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.
*APR’s DirectPort Programming suite allows the end user to tailor the TCU upgrade to their needs at the time of installation.
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.
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.
Auto Upshift On
Auto Upshift Off
|First to Second Gear||6,350 RPM||6,350 RPM||6,700 RPM||6,700 RPM||6,700 RPM|
|Second to Third Gear||6,200 RPM||6,200 RPM||6,700 RPM||6,700 RPM||Never|
|Third to Fourth Gear||6,000 RPM||6,000 RPM||6,700 RPM||6,700 RPM||Never|
|Fourth to Fifth Gear||5,750 RPM||5,750 RPM||6,700 RPM||6,700 RPM||Never|
|Fifth to Sixth Gear||5,600 RPM||5,600 RPM||6,700 RPM||6,700 RPM||Never|
Auto Upshift On
Auto Upshift Off
|First to Second Gear||6,700 RPM||6,700 RPM||6,700 RPM||6,700 RPM||6,700 RPM|
|Second to Third Gear||6,450 RPM||6,450 RPM||6,700 RPM||6,700 RPM||Never|
|Third to Fourth Gear||6,350 RPM||6,350 RPM||6,700 RPM||6,700 RPM||Never|
|Fourth to Fifth Gear||6,250 RPM||6,250 RPM||6,700 RPM||6,700 RPM||Never|
|Fifth to Sixth Gear||6,000 RPM||6,000 RPM||6,700 RPM||6,700 RPM||Never|
|6,000 RPM||5,000 RPM||4,000 RPM|
|5,500 RPM||4,500 RPM||3,500 RPM|
|5,000 RPM||4,000 RPM||3,000 RPM|
|4,500 RPM||3,750 RPM||3,000 RPM|
|4,000 RPM||3,500 RPM||3,000 RPM|
|3,500 RPM||3,250 RPM||3,000 RPM|
|3,000 RPM||3,000 RPM||3,000 RPM|
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.
Recommendation: 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 is an important part of the DQ250 transmission. While some may simply remove temperature protection routines all together, or mistakenly raise temperature protection torque limiters sky high and claim increased cooling performance due to zero transmission intervention, APR’s TCU upgrade only allows the maximum safe temperature levels before intervention.
Unlike the factory intervention routine, which allows for nearly no torque to be transmitted through the transmission at all after limits are crossed, APR’s over temp intervention allows for a limited amount of torque, enough so the vehicle can be safely driven off the track or pulled to the side of the road during intervention. In keeping the vehicle moving, airflow continues across the radiators, which in turn keeps coolant temps low and aids in removing heat from the factory DQ250 oil coolers to restore full operation.
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.
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.
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.
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|
|Stage||Minimum Requirements||Price Exc. VAT||Price Inc. VAT|
|IMPORTANT PRICING AND AVAILABILITY DETAILS:|
|- Availability and TCU Compatibility: Some versions and features may not be available for all TCUs.|
|- TCU Revision Notice: Multiple TCU revisions exist for each platform. APR software may be temporarily unavailable when factory updates are applied. An APR dealer can check availability in person, or over the phone if the TCU boxcode/revision is known.|
|APR TCU Upgrade||APR ECU Software Recommended|
Please use the APR Dealer Locater Tool to locate an APR Dealer, confirm availability and schedule an appointment.
Please note vehicle manufacturers issue many TCU part numbers and revisions throughout their vehicle lineup. As such, some TCUs may be temporarily unavailable as new parts and/or revisions are released. If the vehicle’s TCU part number and revision is known, availability can be checked at any APR Dealer.
30 Day Money Back Guarantee:
All APR TCU Upgrades include a 30-day money back guarantee with no questions asked. If for any reason the owner is dissatisfied with the APR TCU Upgrade, they may return to the place of purchase for a full refund, provided they are within the 30 day period from the time of the initial purchase. Labor or shipping charges are not included in the guarantee and are at the discretion of the place of install.
Limited Lifetime Warranty:
All APR TCU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available. Labor or shipping charges are not included in the warranty and are at the discretion of the place of install.