Reply With QuoteAPR TCU Upgrade good news APR DQ250 DSG and S Tronic TCU Upgrade
APR is pleased to present the ultimate transmission control unit (TCU) upgrade for the DQ250 DSG and S Tronic transmissions! APR’s TCU upgrade is available for MQB platform vehicles and is conveniently flashed to the vehicle’s TCU through the OBD-II port with user definable options selectable at the time of install.
APR’s TCU upgrade goes beyond the overly simplistic norm of raising a few limiters, and offers a wide gamut of changes designed to enhance the driving experience especially when combined with APR’s performance engine software and hardware. With an in-depth knowledge of the transmission’s inner workings and control strategies, APR’s engineers have improved many aspects of the transmission from accelerative performance to daily drivability, while also incorporating new features including several typically reserved for higher-end Audi Quattro GmbH RS models.
Feature List
Faster acceleration through application specific optimized shift points.
Drive and Sport mode shift maps custom tailored to APR’s power upgrades.
User adjustable 3-step multi-launch control RPM limits.
User definable* max launch control RPM.
User definable* manual mode downshifts via the kick-down switch (on/off).
User definable* manual mode upshifts at max engine speed (on/off).
Manual mode / TT mode paddle response times optimized.
Manual mode / TT mode downshift time optimized.
Launch control response enhanced for quicker launches.
Torque intervention limits raised while retaining critical protection routines.
Temperature management optimized.
Gear display enabled in Drive and Sport.
Downshift “lockout” disabled below previous gear’s max RPM.
*APR’s DirectPort Programming suite allows the end user to tailor the TCU upgrade to their needs at the time of installation.
Drive (eco) and Sport Mode:
APR’s calibration experts found the factory drive and sport modes to be less than ideal when raising power above the factory limits. In drive mode, the transmission aggressively seeks sixth gear, earlier than necessary, leaving behind an anemic and lack luster experience for the driver. Likewise sport mode leaves a lot to be desired considering its seemingly exciting name. Under both modes, maximum shift points remain optimized for the factory power levels, which vary greatly to those produced using APR’s world-renowned catalog of performance hardware and software. As such, accelerative performance suffers due to non-optimized shift points.
To rectify this situation, APR’s engineers took a multi-step approach to custom tailoring the shift maps to sync harmoniously with APR’s performance upgrades and each platform’s gear-ratio configurations. While some may simply set wide-open-throttle, or WOT shift points to the vehicle’s max RPM limit, APR’s engineers chose shift points based on actual acceleration data. This result is gear dependent shift points typically below the engine’s max speed, but in doing so, the vehicle’s acceleration improves as axel torque is matched before and after shifts.
Under low-torque, low-rpm, part-throttle situations, both modes less aggressively seek the highest possible gear. Drive still has the benefit of economy, but stays within the power band more comfortably for a more enjoyable experience. Likewise sport mode has been optimized to provide a sporty feeling, worthy of its name. In both cases, the transmission seamlessly integrates with APR’s performance upgrades to provide an exciting driving experience.
GTI / A3 (North America):
Golf R / S3 (North America):
Manual and Tiptronic Modes
APR’s user definable options allow the end user to configure how the transmission works while the gear selector is placed in manual mode.
The kick-down switch, which is responsible for an instant downshift, is enabled by default but can be disabled at the time of install. Likewise the auto upshift that occurs at the vehicle’s maximum engine speed can also be disabled at the time of install, allowing the engine to bounce off the limiter like a manual transmission. For safety’s stake, the auto first to second gearshift is still enabled. Both of these features remain active while pulling the paddle to temporarily enter manual mode, meaning the driver can manually select a gear, but the transmission will still auto upshift at the ideal shift point.
The transmission does not lock out any manual downshifts so long as the shifting does not result in an engine RPM above the max shift point. In all situations, paddle delay is reduced, allowing for a more responsive shift to take place and furthermore, manual downshifts times have been optimized.
