Yes of course this can be done whenever you want it and this for a very low price (60 EUR) to cover the labor costs.

On the engine dyno, the power and torque gains are very difficult to measure and are therefore very small or neutral. Nevertheless, it is proven that they do reduce some constraints vs. OEM filtration process, so they can only be positive without being a must have thing. One other thing is that they will never have to be replaced anymore (only cleaned). In certain cases though, it is highly advised or even critical to change the OEM filter by sports version due to high negative OEM constraints encountered on engines such as on RS5, S6 V10, RS6 V10, RS4 V8 2013, S8 V10. On these engines, the OEM filters are either badly designed or get clogged too quickly. For example on a RS5 or RS4 2013, changing the filters even 100% new provides a power increase or min 6 to 8 HP(its big for such a little change).

Typically a remap will not require any other mods, but it will highlight pretty quickly if certain OEM parts where ready to be out of order. An example of this is for the TTS engines, where the valve springs have been known to be on the weak side on certain engines. As soon as you do a remap, it will highlight this weakness much quicker and AUDI will have to change the springs to correct the OEM error.

The performance gains will obviously be more limited but we will still achieve increases anywhere from 5 to 10%. This can be done by mainly adapting engine timing parameters. We can also remove/optimize some other parameters or OEM limitations that do not make much sense (like for the 2006 RS4 V8 on first three gears by changing torque limitations), or remove speed limitations or gas pedal sensibility which will even have more impact on automatic gear boxes (sportier driving). In some cases you could also observe increased mileage figures.

There is a lifetime warranty on the remap (electronic parts).There is also a 7 day payback warranty if you would not want to keep the engine mapping for any reasons (60 EUR fee will be deducted to cover some fixed costs).

Yes in that case it will most likely erase it. During warranty phase, you cannot refuse this update without losing the warranty, but after that just stipulate not to update the engine software when you give the car to the dealer for maintenance. The good news is that it does not happen that often. We will remap the car again if you need it anyway, and this for a very low price (60 EUR) to cover the labor costs.

Yes, when you compare same driving conditions from a same point A to a same point B at same driving speed. Since the torque is increased, the engine has to use less of its reserves hence less of gas to maintain a certain speed. On certain cars, the fuel savings can go down by up to 1 to 1.5L/100 Km, but on average this value is in the 0.5 to 0.8L/100Km range.

For petrol engines, always drive with min 98 octane gas. For turbocharged engines, always heat up engines for at least 10Km to allow it to reach its operating conditions before driving hard with them (when the water temperature is Ok, that does not mean the oil temperature is there yet !!!!), and before shutting down the engine, make sure you keep the engine idling for at least 30 seconds to make sure the turbo is not spinning any longer. A turbo can spin at speeds of up to 200.000 RPMs. Once you stop asking for high boost, the turbo does not stop spinning right away as there is certain inertia. You want to make sure the turbo still receives proper lubrication in that phase (when you shut down the engine lubrication stops) to avoid turbo failure.

There is no need technically speaking to wait for the braking in phase of the engine to perform an engine remap, but we still prefer to wait that the engine has been driven for 5 to 6000 Km (3-4000 miles). This allows you to measure real power/torque figures of the engine to start with. It also allows making sure that if an engine defect was present during engine build, there is strong likelihood that it would appear in that phase. For the engines that have a lot of mileage (above 200000 Km), we typically think that an engine remap is not justified as you could start seeing engine failures in some cases already.

When you change only the CAT-BACK parts, this has too little influence, hence no importance when you change it. On the other hand if you change with sports cats, it is belter to change it before the mapping so we can take this into consideration to better optimize the results.

Yes and no. The automatic gear boxes are actually handled by a separate ECU different from the engine ECU. But the modification of certain engine ECU parameters do affect the way the gearbox will behave and will actually be a much sportier and appealing ride. If you do want to go much further, it is possible to change the specific gearbox ECU software, but with additional costs. It is an operation that is rarely justified.

The remaps are done taking into account their limitations and are actually smaller than their manual gearboxes versions. This is precisely done to keep long term reliability.

Ideally and specifically on turbo engines, check the N75 valve. Else it is also good to perform some checking on the mass airflow meters, the coils, the spark plugs, and all the elements that could be already sensitive OEM.

First of all avoid using the cheap gas available typically with no brand names. Even if this does not imply you would get bad quality gas systematically, it does happen more often to get quality issue. For the petrol engines, IT IS ABSOLUTELY REQUIRED TO USE MIN 98 octane quality. Our engine mappings are optimized for high quality gas to be able to provide the right power enhancements and give the engine reliability you are expecting. If you do drive with lower octane quality, the engine will generate some “knocking” and eventually damage the engine.

No actually it is very confusing. It should read that 95 octane gas is the min quality needed, but 98 will always be better for the engine.

This can vary between 1 and 3 hours depending on the cars and the ECU technology used. On average, we typically estimate the job done in 2 hours.

