GIAC ECU & S-Tronic Performance Software for 2013-2014 Audi S6/S7 are Now Available!

[Austin@GIAC]

GIAC Software is now available for all 2013+ MY Audi S6/S7 4.0T models!

GIAC software calibrations for the 2013+ Audi S6 equipped with a 4.0L biturbo V8 are now available! Our 4.0T ECU software is calibrated to offer dramatic improvements over the factory tune, with a complete ECU recalibration created to work in conjunction with our optional S-Tronic performance software. GIAC is proud to be the first software calibrator with a complete ECU & transmission performance recalibration.

Improvements to the ECU include:

Click on plots for full resolution images:

• Dramatic power gain, adding 77 horsepower and 123 ft. /lbs. of torque at the wheels over the OEM software calibration on 91 octane fuel. Using 100 octane fuel and GIAC’s Race mode adds a peak to peak net gain of 103 horsepower and 141 ft. /lbs. of torque at the wheels over OEM.

• Entire powerband improvement with gains as high as 106 horsepower and 141 ft. /lbs. at the wheels on 91 octane fuel. For 100 octane, power gains reach as high as 140 horsepower and 149 ft. /lbs. at the wheels

• Complete recalibration of power requests, air/fuel ratio, timing and boost for maximum power gain at wide open throttle.

• Throttle response improvement for a drive-by-cable like feel, instant feedback

• Improved throttle response for a drive-by-cable like, instant feedback

• Speed limiter increase to redline in final drive gear

• Proper torque request recalibration to work in conjunction with GIAC S-Tronic performance transmission software

• Included options: Pump Performance, Stock, Race and Valet modes, as well as a GIAC Flashloader Handheld Switcher Device.

• Pump fuel performance mode calibration for region-specific octane rating.

MSRP for this engine calibration, switching options and handheld switcher is $1500.00.



GIAC is also proud to announce the release of performance DSG transmission software for the 2013+ C7 S6/S7 models. This GIAC exclusive software includes both U.S. and international models. This software complements GIAC performance engine software and is installed in minutes using regular GIAC flashing tools through the OBDII port. Installation of the GIAC product does not require removal of the DSG computer from the car. This quick upgrade supports higher torque levels, faster shift speeds and higher limiters in your DSGs mechatronic to ensure you get the most from your S6 or S7.


GIAC S-Tronic software features:

• Shift points raised +200 RPM in drive, sport and manual modes

• Torque control optimization for faster, smoother shifting

• Clutch pack clamping pressure increase to support higher torque levels

• Launch control raised +200 RPM, with full torque on launch

• Torque requests and limits raised

• Part throttle torque control recalibrated for a more responsive feel

Like our other DSG software, GIAC S-Tronic performance DSG software for 2013+ S6/S7 models is currently available for customers who have the corresponding GIAC engine calibration. GIAC engine software is updated with the proper modifications for use with GIAC’s DSG performance software. The GIAC engine and transmission calibrations for the C7 have been designed to work in concert to provide the ideal 4.0T driving experience. GIAC is proud to offer the most complete and potent performance option for the C7 S6/S7. MSRP for S-Tronic performance software is $700.00 and is available at all GIAC dealers. The software is flashed in minutes through the OBD2 port.


Until February 14th, 2014, customers who purchase the GIAC Performance Engine and S-Tronic software as a combo will receive a $200.00 discount.


Current part numbers available:

2013:
ECU: 4G0906014B (Versions 0002, 0004, 0006)
TCU: 4G1927156S (Versions 0007, 0009)

2014:
ECU: 4G0906014E (Version 0002)
TCU: 4G9927156C (Version 0002)

[S6Jouster]

YAS Please.... i think im ready, anything against tuning when under 5,000 on the odo?

[ecpChris]

Are there any issues with running the DSG software with another ecu reflash such as Unitronic or APR? I know the DSG software is likely recommended for use with GIAC software but unfortunately when I was looking for a tune 6 months ago you guys didn't have anything available.

[ecpChris]

Also, any 1/4 mile and 60-130 info you guys could share?

[VeryBadman]

I would be lying if I say I'm not interested.

