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More Responsive Shifting, Higher Torque Limiter, Launch Control & Much More...

DSG & Auto Gearbox Tuning

SPORT

Gearbox Tuning, What changes?

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.

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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.

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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 a minimal amount of wheel spin.

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Faster Shift Speed

The actuation of the gear selector is controlled by the Temic Controller. Our software upgrade can increase the shift speed by up to 20%... Faster shift speeds will also give a smoother transition between gear changes and improve paddle shift response time.

SPORT

DSG Gearbox Tuning

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.
With the use of modified software the DQ380 can handle up to 500hp/600Nm.

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

Mainly used in the Golf 7 GTI China. This gearbox is a smaller version of the DQ500, which can be found on the Audi RS3/TT-RS.

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 a 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.

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. 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 0CK / 0DN / 0CL / 0DP & DL382+ 0HL

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.

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.

Select your gearbox below for prices:

  • DSG STAGE 1
  • £250.00 +VAT
    per Remap
  • Increase torque limit from 360NM (265ft/lbs) to 500NM (368ft/lbs)
  • Optimised shift points in D & S
  • DSG STAGE 3
  • £500.00 +VAT
    per Remap
  • Stage 1 & 2 plus the following:
  • Increase torque limiter to 650nm
  • Increase clutch pressure
  • Quicker shifting times
  • Shift lever delay removed
  • DSG STAGE 4
  • £500.00 +VAT
    per Remap
  • 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
  • £400.00 + VAT
    per Remap
  • Disable or increase RPM limit for forced up shift in manual mode
  • Disable auto kickdown in manual mode
  • *Unfortunately we are not able to tune these for more torque holding due to their 'dry clutch' design.*
  • DSG STAGE 1
  • £350.00 + VAT
    per Remap
  • 1st & 2nd Gear Lag Fix
  • Increase torque limiter to 450nm (550nm for DL382+)
  • Optimised shift points in D & S
  • DSG STAGE 2
  • £600.00 + VAT
    per Remap
  • Stage 1 & 2 plus the following:
  • Increase torque limiter to 500nm (600nm for DL382+)
  • Increased clutch pressure
  • Quicker shifting times
  • Shift lever delay removed
  • DSG STAGE 1
  • £350.00 + VAT
    per Remap
  • Low Speed 1st / 2nd Gear Lag Fix
  • Increase torque limiter to 650nm
  • Optimised shift points in D & S
  • DSG STAGE 3
  • £600.00 + VAT
    per Remap
  • Stage 1 & 2 plus the following:
  • Increase torque limiter to 800nm
  • Increased clutch pressure
  • Quicker shifting times
  • Shift lever delay removed
SPORT

AUTO Gearbox Tuning

Automatic Gearbox Types

Automatic gearboxes in this respect refer to a standard automatic, utilising a Torque Converter. There are many different types utilised the VAG range. We will concentrate on the ZF 6HP and 8HP as they have mechatronics units that can be tuned to change various behaviors 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 ZFGetriebe 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-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-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-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).

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.

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.

Select your gearbox below for prices:

  • STAGE 1
  • £450.00 + VAT
    per Remap
  • Low Speed 1st / 2nd Gear Lag Fix
  • Increase torque limiter
  • Optimised shift points in D & S
  • STAGE 3
  • £700.00 + VAT
    per Remap
  • Stage 1 & 2 plus the following:
  • Further Increase torque limiter
  • Quicker shifting times
  • STAGE 1
  • £550.00 + VAT
    per Remap
  • Low Speed 1st / 2nd Gear Lag Fix
  • Increase torque limiter
  • Optimised shift points in D & S
  • STAGE
  • £800.00 + VAT
    per Remap
  • Stage 1 & 2 plus the following:
  • Further Increase torque limiter
  • Quicker shifting times
SPORT

BMW Gearbox Tuning

BMW ZF Gearboxes

BMW Gearbox Remapping Available at KHAN Performance

The ZF and DCT Gearboxes fitted to the majority of BMW's and the software that is used can be somewhat frustrating to BMW owners across the globe. Here at KHAN Performance, we offer BMW Gearbox Remapping for a vast range of ZF and DCT Gearboxes (6HP Gearbox variants and 8HP Gearbox variants) providing dramatic improvements in overall behaviour and performance. To provide this service, we work with XHP Flashtool, which is known worldwide in being the best for BMW gearbox Remaps.

A BMW Gearbox Remap compliments an Engine ECU Remap greatly. Whether you are opting for Stage 1, Stage 2 or even Stage 3 ECU Remap then this service will work hand in hand with your engine's new performance levels.

What improvements will I get from the Gearbox Remap?

This is one of the most commons questions we get asked regarding Remapping of these ZF and DCT boxes. There are major calibrations carried out to the stock TCU (Transmission Control Unit) software providing great additional benefits to the somewhat simplified factory software. A Gearbox Remap boasts many advantages which, including but not limited too, we will list below;

  • Kickdown delete
  • Raised Torque Limiters (Compliments vehicles even more so that have had an Engine ECU Remap)
  • Modified shift points
  • Reduced shift time
  • Gear Display in Dash in D/S/M Modes on most models
  • Calibrated Shift Strategy for up/downhill driving
  • Optimized Warmup Behaviour
  • Launch control (Available for some of the later 8HP Gearboxes)

Above is just some of the features that improve your BMW Gearbox. There are 3 different Stages to a remap available to you depending on your vehicle. Stage 1 is for vehicles and drivers who are set up for the more fuel economic way of driving but still enjoy some spirited driving when the need and desire takes. Stage 2 and 3 are heavily for the performance lovers out there who are focused on gaining the most they can from both the Engine and Transmission.

Want to benefit from a gearbox remap for your BMW?

You can then get in touch with one of our team who can provide a quotation and discuss availability.

Select your gearbox below for prices:

  • STAGE 1
  • £POA + VAT
    per Remap
  • Gear Display in Dash in all modes (where available)
  • Early torque converter lock-up
  • Shift strategy's altered for economy and comfort
  • Adapted torque limits for tuned engines
  • STAGE 3
  • £POA + VAT
    per Remap
  • Stage 1 & 2 plus the following:
  • Optimised D & S shift-points for better acceleration in part and full throttle situations
  • Rev-Matched downshifting (Throttle-Blip)
  • True Manual Mode (no forced up-shift at RPM limiter)
  • Instant paddle response time
  • Torque limits raised to maximum
  • Raised line pressure for better holding power!
  • STAGE 1
  • £POA + VAT
    per Remap
  • Gear Display in Dash in all modes (where available)
  • Early torque converter lock-up
  • Shift strategy's altered for economy and comfort
  • Adapted torque limits for tuned engines
  • STAGE 3
  • £POA + VAT
    per Remap
  • Stage 1 & 2 plus the following:
  • Optimised D & S shift-points - acceleration in part and full throttle situations
  • Rev-Matched downshifting (Throttle-Blip)
  • True Manual Mode (no forced up-shift at RPM limiter)
  • Instant paddle response time
  • Torque limits raised to maximum
  • Raised line pressure for better holding power!

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