DSG and Auto Gearbox Tuning
Higher Torque Limit
Most Automatic Gearboxes have a set torque limit within the software, meaning tuned cars will be limited to this figure even if the engine is wanting to produce more. Without Gearbox software, the only way to get around this is to 'trick' the Gearbox control unit to believe the torque is less. This works OK on relatively stock vehicles, but can cause issues with higher power builds where you need as much control as possible. We can increase this torque limit to more realistic levels or in some cases remove it completely.
Forced Up Shift
Even in manual mode, most gearboxes will automatically change up at a set RPM. This doesn't always suit everyone's driving style and can be quite annoying. We can set this to a higher RPM or disable it completely. Ideal for track or fast road use.
Launch Control
To get the perfect set off we are able to reprogram the system to hold at a certain RPM limit when stationary. When set at the correct RPM limit, the car will have a perfect balance of power and grip for a quick set off with minimal amount of wheel spin.
DSG (Direct-Shift Gearbox) Transmission Types
A direct-shift gearbox (German: Direkt-Schalt-Getriebe), commonly abbreviated to DSG, is an electronically controlled dual-clutch multiple-shaft manual gearbox in a transaxle design, without a conventional clutch pedal and with fully automatic or semi-manual control. The first actual dual-clutch transmissions were derived from Porsche in-house development for their Model 962 racing cars in the 1980s.
In simple terms, a DSG is two separate manual gearboxes (and clutches) contained within one housing and working as one unit. It was designed by BorgWarner and is licensed to the Volkswagen Group. By using two independent clutches, a DSG can achieve faster shift times and eliminates the torque converter of a conventional automatic transmission.
There are a several variations of DSG's across the VAG vehicle range. Some DSG gearboxes lead themselves more to tuning than others so to help determine which gearbox you have, we have listed the types below along with a short description. On most Audi models, the DSG is referred to as an S-Tronic gearbox. It can be quite confusing as the normal Torque Converter Autos are also sometimes called S-Tronic as well.
6 Speed
DQ250 - 02E / 0D9
This is fitted to most 6 speed DSG models from 2003-present. At the time of launch in 2003, it became the world's first dual-clutch transmission in a series-production car, in the German-market Volkswagen Golf Mk4 R32, and shortly afterwards worldwide, in the original Audi TT 3.2 and the 2004+ New Beetle TDI. For the first few years of production, this original DSG transmission was only available in transversely oriented front-engine, front-wheel-drive and Haldex based four-wheel-drive vehicle layouts. Most 02E Gearboxes have a set torque limit of 360nm (265ft/lbs) in the software.
The first DSG transaxle that went into production for the Volkswagen Group mainstream marques has six forward speeds (and one reverse) and uses wet/submerged multi-plate clutch packs. The two-wheel-drive version weighs 93 kg.
DQ400 - 0DD
This is based on the above DQ250 but is mainly used in the Golf 7 GTE (hybrid) and the Audi A3 E-tron (hybrid)
This 6-speed transmission has a modified clutch housing, to create extra space for the hybrid electromotor. The gearbox is fitted to the 1.4 TSI engines.
7 Speed
DQ200 - 0AM / 0CW
At the start of 2008, another world-first 70 kg seven-speed DSG transaxle became available. It differs from the six-speed DSG, in that it uses two single-plate dry clutches (of similar diameter) designed by LuK Clutch Systems.
This seven-speed DSG is used in smaller front-wheel-drive cars with smaller-displacement engines with lower torque outputs, such as the latest Volkswagen Golf, Volkswagen Polo Mk5,and the new SEAT Ibiza. It is also fitted to the Caddy 1.6 TDI models. It has been paired to engines with up to 250 Nm (180 lb/ft). It has considerably less oil capacity than the six-speed DQ250, the DQ200 uses just 1.7 litres of transmission fluid.
Unfortunately we are not able to tune these for more torque holding due to their 'dry clutch' design.
DQ380 - 0DE
Used in the Golf 7 GTI and Audi S3. Production started in 2015, widespread in China. This transmission is a smaller version of the DQ500, which can be found on the Audi RS3 & Audi Q3 2.0TFSI/TDI engines. This uses a Wet Clutch system.
DQ381 - 0GC
In 2017 an improvement of DQ380 was derived as the DQ381 and is used in many new vehicles with MQB platform like the Arteon. DQ381 has an all wheel drive variant as DQ381-7A, the front drive variant is called DQ381-7F.
This gearbox is a smaller version of the DQ500, which can be found on the Audi RS3/TT-RS.
With modified software the DQ380 can handle up to 600hp/700Nm.
