HGFRENCH

Hi everyone, Just wanted to share some feedback regarding DSG DQ250 tuning, as it may help others. On my Skoda Superb 3V EA888 Gen3 running E85 (around 365 hp / 460 Nm), I had been experiencing micro-jerks under full load and noticeable torque cuts around 6800–7000 rpm, even after doing proper VCDS resets and adaptations. The engine itself was running perfectly, but it was clear that the stock TCU strategy was no longer suited to the torque level. After doing some research, I contacted Kalam at Russell Road Racing (RRR), who works with Simos Tools. I can honestly say the service was excellent: professional, knowledgeable, and very responsive. After sending him my ECU, TCU, and Haldex information, he prepared a custom TCU file perfectly matched to my DQ250 version. The flashing procedure was straightforward (full flash), followed by a full VCDS recalibration. After installation and adaptations: * No more jerks * No more torque cut at high RPM * Much smoother gear changes * Gearbox now fully aligned with the engine tune * Much better driving experience overall Even after only a short learning period, the improvement was very noticeable. This is not a generic “stage” file, but a proper calibration based on the real setup and data. Clutch pressure and torque management are very well handled, without unnecessary harshness. For anyone running Stage 1+/Stage 2/E85 on a DQ250 and experiencing shift issues or torque intervention, I can genuinely recommend Kalam / RRR. This is proper engineering, not marketing. If anyone has questions abou t the process, feel free to ask. ---

I received a response from Kalam at Russell Road Racing; this guy seems great. I ordered the Simos Tools dongle and the TCU DQ250 stage kit. Here's his reply to my technical inquiry email : Thank you for placing your order. Typically torque limits in the TCU are set to 650NM this is the hard coded maximum that the TCU can comprehend. It does not mean that 650NM is the absolute limit I have had cars running 800+NM on DQ250. Obviously in your case you're not going to be making 650NM but it is better that the limits are set well above the ECU to avoid any intervention from the TCU. The clamping pressure will be increased and work dynamically. Shift times are reduced. Torque reduction is largely an ECU side logic depending on cylinder cuts and timing retard between shifts. The TCU just has a maximum allowed torque reduction available to it. It can be refined based on logs. Happy to review pre and post logs if made with Simos Tools. And yes I am sure that we will be able to achieve your desired goals. We will get your OBD adapter posted out tomorrow. I look forward to working with you. Best regards, Kalam Russell

The solution of KM Tuning see attached picture

Hello everyone, I’m looking for some feedback and advice from DSG/DQ250 users with experience in higher torque setups. Here is my full situation. --- ### **Vehicle** * Skoda Superb 3V (MQB) * Engine: EA888 Gen 3 2.0 TSI CJXA 280HP stock * Gearbox: DSG6 DQ250 * Fuel: E85 (flex fuel calibration) * Mileage: 177,000 km * First registration: December 2018 * Maintenance: fully up to date --- ### **Current engine configuration** * ECU remap by **Fred Auto Sport (France)** FLEX E85 FUEL WITH BI-INJECTION ACTIVATED * Approx. **365 hp / 460 Nm** * Audi RS3 8V5 Fsi injectors * Additional * MPI injector – 980 cc** * OEM HPFP with **Autotech upgrade kit** * RS3-type brushless LPFP * Dump valve GFB DV+ * NGK Iridium spark plugs TURBO IS38 STOCK WITH OUTLET/INLET * VWR Racing ignition coils * VWR R600 intake * Exhaust & catalyst **100% OEM** Engine behaviour is smooth and consistent in all conditions, no drivability issues outside of gear changes. --- ### **DSG situation** * A DSG “stage” was applied at the same shop, but it only consisted of **raising the torque limiter** * No recalibration of: * clutch pressures (K1 / K2) * shift timing * torque reduction strategy * Full DSG reset & adaptation performed correctly using VCDS: * reset adaptations * double clutch fast adaptation * synchro-points calibration * learning drive completed * Over **1500 km** driven since adaptation --- ### **Problem** * No issues at light or moderate load * However, I still experience **micro-jerks during full load / WOT upshifts**, both in D and S * These jerks were **not present before the torque increase** * Around **6800–7000 rpm**, I sometimes feel a **clear torque cut / power drop during the gear change**, as if the TCU is intervening aggressively To me, this clearly looks like a **DSG strategy limitation**, not a mechanical issue: * clutch pressures not fully aligned with real torque * torque reduction during shifts too aggressive * shift timing / overlap not optimised for the current torque curve The gearbox itself feels mechanically healthy in normal driving. --- ### **Options I’m currently considering** I contacted **Russell Road Racing (UK)** following Briskoda recommendations. They confirmed: * Their **TCU tune can work alongside an ECU tune from another tuner** * TCU tuning is supplied via **Simos Tools** (Android flash) * They offer a **Simos Tools dongle + TCU tune bundle for ~300 €** I’ve asked them additional questions about: * torque limit values (Nm) * clutch pressure calibration (K1/K2) * shift times under WOT * post-flash refinement using logs In parallel, I’m also considering **KM Tuning DSG DQ250 Stage 2 (520 Nm)** as a more plug-and-play solution. --- ### **What I’m looking for** My goal is **not aggressive shifting**, but: * smooth and consistent WOT upshifts * elimination of torque cut / micro-jerks * proper clutch pressure management * long-term reliability --- ### **Questions to the community** * Has anyone here used **RRR TCU tuning with Simos Tools** on a DQ250? * How does it compare in real life to **KM Tuning Stage 2**? * For a real-world torque level of ~460 Nm, would you go: * custom TCU via Simos Tools * or a proven Stage 2 TCU (KM / TVS style)? * Any long-term feedback on durability with these solutions? Any feedback or real-world experience would be greatly appreciated. Thanks in advance 👍 Hichem