[Austin@GIAC]

Are there any issues with running the DSG software with another ecu reflash such as Unitronic or APR? I know the DSG software is likely recommended for use with GIAC software but unfortunately when I was looking for a tune 6 months ago you guys didn't have anything available.

Due to the changes we have to make in the ECU calibration, it's not an option.

[Austin@GIAC]

Also, any 1/4 mile and 60-130 info you guys could share?

1/4 mile data coming up shortly. In terms of top end power, it had no problems pulling on an M6 at the airstrip which traps significantly higher than a stock S6. I should be getting some 60-130 data in decent DAs shortly. At the airstrip, our vboxes were in the the Porsches that we brought.

[Austin@GIAC]

YAS Please.... i think im ready, anything against tuning when under 5,000 on the odo?

The engine/clutchpacks are well broken in at that mileage.

[ecpChris]

Due to the changes we have to make in the ECU calibration, it's not an option.

Damn, that's a shame. Tough pill to swallow to go full tilt after getting a competitor's software already. Thank you for the prompt response

[TheChef]

A few questions.

1) 93oct numbers?

2) All numbers show look to be tune + exhaust. Do you have tune only numbers?

3) What was the thought process behind enabling full torque when launching? Any issues with equipment reliability? I know APR chose to limit initial torque for the first few feet based on there research and findings.


Just some thoughts. I am sure many will cross shop this with APR. As it stands the 91 and 100 octane wheel numbers are well short of APR, but I know you cannot compare two cars on two different dynos exactly, hence the request for the performance times.

[Austin@GIAC]

A few questions.

1) 93oct numbers?

3) What was the thought process behind enabling full torque when launching? Any issues with equipment reliability? I know APR chose to limit initial torque for the first few feet based on there research and findings.

Torque control on launches is something controlled by the TCU (properly, at least). It is possible that because they were trying to control it through the engine, that was their a bit of a battle between the ECU & TCU happening. Though the launches are quite a bit more violent, the launch itself is very smooth in terms of power transition. Further, the tires can now break loose a bit (which they don't really with the stock launch comparatively) which is better for the drive train than a shock launch with no wheel spin (unless you're on some sort of semi-slick). Zero issues thus far with this type of launch.

93 octane numbers will be posted by one of our east coast dealers shortly.

Also, you forgot #2

[Austin@GIAC]

A few questions.

1) 93oct numbers?

2) All numbers show look to be tune + exhaust. Do you have tune only numbers?

3) What was the thought process behind enabling full torque when launching? Any issues with equipment reliability? I know APR chose to limit initial torque for the first few feet based on there research and findings.


Just some thoughts. I am sure many will cross shop this with APR. As it stands the 91 and 100 octane wheel numbers are well short of APR, but I know you cannot compare two cars on two different dynos exactly, hence the request for the performance times.

Milltek themselves claim that their exhaust makes ZERO power gains and is simply for sound. Our baselines were performed with the system in place, so any gains that might've been there would've been present in the baseline numbers as well.

Are we looking at the same data? In terms of software power gains, I'm not sure how 77 whp is less than 62, or 103 whp than 87. You need to make sure that you're comparing peak gains to peak gains, and not "most power gains throughout the powerband" to our peak gains. Some number presentation can be very misleading.

[TheChef]

A few things off the top of my head....several exhaust companies have shown gains of 20-30 both HP and TQ. So that is really odd for Milltek to state that there system makes "no power" and its for sound only - and if accurate, pretty poor. My guess is it has to contribute to the gains a BIT no? As a neutral reference point that is tied to no one in particular, AWE's system shows on there website: Peak gains of 18hp and 6 ft-lb tq and Max gains of 27hp and 31 ft-lb tq.

Regarding performance: I was looking at APR's peak power vs the GIAC graphs above.

91 octane at the wheels.
APR Stage 1: 465/524.
GIAC Stage 1 plus Miltek Exhaust: 458/485

100 octane at the wheels.
APR Stage 1: 490/565
GIAC Stage 1 plus Miltek Exhaust: 484/503.


...again, I know you cannot compare HP/TQ of two different cars on two different dynos, that I agree with. At the same time, I don't for a second believe an exhaust adds nothing on this car. I ripped out the whole stock system and the restriction in the factory system is insane - and one of the reasons that people are getting big gains from just exhaust....