DQ400E - 0DD
Used in the plug-in hybrid Golf GTE and Passat GTE. The electric motor is included in the DSG assembly. There are a total of 3 clutches on this DSG.
DQ500 - 0BH / 0BT
This is a heavier transverse 7 speed DSG and is built to support up to 600 Nm (440 lb/ft) from the factory. It can be found in the VW Transporter, Tiguan, Audi RS3, TT-RS and Q3, it is also fitted to the Passat 2.0 BiTDI. The DQ500 gearbox is the strongest transverse DSG within the VAG group. Therefore, this one is used on heavier vehicles and models with high power / torque outputs.
The DQ500 can handle up to 800hp/1000Nm with DSG software and upgraded clutch packs.
DQ511
Codenamed DQ511, the new DSG gearbox with 10 speeds is mechanically similar to the DQ500. Besides improving fuel consumption, the extra gears offer one major advantage. The gearbox feels more open, in that the difference between the highest and the lowest ratio is wide. Because they are closer in drive ratio, there's less jumpiness when shifting, which some owners have complained about in the past.
Just like the DQ500, the two multi-plate clutches are bathed in oil, though the lubricant reaches a lower level and has reduced viscosity, which improves efficiency.
The DQ511 project was confirmed as being dropped by VW in early 2019, with them stating that their focus was on electric vehicles, which generally require no gearboxes or much simpler ones, due to their instant torque.
DL382 - 0CL / 0CJ / 0DP / 0CK / 0DN & DL382+ 0HL & DL382E 0DK
7-speed DSG transmission with wet clutch. Used in the Audi A4/A5/A6/Q5 and Volkswagen Phideon (Chinese market model). Production started in 2015 with a 400Nm capacity, both front wheel drive variant DL382-7F and all wheel drive variant DL382-7Q. The Quattro Ultra all wheel drive version DL382-7A was introduced in the Q5 (type FY). Starting with Audi A6/A7 (type 4K), the high torque variant (up to 500Nm) named as DL382+ was introduced.
0CK and 0DN are codenames for DL382-7F, 0CL is for DL382-7Q, 0CJ and 0DP are for DL382-7A and 0HL is for DL382+-7A. There is also a DL382E with codename 0DK, which has a Traction Motor for the Electric Drive / Hybrid Drive system.
All these Gearboxes share the same Dual Oil and Filter system, separating the Clutch / Mechatronic Oil Circuit from the Gear and Differential Circuit.
DL501 - 0B5
In late 2008, an all-new seven-speed longitudinal S-Tronic version of the DSG transaxle went into series production. Initially, from early 2009, it is only used in certain Audi cars, and only with longitudinally mounted engines. Like the original six-speed DSG, it features a concentric dual wet multi-plate clutch. However, this particular variant uses notably more plates - the larger outer clutch (for the odd-numbered gears) uses 10 plates, whereas the smaller inner clutch (driving even-numbered gears and reverse) uses 12 plates.
Another notable change over the original transverse DSGs is the lubrication system, Audi now utilise two totally separate oil circuits. One oil circuit, consisting of 7.5 litres, lubricates the hydraulic clutches and mechatronics with fully synthetic specialist automatic transmission fluid (ATF), whilst the other oil circuit lubricates the gear trains and front and centre differentials with 4.3 litres of conventional hypoid gear oil. This dual circuit lubrication is aimed at increasing overall reliability, due to eliminating cross-contamination of debris and wear particles.
It has a total mass, including all lubricants and the dual-mass flywheel of 141.5 kg.
The factory rate the torque handling limit of up to 600 Nm (440 lb/ft), and engine power outputs of up to 330 kW (450 PS; 440 bhp), but up to 1000 Nm has been put through these without issue.
DL800 - 0BZ
Fitted to the second generation Audi R8 (2015–present) and the Lamborghini Huracan. This features a wet clutch with identically sized plates for each gear, unlike the other boxes that have different sized plates for the odd and even gears. This means the torque holding is the same for each gear.
Factory Limits
All of the above torque limits are figures given by the manufacturer. In a lot of cases these limits can be exceeded during ECU / TCU tuning.
