The APR High Pressure Fuel Pump (HPFP) increases maximum volume of fuel the HPFP can deliver by 37% 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.How the direct injection system works: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 200 bar, depending on factory parts, with the HPFP. Finally, high pressure fuel is delivered to the injectors, which spray directly into the cylinders.The problem:The volume of fuel the HPFP pump can displace is directly tied to the displacement of the pump (Internal bore size, and camshaft dictated stroke), and engine speed. The pump is driven off of a lobe on the camshaft. Larger turbocharger systems, and ethanol usage are capable of taxing this system, especially in the mid to lower RPM range where fuel volume is lower.The APR solution: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!High quality components and extreme tolerances: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 necessary internal seals are replaced.Internal testing: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.Proven track record: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.OEM Components:Critical to the design of the APR HPFP is the use of only genuine Hitachi components, made in Germany, which consists of sensors, pump bodies, and other critical components that must operate with OEM levels of reliability. All APR components are made in the USA using medical grade precision machinery that goes well beyond the tolerances capabilities found at automotive engineering companies.

Manufacturer-listed applications

Match the engine, body, trim and installation requirements. All qualifications shown for an application apply together. Where this part requires a modified or aftermarket assembly, the vehicle listing alone does not confirm compatibility with factory equipment.

Vehicle	Configuration and qualifications
2019–2026 Audi Q3	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2015–2020 Audi A3 Quattro	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2016–2023 Audi TTS Quattro	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2017–2019 Audi A3	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2015–2020 Audi S3	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2016–2023 Audi TT Quattro	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2015–2019 Volkswagen Golf SportWagen	Engine: 1.8L inline-4 Quantity: 1 Region: United States
2015–2019 Volkswagen Golf R	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2017–2019 Volkswagen Golf Alltrack	Engine: 1.8L inline-4 Quantity: 1 Region: United States
2019–2023 Volkswagen Atlas	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2019–2021 Volkswagen Arteon	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2020–2023 Volkswagen Atlas Cross Sport	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2015–2021 Volkswagen GTI	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2019–2023 Volkswagen Jetta	Engine: 2.0L inline-4 Quantity: 1 Region: United States
2015–2018 Volkswagen Golf	Engine: 1.8L inline-4 Quantity: 1 Region: United States