We are dealer from TVS Engineering Netherlands and HPA Motorsports Canada.

Some of our proud product lines are below:

RACE CLUTCH PACK DSG

TVS DSG clutches are rated for high torque on DQ250 transmissions. They are guaranteed to be the best you can find on the market. The 6:7 disc stage 1 clutch supports up to 675 Nm of torque and the 7:7 disc stage 2 clutch supports up to 945 Nm of torque.

Over the years, TVS has tested many competing products but haven’t had good results (most of them will slip under load).

DSG Clutch Stages:

• DSG Stage 1 (6:7 Disk): Up to 675 Nm torque
• DSG Stage 2 (7:7 Disk): Up to 945 Nm torque

HIGH PERFORMANCE 6-PISTON ALUMINUM FRONT BRAKE KIT

A special heat expelling coating has been applied to the cast aluminum end tanks to optimize this package.

• Front 6 Piston radial mount Caliper
• Slotted Two Piece floating Rotor 355mm x 32mm thick
• Caliper Brackets
• Ceramic Pads
• Mounting Hardware
• DOT approved Direct Fit Stainless Steel Braided brake lines*
• Brake bleeding accessory
• Available in HPA Blue, Red, Silver, and Black

K04 Hybrid Turbo Upgrade

BENEFITS OF AN HPA K04 HYBRID TURBOCHARGER

• • Gain up to 385 BHP / 490 Nm Torque
  • Direct Replacement (in most cases)
  • Compact Design Allows for Faster Boost Response and Turbo Longevity
  • Turbo Muffler Delete for Smoother Exhaust Gas Flow
  • Simplified Design for Ease of Install
  • Diverter Valve in OEM Position
  • Block-off plate for PCV system (TSI)
  • Knife-edged, billet compressor wheel
  • Quicker Compressor Spool
  • Higher Output Across the Full RPM Range

1. Want to do test drive?

Yes, we also own the VAG Car. That is why, we understand VAG Tuning and problems. Because we drive it everyday!

Please book an appointment:

reza@utpmotorsport.com (WA: 08158959988)

henry@utpmotorsport.com (WA:  081279770070)

We also usually available at VW Dealer Pantai Indah Kapuk at Saturday from morning to noon.

Join us, and experience the re-birth of your car!

Models: Mainly VW Transporter from 2009- Today, Audi RS3 / TT-RS, Audi Q3 and VW Tiguan.

The DQ500 gearbox is the strongest  integrated DSG within the VAG group. This is why it is also used for heavier vehicles or models with high power.

With TVS / DSG software the DQ500 can be used up to 800hp / 1000 Nm

Mostly this gearbox also suffers same problem as DQ-250.

Please click here for further explanation.

Models: All VAG models built in 2007-present with 1.0-1.9L engines.

The DQ200 is the world’s first and only DSG (7) with ‘dry coupling’. These gearboxes have many problems, in contrast to the predecessor DQ250.

The main problem is the excessive wear of the coupling. To this end, TVS developed special software in 2011. Without the use of this software, the gearbox will be irrevocably defective, so it will need to programmed as soon as possible. This software is unique and is not supplied by any other company than TVS and TVS Dealers.

With TVS / DSG software the DQ200 can be used up to 350 hp / 400 Nm.

Common Problems

all explanations above are copyright from TVS Engineering

Models: All VAG Models built from 2003. 

Mainly 2.0 and 3.2 V6 Engines
The DQ250 gearbox, also called the 02E, is the first DSG gearbox from Volkswagen. This was started in 2003 and has hardly been modified to date. This gearbox is known as strong and reliable.

With TVS / DSG software the DQ250 can be used up to 600 BHp / 650 Nm!!

