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.

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### **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

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### **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.

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### **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

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### **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.

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### **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.

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### **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

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### **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

The solution of KM Tuning see attached picture

Edited 14 January14 Jan by HGFRENCH

my (mine is MY17 FWD 220 Superb with DQ250 gearbox) experience was good with APR ECU + TCU tunes.

i previously had an APR Stage 1 Hi-Torque ECU tune + TCU tune. 221 kw 530 Nm at the wheels power.

no issues. very smooth gear changes.

i've since switched to Galano Stage 2 ECU + TCU tune. now it's doing 242 kw 520 Nm at the wheels.

DQ250 is still behaving, though not as smooth as the APR TCU tune.

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

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.

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