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At this point, we would like to provide you with more detailed information on our DSG optimizations using the DQ250 as an example.

• Is reprogramming of the DSG really necessary? 
  
  Some "big" companies (still) claim that modifications to the DSG software are not necessary. Perhaps many years of experience in the field of engine tuning says nothing about the know-how in the field of DSG optimization. Most tuners simply change the torque information from the gearbox to the engine control unit, for example to bypass the torque limits and drive at over 380 Nm. However, many internal computing functions in the transmission then no longer function correctly, which leads to problems in the medium or long term. We therefore recommend that you always buy the engine and DSG tuning from a single source.
  
  
• What will happen if I don't add DSG optimization to my engine tuning?
  
  At best, nothing at first. However, problems such as clutch slippage, vibrations, loss of torque or problems when changing gear often occur.
  
  Clutch slippage can occur without the driver noticing it at first. In most cases, the first noticeable clutch problems only occur after 6-24 months. As soon as the boost pressure builds up and the highest torque is reached (usually between 2000 and 3000 rpm), you will feel the engine speed rise briefly without the vehicle accelerating significantly.
  
  The torque is electronically limited to 380 Nm. The DSG "measures" the current torque and the engine control unit also sends a torque signal via the data bus. As soon as one of these two values exceeds 380Nm, the DSG limits the power. Most tuners only change (or try to change) the torque output in the engine control unit. In other words, the safety functions are deactivated and as a result the DSG no longer reduces power even when overloaded. Ultimately, the clutch suffers from this and will definitely wear out prematurely.
  
  We strongly recommend not doing this to prevent clutch slippage or damage. When using our DSG optimization, the correct torque values will be maintained and the transmission will operate correctly.
  
  
• Which level of DSG optimization is right for me?
  
  Stage 1 : This version is the first step towards DSG optimization. It simply raises the torque limit - no more and no less.

  Don't be confused: above 410Nm (DQ250) many changes in the software are necessary just to maintain the oil pressure, for example, which is necessary for this. The clutch is most heavily loaded in the area of the highest torque and in the high gears.

  On the test bench, our Stage 1 often even measures 460Nm. A Golf 6 GTI measured on the test bench in 5th gear works perfectly and the curve looks good. If you drive on the road and accelerate briefly, the transmission shifts between 6000 and 7000 rpm. The clutch works and there are no problems. So far, so good. If, on the other hand, you shift manually on the highway - with high oil temperatures - under load, e.g. at 4000 (where the highest torque is applied), the shifting process now takes 1 second instead of 0.2 seconds. This is due to the high temperatures and clutch wear. This does not happen at full throttle and 7000 rpm because the maximum torque is already flattening out again and the clutch is "relieved".

   

  Stage 2 : This is an affordable but complete optimization to achieve sustainable maximum acceleration and performance. Stage 2 is like Stage 1, but with the addition of :

  Our modified launch control starts with a modified engine speed which is adapted to the torque curve of the engine. In addition, we activate the fuel cut-off for less clutch stress, slip and heat on the clutch. This gives you noticeably and measurably better acceleration and significantly less stress on the material.

  Modified shift points in D mode (gearbox sometimes shifts up much too early), as well as a "softened" S mode (gearbox revs up too high) paired with significantly shorter shift times improve the driving experience enormously.

  Stage 3 : Our best-selling optimization and virtually the all-round carefree package. Stage 3 is like Stage 2, but with the addition of :

  Torque release up to 500Nm. The mechatronics (transmission control unit) can only handle up to 500Nm and the maps are then exhausted. Values of 530Nm are sometimes achieved on the test bench.

  For enthusiasts or racetrack drivers, we can deactivate the forced upshift in manual mode so that the vehicle can be held briefly in the rev limiter when cornering, for example.

  Also in manual mode, "kickdown", i.e. automatic downshifting at full throttle, is switched off. This allows you to make full use of the torque from the engine speed range or for the transmission to continuously shift up and down.

   

  Stage 4 : Our flagship! Here we make the impossible possible. Stage 4 is complete programmed differently. We can now manage up to 700Nm through extremely complex rewriting/expansion of the maps and calculation structures. It contains all the essential details of Stage 3, but will be extended even further:

• Max. torque up to 700 Nm
• Even faster switching times
• Clear feedback of the gear change
• Clutch pressure up to 18 bar
• modified K1->K2 crossover
• More harmonious shifting when cruising
• Adaptation to our 7-disc race clutch
• Improved cooling of the clutch
• Response time of the paddles significantly reduced

  You can find prices for our various stages in our configurator. Individual adaptations can be taken into account if technically possible.

  All our votes are technically protected against readout and subsequent manipulation - visibly and invisibly.