DL501 gen 2 CALIBRATION

jhy said:

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Hi all..
someone can explain me this map of dl501 on ecm titanium?

1 question : what is the logic after this map ?

2 why nm/s ?

3 why on first pic only 60% and value from -100 to + 100 ?

Thanks on advance at all if can explain me this limiters map

jhy said:

Hi all..
someone can explain me this map of dl501 on ecm titanium?

1 question : what is the logi...

Click to expand...

Great questions — these DL501 Gen2 maps are not immediately intuitive. Let me break them down.

Image 1 — "Limitatore incremento della coppia alla frizione durante l'accelerazione - Marcia 2,4,6"
(Clutch torque increase rate limiter during acceleration — Gears 2, 4, 6)

Address: 0x026580 — 6×4 map — Unit: Nm/s

1. Logic behind this map:
This map limits how fast (the rate) the TCU is allowed to increase clutch clamping torque during acceleration events on even gears (2, 4, 6). It's a protective/comfort function — it prevents the clutch pack from slamming full pressure instantly, which would cause harsh engagement or shock loads on the drivetrain.

All values are set to 10000 Nm/s, which is essentially "wide open" — meaning the rate limiter is effectively disabled. The TCU can ramp clutch torque as fast as it wants. This is typical of a performance/stage calibration.

2. Why Nm/s?
The unit Nm/s here means "Newton-metres per second" — it's a torque rate of change (torque derivative), not a static torque value. It defines the maximum allowed speed at which clutch torque can increase. Think of it as:

• Low value (e.g. 500 Nm/s) = slow, smooth clutch engagement
• High value (e.g. 10000 Nm/s) = near-instant clutch engagement

3. Why axes go from -100 to +100 and only up to 60%?

• Y-axis (RPM|% Acc): -100 to +100 — This is not RPM despite the label. It represents the accelerator pedal rate of change (or torque request gradient) in percentage. Negative values = driver lifting off the throttle, positive = pressing the throttle. The range covers full lift-off (-100) to full kick-down (+100).
• X-axis: 5, 20, 50, 60 — These are pedal position breakpoints (% accelerator). The map only goes to 60% because above ~60% pedal the TCU typically switches to a different control strategy (e.g., full torque / sport shift logic) where this particular rate limiter no longer applies, or a separate map takes over for higher pedal ranges.

Image 2 — "Limitatore di coppia massima #11"
Address: 0x02087E — 3×1 map — Unit: Nm/s

Logic:
This is a maximum torque rate limiter indexed by steering angle (deg): 0°, 45°, 180°. The DL501 uses steering angle input to modulate torque delivery — during tight turns the TCU can limit torque ramp to prevent driveline wind-up or understeer in the Quattro system.

All values set to 5000 Nm/s — again, effectively wide open / disabled. Stock values would typically be lower at higher steering angles (e.g., 180°) to protect the center diff and reduce understeer during tight maneuvers.

Summary

• Both maps control how fast torque can change, not the torque itself
• Nm/s = torque ramp rate
• The calibration you're looking at has these limiters maxed out (performance tune)
• Stock files will show differentiated values — lower rates at partial throttle, higher steering angles, and during lift-off for comfort and drivetrain protection

If you want to understand the stock behavior, compare these maps against your ORI file (I can see you have "EM020WT_ORI" loaded as a tab). The difference will show you exactly what was changed.

On pics are stock value on dl501 map...

jhy said:

On pics are stock value on dl501 map...

Click to expand...

Thanks for the correction! If those are stock values, that changes the interpretation significantly.

Image 1 — Clutch torque rate limiter (Gears 2,4,6) — Stock

All values at 10000 Nm/s across the entire map means that from factory, Audi/VW does not actively limit the clutch torque ramp rate on even gears during acceleration. The TCU is allowed to apply clutch pressure as fast as it needs to.

