Recent Posts

Anyone have stock file?

First C6 does not have immo, look at atachment. You need to find gearbox with that mehatronic without immo, you will reconize it by postion of valves

The easiest way will be to change the box to 4.2 now only the question about immo, I guess the a6c6 have immo A4 not yet. Will it work if I throw in crates with a6c6 from immo? Canvers etc I will have to change it again I know

Oh realy good info thank you

I have not random write SGO via ODIS, but one memeber on this forum has.
When TCU got bricked over ODIS, he yust write again file that work and that it is TCU work again. He write 2.0 TFSi 4.2 MPI and 3.0 mpi on 3.2 FSI gearbox. Some files work others not

According to SSP there only two layouts of solenoids on 6HP19 geaebox
One is with immo and other is without immo.  (Details post in attachment)



I also want to put TDI gearbox but I am so glad I didn't


PRJ can you make something for beter start on 6hp19, when I press brake not to lock TC and less pressure on TC if that is possible
Also to put shift points in tiptronic higer than engine rpm  limiter

And one last thing the HP I'm going to try and achieve is a mere 300 to 350hp.

The only reasons to use air to water are:
1. Drag racing - pack the reservoir full with ice cold water or a coolant, do a pass. Drain, repeat.
2. When due to the engine design there is physically no way to fit an air-air intercooler. For example roots blowers that sit right on top of the manifold, and stupid stuff Audi did with the 4.0TT.

That's it.

An air-air intercooler is at least twice as efficient.
First reason is, going air-water-air is always going to be much less efficient than air-air because you need to do heat transfer twice! Hence why for drag racing you pack it full with chilled coolant, then you only have to go air-water and it's below ambient (but obviously once it warms up it's useless).
Second reason - keeping the coolant actually cool is much, much harder. Because the engine bay is constantly heating it up. So usually the coolant is way above ambient all the time. Further more to prevent the intercooler pump from wearing out very aggressive hysteresis is used to turn the pump on and off, so if you don't floor it for a while, usually your core is always going to be at least 20C above ambient. Compare that to an FMIC that gets cooled way down the moment you start moving and does not have the massive inertia of the water.
This is the case on all OEM systems. Audi 3.0 supercharged, VAG 4.0TT, BMW N63/S63 and MB. Although MB runs cooler than VAG and BMW solutions, they managed to have better separation.

On a 1.8T Audi TT you can fit a huge FMIC. It's going to be better than any air-water solution. Even for drag racing, it's enough to just CO2 blast the FMIC and it's almost as good IAT wise as the air-water.

Thank you very much for the information.  As you are likely aware the FMIC is far away from the turbo in the TT, so thinking the air to water was a good idea to remove any lag.  I do have a lot of space above the trans, because I moved the wire condiut under the fender.  The battery will sit (intended) beside the wheel/wheel well at the rear.  And I'm hoping to put the airfilter under the fender too down where the second intercooler on a quattro would normally sit. (US Driver side)  If FMIC is better option would there be much benefit in installing it similar idea to the Subaru and maybe put airflow through the bonnet/hood?  I guess now you're introducing heat from the engine/trans to it.   Also I live in Houston TX so the heat here every day is around 36 to 40 degrees centigrade.  We are at sea level though.    Hmmm. 

There's no EGT in those logs. Only theoretical BS.
If you want to see real EGT, fit a real sensor.

The only reasons to use air to water are:
1. Drag racing - pack the reservoir full with ice cold water or a coolant, do a pass. Drain, repeat.
2. When due to the engine design there is physically no way to fit an air-air intercooler. For example roots blowers that sit right on top of the manifold, and stupid stuff Audi did with the 4.0TT.

That's it.

An air-air intercooler is at least twice as efficient.
First reason is, going air-water-air is always going to be much less efficient than air-air because you need to do heat transfer twice! Hence why for drag racing you pack it full with chilled coolant, then you only have to go air-water and it's below ambient (but obviously once it warms up it's useless).
Second reason - keeping the coolant actually cool is much, much harder. Because the engine bay is constantly heating it up. So usually the coolant is way above ambient all the time. Further more to prevent the intercooler pump from wearing out very aggressive hysteresis is used to turn the pump on and off, so if you don't floor it for a while, usually your core is always going to be at least 20C above ambient. Compare that to an FMIC that gets cooled way down the moment you start moving and does not have the massive inertia of the water.
This is the case on all OEM systems. Audi 3.0 supercharged, VAG 4.0TT, BMW N63/S63 and MB. Although MB runs cooler than VAG and BMW solutions, they managed to have better separation.

On a 1.8T Audi TT you can fit a huge FMIC. It's going to be better than any air-water solution. Even for drag racing, it's enough to just CO2 blast the FMIC and it's almost as good IAT wise as the air-water.

Flex reads and writes the calibration only over OBD.
In boot it can dump the entire thing.

If you write in a different calibration file that does not match the ASW, you'll hard brick the box, only boot recovery is possible, and for that you need to physically access the mechatronic unit, to get to the boot pin.
Not a fun job.

Randomly writing a SGO - if you manage to write the wrong SGO or an SGO that has immo, you're gonna have a brick or an unwritable TCU over OBD.
This is a super stupid idea, not to mention the gear ratios are going to be most likely different on the 4.2, not to mention that all transmissions are not built the same and there can be very different pressures required.
Some 6HP transmissions even have completely different solenoid layout between transmission codes of the same model year, so it does not shift at all with the wrong software.

You can modify the file to have correct shift points, but it's a pretty big job. The diesel gearbox also usually has all the pressure maps end at 5500-5600 rpm, so all the pressure data is missing as well for the higher rpm's.
Everything needs to be rescaled... All the pressures, the torque intervention targets etc.

Realistically using a diesel box is a really stupid decision.
Getting someone to get it to work right is probably more expensive than selling it and buying the correct box...
It would take me a day probably to get it to work right (250+ maps to modify) and I know this thing inside and out, good luck if you don't have ten years of experience.

DSG which is so much easier already takes many hours of tweaking to get all the shiftpoints, shifting and gear ratios right, even when flashing a gasoline file on a diesel trans, which you probably can't do here.

hello,i just bought form a tuner a file for my audi tt 2002 1.8 180hp
ecu is closing the throttle and preasure isnt steady
the tuner i bought the file from says that its a mechanical issue but i swap most of the sensors on the car but still the same..
can someone check the file to see if everything is fine software wise so i can be sure that it is a mechanical problem?
thanks anyway!