Here are explanation on each stage DQ-250. Please Feel free to contact us for more further discussions:

reza@utpmotorsport.com (WA: 08158959988)

henry@utpmotorsport.com (WA: 081279770070)

1. Drivability upgrade
   TVS-engineering started programming DSG’s in 2006 and now programs +/- 2.000 DSG’s in its main workshop in The Netherlands.
   It all started with modifying the D mode(drive) and the S mode (sports). This may look simple but it is way more complex as most people think. In 2006 we had our customers returning too often, because the gearbox always showed problems. Like delay between 2 gears, or unwanted downshifts. Nowadays we see more companies “trying” to alter the D and S mode, in a very simple and poor way. Please understand that the shifting maps that we sell, are based on 10 years of experience. Example 1: Golf6 R20/S3 These models suffer from poor shifting programs. In “D” drive mode the gearbox shifts up too early to 4-5-6th gear. As these cars are equipped with the larger K04 Turbo, which have more turbo lag, a not ideal driving situation is created. With our modified shift program, the turbo response is much better. Corner out-accelerating is further improved as the gearbox already downshifts before entering the corner, instead of when exiting the corner. The S mode is exactly the opposite, it is way too aggressive. Steady cruising in S mode is hardly possible, because the gearbox stays in low gears 3 and 4th. Example 2: 2009+ 2.0 TDI 140-190hp To meet the latest emission norms, car manufacturers are forced to program their gearboxes in a very poor way. It results in shortened lifetime, poor drivability, and irritating droning and noises. TVS tries to improve the settings, and keep fuel consumption at the same level. The result is: better drivability, less wear to the dual mass flywheel, less wear to the gearbox and no droning at all.
2. With most TDI engine’s power drops above 4000rpm. Therefore, we program upshift in D and S to 4000rpm.Example 3: 2003+ 3.2LV6 R32 etc
   About 50% of the Golf R32’s suffers from a problem when shifting from 5th to 6th gear in D mode, at about 40-60km/h. This is noticeable on a smooth road. Accelerate with very low throttle, listen carefully (radio off). It is important to upgrade the DSG software in an early stage, or prevent getting it to happen by re-programing the DSG before the symptoms are noticeable.
   These R32’s also suffer from “clunk” noises, mostly on downshifts. This is caused by poor synchronisation from synchromesh-rings. Modification of the DSG software is needed to avoid wear of the rings.
   In “D” drive mode the gearbox shifts up too early to 4-5-6th gear, all solved with our special DSG software.
3. Stage I tuning up to 410 Nm
   Stage I is for low-budget customers.
   Torque limiter is set to 410Nm. No more, no less.
   Factory DSG torque limiter is set to 350Nm at most DQ250 files.Be carefully not to be misled by common misunderstandings. Above 410Nm more modifications are needed to get sufficient oil pressure, although on the dyno it looks like 460Nm can be reached by just modifying the torque limiter. Please understand that a clutch is stressed most at peak torque, and in high gears. Example: Golf6 GTI 
   On the dyno, in 5thth gear, the power curve looks OK because run at unloaded dyno. When you drive it on the road, and do full throttle, the gearbox shifts at 6000-7000rpm. The clutch them seems to hold as well. But when you drive it on the highway, with high oil temperatures, AND you shift at +/- 4000-4500rpm (where maximum torque is) the shift takes 1 second instead of 0,2seconds. This causes severe temperature increase, and clutch wear.This will NOT happen at a full throttle shift at 7000rpm, because the torque-level of the engine already has dropped at that high rpm.
   Common Golf Mk6/7 GTI/R and A3/S3 8V problem:
   We see an overload of faulty tuned cars, which are reprogrammed by respectable companies. Results: The clutch slips. The slip is mostly noticeable at +/-3000rpm when the turbo “kicks in”.
   This is caused by a combination of wrong engine tuning and DSG tuning. Remove booth and contact us a.s.a.p. Because clutch will wear out in the end.
4. Stage II tuning up to 510 Nm
   Stage II is an affordable but full program, with all modifications included to get maximum acceleration and engine power.
   Our D/S Drivability upgrade is not included, if you want drivability upgrade please select our stage II+ package.