Select your gearbox below for prices:
DSG STAGE 1 £350 + VAT
- Disable or increase RPM limit for forced up shift in manual mode
- Disable auto kickdown in manual mode
DSG STAGE 1 £200 + VAT
- Increase torque limit from 360NM (265ft/lbs) to 500NM (368ft/lbs)
- Disable auto upshift in manual mode
DSG STAGE 2 £300 + VAT
- Stage 1 plus the following:
- Disable auto kickdown in manual mode
- Optimised launch control
DSG STAGE 3 £500 + VAT
- Stage 1 & 2 plus the following:
- Increase torque limiter to 650nm
- Increase clutch pressure
- Quicker shifting times
- Shift lever delay removed
- Optimised shift points in D & S
DSG STAGE 4 £POA + VAT
- Increase torque limiter up to 800nm
- Custom DSG tune to your requirements. Ideal for track cars & heavily modified road cars etc
- *(Vehicle required for 1-2 Days)
DSG STAGE 1 £300 + VAT
- 1st & 2nd Gear Lag Fix
- Increase torque limiter
- Disable auto upshift in manual mode
DSG STAGE 2 £400 + VAT
- Stage 1 plus the following:
- Optimised launch control
DSG STAGE 3 £600 + VAT
- Stage 1 & 2 plus the following:
- Further increase torque limiter
- Increased clutch pressure
- Quicker shifting times
- Shift lever delay removed
- Optimised shift points in D & S
DSG STAGE 1 £300 + VAT
- Low Speed 1st / 2nd Gear Lag Fix
- Increase torque limiter to 650nm
- Disable auto upshift in manual mode
DSG STAGE 2 £400 + VAT
- Stage 1 plus the following:
- Optimised launch control
DSG STAGE 3 £600 + VAT
- Stage 1 & 2 plus the following:
- Increase torque limiter to 800nm
- Increased clutch pressure
- Quicker shifting times
- Shift lever delay removed
- Optimised shift points in D & S
DSG STAGE 4 £POA + VAT
- Increase torque limiter up to 1000nm
- Custom DSG tune to your requirements. Ideal for track cars & heavily modified road cars etc
- *(Vehicle required for 1-2 Days)
For DQ400 gearboxes please contact us for availability and prices
Automatic Gearbox Types
Automatic gearboxes in this respect refer to a standard automatic, utilising a Torque Converter. There are many different types utilised the the VAG range. We will concentrate on the ZF 6HP and 8HP as they have mechatronics units that can be tuned to change various behaviours of the gearbox operation.
6 Speed
ZF 6HP - 09L / 0AT / 0B6 / 0BQ / 09E
These gearboxes belong to the category of conventional multi-step automatic gearboxes having a torque converter. They are based on the same design and functional features, and derive from the gearbox line of systems supplier ZF Getriebe GmbH.
They have the following features in common:
Torque converter with lockup clutch
Lepelletier planetary gearset concept (for 6 forward gears and 1 reverse gear using only 5 shift devices)
Electro-hydraulic control by means of mechatronics integrated in the gearbox
Ratio spread and gear ratio steps
Dynamic Shift Program (DSP) – tiptronic function and sport program
6HP-19A / AL420-6Q / 09L
Longitudinally mounted gearbox and four-wheel drive, integrated centre differential and front axle drive.
Self-locking centre differential with dynamic torque split (in a basic ratio of 50/50 or 40/60 dependent on version).
Rated torque holding of 500 Nm
The 09L gearbox was first used on the Audi A6 (4F C6) and is fitted to the Audi A4 (B6, B7), Audi A6 (C6) and Audi A8 (D3).
6HP-19X / AL420-6A / 0AT
Longitudinally mounted gearbox and transfer case combination
Rated torque holding of 360 Nm
The 0AT gearbox is used exclusively on the Audi Q7 (4L) with 3.6 FSI engine.
6HP-26 A61 / AL600-6Q / 09E
Longitudinally mounted gearbox and four-wheel drive, integrated centre differential and front axle drive on the upstream side of the torque converter.
Self-locking centre differential with dynamic torque split (in a basic ratio of 50/50 or 40/60 dependent on version).
Rated torque holding of 700 Nm
Initially, the 09E gearbox was exclusively designed for use on the Audi A8 (4E D3). A revised version of the gearbox was later used on the Audi S6 and Audi RS6 (C6) too.
6HP-28AF / AL651-6Q / 0B6
Longitudinally mounted gearbox and four-wheel drive, integrated centre differential and front. The axle drive is on the upstream side of the torque converter
Self-locking centre differential with 40/60 front-to-rear asymmetric-dynamic torque split
Rated torque holding of 700 Nm
The 0B6 gearbox is used on the B8 Series Audi A4 (8K), A5 (8T) and the US-spec Audi Q5.
6HP-32X / AL950-6A / 0BQ
Longitudinally mounted gearbox and transfer case combination
Rated torque holding of 1000 Nm
The 0BQ gearbox is used exclusively on the Audi Q7 (4L).
