The development of top-quality tuning files is a topic that greatly surpasses the limits of a single article. You can find information about the intricacies of tuning elsewhere on our website, as well as the safety precautions and extensive testing and data logging that enables us to come as near as possible to the safety limits, but never cross them, giving you top performance figures without any safety issues.
We also make use of original, brand/ECU-specific tuning equipment and the industry-leading tools and testing gear, all of which is located in well-controlled facilities where external factors play absolutely no role in the testing results.
We believe that having the right, reliable and consistent information is paramount when it comes to developing top-notch ECU tuning files so our data logging includes many different aspects, both including ECU requests and actual results. This enables us to compare these results and have reliable information about the ECU, software and even the engine and other parts.
Whenever there is a new ECU on the market or when the manufacturer puts out a new version of the ECU software we map the entire software architecture so that we have a clear and reliable overview. The paths of air and fuel are followed fully and we also pay close attention to other maps in the ECU, their relationships and accompanying aspects.
The knowledge we get from this approach enables us to perform changes like the manufacturer would. This is why our tuning files offer OEM quality of software.
Here are just some of the aspects of tuning that we pay very close attention to:
Most modern cars use turbochargers for forced induction, but we can also work on supercharged vehicles. For the latter, we can perform tuning with or without pulley changes, depending on the particular vehicle and/or desires of the owner.
For modifications of the turbo we make use of our turbo specifications database that shows the specs given by the manufacturer of the turbocharger. This helps us keep reliability despite the increase in the pressures.
We change the amount of fuel by either keeping the injectors open for longer or by increasing the pressure or both. The decision about the course of action depends on the engine, ECU, injector type, kind of the tuning project and desires of the customer. Once again, our knowledge about the hardware and software enables us to perform all these modifications safely.
This is often overlooked by tuners and we have no idea why. This is very important for ensuring optimum combustion and keeping the engine reliable and durable.
Aside from playing a major role in proper combustion, ignition timing also improves throttle response, making the driving feel far more immediate. When changing the amounts of air and fuel, adjusting ignition timing is very important, both for safety and performance.
For example, when we adjust ignition timing, we advance it in lower revs in order to give the engine that extra torque push in that section that is usually less potent. Of course, we make sure the improvement can be efficiently used by the engine and that all of the parts can endure the improvement. Safety is our priority.
As revs rise the pressures in the cylinders increase as well. As the pressures approach the safety limits, we ease off a bit ensuring safety despite the increase in power. Nearing the top of the rev range, the pressures start dropping again and we can return to ignition timing advancement to prolong the delivery of the highest amount of torque.
This ensures far better performance in RPM sections that are usually less potent and make the car far better to drive both in everyday conditions and on the track. We don’t just tune to give you a high number on the dyno sheet. We give you the number, but also make it available over a much larger RPM section, widening the torque curve and making a better use of the power in everyday driving as well as on the track..
We make sure lambda is always monitored and adjusted when necessary. This way we can ensure the engine never overheats despite the increased amounts of air and fuel. Moreover, this helps us develop our tuning files in a way that they save fuel while cruising or during mild acceleration.
Similar to the previous section, keeping EGT in control preserves the reliability of exhaust parts, catalysts and turbocharger. In order to perform more elaborate tuning, we can also replace the exhaust or catalyst for a more hardcore version to allow more space for tuning. In this case we also need to modify the O2 related software.
While tuning, we aim to create a software layout that gives more power and torque, provides it over a wider RPM section, reduces fuel consumption in non-performance driving conditions and all that without jeopardizing any OEM or aftermarket hardware parts.