   Our unique Launch control mode is included, as well as the maximum rpm mod (for K04 upgrade’s etc).
   1. Unique Launch control
      When you drive in D/S/M TSI’s engines have the typical “prrr” noise on upshifts. Caused by fuel cut-offs. This is a so called “torque reduction”.
      When the DSG performs a Launch control. No torque reduction is performed mean while the upshifts. The main goal from VW-Audi was to achieve a better 0-100km/h time.
      This gives a lot of slip, stress and heat to the clutch. Which will result in clutch-wear and more problems.
      TVS offers a unique Launch control function with torque reduction (fuel cut-off) activated and Variable RPM Launch Control depending on throttle input.
      0-200 time may vary depends per model and hp/Nm.
   2. Clutch Pressure increase
      A DSG clutch is not ‘open’ or ‘closed’ pressure model.
      The higher the torque, the higher the oil pressure which closes the clutch.
      A common heard thing (on the forums) is : “my tuner increased the clutch pressure but it had no result, so they said my clutch was faulty”.Well that can never be correct, because you cannot “increase clutch pressure”. The mechatronic calculates the needed clutch pressure by (measuring) the actual engine torque AND clutch slip.
      This calculated oil pressure varies every tenth of a second. Very rough indication (can vary up to 2 bar):400 Nm = ca 10.5 bar
      460 Nm = ca 12.5 bar
      500 Nm = ca 14 bar(+other mods needed)
      600 Nm = ca 18.5 bar(+other mods needed)Listing of most altered functions:
      ● Torque limiter raised – Clutch Pressure +/- 14 bar
      ● Torque capacity increased
      ● Less unwanted downshift on light acceleration
      ● Shifting Speed D+S+M upshift – Shifting Speed D+S+M downshift
      ● Engine breaking reduced (optional)
      ● Torque reduction delay D+S+M – Flippers/paddles reduced downshift time.
      ● Overall reduced flipper time response.
      ● Faster take-off 0-5km/h in D/S/M/LC.
      ● Improved clutch cooling
      ● Clutch temp. warning
      ● Max RPM D+S+M 4000-8400RPM
      ● Full manual control
      ● No kickdown in M
      ● No auto upshifts in M (optional)
      ● Unique launch control modus w/ torque red.
      ● LC maximum rpm
      ● LC rpm fully variable by throttle position
      ● Launch control response time
      ● Optimal base file used
      ● MFA gear display indicator
      ● Etc. (customer specific options)
5. Stage II+ tuning up to 510 Nm included drivability upgrade
   Stage II+ is the most sold upgrade. Its combines all stage II tuning options and our drivability upgrade. It is tested on cars with 525Nm but we advise 500Nm max.
   Above 500Nm the Mechatronic outscales and cannot handle higher torque.
6. Stage III tuning up to 600 Nm
   Up to today, TVS is the only company ‘worldwide’, who managed to crack the 500Nm limit. It is very important to read the following information:Above 500Nm the Mechatronic ‘out of scales’ and cannot handle any higher torque. TVS had to design a new clutch-pressure calculation method in the software. Please understand this is NOT a standard remap procedure by raising some bits & map table.Because every clutch and gearbox is a little different, the maximum transferable torque may vary. That means in real life: Stage II(+) DSG software can handle 510-520 Nm. But with a worn out clutch it may start slipping at 480Nm.Do not compare our stage III software with other software suppliers who offer 500+ Nm files
   If another company offers a 500+ Nm file, you have a problem because it 99% proves their lack of knowledge.
   They do not perform full-throttle shifts at +/- 4000-4500rpm (where the maximum torque is), just doing some dyno runs do not prove anything at all. In the end your clutch will slip more and more and will rapidly wear out.These days TVS is not the only DSG software supplier anymore. Many companies step in to this lucrative market. The big downside is their lack of knowledge due to the ‘steal-copy-paste’ methods, which are ‘standard’ in the chiptuning sector. Each time we re-tune a DSG, we see the same wrong alterations in the mapping. These programming mistakes are copied over and over and over again by tuners all over the world, including respectable large tuning organizations.TVS repairs 2.000 DSG’s per year, and if all sub dealers are taken in to consideration, then we program many thousands DSG’s per year. We see the drama from other tuning companies every single day.

