ETK Performance

Mercedes-Benz W207 with the M276 twin-turbo engine came to us after receiving an ECU tune elsewhere.

The additional engine power exposed several gearbox issues: gear changes felt slow, delayed and noticeably less smooth than they should.

We developed and installed our custom VGS4NAG2 TCU tune, improving:

✅ Faster and smoother gear changes
✅ Sharper gearbox response
✅ Reduced shift delay
✅ Better torque management
✅ Improved coordination between the engine and transmission

The result? All of the client’s complaints were resolved, and the car now drives exactly as a tuned M276 should.

ECU power is only half of the package—a properly calibrated transmission makes the complete setup work together.

📩 Worldwide ECU and TCU tuning available
🌐 ecutuningkaunas.com or etkperformance.com
📱 WhatsApp: +370 600 89338

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☀️ SUMMER SALE IS HERE! – 10% OFF TURBOCHARGERS & INJECTORS 🔥

Summer is all about road trips, family time, and well-deserved vacations. We know many enthusiasts are also saving up for their next adventure, so we'd like to help a little.

For a limited time, enjoy 10% OFF on our performance turbochargers and injectors!

🎟 Use coupon code: summersale2026

🛒 Shop now:
https://ecutuningkaunas.com/shop/

Whether you're planning your next performance build or finally upgrading your Mercedes, this is the perfect time to save.

✅ Hybrid Turbochargers
✅ High Performance CDI Injectors
✅ Worldwide Shipping
✅ Mercedes-Benz Performance Specialists

⏳ Limited-time offer – don't miss it!

📲 WhatsApp: +370 600 89338

VGS4-NAG2 TCU Tune – Mercedes-Benz 7G-Tronic Plus (722.9) FBS4

Upgrade your Mercedes-Benz 7G-Tronic Plus transmission with our professionally developed VGS4-NAG2 TCU calibration.

Designed for improved driving dynamics, faster gear changes, and optimized transmission behavior while maintaining OEM-level safety and reliability.

Features

✔ Faster gear shifts
✔ Improved shift response
✔ Optimized torque management
✔ Reduced shift delays
✔ Improved driving comfort
✔ Enhanced sport mode performance
✔ Compatible with tuned and stock vehicles
✔ OEM diagnostics retained

Compatible Vehicles
Mercedes-Benz C-Class W205
Mercedes-Benz E-Class W212 Facelift
Mercedes-Benz E-Class W213 (7G-Tronic versions)
Mercedes-Benz CLS C218 Facelift
Mercedes-Benz ML W166
Mercedes-Benz GLE W166
Mercedes-Benz GL X166
Mercedes-Benz GLS X166
Mercedes-Benz S-Class W222
Mercedes-Benz GLK X204
Mercedes-Benz GLC X253
Supported Transmission
VGS4-NAG2
7G-Tronic Plus (722.9)
FBS4 equipped vehicles
Benefits
Smoother daily driving
Faster paddle and manual shifts
Better power delivery
Improved transmission behavior under load
Optimized launch characteristics
Suitable for Stage 1, Stage 2 and hybrid turbo setups
Delivery

Digital file service via e-mail.

After purchase, send your original VGS4-NAG2 read file and vehicle details. Your custom-tuned file will be prepared and returned ready for flashing.

Developed by ETK Performance
Professional Mercedes-Benz ECU & TCU Calibration Specialists.

🔥 BACK IN STOCK – V8 OM628 400 CDI High-Pressure Fuel Pump 🔥

⚡ Limited availability – these usually sell out quickly.

Looking to push your Mercedes CDI build further? The OM628 V8 high-pressure pump is now back in stock.

✔️ Perfect upgrade for OM646 / OM647 / OM648 / OM611 / OM612 / OM613 engines
✔️ Designed to deliver much higher fuel flow for performance builds
✔️ Ideal for bigger injectors, hybrid turbos, and high-power setups
✔️ Proven solution when aiming for 400+ HP capable fuel systems

👉 Get yours here:
https://ecutuningkaunas.com/product/v8-high-pressure-om628-400-cdi-pump-for-mercedes/

We are announcing that EGS53 gearbox tunes are here!

