We offer custom remaps to increase bhp, torque and fuel economy




Designed for standard and unmodified vehicles with no hardware upgrades. A Stage 1 Remap increases power and torque while also improving fuel efficiency. Removes flat spots and gives a more responsive drive without compromising reliability.



Removing the DPF from a vehicle can offer a substantial increase in both performance and efficiency



We offer a full EGR bypass / removal service which results in better efficiency and less maintenance costs. Our EGR removal service boast's the following:

  • More Power 
  • Better Fuel Efficiency
  • Improved Throttle Response
  • Less Flat Spots
  • Cleaner Intake System and Engine
  • Reduced Maintenance Costs 
  • Prolonged Engine and Turbo Life



Removing the catalytic converter increases performance, gives a better exhaust sound and will improve exhaust flow.



BMW Fxx and some Minis that have sport gauges in the central module display with HP / NM, this can be recalibrated to suit new tuned software values, showing the new values on sport gauges after remapping your vehicle.



Modern manifold designs incorporate an electronic actuator which opens and closes the flaps. These actuators can fail, along with the position sensors, this can result in the flaps staying in the closed position and thus hindering performance, along with an engine management light and in some cases limp mode.

The process for removing the flaps depends on the design, in some cases the manifold is unbolted and the flaps physically removed, in other cases where the mechanical status of the flaps are good and the fault is due to an electronic actuator, the actuator function can be disabled and the flaps left in place.



The AdBlue and SCR system is a relatively complex system with an array of electronic sensors, modules and pumps, these systems can fail and can be expensive to maintain. A vehicle which is used on a regular basis will consume a large amount of AdBlue and the tank will need to be refilled on a regular basis.

Our AdBlue delete service will electronically disable the AdBlue system along with removing the associated dashboard lights and warning messages



When a diesel engine starts easily and quickly when cold, but struggles to start when hot, this is a hot start problem.

These diesel engines are started by an ECU and not by the driver. Pressing the accelerator pedal has no effect during a starting procedure. Starting is actually controlled by a ‘starting map’ in the ECU and is based on starter/engine speed (rpm) and injected fuel quantity (iq).

Generally, the ECU will not allow start fuel injection until the engine rpm is above a fixed map value.

Such problems can occur from low battery charge, engine coolant temperature sensor faults or the starter motor itself.

However, the problem may be the actual Hot Start Map within the ECU.

A cold start is an attempt to start a vehicles engine when it is cold, relative to its normal operating temperature, often due to normal cold weather. A cold start situation is common as weather conditions in most places will naturally be at a lower temperature than the typical operating temperature of an engine. Sometimes the term also refers to starting the engine of a vehicle that has been inactive or abandoned for a long time such as months, years or even decades.



A MAF delete is normally required on highly tuned vehicles where the volume of air passing through the MAF housing causes the sensor to burn out or hit its maximum operating range. A burnt out MAF will slowly degrade engine performance, where as a MAF which has reached its maximum operating range will normally cause the vehicle to enter limp mode. Increasing the size of the MAF housing and rescaling the MAF ECU data is one option, although this is not always practically possible. By carrying out a MAF delete remap option we can disable the function of the MAF and allow the engine to run at optimum.



We can offer a start-stop disable service, by changing the coding inside the ECU we can fully deactivate the start/stop system. All hardware can remain in place, it will simply be electronically disabled, giving you back full control of your engine.



When decatting a petrol vehicle it is likely an engine management light will be illuminated and a fault code for cat efficiency will be stored inside the ECU memory. By careful recalibration of the engine ECU data we can disable the function of the second lambda sensor.

The second lambda sensor is used for monitoring the efficiency of the catalytic converter, by disabling the second lambda sensor it will allow a decat pipe to be used on a vehicle without triggering an engine management light or fault codes.

Decatting a vehicle normally triggers fault code (Catalyst System Efficiency Below Threshold (Bank 1)). Our lambda delete service will permanently remove this fault.



Anti-lag is designed simply to spool the turbo and create positive boost pressure to allow the turbo to build boost pressure at a standstill, turbo lag normally occurs when when the vehicle is initially pulling away from a standing start. Anti-lag can be integrated into the engine management control unit (ECU REMAP).



