Frequently asked questions

The engine control unit runs the engine from a set of calibration maps. Remapping means rewriting parts of that calibration — fuelling, boost pressure, ignition timing, torque limits — to change how the engine behaves. Nothing is added to the engine itself; the existing hardware is asked to work to a different set of instructions.

We supply files to workshops and professional tuners. You need your own reading tool and the ability to write the file back to the vehicle. We do not fit files to vehicles ourselves.

It is about hardware, not simply about power. Stage 1 is software only on a standard vehicle. Stage 2 assumes supporting hardware is already fitted — a downpipe or an intake, for example. Stage 3 is for heavily modified engines, usually with a larger turbocharger. Asking for a higher stage than the hardware supports does not produce more power; it produces a file the engine cannot use safely.

Calibrations are developed and checked before they are released. If you have measured results from your own dyno, send them together with a datalog — real measurements from the vehicle are the most useful feedback we can get.

The original read from the vehicle, the ECU type, the tool and reading method you used, the vehicle details (make, model, year, engine, gearbox) and the stage and options you want. Also tell us about anything already modified on the vehicle.

Yes. Send the complete original read produced by your tool, not a partial file and not one that has already been modified. A file that someone else has already changed hides what the engine management originally allowed, and it makes the result unpredictable. If the vehicle has been tuned before, say so.

A master tool can read and write any supported vehicle independently. A slave tool is linked to a supplier and can only write files that supplier has prepared. Both work with our service, but the pricing differs: a slave tool linked to us means the file can only be used through us.

Send one whenever the result does not match what you expected, or the vehicle behaves differently after the file is written. Record the log while driving under load, in a single gear, from low revs up to the limiter, and include the standard channels — boost pressure, requested and actual load, ignition correction, lambda and rail pressure. A log recorded at idle or in traffic tells us almost nothing.

Send a datalog and a description of what the vehicle is doing, using the same order in your account so that the history stays together. Support for a file we supplied is part of the service.

Credits are the currency of the file service. You buy them in advance and each file costs a number of credits, depending on the vehicle type, the stage and the options you select. Larger packs bring the price per credit down.

Prices are shown excluding VAT. Whether VAT is added depends on your country and, inside the EU, on whether you supply a valid VAT number. The amount is calculated before you confirm the payment.

Ethanol needs a greater fuel volume than petrol, so the fuel system has to have the capacity for it, and every component in contact with the fuel has to tolerate ethanol. Cold starting also behaves differently. Tell us which fuel system parts are fitted and whether the vehicle will run pure E85 or a varying mix.

Options that disable a particulate filter, EGR, SCR/AdBlue or diagnostic trouble codes are supplied for off-road, competition and export use only. They are not permitted on vehicles used on public roads in the EU or in many other countries, and they will normally invalidate type approval, roadworthiness certification and insurance. As a professional, you are responsible for how the file is used.

Transmission software can be adjusted where the platform allows it — shift points, shift speed and torque limiters. On an automatic or dual-clutch gearbox this matters: an engine calibration that exceeds the transmission's torque limit will either be cut back by the gearbox or shorten the life of the clutch pack.