A remapped engine pulling through a stock gearbox is a sprinter in office shoes. The engine makes more torque — but the TCU still caps delivery at the old number, still slurs its shifts, still upshifts where the old engine wanted. This bundle calibrates engine and gearbox together, in one visit, as one system — and costs £25 less than doing it in two.
The torque your engine makes and the torque your gearbox allows are two different numbers — until they're calibrated together.
Here's the conversation happening inside a remapped DSG car every time you accelerate hard: the engine ECU requests its new, higher torque figure. The transmission control unit checks that request against its own factory table, decides it's too much, and quietly trims it. You paid for 380 Nm; in second gear you might be getting 330. No warning light, no message — just performance you own but can't withdraw.
The bundle ends that argument. The Stage 1 calibration raises the engine's output across boost, fuelling, timing and torque structure; the DSG calibration raises the gearbox's acceptance to match, then rebuilds shift behaviour around the new powerband — shift points where the torque now lives, clutch pressures that bite instead of slip, kickdown that answers immediately, launch control where the hardware supports it.
Because both files are written by the same calibrator against the same logged data, the result drives like a factory product — one coherent drivetrain, not an engine map fighting a gearbox map. One visit, one health check covering both units, both original files archived, both calibrations verified on the same road test. And £25 stays in your pocket for the celebratory fuel.
What gets calibrated on each side of the drivetrain — tap any card for the detail.
The Stage 1 core — boost targets raised within hardware tolerance, fuelling enriched to match.
Identical methodology to our standalone Stage 1: conservative-but-meaningful boost increase, verified fuelling at every load site, all protections retained. Typical result on a turbocharged engine is 20–30% more power with stronger everyday driveability.
Delivery shaped for the gearbox it's about to meet — broad, early and consistent.
Because we know exactly what the TCU side will accept, the engine's torque curve is shaped to use it fully — no headroom wasted, no requests destined to be trimmed. This is the practical advantage of one calibrator writing both files.
Pedal response sharpened to match the gearbox's new urgency.
A crisp gearbox behind a doughy throttle feels mismatched. Pedal mapping is tightened so the request, the engine's answer and the gearbox's delivery all arrive on the same beat.
The TCU's hidden clamp raised to accept the engine's new output — the bundle's keystone.
This single table is why engine-only remaps on DSG cars underdeliver. We raise the gearbox's torque acceptance to match the Stage 1 file exactly — within the clutch pack's verified capability — so every newton-metre you paid for reaches the wheels.
Clutch pressures, shift speed and shift points rebuilt around the new powerband.
Shifts up to 55% faster under load, Drive kept civilised, Sport moved to where the remapped engine actually pulls. The factory shift map was written for an engine that no longer exists — this one is written for yours.
Launch control enabled where supported; kickdown becomes a reflex instead of a request.
Where your gearbox generation supports it, launch control is enabled and set at a sensible rpm for the new torque curve. Kickdown logic is sharpened so overtakes begin when you ask, not after deliberation.
Typical Stage 1 gains on popular DSG platforms — then enter your reg and see your own engine's confirmed figures.
| Vehicle | Power (stock → tuned) | Torque (stock → tuned) |
|---|---|---|
| VW Golf GTI 2.0 TSI DSG | 245 → 300 bhp | 370 → 440 Nm |
| Audi A3 2.0 TDI S-tronic | 150 → 190 bhp | 340 → 410 Nm |
| Skoda Octavia vRS DSG | 245 → 300 bhp | 370 → 440 Nm |
Plus gearbox side: shifts up to 55% faster, torque limits matched, launch control where supported.
Engine first, gearbox second, verified together — the full sequence takes around two to three hours.
The three things worth knowing before calibrating both halves of the drivetrain.
Engine and gearbox calibrations are both modifications. Declaring one and not the other is the kind of detail that surfaces at claim time.
Your spec sheet lists both calibrations explicitly — one document to read to your insurer, two minutes on the phone, fully protected.
Higher torque through worn clutch packs or old DSG oil accelerates exactly the wear you'd hope to avoid. Software can't out-calibrate neglected hardware.
The pre-tune check covers clutch adaptations and service history on the gearbox side as standard. If the DSG service is due, we'll tell you to do that first — even if it delays our booking.
Dealers can detect calibration changes on the TCU just as they can on the engine ECU. If the car is new enough for warranty to matter, weigh it honestly.
Both original files are archived for life and the car can be returned fully to stock before any dealer visit. We're straight about the risk rather than pretending it away.
Unsure whether your auto qualifies? Send the reg — we'll confirm the gearbox type and exactly what it supports, no obligation.
Three reasons: money — £275 against £300 booked apart; time — one visit of two to three hours instead of two appointments; and quality — both calibrations are written together against the same logged data, so the torque the engine produces and the torque the gearbox accepts are matched by design rather than by luck. The third reason is the one you'll feel every day.
If we mapped the engine, the standalone DSG remap at £150 is what you need and it'll be matched to your existing file. If another company mapped it, we'll read what's on the car first — sometimes their engine file needs correcting before a gearbox calibration makes sense, and we'll quote honestly for the right route.
Plan for two to three hours. The sequence runs: combined health check, both original files backed up, engine calibration flashed and verified, gearbox calibration flashed, then a single road test confirming both files work as one system across Drive, Sport and Manual. You're welcome to wait — the kettle works.
DSG and S-tronic units across the VW, Audi, SEAT and Skoda families are the core — dry and wet clutch generations both — plus selected other dual-clutch and automatic transmissions. Coverage varies by generation, so we confirm from your reg before booking. If your gearbox isn't tunable, we'll say so and quote the engine-only price instead.
Completely. Drive mode keeps factory-smooth manners — gentle engagement, sensible upshifts, no drama at parking speeds. The transformation lives in how the car responds when you ask properly: Sport mode, kickdown, full throttle. Two personalities, selected with the gear lever, both calibrated on purpose.
Yes — both original files are archived for life and either or both units can be returned to factory software whenever needed. The car leaves no different to flash back than any other tuned vehicle; what you do before warranty visits is your call, and we make both directions easy.
The sharper engine file paired with the same gearbox work — for cars with bolt-ons or drivers who want more edge.
£300 Compare Stage 1+ // Manual cars Stage 1 ECU RemapThree pedals? The engine side stands alone — the same custom calibration without the TCU work.
£150 See Stage 1 // Gearbox only DSG / TCU RemapAlready remapped the engine? Complete the drivetrain with the standalone gearbox calibration.
£150 See DSG tuningStage 1 engine calibration plus matched DSG software — one visit, £275, both originals archived, everything documented. This is what finished feels like.