The factory built in a margin.
We give it back.
Every engine leaves the line detuned — for a warranty, for a fuel figure, for a market it was never sold in. We find what is left, take it properly, and prove it on our own rollers before the car goes home.
Figures are from cars we have run, and they are typical rather than promised. Yours is measured before anything is changed and again afterwards, and the two graphs are what you leave with.
Four things, and they are the same thing
A map, a part, a session and a build are all one job seen from different distances: work out what the engine is actually limited by, move that limit, and measure what happened.
ECU tuning
Calibration written on the car and on the rollers — fuelling, ignition, boost and torque limits, adjusted to what the engine in front of us actually does rather than to a file bought off a shelf.
The stagesPerformance hardware
Exhausts, induction, charge cooling, suspension and brakes. Fitted here, mapped here, and chosen for what the rest of the car can carry rather than for what looks good in a basket.
What we fitDyno development
Our own rolling road, with the fan gear and the wideband to use it properly. Baseline, development pulls, then verification — and the full log with the graph, whether the news is good or not.
On the rollersCustom builds
Whole cars, worked out from what you want to do with them. Turbo changes, fuelling, cooling, chassis and stopping — planned as one thing, because that is the only way the numbers hold together.
See the buildsThree ways in, and the first one is free power
Stage 1 uses what the car already has. Stage 2 is written around hardware. Stage 3 is a different engine in the same bay. Which one is right depends on what you do with the car, not on how much you want to spend.
The map, and nothing else. Everything the engine already has, used properly — which on most modern turbo cars is a great deal more than it left with.
The map written around hardware. Once the exhaust breathes and the charge air is cooler, the limits move — and the map is where that gets claimed.
A different engine, effectively. New turbo, the fuelling and the cooling to feed it, and a calibration written from a blank sheet over several sessions.
A number you can argue with
Anybody can claim a gain. The only version of it worth having is the one with a graph attached, made on the same day, on the same rollers, with the same fan and the same fuel in the tank.
Codes read, boost and fuel pressure checked, plugs and breathers looked at. A tired engine is found here, not halfway up a pull.
Three runs, strapped down, with the car warm. Whatever it makes today is the number everything after this is measured against.
Fuelling and ignition worked through a pull at a time, watching air/fuel, exhaust temperature and knock. The map is written on your car.
Three more runs, then a road drive to check it behaves cold, in traffic and at part throttle. You get both graphs and the log.
- Booked as
- Half or full day
- Strapped down
- 4-point, on the rollers
- Cooling
- Road-speed fan
- Measured by
- Wideband + inlet correction
- Runs
- 3 baseline, 3 verification
- You get
- Both graphs + full datalog
Whole cars, worked out on paper first
Turbo, fuelling, cooling, clutch and chassis get specified together, because choosing the turbo first and finding out afterwards what it needs is how a build costs twice.
A daily car that spends six or seven evenings a year on a circuit and has to drive home afterwards without smelling of brakes.
Long motorway miles with a dog in the back, and enough in reserve that overtaking is a decision rather than a plan.
The four jobs we turn down
We do not map a car with a fault on it. It gets fixed, or it goes home.
We do not remove a DPF, a catalyst or an EGR on a road car. It is an MOT failure and an offence to sell.
We do not sell a stage the car cannot cool, fuel or stop.
We do not quote a gain before we have run the car.
Tell us what the car is, and what you want it to do
You will get a straight answer about what is realistically in it, what it would need, and what it would cost — before anything is booked and before anything is bought.