Launch Control
APR’s 3-Step launch control is unlike anything else in the market. At the time of flashing, the user chooses a maximum launching RPM. When activating launch control, up to three launching RPM’s are available, allowing the end user to choose the best launching RPM based on the current conditions!
At 100% throttle with the kick-down switch engaged, the vehicle will select the highest launching RPM. At 100% throttle with the kick-down switch not engaged, a lower launching RPM is activated. Finally, at roughly 50% throttle the transmission chooses the lowest launching RPM. When properly dialed in, the user is left with incrementally higher launch points ideal for the street, track and sticky tires.
Utilization of launch control results in the transmission entering the maximum acceleration mode. During this mode, intervention between a shift is minimized, resulting in faster acceleration that keeps the driver planted to the back of his or her seat. The delay typically present after lifting the brake and beginning of the physical launch has been improved for a more immediate response.
[b]Recommendation:[bb] When using launch control, excessive wheel spin will not improve acceleration and may cause undesirable behavior. APR suggests using lower launch limits under low grip situations, especially on FWD vehicles. Maximum launch RPM is only ideal with drag slicks / radials on a well-prepped drag strip.
Note: Both ASR and ESP must be fully off and the vehicle in Sport Mode to use Launch Control. This is accomplished by holding the traction control button for a length of time.
Temperature Management
Various factory torque intervention limiters are raised to their maximum value to eliminate unintended torque intervention, across the rev range, during normal and spirited driving. However, important and critical limiters are kept in place or only slightly modified, such as those related to temperature protection, to prevent premature damage to the transmission in dangerous scenarios.
Note: DQ250 transmission software is not required to meet APR’s advertised torque figures.
Gear Display Indicator
In drive (eco) and sport mode, the vehicle’s multi function display will now indicate the currently selected gear rather than a generic D or S.
The APR Difference:
APR DirectPort Programming:
APR’s DirectPort Programming is now available for the Temic Tricore DQ250 transmissions. Any APR Dealer in the world, connected to the Internet, has direct access to APR’s latest TCU upgrades for installation directly over the vehicle's OBD-II port. This completely eliminates the need to remove and open the TCU and can be uninstalled at any time!
APR TCU Upgrade Creation:
APR’s engineers have taken a direct and custom approach to calibrating the TCU. All too often others create a generic calibration that is forced across a wide range of different vehicles and transmission versions. Unfortunately this generic method of copy and paste tuning can result in some undesirable effects, such as slow up shifts and downshifts, torque interventions, stumbling, immobility and general incompatibility. In some extreme cases, damage to the transmission can occur. With many factory TCU variations available for the transmission, APR’s engineers have painstakingly ensured every TCU upgrade is created using the transmission’s original file to ensure the ultimate experience!
APR TCU Composer:
APR’s proprietary TCU Composer is used for altering the transmission management system. With full access to every table, map and variable within every TCU, APR’s Calibration Engineers are not limited to the handful of pre-defined maps.
APR TCU Assembly:
APR’s Electrical Engineers have the ability to alter the code structure of the TCU. Through code-level changes, APR's Engineers are able to add future features to the TCU otherwise impossible through calibration changes alone.
Application Guides
For best results, APR advises against mixing non-APR ECU and TCU Upgrades. APR cannot guarantee full compatibility with non-APR ECU Upgrades as outlined above and as such offers a 30-day money back guarantee as outlined below.
Audi A3 / S3 - (MKIII / Typ 8V) - 2.0 TFSI - 6 Speed S Tronic - DQ250
Seat Leon / Cupra - (MKIII / Typ 5F) - 2.0 TSI - 6 Speed DSG - DQ250
Skoda Octavia / vRS - (MKIII / Typ 5E) - 2.0 TSI - 6 Speed DSG - DQ250
Volkswagen Golf / GTI / R - (MK7 / A7 / Typ 5G) - 2.0 TSI - 6 Speed DSG - DQ250
.... was pretty fun
Originally Posted by cheapasiangeo
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