This will be a relatively short review and comparison between stock, Chipwerke piggy, and APR v3.1 stage 2 with tcu tune. Let me start by saying I have no affiliation with any company, I am a private consumer who likes to go fast. *Insert Ricky Bobby quote*
My car before my 2013 S4 was a 2010 Lancer Evolution X MR. The MR was a fun car that became too “boy racer” for me…it grew tiring having every Honda civic-like car trying to race me…The EVO’s dual clutch transmission supplied rapid shifts yet was clunky at low speeds/while in traffic. Switching to the S4 was an immediately different driving style.
The Evo’s 4 banger needed to be revved out for any kind of power or fun, where the S4 was strong from low RPM to midrange, sadly the S4 falls on its face anywhere past midrange. I first started experimenting with the Chipwerke after @bhvrdr started his detailed thread, rich with data and first hand experiences (since then the thread has been locked). I began conservatively, having only 92 octane available to me. I started my Chipwerke pro on 3-1. The power bump was noticeable, mainly from higher RPM’s. However, there was a noticeable power bump even at lower RPM’s when the Chipwerke was set to 4-1 and 5-1….I assume this has to deal with throttle sensitivity manipulation (purely speculation). When on the higher Chipwerke settings (4-1, 5-1) a delay in power after shifts became a constant battle. It was as if after a shift the stock boost level would come in then the Chipwerke would change the signals and then the upper level of boost would kick in. It made for a building effect rather than flat power curve. The delay seemed to be weather/elevation dependent, sometimes the delay would be unnoticeable and sometimes the delay would be painfully long. Ultimately the Chipwerke supplied a cheap alternative to a full tune, offering a bump in power with only a few drawbacks.
I took advantage of the APR Oktoberfest sale jumping to stage 2. Comparing initial drivability between stock and the Chipwerke, APR’s stage 2 with tcu tune is refined with stock drivability. In fact, at light/partial throttle you can’t really tell there is any aftermarket tuning done. I assume this is what APR wanted, to retain stock drivability during daily driving while adding fun factor at more aggressive throttle inputs. Midrange is strong with stage 2. Coming from a large turbo setup where power grows slowly initially then rapidly until redline, having the supercharger powerband is interesting. There is constant acceleration from low to midrange making it hard to perceive power building/exactly how quickly you are accelerating, those who have transitioned from turbo to supercharger know what I mean. I was expecting more UMPH at higher RPM’s/from a roll, again I think this may relate to the feeling of the supercharger powerband and how it feels vs a turbo. Power from a dig is violent. This things really launches now. I assume the tcu tune is a large piece of this brutal launch. However, the tcu tune has flaws.
One major flaw from factory I was looking to resolve was the time between shift input vs response time. No doubt this transmission shifts quickly, however the time between toggling for the next gear and the actual shift is appallingly slow. The tcu tune did not resolve this annoyance for me. Shifts happen quicker (actual mechanism of shifting), but the time between toggling for a new gear and actually shifting into the new gear is still annoyingly slow. This is experienced most during partial/light/medium throttle. Selecting the next gear isn’t the fluid and rapid transition that I hoped it would be. While accelerating at partial throttle shifting into a higher gear often comes several hundred RPM past initial shift input. I understand this transmission is more polished for daily driving situations than the Evo’s SST, but I expected quicker shifts from a relatively expensive tcu tune. Maybe there is a way to increase shift sensitivity that I’m not aware of, however I drive solely in Dynamic or with my individual settings shifted toward dynamic so it is hard to tell. The APR tcu tune has a “user adjustable” launch control. The stock launch control has a predetermined launch RPM. Basically once launch control is activated, you put your foot on the brake and other foot on the accelerator (completely depressed) and the RPM’s jump to the specified level (3k RPM for stock software). With initial trials stock launching is easier and more consistent. APR’s initial setup for launch control is the same as stock’s; however, the amount of pressure applied to the accelerator correlates with the launch RPM. Light throttle input initiates a 3k RPM launch, and heavy throttle input (completely depressed) initiates a 5k RPM launch. I want a 4k RPM launch, and I have had troubles with applying the right pressure to initially activate 4k RPM launch sequence, maybe this is user error and will be corrected in time, maybe it is a funky system. I would rather have the ability to set the launch limit parameters and be able to fully depress the pedal to achieve the desired launch RPM every time with ease.
Another anomaly that I have experienced has to do with the transmission shifting at WOT in auto or sport mode. After each shift the transmission stutters, causing a momentary loss of forward acceleration. I know this topic has be covered in other forums posts and APR is working on solving this problem, but it actively still persists. I hoped the problem would be fixed before a major sale. Using manual mode vs auto/sport helps with the shifting stutter/power delay slightly. It is still persistent and not as buttery smooth as daily driving has been with the stage 2 tune.
Ultimately I am happy with the product. When I first thought about getting stage 2 with the tcu tune I thought I would be launching all the time, but honestly it is a brutal launch that I will reserve for special occasions. The added power during daily driving is fun, while retaining stock-like drivability. I appreciate the added redline of the tcu tune, but think it misses the mark in overall shift quality and shift input speed. It is hard to judge by other people’s videos if their DSG only shifts rapidly during the actual mechanism of shifting or if it also shifts rapidly from user input. Obviously it is subjective, but I feel my shift input still lags from what would be acceptable from a sports sedan (I know this is God’s chariot not a vicious sport machine). I look forward to APR’s revision of the tcu tune, to smooth out the DSG WOT shifts. Any and all input on quickening shift after user input would be greatly appreciated. This is my take on the APR stage 2 with tcu tune in relation to other power modifications I have tried. I have only logged a couple hundred miles with the tune so I’m sure my evaluation of this upgrade will change overtime.
J
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Ibis P+ / DSG / Silk Napa / B&O / Sport Diff. / ADS lite / MMI & Nav / APR Stage 2+ & TCU Tuned / Ultra Charger / 184mm KI LIL BITCH / ECS Kohlefaser Luft-Technik Intake / AMS Alpha Cooler / ECS 2-Piece Rotors / Akebono Pads / VMR 803 19x9.5 ET45 265-35-19 PSS / ECS Drivetrain Bushing Inserts / CR-15
THEN 
THEN 
THEN Rinse & Repeat!
Originally Posted by cspcrx
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