We will first measure the engine output (with original software) by placing the car on a 4 wheel drive dyno. We then have to read the original software to be able to modify it later. To enable this there are several options available. On the vast majority of car ECUs, we can extract the program directly through OBD (so without removing the ECU from the car). If that is not possible, we then have to remove the ECU from the car and make direct connections to it. For much older ECUs where the chips do not have flash memory (information is in that case fixed and cannot be updated), we are then obliged to remove the OEM chips and use flash memory versions. With the original program extracted, we then optimize it (remap) and transfer the updated software in the ECU. It is then time to measure the engine output on the dyno again to validate the performance gains. It is sometimes required to make several modifications to the software and dyno validations to get to a perfect end result.

Since we modify parameters so the engine operates within OEM tolerances, it is statistically proven (with collaboration with official AUDI dealers) that there is no increase in mechanical failures or transmissions on an engine remapped versus one not modified.

Due to advanced technology used by car makers, it becomes impossible to publish an exhaustive list of the modified parameters. Some of these include: Fuel quantity, ignition timing (petrol engines), Injector timing (diesel engines), phase shifting of the turbo vanes (for engines with variable geometry turbos), turbo pressure regulation using wastegates for more classical turbocharged engines), torques and rpm limitations , max speed limitations, parameters dealing with the regeneration of the diesel particulate filters, management of the exhaust valves (if applicable),RPM limitation when cold engine (if applicable),regulation of the EGR, gas pedal sensibility …

A standard remap means that the same modified program will be loaded for a given hardware and software version. That does not mean it is always a bad way to proceed, but it can’t guarantee fully optimized results. This explains why using a car dyno is necessary to validate the results. On the dyno, the torque is measured against RPMs and the power is then calculated mathematically at the same RPMS. If the results are not providing full satisfaction (which happens more often than one thinks), the program is modified until it provides the expected results. That corresponds to real optimized engine ECU remapping, which is the only way that RS QUATTRO does ECU remaps!

If your engine is pretty new, you will need to be patient, else you should contact an exhaust manufacturer that focuses on tailor made applications.

For a CAT-BACK, it has little influence so no real importance. However, for DOWNPIPES/Sport Cats, it is preferable to have them changed before the remapping so this can be taken into account for an improved engine mapping optimization.

This only concerns countries where these technical inspections exist of course. Generally, SUPERSPRINT supplies homologation certificates that are accepted at the technical inspection centers providing that cats are not changed and that central mufflers are used (so use of resonated versions). If we really want to improve sound and performance, this is not enough (as you should use a non resonated version and downpipes + sport cats). Unfortunately, no supplier will supply homologation certificates for these mods and therefore it will not pass technical inspections. In France, the inspections are not as strict as in Belgium and they will be accepted providing cats (even sport cats) are used.

Both influence the sound as well as the performance but not in the same proportion. In general, the DOWNPIPES/Sport Cats will generate 80% of the performance improvement and only 20% of the sound increase while the CAT-BACK will generate 20% of the performance improvement but as much as 80% of the sound increase.

These correspond to the connections starting right after the exhaust headers or if the engine has a turbo right after the turbo and will very often include the Cats.

A CAT-BACK system is the exhaust part that starts right after the Cats up to the end tips. It is called RESONATED if it has center mufflers and NON-RESONATED if these are replaced by tubes.

A Catalytic Converter (CAT) is made of many little cells where are deposited high value metals which will take care of oxidizing the gazes that were not fully oxidized in the engine. A 400 CELL Cat means there are 400 of these cells per square inch. As this number goes down, the amount of physical cells decreases therefore generating fewer constraints for the exhaust flows. The good compromise is often to use 200 CELL cats (typically 400cell is what is used by car manufacturers). If we go too low in CELL value, the oxidation process is not well performed. An engine check light will pop up and it is likely that if there is not enough back pressure you will have the same issues described in answer No2.

For many engines, It is highly discouraged to replace the cats by tubes. Engines require a certain amount of back pressure to operate smoothly. Without this, we can actually see the opposite results and have a loss of power and torque .It is far more interesting to replace them by high flow cats like 200 CELL versions.

Yes. The original parts are not only replaced by improved quality stainless steel tubes, but create less constraints to the exhaust flow which translates to power and torque improvements.

We only do the first option. The strong advantages of a remap vs. an additional box are that a remapping is invisible, it does not generate optimistic mileage figures on the On- board computer (an additional box fools the original system) , plays will all the engine parameters available (where an additional box will typically only focus on quantity of fuel, allows to remove speed limiters and will systematically provide better results(the best additional boxes only bring up to 50% of what can be achieve with a good remapping). Nevertheless, in some rare cases, we do use PROGRAMABLE (hence very advanced technology) additional boxes. In this case, this technology is as effective as remapping and allows us to perform power enhancements on engines ECUs that are not yet « cracked ».

There is already quite some performance variability from an original engine to another. Moreover, there are lots of different versions of these ECUs (hardware and software) that generate additional variability.

The original shock absorbers are not designed to work well at lowered heights. The shock absorbers will actually wear very quickly and provide a very bad comfort level.

No, the comfort is only slightly affected negatively. In fact, if your car is equipped with an original sport suspension, then your KW suspension will actually be more comfortable (at least for the majority of the applications).

Yes they are. You simply need to set the height within the recommended KW settings. For Belgium, you will need to show your installation document as well as the GOCA validation doc specific to your kit.

We recommend the fully damping adjustable V3 version .If budget does not allow it, we recommend the V1. It does not have any adjustable damping possibilities but is set from factory with a very good handling/comfort compromise.