Hello my reference is 07K906036N RS3 8V5 FSI injectors

Thank you very much, I would really appreciate having the links. Currently, the power I have suits me fine, and with the RS3 FSI injectors, 980cc MPI, Autotech HPFP, and RS3 LPFP, it's oversized and therefore durable. The only problem is the gearbox; that's the only thing I want to fix now. With your solution, can I find TCU maps from TVS Engineering? Thank you.

Hello, I wanted top-notch reliability with 100% E85 ethanol and a power increase. My car has 170,000 km on it, so I wanted to start fresh with a new LPFP pump and new MPI/FSI injectors. Since I have the Autotech high-pressure kit in my high-pressure pump, the tuner informed me that there was a risk of damaging an FSI injector with this higher pressure. Regarding the gearbox, the jerks are less pronounced in manual mode, almost nonexistent. I also have another problem: when I'm really under full load, at 7000 rpm, the power can suddenly drop as if I had stopped accelerating abruptly. It seems like a safety feature is preventing the gear change. The tuner replied to my email: Fredautosport answer to my mail : Hello and best wishes. I spoke with the mapper who suggested tweaking and slightly reducing the power to eliminate this effect. Otherwise, the best solution is to do a Stage 3 TVS upgrade, but it's expensive. I don't have the latest prices, but it's around €1000, and with that you get a 100% personalized map; you can adjust absolutely everything to your liking.

Here's the message I sent to him: Hello Lionel, For the E85 flex-fuel engine mapping, everything is perfect so far. However, on the DQ250 DSG6, I'm experiencing jerking during gear changes under full load. It seems like the clutch pressure builds up too quickly or the shift time is a bit short. Could you slightly smooth out the K1/K2 engagement ramp and lengthen the WOT transition time a little? Before the remap, it was very smooth, so I think it's just a minor calibration adjustment. Best regards, Hichem

Hello everyone, so I asked Fredautosport, a well-known tuner in France, for a Stage 1 flex-fuel E85 tune + TCU Tune. So, in the end, on my Superb, I have an EQT RS3-type low-pressure fuel pump, 980cc MPI injectors, RS3 8V5 FSI injectors, the original high-pressure fuel pump with an Autotech kit, a reinforced GFB DV+ dump valve, and a VWR R600 intake. Everything is working well for the moment, however, I have a problem with the DSG6 transmission because under full WOT (Working On Throttle) I'm experiencing jerking during gear changes that I didn't have before with the original map. I mentioned it to him, and apparently they didn't change anything but only noted the maximum torque values for the gearbox. I'm supposed to see them again in early 2026.

Hello i have the stock turbo IHI IS38 and i have the DSG6 DQ250

@Awesam I would like to find some exhaust Flap controller with a remote i have find this one https://www.flapcontrol.de/FlapControl-Skoda-Superb-III-exhaust-flap-control

@Awesam Finally, I managed to connect the pump; it is indeed plug and play. The connector on the pump side had the pink tab inside slightly misaligned; I put it back in place. Now everything is in order, the pump works well. I have an appointment with the tuner Fredautosport in a few days for the configuration. So, I have a VWR R600 intake, large volume inlet & outlet turbo, GFB DV+ dump valve, Autotech kit on HPFP, EQT RS3 type brushless LPFP. The next modifications are a Wagner Tuning downpipe and intercooler. I found a downpipe reference; what do you think, Awesam? https://www.equip-auto83.fr/fr/moteur/echappements/downpipe-rm-motors/downpipe-inox-decata-rm-motors-pr511728_9e.htm?tkpub=GGL&tkcmpg=Shopping#desc Cheaper than supersprint 800+ euros Thanks for your help