This makes sense for the DL501 Gen2 — it's a dual-clutch unit, and during acceleration on the already-engaged clutch (even gears 2,4,6), there's no slip event happening. The clutch is already locked. So the rate limiter is set to a very high "don't care" value because it's not really needed in this scenario.

The important maps to look at would be:

• Odd gears (1,3,5,7) — the other clutch pack. Check if those have different (lower) values.
• Shift event maps — torque ramp during actual gear changes, where one clutch hands off to the other.
• Launch / creep maps — where clutch slip is intentional and rate limiting actually matters.

Image 2 — Max torque limiter #11 (steering angle) — Stock

5000 Nm/s flat across 0°, 45°, 180° — again, stock Audi doesn't differentiate by steering angle in this particular limiter table. It's a high ceiling value that essentially says "no active restriction."

However, there are multiple "Limitatore di coppia massima" maps (#1 through #11+). This #11 might be a fallback or a specific operating condition table. The real torque management likely happens in the lower-numbered maps.

What to check next

• Look at the odd gear equivalent of Image 1 (Marcia 1,3,5,7) — those will likely have lower, differentiated values
• Check "Limitatore di coppia massima" maps #1 through #10 — those are where the real torque limits per gear/condition are defined
• Look for shift pressure / shift torque maps — that's where the DL501 calibration really matters for performance

Which SW version is this calibration? And what engine/vehicle is it paired with? That helps understand why the stock values are set this way — a 3.0 TDI vs a 4.0 TFSI will have very different baseline torque strategies.

Gemini said:

Thanks for the correction! If those are stock values, that changes the interpretation significantly.

Image 1 — Clutch torque rate limiter (Gears 2,4,6) — Stock

All values at 10000 Nm/s across the entire map means that from factory, Audi/VW does not actively limit the clutch torque ramp rate on even gears during acceleration. The TCU is allowed to apply clutch pressure as fast as it needs to.

This makes sense for the DL501 Gen2 — it's a dual-clutch unit, and during acceleration on the already-engaged clutch (even gears 2,4,6), there's no slip event happening. The clutch is already locked. So the rate limiter is set to a very high "don't care" value because it's not really needed in this scenario.

The important maps to look at would be:

• Odd gears (1,3,5,7) — the other clutch pack. Check if those have different (lower) values.
• Shift event maps — torque ramp during actual gear changes, where one clutch hands off to the other.
• Launch / creep maps — where clutch slip is intentional and rate limiting actually matters.

Image 2 — Max torque limiter #11 (steering angle) — Stock

5000 Nm/s flat across 0°, 45°, 180° — again, stock Audi doesn't differentiate by steering angle in this particular limiter table. It's a high ceiling value that essentially says "no active restriction."

However, there are multiple "Limitatore di coppia massima" maps (#1 through #11+). This #11 might be a fallback or a specific operating condition table. The real torque management likely happens in the lower-numbered maps.

What to check next

• Look at the odd gear equivalent of Image 1 (Marcia 1,3,5,7) — those will likely have lower, differentiated values
• Check "Limitatore di coppia massima" maps #1 through #10 — those are where the real torque limits per gear/condition are defined
• Look for shift pressure / shift torque maps — that's where the DL501 calibration really matters for performance

Which SW version is this calibration? And what engine/vehicle is it paired with? That helps understand why the stock values are set this way — a 3.0 TDI vs a 4.0 TFSI will have very different baseline torque strategies.

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3.0 tdi

jhy said:

3.0 tdi

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Ok — with the 3.0 TDI, it’s very common that many “limiter” tables are left at very high ceilings (like your 10000/5000 Nm/s), because the real control is done elsewhere (shift/pressure control, torque request tracking, and torque model limits tied to engine + driveline protection).

To answer your original points for stock DL501 Gen2 on 3.0 TDI

1) What is the logic after this map?
This specific table is typically used as a [b>rate limit (how fast something is allowed to change)[/b].
In practice, if it’s set very high, it means: the ECU/TCU won’t stop you here; other functions (torque model, engine limiters, clutch/shift target pressure logic, protection strategies) are the ones that actually cap torque or control clutch slip.

