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DSG Tuning | Transmission Control Unit
We are all aware of the performance benefit and reliability if the VAG DSG Gearbox. We are now proud to announce that K-Spec is able to offer our valued clients further improvement on their DSG equipped vehicles. DSG tuning is the new wonder in the performance world, aside from complimenting your engine tune, it provides the following benefits:
- Faster Up-Shift times
- Increased launch control
- Increased torque
- Extended rpm change points
- Faster downshift times
- Improved acceleration
With all of the above we are able to programme different setting for your different driving modes, namely Drive, Sport and Tip-Tronic. In addition, even if you already have a Tune from another Tuning house, the DSG Tune will not affect this tune as the programming is done directly onto the actual gearbox.
The DSG Flash is completely safe and reliable. DSG Tuning is truly the next step in performance tuning.
What can you do when you want to feel a little more rumbling coming from that engine?
A list of Performance Modifications
Cold Air Intakes
This is more commonly known as and referred to as an induction. Its primary function is to draw in the cold air from the outside of the engine bay into the intake directing it into the combustion chamber. Cold Air is being more dense leads to greater power gains. However the location of the cold air intake is of greater importance as the angle and speed to flow allows for better tuning. In short more cold air equals greater power gains. This with a bit of ECU tuning leads to even better results as the air coming in can be measured and used in the most efficient manner.
Downpipe (turbo cars)
The function of the downpipe is simply to channel the exhaust from the turbocharger to the exhaust pipe. The exhaust in a turbocharged engine travels through the head, into the manifold, along the headers, into the turbo where it spins the turbine, down the downpipe and into the catalytic converter and then out through the exhaust pipe. Sometimes, the catalytic converter is built into the downpipe. Therefore an aftermarket larger diameter downpipe used in our applications excludes the catalytic convertor and leads to better flow of air to the exhaust to exit the car.The ultimate aim is to get the “bad air “out as fast as we can get the “good air” in.
Water /Meth Injection
In internal combustion engines, water injection, also known as anti-detonant injection, is spraying water into the cylinder or incoming fuel-air mixture to cool the combustion chambers of the engine, allowing for greater compression ratios and largely eliminating the problem of engine knocking (detonation/pinging). This effectively reduces the air intake temperature in the combustion chamber, meaning that performance gains can be obtained when used in conjunction with a supercharger, turbocharger, altered spark ignition timing, and other modifications. The reduction of the air intake temperature allows for a more aggressive ignition timing to be employed, which increases the power output of the engine.
Intercoolers increase the efficiency of the induction system by reducing induction air heat created by the turbocharger and promoting more thorough combustion. This removes the heat of compression (i.e., the temperature rise) that occurs in any gas when its pressure is raised or its unit mass per unit volume (density) is increased. A decrease in intake air charge temperature sustains use of a more dense intake charge into the engine, as a result of supercharging. The lowering of the intake charge air temperature also eliminates the danger of pre-detonation (knock) of the fuel/air charge prior to timed spark ignition. This preserves the benefits of more fuel/air burn per engine cycle, increasing the output of the engine. Intercoolers also eliminate the need for using the wasteful method of lowering intake charge temperature by the injection of excess fuel into the cylinders’ air induction chambers, to cool the intake air charge, prior to its flowing into the cylinders
A turbo charger is a device that uses the energy of exhaust gases coming out from an engine to compress the air going into the engine. It must have at least 4 openings: 1 for the engine exhaust gas to enter; a 2nd for the exhaust gas to exit; a 3rd opening for intake air to enter the turbocharger; and a 4th for the intake air to exit the turbo charger on its way to the engine intake. A turbo charger will also have 1 additional opening to vent excess air pressure. Increasing the intake air pressure going into an engine can increase the engine’s power, but too much air pressure can damage the engine. Increasing the pressure increases the power of the engine because of the increased density of the air. Increased air density means more oxygen molecules, which means the engine can respond by increasing the amount of fuel it mixes with that oxygen. When the fuel and oxygen are burned, the result is a more powerful explosion with each piston stroke, and thus more power coming out of the engine.
A supercharger is any device that pressurizes the air intake to above atmospheric pressure. Both superchargers and turbochargers do this. In fact, the term “turbocharger” is a shortened version of “turbo-supercharger,” its official name. The difference between the two devices is their source of energy. Turbochargers are powered by the mass-flow of exhaust gases driving a turbine. Superchargers are powered mechanically by belt- or chain-drive from the engine’s crankshaft.
In internal combustion engines, the timing of the opening and closing of the fuel injection and gas exhaust valves is extremely important, and must be synchronized with the corresponding motion of the piston to facilitate proper engine strokes. This is achieved by using the camshaft for opening and closing the valves at pre-set timings. The camshaft is connected to the crankshaft directly via gears or indirectly with a belt or chain and thus, rotates as the crankshaft rotates. The cams are positioned against the corresponding valves of each cylinder in a manner that enables the right valve to be open only during the right engine stroke, keeping it closed throughout the rest of the strokes. Slight discrepancies in this critical valve timing result in inefficient engine performance.
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K-Spec Performance Tuning® was officially launched in 2011 by owner Krean Nadar. It was a result of a passion for performance modified vehicles that sparked the interest in Engine Control Unit (ECU) programming. This was the natural evolution from previously owning carbureted vehicles.
We strive to provide the best usable power possible from all European model vehicles without sacrificing reliability thereof. Therefore, what once started off as a passion and hobby, remains a passion but evolves into a business which now sets the standard for performance tuning together with excellent customer service and satisfaction.