Support List:
MERCEDES-BENZ:

Mercedes-Benz Sprinter W906 (2006–2013)

• 2.1 CDI (OM646 / OM651 early)
• 3.0 V6 CDI (OM642)

E-Class
• W211 E280 / E320 / E350 / E500 (2006-2009)

C-Class
• W203 C230 / C280 / C320 / C350 (late models)
• Early W204 C300 / C350 with 5-speed auto

CLS
• C219 CLS350 / CLS500 / CLS55

S-Class
• W220 S320 / S430 / S500
• Early W221 models with 5G-Tronic

CL
• C215 / C216 early versions

CLK
• W209 CLK350 / CLK500

SL
• R230 SL350 / SL500 / SL55

SLK
• R171 SLK280 / SLK350 / SL55

SUV
• ML W163 / W164
• GL X164
• G-Class W463

Vans
• Sprinter W906 (some variants)

JEEP

Grand Cherokee
• WK / WK2 3.0 CRD
• Some 3.7 / 4.7 / 5.7 NAG1 models

Wrangler
• JK 2.8 CRD automatic

Cherokee / Liberty
• KK 2.8 CRD automatic

CHRYSLER / DODGE

Chrysler
• 300 / 300C

Dodge
• Charger
• Challenger
• Magnum

Contact us: [email protected]
WhatsApp: +37060089338
or fill the form @ www.ecutuningkaunas.com
www.etkperformance.com

🔥 Injector News at ETK Performance! 🔥

We’re expanding our injector lineup!
From now on, we are selling stock CDI injectors with guarantee.

🛠️ Available in our shop:
✔️ Stock CDI Injectors (new)
✔️ Pro-Line Injectors (new, not refurbished) – for maximum performance
✔️ Street Injectors (new, not refurbished) – perfect for daily driving and reliability

All injectors are tested on a bench and assembled in our HQ by our engineers.

Whether you’re building a performance setup or replacing OEM parts, we’ve got the right solution for you.

Big quantities in stock right now!

👉 Shop now:
🌐 https://ecutuningkaunas.com/product-category/injectors/mercedes-benz-injectors/

📩 Message us here if you need help choosing the right injectors for your setup
📧 [email protected]

📱 WhatsApp: +370 600 89338

🚗💨

-7% with coupon code "2026" till december 31!!!

Many clients asks why we stopped using bullet bolts in our hybrid turbochargers?

We conducted many tests, and that’s why we stopped using them a long time ago. We’ve received many questions asking why we no longer use them - so here’s a post explaining our decision.

What does the compressor actually want?
At the inducer (compressor inlet), the goals are:
Uniform axial velocity
Minimal pre-swirl
Maximum static pressure recovery
Stable, attached flow into the blade leading edges

Anything that disrupts this hurts:
Compressor efficiency
Surge margin
Why is the bullet-shaped nut worse?
It creates a stronger stagnation region.
A pointed nose forces the flow to decelerate earlier and more abruptly.
This creates a larger stagnation pressure zone upstream.
The flow then accelerates rapidly around the nut.
Rapid acceleration plus curvature increases boundary-layer separation risk.

A flat or short nut:
Creates a smaller, more compact stagnation zone that reattaches faster.
The bullet nut also:
Increases wake length and turbulence
Produces a long, low-pressure wake
Sends this wake directly into the inducer eye
Causes velocity non-uniformity entering the blades

The bullet shape:
Acts like a flow director
Converts axial flow into unwanted radial and tangential components
Increases pre-whirl, which compressors do not want at the inducer
A blunt nut disturbs flow less directionally.
Reduced effective flow area
Even if the bullet has a lower drag coefficient:
Local acceleration around it increases Mach number
Higher local Mach → higher losses (especially near choke)
The inducer “sees” a smaller effective inlet

This results in:
Slightly worse choke flow
Earlier efficiency drop at high mass flow
Why OEMs use the “ugly” nut

OEM turbo designers optimize for:
Total pressure loss
Stability across the entire compressor map
Manufacturing repeatability
CFD and test data consistently show:
Short, blunt, axisymmetric hub features perform better
Especially in high-Reynolds-number, low-Mach internal flows

If the bullet nut were better:
OEMs would already be using it everywhere
They don’t—because it doesn’t help.

Final thoughts

At our ETK headquarters, we have balanced many turbochargers, and bullet-shaped bolts are significantly harder to manufacture compared to stock bolts. They are also much heavier.

Internal flow is not governed by drag coefficient alone. In a turbocharger inlet, pressure recovery, wake behavior, and flow uniformity dominate. A bullet-shaped nut increases wake length, induces swirl, and worsens inlet flow quality—reducing compressor efficiency instead of improving it.

Basically: it looks fast, but performs worse.

We apologize for the grammar, as it is not our native language.