For cars equipped with manual transmission gearboxes, every time you shift between gears you ought to lift your foot off the throttle, press the clutch, shift the gear and then hit the throttle again while you depress the clutch pedal.
This process results in some time loss along with some loss of acceleration and boost especially if you’re in a pro racing driving mode. Well, in such cases you must wish you only had to focus on shifting without lifting your foot off the throttle!

Now, with our No-Lift Shift (aka NLS Tuning) which is exactly what you need, you can drive like a pro without having to lift your foot off the accelerator even while shifting gears. With NLS Tuning, all you need to do is press the clutch and shift your gears. No need to take your foot off the throttle pedal.
The RPM limitations and boost control is done by the ECU. So with NLS Tuning, you’ll have the fastest shift timings possible in your manual and unmatched turbo and acceleration that is right off the mark.



This feature can be programmed into the ECU on some petrol vehicles which results in a pop and bang or crackle noise coming from the exhaust system during engine deceleration. Many manufacturers already implement such a feature from factory on some performance models



Permanently removing fault codes from engine management systems is a very useful process when modifying a vehicle. Removing components such as swirl flaps, EGR valves, other modules etc. for purpose of performance modification or motorsport will often cause a fault code to be stored in the ECU memory aswell as lights on the dash and limp mode. By recoding the ECU data and permanently removing the specific fault code we can prevent the dash lights from being displayed and prevent the vehicle from entering limp mode.



Launch control can be activated (model specific). Launch control will allow your car to make the perfect launch every time, reducing your 0 – 60 time



A hardcut limiter cuts the fuel at the set RMP limit. This changes how the engine behaves and changes the sound of the vehicle at the RMP limit. With the manufactured RMP limit, a diesel car will hit the limit and will stay at the exact point until the driver takes his foot off the gas pedal. The hard cut limiter will cut the fuel injection at a set RMP peak. This will stop the RMP from getting a higher point and will create a popping sound coming from the exhaust. This feature is usually used when the ECU remap is done to change how the engine behaves. The sound of the hardcut can vary depending on the Engine, Turbo and Exhaust.



Most engines consist of multiple cylinders (anywhere between two and sixteen) into which fuel and air is injected, then squeezed, then exploded to generate energy and forward motion. When a car is cruising or coasting, however, it only needs a fraction of its power so, to save fuel, modern engines can deactivate some of their cylinders effectively halving their size and power used.

Valves at the top of the cylinder open and shut in a specific pattern to precisely allow fuel and exhaust gasses in and out of the cylinder. When an engine fitted with cylinder deactivation detects the car is cruising, a solenoid valve opens and a system forces the valves shut, preventing fuel and air from reaching some of the cylinders.

This means combustion is only taking place in half of the engine and thus much less fuel is burned when cruising.

To make sure the system engages and disengages imperceptibly, and doesn’t cause damage to the engine, it’s very precisely controlled by the car’s ECU. The system detects if you’re at a roundabout or anywhere where you might need a burst of power and deactivates, only coming in once it’s sure you don’t need the extra power.



The factory MAP sensor can read to around 1.37 bar absolute, so we recommend that the MAP sensor is replaced on all Forced Induction models. The factory ECU uses an offset and multiplier function to calculate manifold pressure from sensor voltage, when the sensor is changed the output voltage will calculate the measured manifold pressure incorrectly. This may cause non start situations as well as DTC's and poor SD tuning.



A NOX (nitrogen oxide) sensor is a device that is used to analyse the emissions of a vehicle and determine the amount of nitrogen oxides being produced. It is typically placed before or after the catalyst in the system to calculate if the emissions are at an appropriate level.

If a NOX sensor fails, the vehicle can have multiple faults on the dashboard which will cap the power of your vehicle (limp mode). As NOx sensors are directly linked to the system, there will also be emission and general system faults, which only add onto the list of issues.



