The APR Crate Engine comes in two forms: The long block assembly, which is from the cylinder head down to the oil pan, and the short block, which is just the engine block with internals. The short block requires final assembly and timing whereas the long block is ready to drop in after installing your accessories. Each setup is fully disassembled and checked for damage before being hot jet washed and fully inspected. The entire assembly is balanced and blueprinted for repeatable results from engine to engine. All cleaning, machining, assembly, balancing and parts finishing takes place in-house.
The short block assembly begins with a freshly cleaned and inspected block. The block is checked for flatness, and decked if out of tolerance. Next, we use oversized pistons, which slightly increase the displacement of the engine from 1984cc to 2008cc. The block is overbored and honed using a torque plate to ensure the cylinder is completely straight and round with our proprietary cross hatch and cylinder finish. This helps to ensure an excellent ring seal for maximum performance. The main bearing bores then undergo a line-honing process to ensure the main bearing bores are in line with each other and round with proper housing bore dimensions. Lastly, the crankshaft is balanced, journals are polished, and tolerances are checked.
We precision hone and balance the rods, check tolerances, and mate them to our oversized forged pistons. Ring gaps are measured and ground to tight tolerances, and installed on the piston. Main bearing clearances are checked, piston oil squirters are installed, and the crank shaft is lowered into place with main caps torqued to spec using new bolts. The rods and pistons drop in, and the rod bolts are measured and stretched to ensure proper bolt load. Each piston is brought to top dead center, and checked for proper piston-to-deck height. Lastly, the balance shafts are installed along with their associated chains, tensioners and guides to complete the short block assembly.
To make the engine a long block, we move onto a freshly cleaned and inspected cylinder head. All components are removed and the valve guides are inspected and replaced if necessary. The head is checked for flatness, and decked if out of tolerance. The valve seats undergo a complete multi-angle competition valve job to properly profile the seats for the upgraded valves. Next, the cams are checked on a cam doctor to inspect for lobe alignment issues. The valves are installed with new valve guide seals, and the valve tips are checked to ensure proper installed heights. We install upgraded valve spring seats, valve springs, valve spring retainers and finish with the valve spring keepers.
New head studs are installed in the block with a new OEM MLS style head gasket, and the cylinder head is lowered into place before torquing the head studs to spec. The rockers are installed, along with the cams, and then the main timing chain, tensioner and guides are installed and the system is properly timed. From here the remaining components, such as the cam shaft adjusters, oil pump and chain, oil pan, new rear main seal, and new lower timing cover and upper timing cover are all installed with each bolt properly torqued to spec. We then check for timing for proper top dead center, perform a full leak down test, and finally vacuum test the cooling system for leaks. The completed long block is then serialized and packed in a secure and reusable APR shipping crate for delivery.