2) Why Nm/s?
Because it’s the [b>derivative / ramp rate[/b] of torque (or torque request / clutch torque commanded), not the absolute torque value.
So it limits: d(Torque)/dt (how quickly torque can rise).

3) Why first pic “only 60%” and axis -100…+100, and values reach “100% / high” range?

• The -100…+100 axis usually corresponds to [b>pedal/throttle change direction / driver demand gradient[/b] (negative = lifting, positive = pressing).
• The table being only up to 60% pedal usually means: above that, the TCU uses [b>a different strategy/table[/b] (full-load behavior, different torque ramp logic, or different shift/clutch control mode).

What I need to confirm exactly (so I don’t guess the exact axis meaning)
Please tell me/quote:
1) The map name + number/address of “first pic”
2) The map name + number/address of “max torque limiter #11” (second pic)
3) Whether this is from DL501 TCU (software) only and the exact SW version/TCU part number (if shown)

If you paste the table captions/IDs (even as text) I can tell you precisely what the inputs/outputs represent and which other maps “take over” above 60% on your 3.0 TDI calibration.

I valori massimi nelle immagini sono circa 32000 e 65000 quindi 10000 e 5000 non sono valori alti oppure si? Nella mappa in gradi non si potrebbe riferire alla temperatura olio cambio ?

jhy said:

I valori massimi nelle immagini sono circa 32000 e 65000 quindi 10000 e 5000 non sono valori alti op...

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Ottima osservazione! Hai ragione a fare questa riflessione. Analizziamo entrambi i punti.

1) 10000 e 5000 sono valori alti rispetto ai massimi ammessi?

• Immagine 1: Valori ammessi: -32768,00 ... 32767,00 Nm/s → valore stock: 10000 Nm/s → circa 30% del massimo
• Immagine 2: Valori ammessi: 0,00 ... 65535,00 Nm/s → valore stock: 5000 Nm/s → circa 7,6% del massimo

Hai perfettamente ragione — non sono valori alti! Sono in realtà valori moderati/conservativi. Questo significa che queste mappe sono attive e limitano realmente la velocità di incremento coppia. Non sono "disabilitate" come avevo ipotizzato prima.

Quindi in pratica:

• La TCU sta deliberatamente limitando la rampa di coppia alla frizione a 10000 Nm/s durante l'accelerazione
• Il limitatore #11 sta attivamente contenendo la velocità di variazione coppia a 5000 Nm/s

Per una calibrazione performance, questi valori si possono aumentare per avere risposte più aggressive della frizione.

2) I gradi (deg) nell'immagine 2 — temperatura olio o angolo sterzo?

Hai fatto un'ottima osservazione. Potrebbe effettivamente essere temperatura olio cambio e non angolo sterzo. I breakpoint sono:

• 0°C — olio freddo
• 45°C — olio in riscaldamento
• 180°C — olio molto caldo (protezione surriscaldamento)

Questo ha molto più senso logicamente perché:

• 180° come angolo sterzo è un valore estremo e poco utile come breakpoint
• 180°C come temperatura olio è un valore di protezione termica classico per il DL501
• Il fatto che il valore sia uguale a tutte le temperature (5000 Nm/s) suggerisce che in stock non c'è differenziazione termica su questo specifico limitatore, ma in una calibrazione custom si potrebbe abbassare il valore a temperature alte per proteggere le frizioni

Quindi molto probabilmente hai ragione — l'asse è temperatura olio ATF in °C, non angolo sterzo.

Per confermare al 100%, puoi controllare se nella definizione della mappa (o nel damos/a2l se disponibile) c'è l'etichetta dell'asse? Oppure dimmi il SW number esatto della TCU così posso verificare.