@Awesam Hey mate, I think I’ve just figured out part of the issue with my fuel gauge reading too low during testing. On the Skoda Superb 3V, the fuel tank has a “saddle” shape (split into left and right sections). The right side (passenger side) houses the main pump module with the primary level sender (the one integrated into the RS3/EQT brushless assembly). The left side (driver side) has a secondary sender unit — it doesn’t pump fuel, but it contains another float and a siphon/jet system that transfers fuel to the main side. Both level sensors are electrically linked and their readings are combined by the instrument cluster to display the total fuel level. So when I was testing the new EQT RS3 pump by itself, with only the main right-side sender connected, the gauge only went up to about ¼–⅓ full, even with the float fully raised. That actually makes sense now — the cluster was missing the signal from the left sender. Once both senders (left + right) are plugged in, the gauge should display the full combined value correctly. So I’ll finish the full installation and retest everything with both sides connected before suspecting any calibration or resist ance mismatch.

Hi thanks a lot, Thanks for your feedback, and otherwise, could you unclip your rear seat and take some pictures of your setup?

@Awesam Hi mate, I hope you’re doing well and thanks again for all the details you shared about your RS3 brushless LPFP swap on your Superb — your post has been super helpful! I’m currently installing the same setup on my Skoda Superb 2.0 TSI 280 (EA888.3) using the EQT brushless RS3 pump and harness, but I’ve run into two issues I’d like your advice on: 1️⃣ Main 5-pin connector fitment On my car, the OEM 5-pin connector doesn’t seem to lock mechanically into the black 5-pin connector from the EQT/RS3 harness — it looks like the keying tabs or guides are slightly different. Did you encounter the same issue when you plugged in the harness? Did you have to trim or modify the connector housing in any way, or is there a specific orientation to make it fit? 2️⃣ Fuel level sender calibration The fuel level sensor is working, but it reads too low. When the float is fully up (tank full), the gauge only shows about +¼ of a tank on the cluster. (Orange line on the picture) it seems like the RS3 sender uses a different resistance curve. Did you face the same problem, and if so, how did you fix it? Was it solved automatically once everything was wired with the controller, or did you need a coding/calibration change? If you still have a clearer copy of your wiring diagram, could you please send it to me directly? It would really help me confirm all pin positions before final assembly. Thanks a lot for your help mate — your build thread has saved me a ton of trial and error already 🙏 Best regards from France HGFrench

@Awesam I don't plan to change the fuel line because I've done my research, and for my Stage 2 E85 project (HP Autotech / Wagner intercooler / RS3 LPFP / Bosch 980cc MPI / downpipe), with a potential power output of around 400 horsepower, it's not necessary. 1. The original fuel lines: On the Superb (like the Golf 7R / S3 8V), the fuel line is already made of high-pressure polyamide (PA12), which is resistant to ethanol. It can withstand up to approximately 8 bar, which is significantly more than the 4–5 bar that the low-pressure pump will deliver. It will never burst due to the flow rate, as the pressure remains regulated by the LPFP module. 👉 So yes, mechanically and chemically, the OEM fuel line will hold up without any problems, even with a 540–590 L/h pump and E85. 2. Why some people install the reinforced kit: The goal isn't pressure resistance, but reducing internal restriction. The original hose has an internal diameter of approximately 6 mm, while the PR Fuel Line kit uses AN-6 (approximately 8 mm internal diameter). This larger diameter reduces pressure drop at high flow rates (useful for engines over 500 whp or Stage 3 E85 with MPI injectors). The kit is also 100% metal/braided, so it doesn't expand and maintains its shape over time.

I just realized when I validated the basket that it's to change the fuel line between the LPFP and the HPFP, but I don't think I'll change it, it must be a real pain to run all that and I think the OEM hose is strong enough, what do you think?

Awesam did your fuel gauge work correctly right after the swap (no inverted readings)? You posted a wiring diagram, but unfortunately the image quality on the forum is quite low and I can’t clearly see the pin numbers or wire colors. Would you mind please sending me the diagram or a higher-resolution picture directly? That would be incredibly helpful. Thank you so much for sharing all this information on the forum — it’s really helping people like me who are running the same car and facing the same challenge. It seems you’ve found the perfect solution by fitting the RS3 8V LPFP with the wiring harness for EA888.3, and I’d really like to follow your setup. Best regards and greetings from France

Thank you very much my friend, however before placing the order you have to choose an option but I don't really understand what that corresponds to.