Im interested to see the performance numbers and 93 numbers from your east coast shop. Hopefully sans exhaust.

[kiku]

[Alex@GIAC]

nA few things off the top of my head....several exhaust companies have shown gains of 20-30 both HP and TQ. So that is really odd for Milltek to state that - and if accurate, pretty poor. My guess is it has to contribute to the gains a BIT no? As a reference point, AWE's system shows on there website: Peak gains of 18hp and 6 ft-lb tq and Max gains of 27hp and 31 ft-lb tq.

I was looking at APR's peak power vs the GIAC graphs above.

91 octane at the wheels.
APR Stage 1: 465/524.
GIAC Stage 1 plus Miltek Exhaust: 458/485

100 octane at the wheels.
APR Stage 1: 490/565
GIAC Stage 1 plus Miltek Exhaust: 484/503.


...again, I know you cannot compare HP/TQ of two different cars on two different dynos, that I agree with. At the same time, I don't for a second believe an exhaust adds nothing on this car. I ripped out the whole stock system and the restriction in the factory system is insane - and one of the reasons that people are getting big gains from just exhaust....

Im interested to see the performance numbers and 93 numbers from your east coast shop. Hopefully sans exhaust.

The most accurate way of comparing two cars on different dynos is to look at the power delta. Our baseline numbers are of the car with an exhaust and stock software. In that regard, the exhaust is factored into our power claims. Even with the upgraded exhaust, our stock measured numbers are lower than APR. If you look at the delta, we are claiming higher power gains. You must factor in the baseline number to compare.

[Arin@APR]

Torque control on launches is something controlled by the TCU (properly, at least). It is possible that because they were trying to control it through the engine, that was their a bit of a battle between the ECU & TCU happening.

Let's not confuse what I wrote on the website.

We're adding over 150 ft-lbs of torque over the stock calibration and have headroom to add even more should we choose do to so. For safety, our calibration simply ensures the clutches are fully engaged before delivering all of the torque. It has nothing to do with controlling torque properly, which this final step actually takes place in the ECU, not the TCU. We tested these changes and found no measurable difference in acceleration - just increased safety for the clutches. Furthermore, being as we were first to market on a very new engine and vehicle platform, we chose the safest route we could. We're now coming up on a full year of ownership on our S7 with many miles on the clock at higher output levels than what we currently advertise. : )

[Austin@GIAC]

Let's not confuse what I wrote on the website.

We're adding over 150 ft-lbs of torque over the stock calibration and have headroom to add even more should we choose do to so. For safety, our calibration simply ensures the clutches are fully engaged before delivering all of the torque. It has nothing to do with controlling torque properly, which this final step actually takes place in the ECU, not the TCU. We tested these changes and found no measurable difference in acceleration - just increased safety for the clutches. Furthermore, being as we were first to market on a very new engine and vehicle platform, we chose the safest route we could. We're now coming up on a full year of ownership on our S7 with many miles on the clock at higher output levels than what we currently advertise. : )

I was directly referring to what The Chef had stated, nothing to do with your verbiage on the website. I don't know the background of your testing, only what worked well for us. It definitely wasn't meant to be a shot at you nor would it have been brought up had he not mentioned it.

[gatorguy]

I assume like the other tunes, it can't be done by direct port programming?

[Arin@APR]

I was directly referring to what The Chef had stated, nothing to do with your verbiage on the website. I don't know the background of your testing, only what worked well for us. It definitely wasn't meant to be a shot at you nor would it have been brought up had he not mentioned it.

Thank you for clearing that up Austin. :)

[Austin@GIAC]

I assume like the other tunes, it can't be done by direct port programming?

Correct. The initial ECU bench flash will unlock the ECU for OBD2 port programming, after which the ECU can be updated through the port. That is, assuming that the dealer doesn't update the software, which wipes out the unlock.

For S-Tronic upgrades, it is an OBD2 port flash.

[sciblades]

Correct. The initial ECU bench flash will unlock the ECU for OBD2 port programming, after which the ECU can be updated through the port. That is, assuming that the dealer doesn't update the software, which wipes out the unlock.

