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DSG / S-Tronic Performance Programming
The DSG gearbox is an amazing bundle of technologies with over 50patents protecting it. The mechanical and software details of thistechnology are on lockdown from even the dealerships who are notallowed to perform any service other than the basic maintenance.
Not to let this dissuade us, in 2004 HPA began our study to understandthe overall mechanical limits of the DSG gearbox and compare it tothose of the known manual gearbox. These efforts, along with our 15year reputation in the field, gained us the attention of Volkswagen andearned us the right to exclusively build the three RGT project cars(Jetta, Passat, and Toaureg) for the debut at the 2005 SEMA show. Allpowered by a twin turbo and the Jetta and Passat outfitted with the DSG
Our team met with the head software and mechanical developers forthe DQ250, DQ350, and DQ500 DSG Gearboxes, and participated in ride anddrives with the Audi A3 calibration team
After more than three years of multiple overlapping and compoundingdurability evaluations together with our global partners (including the24 hours at Nurenburgring, and numerous FT565 vehicle builds), ourgroup has developed the software expertise necessary to ensure safefunctionality of the DSG in extreme applications.
Unlike simple engine tuning which involves the use of one of manyreadily available programming interfaces to manipulate the spark andfuel of the engine map, tuning the DSG involves many more parametersand a secure understanding of how these react to various vehicleinputs.
Reading and writing software to an ECU is one thing, but without theexperience and first hand knowledge of cause and effect generated bymanipulating the blind variables of the DSG software, it is apotentially dangerous situation.
With over two dozen different DSG gearboxes in North America (andseveral more globally), no tuner is better versed and more preparedthan HPA is to overcome these variables to ensure a perfect result thatwon’t prematurely wear out clutch packs or threaten the sensitivegearbox.
Here is a handful of examples of the various DSG Equipped cars we have worked with:
In early 2008, many tuners began offering big power upgrades for DSGequipped cars without consideration of augmenting this critical pieceof hardware. HPA has worked since 2004 with an evolving understandingof the DSG system to develop cohesive power packages that deliverproven, durable, results. It was not until late 2008 that a feasibleavenue to offer this DSG performance software to the general public wasrealized. At that time, HPA kicked off an aggressive initiative toclearly showcase the benefits and needs of DSG modification. Throughoutour first two trips around the continent we further studied theidiosyncrasies of the various OEM DSG files and finalized our officialofferings.
With an HPA tune, each file is createdspecifically for the car which it is being written to. This ensuresthat sensitive emissions and hardware interfaces are not jeopardized byan attempted one file fits all strategy.
NOTE: due to lack of demand, we have discontinued the entry level Stage 1 offering
| Stage 2: $899
DSG performance involves a synergetic relationship betweenshift call outs, engine load, driver demand, and mechanical execution.Within these relationships, a harmonic balance must be maintained toensure the various integrated systems work together and do notoverpower their basic limitations. HPA's Stage 2 DSG Program has thefollowing features:Progressive Shift Response:One of the keys to our success in tuning the DSG software comes fromour command of the clutch pressures. We are the only company to offer aprogressive shift response upgrade which, through a scaling effect,optimizes the DSG’s durability, and retains known comforts and mileage.Under tip throttle and highway usage, shift response is improved byapproximately 1/3 faster than factory. Between 50% engine load and WOT,our software is scaled to shorten the shift response up to two thirdsquicker than factory. This feature is in effect in D, S and M modes.Our scaling effect synchronizes the hand off between inner and outerclutch packs depending on the load and acceleration demand applied.This eliminates unnecessary clutch slippage under full loadaccelerations, which reduces clutch wear.
Note: any non progressive software will prematurely damage clutch packsas different engagement response windows are required in order tomanage the variables of different situation and allow the mechanicswithin the gearbox to conclude their transitions.
Torque Limit Increase:Working in conjunction with our progressive shift configuration, wehave increased the DSG Gearbox’s ability to transmit torque from 350nmup to 500nm while still ensuring the stability and capability of allthe mechanical moving hardware within the DSG gearbox. With an HPAperformance program, The DSG computer will no longer initiate steps toshed engine torque when the factory 350nm limit is reached whichunleashes the true benefits of any engine modifications.
Launch Control:With HPA's Stage 2 DSG Software, launchcontrol is activated on any vehicle (ie Audi A3, Jetta/GLI) that didnot come equipped with factory launch control.
A perfect launch out of the hole accompanied with a great 0-60acceleration is one of the best ways to show off your performance mods.HPA’s DSG software upgrade enables the Launch Control feature on anycar that did not come equipped with it from the factory. Furthermore,improving on the uneventful factory launch, we elevate the launch RPMto 4750; putting you in the sweet spot of your power band for aspectacular launch while maintaining a safe range of pressure that canbe applied to the factory clutches to provide maximum grip without slip.
Increased Red Line:Putting you back in command of your engine’s power at the upper RPMrange, we have raised the DSG transmission’s rev limit to 7150 RPM asthis optimizes the FSI engine’s compressor map and maintains the safeoperating range of the V6’s valve springs. Note: the DSG rev limiterwill be overridden by your engine’s rev limiter, so this feature maynot be utilized with factory (or some aftermarket) chips.
Eliminated Automatic Shifting:When commuting in traffic and looking for fuel economy, the brainbehind the DSG is a mastermind at selecting which gear to be in. Whenit comes to spirited driving, the factory Sport mode can be quiteaggressive, but many complain at how it overrules the driver’s input insituations like cornering.
With HPA’s performance programming, we have put the driver back in complete control.
In M mode; automatic up-shifting at wide open throttle hasbeen deactivated, as has kick-down; allowing you to bounce of the newlyredefined rev limiter and maintain your gear at will.
When you opt to take over the paddles in S mode, only at WideOpen Throttle will the software automatically shift at the newlydefined red line. Up to 95% load, you will have the benefit of theremoved up-shifting and kick-down to take control over your gearchanges. This ensures less experienced drivers still get an automaticgear change under WOT demand.
In D mode, the factory up-shift and kick-down settings are maintained.
IN-DASH GEAR DISPLAYWhen in D or S mode, the active gear is now displayed in theinstrument cluster to the right of the PNRDS icons where it wasn’tpreviously (R32 etc)
| Stage 3R: Extreme Performance: $1995
Stage 3 software is a must for all 400+ HP applications andthose drivers who demand the most out of their chassis in D, S, or Mmode. In addition to the upgrades offered in the Stage 2 package, Stage3 includes the following benefits:Stage 3 is a complete departure from the factory software, everygear interchange throughout every mode (D, S, and M) at every drivingcondition (tip, partial, or wide open throttle) is recalibrated toaccommodate torque in excess of 600 ft lbs of torque.
Our programming revamps the clutch engagement curve and allows youto take advantage of the increased grip from performance clutches byscaling out the pressure calibration field. With more pressure on tapto clamp down the clutches, the additional TQ applied through High HPapplications won’t strain your clutch packs.
The D mode up-shift program has been tailored to avoid sub 30 MPH 6gear selections which, when combined with high HP and torque, willoverload the sensitive input shafts of the gearbox.
Additionally, a manual override feature enables the driver to retainmanual callout in D or S mode instead of reverting back to automaticafter 8 seconds.
NOTE://OEM clutches have a durabilitythreshold of 400 crank HP. With stage 3, we have been able to hold500HP but the reliability of these packs can not be quantified.
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