   Example of the complexness of DSG software
   We had a customer with a 620Nm strong mkV GTI with Turbo upgrade. It had DSG software + Raceclutch on it from another software supplier. On the dyno it had 620Nm in 5th gear. On the highway, in 6th gear, the rev-needle was fluctuating on full throttle, and shifts where very rough now and then.
   After a few weeks the clutch started slipping hard, from one day to another. The driver thought his clutch was worn, because the software was unchanged.
   The cause was a problem in the Software, not the clutch. It exceeded the 500 Nm range so all calculations got screwed up. With our software all problems were gone and, more important, it is stays good.

   The stage III software spares the costs of an expensive race clutch (+/- €2000,-) 

   We tested this software on Golf6/Golf7 with K04 hybrid / Garrett / IHI up to 620Nm on stock clutch, with up to 19 bars of oil clutch-pressure.
   Above 525Nm and a 4-wheel drive application we always recommend a race clutch, TVS and HGP supply the best clutches on the market (to our opinion).
   The stage III software includes drivability maps that match the large turbo. The characteristics of a Garrett turbo are completely different then an IHI turbo, so make sure to inform us about the turbo that is used.

   Listing of most altered functions:

   ● All stage II options
   ● Modified torque calculations, op to 650 Nm
   ● Altered input signals CAN-BUS
   ● Firm clutch engagement on up/downshift
   ● Smooth shifting on easy driving
   ● Modified clutch K1->K2 crossover
   ● Oil Pressure up to 19bar

7. Stage IV tuning up to 750 Nm
   Above 600Nm a race clutch is needed. Raising clutch-pressure is no more sufficient.
   Above 525Nm and a 4-wheel drive application we always recommend a race clutch, TVS and HGP supply the best clutches on the market (to our opinion). For race applications we always advice a race clutch. Even if the car has just 400Nm. Simply because a race-clutch produces less heat-peaks due the higher amount of friction plates. SSP/Dodson clutches use harder friction materials which can withstand higher heat peaks.
   The disadvantages of using these hard friction plates is that the DSG software cannot cooperate with them under normal driving situations. They cause heavy vibrations and clutch judder. After a very long drive-in period (1.000-3.000km) it should drive better, but this is not always the case. Many years ago TVS pioneered in developing special software versions for the SSP clutch plates, which were used in world’s fastest (street legal) GTI’s. They eliminate the long drive-in period as well. Same for the Dodson clutch.The factory friction and steel plates are extremely high-tec and durable. They can withstand extreme temperatures.
   Fact: We see burned SSP/Dodson clutches every week. We hardly see any burned OEM clutches, not even after lots of slipping.Listing of most altered functions:
   ● All stage III options
   ● Special mods for racing clutch
   ● Elimination of long drive-in / basic setting period. (reduced to 50km)
   ● LC drag racing mode (optional, may damage clutch)
   ● Altered input signals CAN-BUS

all explanations above are copyright from TVS Engineering

Jerky, Sluggish, Juddering, Noise, Under powered, S Mode too extreme, and many more..

These are problem car with DSG gearbox. Several of our customers also said DSG = Dumb Stupid Gearbox.

Mechatronic / Clutch / Flywheel replacement would not solve the problem, due DSG software from factory is made for ECO Driving only and mostly without traffic jam during factory development.

We already tried several famous brand to suit our engine tuning, but none of them satisfied to us.

That’s why UTP Motorsport approached TVS Engineering from Netherlands.