AISIN TR-60SN / AL750-6Q / 09D
Longitudinally mounted gearbox and transfer case combination
It uses a fuzzy logic-controlled switching program that depend on driver and driving situations as well as switching programmes that depend on driving impedance
Rated torque holding of between 750Nm and 1000 Nm
The 09D gearbox was first used in the Touareg V6 and V10 TDI
We do not offer software for this gearbox
AISIN TF-60 - 09G / 09K / 09M
Transversely mounted gearbox
The 09G gearbox is fitted to the Golf Mk4 and New Beetle with a rated torque holding of 250Nm
The 09K gearbox is fitted to the Transporter T5 1.9 and 2.5 TDI with a rated torque holding of 400Nm
Electrohydraulically controlled 6-speed planetary gearbox (stepped automatic gearbox) with hydrodynamic torque converter and slipregulated lock-up torque converter for front-wheel drive and traverse mounting
Hydraulic control unit in oil sump with external electronic control unit
DSP dynamic shift program with separate sports program in “Position S” and the Tiptronic program for manual gear changes (optionally with steering wheel Tiptronic)
Depending on the engine, the overall transmission ratio is configured as a 5+E gearbox or as a
6-speed gearbox.
The top speed is reached in fifth gear with the 5+E gearbox. The 6th gear is used to reduce the engine
speed, improve driving comfort and lower fuel consumption.
The top speed is reached in sixth gear with the 6-speed configuration of the gearbox. The 6th gear is used for a shorter transmission ratio and increases the driving dynamics.
The 6-speed automatic gearbox used in the Volkswagen Touareg, which has the code 09D, comes from the same manufacturer. Both automatic gearboxes from AISIN use a Lepelletier gear set concept.
The advantage of this Lepelletier gear set concept is its simple, space-saving and low weight design. A simple planetary gear set has been combined with a Ravigneaux gear set. This creates a harmonious 6-speed ratio with just five shifting components.
We do not offer software for these gearboxes
8 Speed
ZF 8HP - 0BK / 0BL / 0D5 / 0D6 / 0DR
The ZF 8HP, manufactured by ZF Getriebe GmbH, is widely regarded as the best Automatic gearbox ever released, and found in various guises in vehicles such as the Bentley Continental GT, Dodge Challenger SRT Hellcat, Aston Martin Vanquish and even the Lamborghini Urus. It had its debut in the BMW 7 Series (F01) 760Li saloon fitted with the V12 engine. In the VAG models, it is used in the V6 and V8 TDI vehicles.
The most common types fitted to the VAG range are listed below
ZF 8HP-55A / AL551-8Q / 0BK
The 0BK was fitted to the Audi A8 with the 4.2L V8 FSI Engine. The transmission features:
- Differential in front of the torque converter
- Eight forward gears and reverse are implemented using four planetary gearsets and five shift elements
- Minimized drag losses because three shift elements are closed in every gear
- Mechatronics “shift-by-wire” system with electro-hydraulic parking lock
- Eight gears with a ratio spread of 7.0:1, which enables short gear shifts, a powerful acceleration ratio, and high speed at low engine rpm
- ATF supply via a chain driven vane pump
- Lubrication of the transfer case by its own oil pump
- Shifts into Neutral when the vehicle is stationary and the engine is idling (Neutral Idle Control [NIC])
Max Torque rating of 700 Nm from ZF.
This gearbox has a 600-700Nm torque limitation integrated in its software. This limitation can be removed with transmission software.
ZF 8HP-90A / AL951-8Q / 0BL
Seen from the exterior, there is hardly any difference between the 0BK and 0BL gearboxes. Because the 0BL gearbox is rated for a maximum torque of 1000 Nm, most components of the 0BL gearbox are accordingly larger in size.
This also applies to the exterior dimensions of the gearbox
ZF 8HP65A / AL-52-8Q / 0D5
The 0D5 transmission is based on the 0BK transmission first used in the 2011 Audi A8.
It has the internal designation AL-52-8Q. The ZF designation is 8HP65A. It is rated for up to 516 lb ft (700 Nm) of input torque.
The 0D5 transmission is based on the 0BK transmission first used in the 2011 Audi A8. It has the internal designation AL-52-8Q. The manufacturer ZF Getriebe GmbH uses the designation 8HP65A. It is rated for up to 516 lb ft (700 Nm) of input torque
The key new features of the 0D5 transmission compared to the 0BK are:
- Twin-damper converter with integrated pendulum-type absorber.
