17 Girlington Road, Bradford BD8 9NL
Performance
Anyone can flash a file downloaded against your registration. We read your original ECU, log the engine under load, write the calibration around what your specific vehicle actually does, then prove it on the road before you get the keys back.
Choose a route
The right one depends on what hardware is fitted and what you actually want from the car. We will tell you which applies to your vehicle before you book, not after you arrive.
The full potential of the factory hardware, unlocked without a single mechanical change. Fuelling, boost, torque limiters and timing rewritten inside the safe limits of the standard turbo, injectors and clutch. This is the right choice for the large majority of road cars.
Written around supporting modifications already fitted. A less restrictive downpipe, a larger intercooler or an upgraded intake changes what the engine can safely flow, and the calibration is rewritten to take advantage rather than assumed.
A bespoke calibration for a substantially modified engine. Every Stage 3 is priced and scheduled individually, because the work depends entirely on the hardware you are running and what the build is intended to do.
A calibration written for consumption rather than peak output. Low-load fuelling and torque delivery are optimised so the vehicle needs less throttle for the same progress, which is where real-world diesel economy is won.
Gains quoted are typical for a healthy turbocharged engine and vary by platform, fuel grade and condition. Naturally aspirated engines respond far less to calibration alone, and we will say so rather than take the booking.
Our method
Full module scan, plus a look at oil condition, plugs, filters and boost pipework. If the engine is not healthy we stop here and tell you what needs doing. Tuning a neglected engine is how people end up with an expensive problem.
Your factory file is read out and archived before a single value changes. We keep that archive indefinitely, so returning the car to standard is always a straightforward appointment.
The vehicle is driven and logged under load in standard form. This is what separates a custom map from a downloaded one: we now know what your engine does, not what the model is supposed to do.
Fuelling, boost targets, torque limiters, timing and throttle mapping are rewritten against your logs, staying inside the safe limits of the hardware actually fitted to your car.
Logged again under the same conditions. If anything sits outside where we want it, the file is adjusted and the car goes out again. You get the keys back when the data is right, not when the clock says so.
Safety margins
A calibration is only as good as the data it was checked against. These are the parameters logged on every vehicle, and any one of them can stop a change being made.
Detonation is what destroys pistons. Timing is pulled back the moment the data suggests it.
The limit that protects your turbocharger and manifold on a diesel.
Confirms fuelling is where the calibration intends it to be, under real load.
Requested against actual. Divergence means the turbo is being asked for too much.
Shows whether the injectors and pump can genuinely deliver what is being asked.
Heat soak changes everything. A map that only works when cold is not a finished map.
Being straight with you
On a turbocharged engine, calibration is genuinely transformative, because the factory settings are a compromise across fuel grades, climates and service intervals worldwide. Removing that compromise for a single well-maintained car in Yorkshire is where the gains come from.
On a naturally aspirated engine there is far less on the table, and anyone quoting you thirty percent is selling you something. We will tell you what your specific engine is realistically capable of before you book, even when the honest answer costs us the job.
Questions
Warranty, insurance, safety and economy. The four things worth understanding before anyone writes to your ECU.
It is when the calibration is written for your vehicle rather than pulled off a shelf. We stay within the safe limits of the standard turbocharger, injectors and clutch, and we monitor knock, exhaust gas temperature, lambda and boost deviation while the car is under load. If the data says the engine will not take a change, we do not make it.
Yes. A remap is a modification and must be declared. Failing to declare it can invalidate a claim. We provide a written specification sheet describing exactly what was changed so you can pass accurate details to your insurer.
At any time. We archive your original file before any changes are written, and we keep that archive indefinitely. Reverting is a straightforward appointment.
It can, on diesel and turbocharged petrol engines, because more torque low down means less throttle for the same progress. Economy-focused calibrations are available for high-mileage drivers and vans. If you use the extra performance, expect consumption to rise.
We health check every vehicle before writing anything and will tell you if oil, plugs, filters or a fault code should be dealt with first. Tuning a neglected engine is how people end up with problems, so we would rather delay the appointment than proceed.
Related work
On an automatic, the transmission will limit the torque you just paid for unless it is recalibrated too.
Read moreEvery remap starts with a health check. If the scan finds something, this is how we fix it.
Read moreFor diesels doing short runs, an economy calibration and a clean filter work together.
Read moreBook a calibration
You will get a realistic figure for gains on your specific vehicle, a firm price, and an honest answer on whether the work is worth doing at all.