With a stock of 1,000 DSG gearboxes and around 2,000 DSG repairs per year, TVS is only real DSG specialist in the world. 

BIG QUESTION:  “Is reprogramming of the DSG really needed?” 
Lots of tuners still claim that modifying the DSG software is not needed, causing confusion to everyone. The tuning scene suffers from a total lack of DSG knowledge. Even 20+ years of experience in engine tuning, says nothing about someone’s knowledge of DSG.

It is (or was) a trend to overcome DSG-limiting issues by using some ‘tricks’, when modifying the engine software. The tricks cause the engine-ECU to ignore the CAN-BUS commands from the DSG-ECU. An example of such an ignored DSG command is: “lower engine-torque to 100Nm, because of overheating problems”. Ignoring this command will result in damaging the gearbox…

DQ250 is used on engines with maximal torque 350-380Nm. The DSG software has built-in torque limiters. Exceeding 400Nm, DSG will do an engine cut to prevent clutch slippage.

DQ200 is used on engines with maximal torque 260-300Nm. Exceeding that, DSG will do an engine cut to prevent clutch slippage.

Please read carefully:
When the engine and DSG software are not perfectly in harmony, clutch slip and rough up-shifts may occur. And last but not least, the clutch will wear out in say 6-24months. Again: This has nothing to do with the quality and experience of the engine calibrator. To let the DSG function properly, the engine software needs pretty complex modifications, especially when exceeding the 450Nm limit.

What will happen if I do not re-program my DSG? 

● Clutch wear
Clutch slip will occur, even though not always clearly noticeable. After roughly 6-24 months the clutch-slip tends to get more and more. The slip is mostly noticeable at +/-3000rpm when the turbo “kicks in”.

● Power loss
Torque is limited to 350-380 Nm on DQ250 and 300Nm on DQ200.
The DSG gearbox has a build-in feature to measure the actual engine torque, if it exceeds specification, then the gearbox will send command to ECU to doing power reduction/engine cut.

Many high-grade tuners deactivate, or better words: ‘try’, to deactivate this function in the engine ECU. In other words: The safety functions are deactivated, so no power reducing when overstressing the gearbox. Result: The gearbox or clutch will break down. Therefore we strongly advice to keep these functions intact to avoid clutch slip&wear. And use our DSG software instead of disabling the safety functions through modifications in the Engine software.

● Shifting problems
Rough incorrect shifting may occur. Mostly at Full Throttle. Launch controls are slower and more symptoms. Simply because the parameters in DSG are set for low torque values only.

Software ‘modification’ or ‘full re-programming’
UTP Motorsport offers a full TVS file solution.
The original software ID and Full Read File will be stored on our database, but the original software itself will not be re-used for our calibration. (what 99% of tuners normally do).
This avoids the common bugs & problems with the numerous factory update’s. TVS-engineering’s workshop encounters these update problems every day. 2000 DSG repairs per year help us learning what files to use, or not to use.

Please click link below for further explanation:

DQ250 (Wet Clutch 6 Speed)

DQ200 (Dry Clutch 7 Speed)

DQ500 (Wet Clutch 7 Speed)

and yes, we can tune DSG DQ380. The 1st in Indonesia!

all explanations above are copyright from TVS Engineering

Rather than creating a tune with fixed variables that overwrites the built in factory safety nets as most tuners do, each UTP tune is custom calibrated per customer car.

This approach will allow us to give our customer the best possible engine tune without sacrificing reliability and perfomance.

With competitive price between stages, you can choose stage depending on your hardware and upgrade it with very small cost. Yes, you just pay the difference between stage to upgrade.

Please note, the car performance will depends on engine health, fuel quality, maintenance, aftermarket parts, etc.

Contact us directly at :

reza@utpmotorsport.com (WA: 08158959988)

henry@utpmotorsport.com (WA: 081279770070 )

Coming soon: ECU Tune for 1.4 TSI and 1.2 TSI