Preparation for Calibration
Connect the Accesstuner software to the Accessport equipped VW DSG
Open the selected starting point calibration in the Accesstuner software. Configure the Accesstuner software to connect to your vehicle. Attach the OBDII cable to the vehicle and the associated USB to the computer and Accessport. Press "Ctrl+F" to configure the program. Select the directory in which to store your data logs under the "logging" tab.
Display and Log critical parameters while testing
Accesstuner software allows the user to visualize, sample and record critical engine parameters including sensor information and commanded transmission function.
To setup displayed parameters on the live "Dashboard" press "Ctrl+F" to configure the logged parameters in the "Log List" tab, and those displayed in the Accesstuner "Dashboard" through the "Gauge List" tab. The Dashboard, a screen that reports active transmission and sensor parameters, can be accessed by pressing "Ctrl+B." It is critical to actively monitor the condition of the motor during tuning and this screen is the single best way to do so. These data monitors allow the tuner to determine if a calibration is performing correctly. Accurate and deliberate assessment of logged parameters is the only way to avoid conditions that may damage the transmission.
Hint: Configure recorded parameters in the "Log List" tab
While connected to a running vehicle press "Ctrl+F" and select the "Log List" tab to select the parameters displayed in saved Accesstuner logs. When data logging is enabled (Ctrl-D) these parameters will be permanently written to a comma delimited data file.
This is a screen shot of some of the available parameters to display in the live dashboard gauges (Gauge List tab) or to be recorded in the data log file (Log List tab). The most up to date list of monitors is always available here - Volkswagen Monitor List - Mk7 GTI Golf R (DSG)
Below is a list of helpful parameters for the VW DSG. The selected parameters are those that are critical to record under most conditions. Other parameters may be selected or removed based upon the objectives of any specific tuning process.
(DSG)Clutch 1 Pressure
(DSG)Clutch 1 Slip
(DSG)Clutch 1 Solenoid Duty Cycle
(DSG)Clutch 2 Pressure
(DSG)Clutch 2 Slip
(DSG)Clutch 2 Solenoid Duty Cycle
(DSG)Engine Intervention Flags
(DSG)Engine Intervention Status
(DSG)Engine Intervention Type
(DSG)Gear Box State
(DSG)Gear Box Temperature
(DSG)Launch Control Active
(DSG)Line Pressure Set Point
(DSG)Line Pressure Solenoid Duty Cycle
(DSG)Target Upshift Speed
(DSG)Torque Reduction Active
Important! - Current OTS (Engine) maps have Launch Control (LC) enabled in them. The COBB LC system uses rear wheel speed to activate the system. In order to run the car on a 2wd dyno you need to turn the LC Master Switch in AccessTuner to OFF (0). Alternatively you can change the vehicle to traction control Slot 9, which will also completely disable the system.
For more information visit our traction control article here COBB Custom Features: COBB Traction Control on MQB Vehicles
A: Adjusting Clutch and Line Pressure
As mentioned in the 'Getting to know the MK7 VW DSG" section, the main control of line pressure and clutch pressure is directly related to the torque the motor is producing, which is being sent to the DSG from the ECU. There are limits to the amount of torque which can be requested which need to be removed. If you open one of the DSG OTS maps and compare to the stock map, you can see them and adjust them further if you wish. It is possible to raise the line pressure by using the 'Line Pressure Temperature Compensation' separately, but this will not have a direct effect on the clutch pressure. The ability to control the PID gain for the clutch control solenoids is available in the 'Solenoid Control Tables' folder, where you will also find Solenoid 1 and 2 Maximum Current. It may be necessary to raise these values. You can log and verify this as well.
B: Adjusting Shift Points
The 'Shift Schedule Tables' folder contains the 'main' tables which handle a majority of the shift scheduling unless other special modes are in play. 'Shift RPM Limit and Override Tables' are active when the 'Forced Upshift Enable' Switching this value from 7 to 3 will disable the forced shift tables from occurring in TT mode. To disable Sport and TT mode set this value to 2. To disable in Drive mode as well, set this to 0. When removing these tables from play the shift rpm in the shift schedule tables will be used. In TT mode you will be able to hit the rev limiter since there are no shift points defined for it.
COBB OTS calibration approach for shift schedule:
After a lot of time driving these DSG 6 speed transmissions our impression was that Sport mode was perfect for very spirited driving but that Normal mode shift schedules were not aggressive enough. The car tended to use higher gears to early in the rev range. To create a balanced map we blended ECO (normal) and Sport mapping. These first OTS maps were done as a blend. You can see how this was accomplished un the bottom section of these tuning guide spreadsheets. There are several tabs for 6 speed DSG tuning here: These spreadsheets set up a template to allow a blending of sport and normal. Each table supports one specific upshift or downshift. You can see here (yellow highlighted oval) that this table is for the 2-3 upshift. The upper part of the table contains the stock “drive”, “eco”, and “sport” shift tables for the 2-3 upshift.
Here we are blending the lowest performance ECO tables with the sport tables by a factor of 0.5 (left RED oval). The formula that does this (YELLOW) simply takes the difference between sport and Eco and multiplies this by our difference factor (RED) and then adds that value to the ECO table to give the final and new ECO table (GREEN). These values are then pasted back into the calibration. This transformation is done for EACH upshift table (1-2, 2-3, 3-4, 4-5, 5-6) as well as each downshift table (2-1, 3-2, 4-3, 5-4, 6-5). This is laborious but we have found considerable success using this approach of mathematical transformation.
The proportion of change for COBB OTS maps across each gear is different. COBB OTS maps use an incrementing decrease in change with higher gears. This produces a more sporty drive experience but allows the car to perform more like stock at higher speeds and higher gears. COBB aggressive and sport proportional changes are listed here for your convenience and understanding.
|1-2 and 2-1||0.6||0.7|
|2-3 and 3-2||0.5||0.5|
|3-4 and 4-3||0.3||0.4|
|4-5 and 5-4||0.2||0.3|
|5-6 and 6-5||0.005||0.01|
C: Stall Speed Tables
These tables are the effective rpm set point for the engine when the clutch has not yet fully engaged. Adjusting them will have an effect on how smooth the clutch take up will be on/off coasting and from a dead stop when the clutch is not yet fully engaged.
During development it was found that power levels in excess of ~390 Ft. lbs. could cause early clutch failure. If slippage is noticed it is recommend to reflash to a lower power level to avoid further damage.
Launch Control Stall Speed
Take care to set the 'Stall Speed (Launch Control)' tables to values that are lower than value you are using in the ECU mapping. It is OK to set the RPM in the ECU map much higher than the value in the DSG, but not the other way around.