DSG, DCT and conventional automatics
Dual-clutch transmissions (often sold as DSG, S tronic or PDK depending on the manufacturer) use two clutches and pre-select gears. Conventional torque-converter automatics use a fluid coupling and planetary gearsets. Both have software-controlled torque limits and adaptation values, but the way calibration changes affect them is different, and support varies widely between gearbox codes and software versions.
Common reasons for a gearbox enquiry include sluggish kickdown, hesitant pull-away, an engine remap that has hit the gearbox's torque limit, or a driver wanting different shift behaviour for towing.
Why gearbox condition comes first
A TCU calibration will not repair a mechanical fault. Slipping, flare between gears, judder, harsh engagement, clunks or a gearbox warning light need diagnosis first. Fluid condition and service history matter too — many dual-clutch and automatic gearboxes have fluid service intervals that are easy to miss.
If you are enquiring about a gearbox that is already misbehaving, please say so. It changes the conversation from tuning to diagnosis, and our limp mode diagnostics page covers that route.
- 01Gearbox type and code, if known
- 02Any slipping, judder, flare or harsh shifts
- 03Fluid service history
- 04Whether the engine has been remapped
How we approach a gearbox remap
We start with suitability rather than a sales pitch. Before any calibration is written to a control unit we want to know the vehicle is healthy: existing fault codes, boost or fuelling problems, a slipping clutch, a worn gearbox or a blocked DPF all need to be dealt with first, because tuning is not a substitute for repair and can make an existing weakness more obvious.
Where the vehicle is supported we explain what the proposed calibration is intended to change, what checks are needed and what the agreed scope of work includes. We do not publish universal power, torque or fuel-economy figures, because results depend on the individual vehicle, its condition, its software and how it is driven. If a remap is not the right answer for your vehicle, we will tell you.
What to send us before booking a gearbox remap
The quickest way to get useful advice is to send the registration and a short description by WhatsApp or through the quote form. Support and suitability vary by engine, gearbox, control unit and software version, so a registration lets us check the right information instead of guessing. Any estimate given remotely is provisional until the vehicle has been seen and the required checks are complete.
- 01Vehicle registration and approximate mileage
- 02Make, model and engine size, if known
- 03Any warning lights, messages, symptoms or fault codes
- 04Existing remaps, tuning boxes or hardware modifications
- 05How the vehicle is used — commuting, towing, short trips or heavy loads
- 06Whether the vehicle is currently in limp mode or will not start
Visiting the workshop for a gearbox remap
All work is carried out at our single workshop at Unit 2, Lancaster Works, Kingsbridge Road, Manchester M9 5SP. We do not run a mobile remapping service and we have no other branches, so every a gearbox remap enquiry is booked into the same Manchester workshop. Visits are by arrangement: please call or WhatsApp before travelling so we can confirm the vehicle, the time and what the visit will involve.
Access is through the black gate. Call when you arrive so we can let you in, then keep left towards the rear of the site. We are open Monday to Friday 8am–6pm and Saturday 8am–1pm, and closed on Sunday. If the vehicle is in limp mode, showing a serious warning or will not start, tell us before setting off so we can talk about whether it is sensible to drive it or whether transport should be arranged.