Exhaust flap control gives you more control over the sound of your car. For example when you are pulling away on a quiet early morning and you don’t want to wake up everyone around you, or do you want to make your presence known or you are on a peaceful motorway cruise with a sleeping child in the back, or alone in your car on a racing track?

This control feature allows you to use the same car in all these situations without any compromises.It enables you to change the opening and closing of the exhaust flap and thus easily choose between understated gurgles of the engine or beastly roars to suit the occasion you are in.

When the exhaust flap is closed, the exhaust is in its more civilized mode. However when you open the flap, the flow is not restricted in any way and the exhaust is in its most aggressive roaring mode.



Bigger increase in power and torque than a Stage 1 Remap, efficiency will still improve but not as dramatically as a Stage 1 Tune. Often hardware upgrades are required before a Stage 2 Remap can be applied. Stage 2 is applied after your vehicle has had a replacement downpipe, with either sports cats or no cats. Intake modifications as well as intercooler upgrades are used to provide a true stage 2 modifictaion.



Stage 3 remaps follow on from the above Stage 2 tuning hardware coupled with a stage 3 upgraded hybrid turbo charger, uprated fuel pump and uprated intake pipe.

In short, a hybrid turbo is an OEM part that is re-manufactured with bigger internals to produce greater flow and air capacity. This means that the car will move a greater volume of air and exhaust gas at the same given point of boost pressure as the OEM unit.

This allows the addition of fuel and timing adjustments to push the engine to its safe limits.

Stage 3 can often be used on a stock engine without the requirement of a forged engine; however, it is sometimes limited based on what the engine can handle in its stock form. It is often advised that a forged engine should be used in conjunction with a stage 3 kit to push for the ultimate power result whilst maintaining reliability and longevity.



Our custom DSG Remapping service will alter the following parameters / options:

Increased torque limiter and quicker shift speeds

When tuning the engine management system torque limiters are increased, however if the vehicle is equipped with a DSG gearbox the engine output will be limited by the torque limiter set in the DSG module. We raise the DSG torque limiter to match the engine torque output.

Shift speeds can be increased by up to 20%, this reduces lag and improves acceleration. The quicker shift speeds will also give a smoother transition between gear changes and improve paddle shift response time.



When tuning the engine management system, torque limiters are increased. However, if the vehicle is equipped with a DSG gearbox the engine output will be limited by the torque limiter set in the DSG module. We raise the DSG torque limiter to match the engine torque output.







Efficiently launching a car with a manual gearbox often requires more skill than launching an automatic, but it also comes with an inherent issue of waiting for the turbo boost to build up. While many automatic gearboxes have launch control modes that allow boost buildup while the car is stationary, manuals are mostly devoid of such functionality. This means that they waste some time off the mark while turbo spools up to provide the required boost.

However, our tuning for manual gearbox launch control enables you to enjoy the benefits of launch control even on manuals.

After our tuning, all you need to do to eliminate the turbo lag and enjoy lightning fast acceleration is hold the throttle and clutch at the same time. Revs will rise to the level we set and not exceed it, giving you the desired boost without going too far and waste time on excessive wheel spin.

Once you are ready to shoot off, simply release the clutch and experience the immediate boost from the prepared turbo and total control of the predefined RPM limit.



DSG performance involves a synergetic relationship between shift call outs, engine load, driver demand, and mechanical execution. Within these relationships, a harmonic balance must be maintained to ensure the various integrated systems work together and do not overpower their basic limitations. A Stage 2 DSG remap has the following features:

  • Progressive Shift Response
  • Torque limit increased
  • Launch Control
  • Increased Redline
  • Eliminated Automatic Shifting (multiple modes for each driving mode)
  • In-Dash Gear Display






Up-rated hardware will be required, the numerous hardware additions require a fully bespoke remap carried out on a rolling road where parameters can be monitored in a safe and reliable way. There are exceptions to this, where Stage 3 and above development has already been carried out on your specific vehicle.



Engines are stripped out and rebuilt to very precisely machined tolerances. Large turbos, hybrid turbos, complete fuel injection system will be changed, better flowing intake and exhaust, stronger crank, pistons and a focus on forged engine parts.


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