For S-Tronic upgrades, it is an OBD2 port flash.

Glad to see more competition, looking forward to track timed

Sent from my Z10 using Tapatalk 2

[gatorguy]

Correct. The initial ECU bench flash will unlock the ECU for OBD2 port programming, after which the ECU can be updated through the port. That is, assuming that the dealer doesn't update the software, which wipes out the unlock.

For S-Tronic upgrades, it is an OBD2 port flash.

Ok, good to know.

[Ara]

Can the car be flashed back to stock using the OBD port after the initial unlock? Where can i get it in SoCal (LA area)?

[Austin@GIAC]

Can the car be flashed back to stock using the OBD port after the initial unlock? Where can i get it in SoCal (LA area)?

Yes, it can. I will PM you with a few dealers and for some more information.

[Alex@TAG]

Can the car be flashed back to stock using the OBD port after the initial unlock? Where can i get it in SoCal (LA area)?

We can certainly help you out! We are in North County San Diego.

[fastmd]

Do you have dealers/installers in NJ? If you can flash back to stock via obd2 port, would it still be flagged at the dealer?

[Alex@TAG]

Regarding the tune itself - i have logged about 5000 miles on this so far and i haveto say, its been incredible. We were part of this file from the start and the car feels extremely strong and pulls like a freight train from the time the turbos spool and kick in, to until just before redline. One of the big key differences for me (since i really am not one to drive the car too hard all the time) is the drivability at the Lower RPM's. The abundance of torque that the car has now is just astonishing.

I drove the car initially WITHOUT the DSG file and the vehicle reacted OK to the tune. It seemed as if the lagged a bit, and the car understood what was going on however once the car would shift, it would take a second for the power to come back on fully. Once the DSG file was installed, the car really felt more comfortable with the new updated ECU tune. The Shift times greatly improved, and it seems like even in normal "D" mode and in "S - Sport" the shift points optimized the car to be in the proper torque and power range to ensure a much smoother power delivery. I HIGHLY recommend doing both at the same time.

As im sure you have seen - the matte blue S6 is a good customer of ours - and he has put about the same amount of miles on his car as we have, however he drives it MUCH harder than we do on a daily basis. He has yet to have any CEL issues, or any heating/oil temp issues at all which is great! We have put the car repeatedly through its paces at a recent airstrip event where we were doing top speed run after run, and the car held up very well, and pulled strong pass after pass.

We are very excited to get more real world examples and review for you guys. We are flashing a few customers this week and i will make sure i get them to chime in on the boards.

[JoeGie]

awesome, can't wait to see a video comparison of giac vs apr

[vic55]

any RS7 tunes in the works???

[Austin@GIAC]

any RS7 tunes in the works???

Absolutely. In the works now.

[///M Traitor]

Austin, are you able to remove the 200 Launch Maximum that is coded into the TCU?

[S7_UAE]

my car needs just 1000 miles for the 30k service.. bad news is that my appointment is on 26th of this month and I really can't wait just to get it out and drive it for a tune and a DSG tune.

will try to get a before and after vids of the car and the speedo.

[sciblades]

Austin, are you able to remove the 200 Launch Maximum that is coded into the TCU?

Great question, if so this dsg software pays for its self.

Sent from my Z10 using Tapatalk 2

[gatorguy]

Great question, if so this dsg software pays for its self.

Sent from my Z10 using Tapatalk 2

I thought you looked into this when you hit the limit and said the unit itself had to be replaced?

[Ara]

Yes, it can. I will PM you with a few dealers and for some more information.

Still waiting for that pm.

[Austin@GIAC]

Still waiting for that pm.

Sent.

[Austin@GIAC]

Austin, are you able to remove the 200 Launch Maximum that is coded into the TCU?

Yes, we are able to remove it.

[fastmd]

Sent you a PM about your tune.

[mik34]

Yes, we are able to remove it.

This could be the deciding factor for GIAC over APR. I'm nowhere near the 200 limit, but after a tune I'm sure I'll use it even more.

[Josh/AWE]

Do you have dealers/installers in NJ?

We are located just outside of Philadelphia and can help you out with that!