Unique Solutions

Hello everyone. In 2017, DSG swaps began to be actively done in the Russian Federation, and in 2018, fresh DQ381 with indices SWQ, SKX, and less frequently RAT started to arrive on our market. In terms of design, the transmission is identical to the DQ500, but over time, car manufacturers need to reduce CO2 emissions into the atmosphere, which leads to improved fuel efficiency. Thus, in 2017, the DQ381 appeared, which is essentially a "slimmed down" and reworked version of the DQ500, having less transmission loss and its own special oil for replacement. As a result, the transmission is slightly weaker in terms of power characteristics. However, the transmission became popular among many precisely for the qualities described above. Relatively low fuel consumption, smoother operation than the DQ500, while the transmission handled tuning excellently and easily managed 550-600 Nm. It seemed like the golden mean, a light, fast, economical transmission!
Users quickly understood everything, and a boom in DQ381 swaps began, but after 2 years, in 2019, new transmissions with the index UAQ and some others started to enter the market, all of which were installed on Golf 7.5R, Audi S3, Passat, T-roc, Karoq, and other models.

At that time, no one paid attention, and they were also installed well by tuning enthusiasts. However, over time, when tuners and users explored the innovations, everyone faced a big problem. It turned out that the transmission struggles to hold more than 500 Nm, and clutch disc slippage occurs. If this is somewhat resolved in motion by reprogramming the transmission to a tuning version, then starting from Launch Control was not resolved by any reprogramming. And on cars with engine chip tuning, an indication of clutch overheating appeared. On cars with Stage 3 level tuning, it often led to clutch damage after several starts. Interestingly, the clutch itself is the same as on earlier versions.

Currently, the situation with the DQ381 is such that if it is SWQ, SKX, it costs insane money, as it does not slip and there are no problems with tuning.
Models with the UAQ index are not bought willingly, and their price is significantly lower, as everyone knows about their "slipping" clutch. So far, the only existing solution is clutch reinforcement. The budget for such an event ranges from 100 to 200 thousand rubles. Depending on the reinforcement option.

I will try to describe the process that occurs at the start with launch control and why some users think that the clutch does not slip, although in reality, this is not the case.
The basic problem of slipping is that at the moment of start, the tachometer needle flies almost to the cutoff, and only after that does the car begin to move.

We have compiled a small compilation of videos sent to us by car owners with such a transmission. 

https://youtu.be/B3k5j9YYM2A?si=tufauJCLfDRTzvFr

After analyzing what is happening, we began developing a solution to eliminate this problem. In our garage, there is a 2020 AUDI TTS with the original transmission installed at the factory. Hundreds of hours of work, more than 100 test outings. During the process, we added a VW Golf 7 4x4 with a swapped UAQ transmission, a 2.0 TSI engine, all-wheel drive, and an installed Turbosystems TSX1 turbocharger; the car came to us with the task of solving the clutch slip issue, the old clutch was burned out, and a new original one was installed instead, the car was brought to us on a tow truck.
We rolled the car back to factory settings and did everything from scratch.

So we present to you an exclusive solution that completely eliminates the clutch slip problem for the fresh DQ381 UAQ and other modifications from 2018 onwards.

Below is a compilation of start videos; we tried very hard to find grip, but on such cars, it is extremely difficult even in summer, not to mention winter and winter tires.
Audi TTS 450hp 560nm DQ381 UAQ
And
Golf 7 4x4, 500hp 600nm DQ381 UAQ
Both cars with engine and transmission software from Etuners.

https://youtu.be/FbsxpMVXYGs?si=7hAa2qgVtWXV0JGK

In addition to solving the clutch slip issue, the Etuners Stage 3 DQ381 software includes:

Increased pressure on the clutch disc engagement.
More responsive/clear shifts in all modes.
Optimal shift points both up and down depending on the configuration.
Smoother start of movement
Higher shift speed (up to 100% in some modes)
Separate settings for shift speed under high loads, but not full throttle.
Higher synchronization speed when approaching gear engagement.
Significantly reduced clutch slip when driving in medium load modes.
Torque limits increased to 800 Nm
Kickdown mode disabled in M mode
Improved clutch cooling.
Launch Control RPM selection
Ability to shift without losing torque (option).
Full custom settings for a specific engine configuration.

Due to the complex and delicate work, this solution will work in conjunction with the engine software from Etuners.

• Installation of a larger turbocharger (Garrett GTX/Precision Turbo)
• Upgrading the intake and exhaust system
• Reinforcement of the fuel system (injectors, fuel pump, pump)
• Larger volume intercooler
• Individual ECU calibration for new hardware
• Adjustment of the boost pressure control system

• Installation of modernized turbine cartridges with optimized geometry
• Replacement of impellers with lightweight titanium ones
• Optimization of VTG actuators for quick response
• Calibration of pressure and temperature maps in the ECU
• Adjustment of knock control

• Installation of ethanol content sensor (Flex Fuel sensor)
• Upgrade of fuel system (injectors 1050cc+)
• Reinforced high-pressure fuel pump
• ECU programming for automatic fuel composition detection
• Adaptive ignition and injection maps from E0 to E85 and gasoline 95-100
• Protection against mixture over-leaning

• Programming ALS in the factory ECU
• Activation modes: by button / automatically when the flap is closed
• Ignition delay and fuel injection into the exhaust manifold
• Control of turbine and exhaust system temperature
• Overheating and detonation protection
• Adjustment of ALS intensity (Stage 1-3)

• Programming of two-stage launch control
• Adjustable holding RPM (3000-5500 rpm)
• Slip control via CAN bus
• Automatic boost pressure maintenance
• Smooth power engagement when releasing the clutch
• Activation via the accelerator pedal

• Complete logging of engine operation on the dynamometer
• Analysis of detonation, AFR, temperatures, boost pressure
• Building individual ignition and injection maps
• Optimization of torque across the entire RPM range
• Test drives with measurements in real conditions
• Final tuning and protection against critical parameters