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Posted On: October 5th 2026, 01:51 pm
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KTM X-Bow GT | Stage 4 Track Development 🏁
475–550 BHP. 7,500 RPM. Bespoke ECU & DSG development.
This KTM X-Bow GT has been developed for one purpose: sustained circuit performance.
Powered by a fully built EA113 2.0 TFSI with a factory-installed DQ250 DSG conversion, the car regularly completes 20–30 minute track sessions, creating very different demands to a typical road or drag application.
The Stage 4 engine package includes forged internals, upgraded valvetrain, PERON race cams and a Nortech turbo kit with Precision 5558 turbocharger, all controlled through the factory Bosch MED9 ECU.
Four boost-controller settings currently give the driver approximately:
• 475 BHP – wastegate pressure
• 500 BHP
• 525 BHP
• 550 BHP
Despite the engine being capable of 8,000 RPM, we’ve deliberately limited it to 7,500 RPM for sustained track reliability.
But one of the most interesting parts of this project wasn’t making the power—it was getting the gearbox to work correctly under heavy braking.
The X-Bow’s braking capability exposed a hard-coded restriction within the ECU’s rev-match strategy at approximately 6,300 RPM, preventing the DQ250 from carrying out the high-RPM downshifts the driver was requesting.
After extensive high-speed RAM logging, Nicholas at PERON and Dirk at TVS Engineering worked together to develop matched ECU and TCU changes, including bespoke modifications to the DSG software.
The result?
The car can now execute requested downshifts at up to 7,250 RPM, completely changing its behaviour under heavy braking.
Testing at Donington then highlighted another challenge. Sustained 500+ BHP running, high gearbox temperatures and repeated high-RPM downshifts required substantially more breathing capacity than we’d normally expect from a DQ250 application.
Back at PERON, we fabricated a bespoke twin-chamber engine and gearbox catch-can/breather system, with each side independently draining back into its respective system.
This is what proper track development looks like: build, calibrate, test, identify the limitation and engineer the solution.
More chassis development and lap-time testing to come.
#KTMXBow #XBowGT #TVSEn
475–550 BHP. 7,500 RPM. Bespoke ECU & DSG development.
This KTM X-Bow GT has been developed for one purpose: sustained circuit performance.
Powered by a fully built EA113 2.0 TFSI with a factory-installed DQ250 DSG conversion, the car regularly completes 20–30 minute track sessions, creating very different demands to a typical road or drag application.
The Stage 4 engine package includes forged internals, upgraded valvetrain, PERON race cams and a Nortech turbo kit with Precision 5558 turbocharger, all controlled through the factory Bosch MED9 ECU.
Four boost-controller settings currently give the driver approximately:
• 475 BHP – wastegate pressure
• 500 BHP
• 525 BHP
• 550 BHP
Despite the engine being capable of 8,000 RPM, we’ve deliberately limited it to 7,500 RPM for sustained track reliability.
But one of the most interesting parts of this project wasn’t making the power—it was getting the gearbox to work correctly under heavy braking.
The X-Bow’s braking capability exposed a hard-coded restriction within the ECU’s rev-match strategy at approximately 6,300 RPM, preventing the DQ250 from carrying out the high-RPM downshifts the driver was requesting.
After extensive high-speed RAM logging, Nicholas at PERON and Dirk at TVS Engineering worked together to develop matched ECU and TCU changes, including bespoke modifications to the DSG software.
The result?
The car can now execute requested downshifts at up to 7,250 RPM, completely changing its behaviour under heavy braking.
Testing at Donington then highlighted another challenge. Sustained 500+ BHP running, high gearbox temperatures and repeated high-RPM downshifts required substantially more breathing capacity than we’d normally expect from a DQ250 application.
Back at PERON, we fabricated a bespoke twin-chamber engine and gearbox catch-can/breather system, with each side independently draining back into its respective system.
This is what proper track development looks like: build, calibrate, test, identify the limitation and engineer the solution.
More chassis development and lap-time testing to come.
#KTMXBow #XBowGT #TVSEn
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