Thanks a lot but it seems the article is sold out on the site but i think this one is the same : https://www.hpamotorsports.com/products/hpa-mqb-ea888-gen-3-brushless-in-tank-fuel-pump?srsltid=AfmBOopZ7KVWZUH9te3yJipYgYt7AygOU_jKW3DPwf2DSwm3zhOPYIZJ what do you think about ? I need to find a site where it can ship to Europe France, can you send me the picture of the wiring more clear i can not see the figure. Thanks

I have HPFP autotech / MPI injecteurs 980cc Bosch / VWR R600 intake / NGK iridium spark plugs / VWR ignition coils / next modification will be Wagner intercooler and downpipe supersprint Here in France we have the superethanol my objective is to have the maximum power in 100% E85 in accordance with the maximum capacity of torque of my DQ250 So TCU Tune + stage 2 E85 But this problem with LPFP is occuping my brain for weeks 🥹🥹

Thank you very much for your help Awesam so I have to buy an original RS3 8V bp pump, reference 8V0919087A but for the wiring how to proceed because mine is original on the Skoda the power supply of the pump is 2 pins (RS3 4 pins) and the fuel gauge is 3 pins (RS3 6 pins) We can see in picture the différences of connectors, and for the fuel level its working ? No error on fuel level sensor résistance ohm ? Thxxxxx

SKODA SUPERB 3V 2.0 TSI 280 CJXA EA888.3 DSG6 DQ250 VIN: TMBCE9NPXH7xxxxxxx ORIGINAL LOW PRESSURE PUMP REFERENCE: 3Q0 919 051 B / A2C91175400 / VW MQB B 4MOTION ORIGINAL FUEL SENDING UNIT REFERENCE: 3Q0.919.673 C / A2C87349000 / VW MQB B 4MOTION Hello, I need help installing a high-power low-pressure pump on my vehicle for a Stage 2 E85 flexfuel project. However, I'm having great difficulty finding a solution. I purchased a Bosch 0580200392 pump and a Bartek 590LH kit. assembles but as it is for type GOLF 7R the fuel gauge does not work it does not seem to be the same type because the tank is different, after several in-depth searches it seems that the VW ARTEON 280 / VW PASSAT B8 and SKODA SUPERB 3V 280 share the same platform with a specific pump and the same tank, my wiring concerning the fuel gauge is 3 pins, it seems that after several searches my car model is only compatible with a low pressure pump from Audi RS3 and that there is a plug & play wiring harness. https://scskunkwerks.com/en-gb/products/awd-mqb-rs3-pump-hardware-and-harness-kit?variant=47121984880961 https://scskunkwerks.com/en-gb/products/brushless-rs3-low-pressure-fuel-pump-upgrade-for-awd-mqb If you know how to install it, please let me know which pump/harness I should purchase to install a high-power, low-pressure pump. Thank you for your help. Kind regards,

SKODA SUPERB 3V 2.0 TSI 280 CJXA EA888.3 DSG6 DQ250 VIN: TMBCE9NPxxxxxxxxx. ORIGINAL LOW PRESSURE PUMP REFERENCE: 3Q0 919 051 B / A2C91175400 / VW MQB B 4MOTION ORIGINAL FUEL SENDING UNIT REFERENCE: 3Q0.919.673 C / A2C87349000 / VW MQB B 4MOTION Hello, I need help installing a high-power low-pressure pump on my vehicle for a Stage 2 E85 flexfuel project. However, I'm having great difficulty finding a solution. I purchased a Bosch 0580200392 pump and a Bartek 590LH kit. assembles but as it is for type GOLF 7R the fuel gauge does not work it does not seem to be the same type because the tank is different, after several in-depth searches it seems that the VW ARTEON 280 / VW PASSAT B8 and SKODA SUPERB 3V 280 share the same platform with a specific pump and the same tank, my wiring concerning the fuel gauge is 3 pins, it seems that after several searches my car model is only compatible with a low pressure pump from Audi RS3 and that there is a plug & play wiring harness. https://scskunkwerks.com/en-gb/products/awd-mqb-rs3-pump-hardware-and-harness-kit?variant=47121984880961 https://scskunkwerks.com/en-gb/products/brushless-rs3-low-pressure-fuel-pump-upgrade-for-awd-mqb If you know how to install it, please let me know which pump/harness I should purchase to install a high-power, low-pressure pump. Thank you for your help. KKind regards,