Services & options
Gearbox tuning
A Stage 2 engine pushing through a stock gearbox calibration means clutch slip, torque intervention and blunted shifts. Our TCU files raise torque limiters, increase clutch clamping pressure, sharpen shift speed and adjust shift points to match the engine file.
We cover the common dual-clutch and automatic platforms: VAG DSG/S-tronic (DQ200, DQ250, DQ381, DQ500), ZF 8HP, and more. Engine + gearbox packages are the right way to deliver a consistent result to your customer.
What the file includes
- ✓Torque limiters raised to match engine stages
- ✓Faster shifts, firmer engagement, adapted shift points
- ✓Launch control RPM adjustable on supported TCUs
- ✓DSG/S-tronic, ZF 8HP and other common platforms
What happens inside the ECU
A dual-clutch gearbox has its own control unit, and that unit does not take the engine's word for it: it applies its own torque limiters, gear by gear, and asks the engine to pull back during every shift. On a tuned engine the result is felt immediately — torque clipped at the top of the gears, clutch slip, blunted shifts — because the gearbox is protecting a calibration sized for the original power.
A gearbox file raises those limiters, increases clutch clamping pressure, shortens shift time and moves the shift points so they follow the new curve. It is not done blind: pressure takes the clutch's real margin into account, and comfort in normal driving has to stay intact — a customer who gains in sport mode and loses when manoeuvring comes back to the workshop. Engine and gearbox are handled as a package, because it is requested torque that decides for both.
What this file does not do
A gearbox file does not repair a gearbox. Clutches at the end of their life still slip afterwards, and a tired mechatronic unit stays tired: raising pressure on worn parts only brings the deadline forward.
Not every gearbox can be handled either: some references open only on the bench, others not at all, and that question is settled before ordering, not during. Finally, a firmer calibration is felt in normal driving if it is pushed too far; so we look for the point where shifts gain in sharpness without the customer coming back to complain about cold manoeuvring.
What you send us
- →The original read of the gearbox controller, and of the engine ECU if the engine is done at the same time.
- →The exact gearbox reference (DQ250, DQ381, DQ500, ZF 8HP…) and the reading route used.
- →The power and torque targeted by the engine file, and the hardware fitted (clutch, turbo, injectors).
- →Make, model, engine, year, and the intended use: road, track, front-wheel or all-wheel drive.
Turnaround and tokens
60 minutes maximum during opening hours for a file already developed on that reference.
Mon–Fri 8:00–18:00 · Sat 9:00–16:00 · Sun closed (Brussels time)
Median measured over the last six months: 20 minutes.
A file never developed for that reference means custom work: we tell you the turnaround before your tokens are committed, never after.
Check access to your ECU
Before ordering, the real question is which route your tool uses to read that ECU. These pages gather what the tool vendors announced, reference by reference, with the dates.
Frequently asked questions
When is a gearbox file necessary?
As soon as the engine torque exceeds the TCU's intervention thresholds, typically from Stage 2 on dual-clutch cars, sometimes already at Stage 1 on high-torque diesels.
Do you read the TCU through OBD?
Depends on the platform: some TCUs are OBD-flashable, others need bench or boot mode. Your tuning tool documentation lists the method; we accept reads from all major tools.
Will comfort in normal driving be preserved?
Yes. We sharpen the sport modes while keeping the comfort maps close to stock, so daily drivability is unaffected.
Ready to send your file?
Create your professional account, buy tokens and upload your original read. Your custom file comes back in 60 minutes maximum during opening hours, with a live estimate.
Live estimate · 60 min max during opening hours