- Reinforced gear set with revised shift elements, the number of brake discs and clutch plates is dependent on engine version, brake B is now activated by a simplex cylinder, the number of discs of brakes A and B is configured for active disc separation using corrugated springs.
- Mechatronics with modified hydraulic interfaces and a vehicle plug connection facing in the direction of travel .
- Plastic ATF pan with integrated ATF suction filter and an ATF drain plug with bayonet catch in place of a thread.
- Combined ventilation of the 3 oil systems, the ATF, the transfer case and the front final drive.
- For the first time in a conventional converter-type automatic transmission, the operating software supports the coasting mode.
- The neutral control function has been re-configured.
In addition, as with the 0BK transmission, the software of the 0D5 transmission uses data from the navigation system and supports the start-stop system.
Various driving modes can be selected via Audi drive select. The TCM is a participant of the Immobilizer system. ATF system cooling is regulated by the engine's thermal management system.
ZF 8HP-65A / AL552-8Q / 0D6
8-speed automatic gearbox 0D6 is a further development of 8-speed automatic gearbox 0BL first used on the Audi A8 (4H)
The key new features of the 0D6 gearbox compared with the 0BL gearbox are:
- The torque converter with integrated dual mass flywheel with centrifugal pendulum-type absorber.
- A reinforced gear set with revised shift elements. Brake B is now activated by a simplex cylinder and the clutch plate assembly of brakes A and B on the Audi SQ7 is configured for active plate separation by using corrugated springs. The separation of the clutch plates helps save fuel and reduces C02 emissions.
- The mechatronics with modified hydraulic interfaces and a vehicle plug connection facing in the direction of travel.
- A plastic ATF pan with integrated ATF suction filter and an ATF drain screw with bayonet catch in place of a thread.
- The combined ventilation of two oil systems, the ATF and the MTF for the transfer case and the front axle drive.
- The gearbox software enhances coasting mode.
- In addition, as previously the case with the 0D6 gearbox, the software of the 0BL gearbox utilises the data of the navigation system and assists the start-stop system by means of a hydraulic impulse storage system, or HIS for short.
- The gearbox setup configured using Audi drive select now offers additional modes.
It is rated for up to 1,000 Nm of input torque.
The 0D6 Gearbox is fitted to the SQ7 V8 TDI.
ZF 8HP-70 / AL550-8A / 0DR
The 8HP70, referred internally by VW as the AL550-8A with 0DR type code is an Electro-hydraulically controlled 8-speed planetary gearbox with hydrodynamic torque converter and torque converter lock-up clutch with controlled slip. It features a 2-damper converter, uses 1st gear as low-ratio moving-off gear for off-road use and towing trailers (no additional reduction box is required).
The control is via a Mechatronics Unit similar to the DSG Gearboxes (integration of the hydraulic control unit and electronic controller in one unit) with Automatic, Sport and Tiptronic modes.
Rated torque holding of 550 Nm but has been proven to be capable of holding much more than this without issues.
The 0DR Gearbox is fitted to the V6 Amarok Models.
AISIN TR-80SD / AL1000-8A / 0C8
An 8-speed automatic gearbox introduced for the first time at Volkswagen in the Touareg 2011
The 8-speed automatic gearbox 0C8 is a further development of the 6-speed automatic gearbox 09D from the Japanese gearbox company AISIN.
Together with the extensive know-how provided by the Volkswagen engineers, success has been achieved in adapting the gearbox to the Volkswagen technologies' increased requirements.
Depending on version, torque holding of up to 1000Nm
We do not offer software for this gearbox
Factory Limits
All of the above torque limits are figures given by the manufacturer. In a lot of cases these limits can be exceeded during ECU / TCU tuning.
Select your gearbox below for prices:
STAGE 1 £350 + VAT
- Low Speed 1st / 2nd Gear Lag Fix
- Increase torque limiter
- Disable auto upshift in manual mode
STAGE 2 £450 + VAT
- Stage 1 plus the following:
- Optimised launch control
STAGE 3 £650 + VAT
- Stage 1 & 2 plus the following:
- Further Increase torque limiter
- Quicker shifting times
- Optimised shift points in D & S
STAGE 1 £350 + VAT
- Low Speed 1st / 2nd Gear Lag Fix
- Increase torque limiter
- Disable auto upshift in manual mode - not possible on all software versions
STAGE 2 £450 + VAT
- Stage 1 plus the following:
- Optimised launch control
STAGE 3 £650 + VAT
- Stage 1 & 2 plus the following:
- Further Increase torque limiter
- Quicker shifting times
- Optimised shift points in D & S
If you are interested in our tuning services or would like to know more information please contact us