Customer guidance
Answers before you book
Clear explanations of how we work, what tuning can and cannot do, and what risks you need to understand before authorising work.
Tuning stages
Vehicle condition
Emissions & MOT
Terms and aftercare
Read the tuning risks before authorising work
Read these FAQs before the visit. Before work begins, you will be asked to sign a disclaimer confirming that you have read and understood them.
Using Llandow Tuning
Why should I pick Llandow Tuning over another tuning firm?
We have worked in vehicle tuning since 2004. Calibration development and support are carried out in-house, with our own tuning data, Master flashing tools, diagnostics, logging and dyno facilities. Arrange a free consultation to discuss the checks and work for your car.
How is your tuning developed and supported?
Our team develops, edits, tests and supports the calibration at Llandow. We review the specification and vehicle condition, record suitable measurements and revise the calibration where the findings require it. The same team handles follow-up enquiries.
Should I modify my only car?
Stage 1 and Stage 1+ can suit a healthy standard daily vehicle, but tuning still carries risk. For Stage 2 or a heavily modified build, allow for additional maintenance and periods off the road. We advise having backup transport and a repair budget. We do not accept a claim arising simply because a modified car is your only vehicle. Read the preparation and risk sections before deciding.
When is a car considered Stage 3 modified, and when is it Stage 1 or Stage 2 ready?
Stage 3 / Modified Vehicles
A vehicle is considered Stage 3 or modified when it has undergone significant upgrades that drastically increase power output beyond stock levels. This includes:
- Upgraded or completely different turbochargers.
- Engine swaps or heavily modified internal components.
- Standalone or aftermarket ECUs.
- Custom fueling systems, larger injectors, or extensive modifications requiring bespoke tuning.
- A kit car
Stage 1 & Stage 2 Vehicles
A Stage 1 or Stage 2 vehicle is typically stock or lightly modified, retaining most factory components while allowing for enhanced performance. These vehicles may include:
- A stock engine with bolt-on modifications (such as an intercooler upgrade).
- Factory turbo, factory injectors, and the original ECU.
- Performance enhancements that do not require custom fabrication or standalone management.
Send the fitted engine, turbo, injectors, ECU and other modifications so we can confirm the appropriate booking.
A vehicle is considered Stage 3 or modified when it has undergone significant upgrades that drastically increase power output beyond stock levels. This includes:
- Upgraded or completely different turbochargers.
- Engine swaps or heavily modified internal components.
- Standalone or aftermarket ECUs.
- Custom fueling systems, larger injectors, or extensive modifications requiring bespoke tuning.
- A kit car
Stage 1 & Stage 2 Vehicles
A Stage 1 or Stage 2 vehicle is typically stock or lightly modified, retaining most factory components while allowing for enhanced performance. These vehicles may include:
- A stock engine with bolt-on modifications (such as an intercooler upgrade).
- Factory turbo, factory injectors, and the original ECU.
- Performance enhancements that do not require custom fabrication or standalone management.
Send the fitted engine, turbo, injectors, ECU and other modifications so we can confirm the appropriate booking.
Do you have a dyno/rolling road?
Yes, we offer accurate horsepower and torque measurements for almost any vehicle using our on-road dyno system.
At our Llandow facility, we operate a Dyno Developments 2WD chassis dyno, an available MAHA LPS 2000 4WD dyno in cell two, and on-car dyno facilities.
We can accommodate any type of vehicle, even those that don't work with a traditional chassis dyno, by using our sophisticated on-car dyno system. This enables us to achieve results as accurate as a chassis dyno, regardless of the wheel configuration.
Research & Development
At Llandow Tuning, we invest a significant amount of time into R&D work to develop the foundation for any modifications we make to road cars. This ensures that when we apply modifications or tuning, we are deploying a proven yet custom solution, knowing that it is both safe and efficient for your specific vehicle.
Every tune for a vehicle with a factory ECU at Stage 1 and Stage 1+ has been developed using extensive dyno testing to extract maximum peak power safely. However, a dyno alone does not guarantee safe tuning - this is why we incorporate data logging and knock detection equipment, which we use both on the road and in the dyno cell to ensure optimal performance and reliability.
At our Llandow facility, we operate a Dyno Developments 2WD chassis dyno, an available MAHA LPS 2000 4WD dyno in cell two, and on-car dyno facilities.
We can accommodate any type of vehicle, even those that don't work with a traditional chassis dyno, by using our sophisticated on-car dyno system. This enables us to achieve results as accurate as a chassis dyno, regardless of the wheel configuration.
Research & Development
At Llandow Tuning, we invest a significant amount of time into R&D work to develop the foundation for any modifications we make to road cars. This ensures that when we apply modifications or tuning, we are deploying a proven yet custom solution, knowing that it is both safe and efficient for your specific vehicle.
Every tune for a vehicle with a factory ECU at Stage 1 and Stage 1+ has been developed using extensive dyno testing to extract maximum peak power safely. However, a dyno alone does not guarantee safe tuning - this is why we incorporate data logging and knock detection equipment, which we use both on the road and in the dyno cell to ensure optimal performance and reliability.
Tuning: Before Anything
Before You Tune: Is Tuning Right for You?
Before you book in, be honest with yourself about what you want from the car.
The choice is yours. Just think it through before you do it.
- If you want 100% factory reliability, do not tune the car.
- If you want a completely "start, drive, forget about it" experience, do not tune the car.
- If you want more power, better response, or different driving characteristics, tuning can be a great option, but it is a choice with trade-offs.
- If you simply couldn't handle the need to pop back for a tweak, don't do it!
The choice is yours. Just think it through before you do it.
Stage 1 / Stage 1+ Requirements
Before we can carry out a Stage 1 or Stage 1+ tune, your vehicle must meet certain requirements to ensure a smooth and successful tuning session.
Basic Requirements:
In some cases, the vehicle may be booked for tuning specifically due to an emissions-related fault, such as:
Basic Requirements:
- The car must not have a check engine light (MIL), unless the fault is minor and will not interfere with tuning.
- Any existing fault must not affect key tuning parameters such as boost control, fueling, or ignition.
- We will carry out a basic check-over before tuning to identify any obvious issues.
In some cases, the vehicle may be booked for tuning specifically due to an emissions-related fault, such as:
- DPF removal or recalibration
- EGR disable or optimisation
- AdBlue system recalibration or removal
- Turbo underboost or overboost errors
- Fuel pressure faults affecting injection and control
- Severe misfires or ignition system faults
- Major sensor failures (e.g., MAF, MAP, lambda, or knock sensor faults)
Basic 101 Before Any Tuning
Before tuning your vehicle, you must ensure the following are in proper working order:
Essential Pre-Tuning Checks:
Essential Pre-Tuning Checks:
- No air leaks in the induction system - boost leaks or vacuum leaks can cause incorrect fueling and poor performance.
- Fuel pressure is stable and controllable - a weak or inconsistent fuel supply can lead to poor results and engine damage.
- No exhaust leaks - leaks before or near the lambda sensor can cause inaccurate AFR readings.
- The engine is mechanically sound - compression and leak-down tests are advisable on high-mileage or modified engines.
- All sensors are functional - MAF, MAP, IAT, lambda, and knock sensors should be operating correctly.
What Would Be Ideal Before We Tune a Car?
While we can tune most vehicles in standard form, certain modifications and setups can greatly improve tuning accuracy and results.
Ideal Pre-Tuning Modifications:
Ideal Pre-Tuning Modifications:
- A wideband O2 sensor and controller - improves AFR accuracy and tuning precision.
- Exhaust Gas Temperature (EGT) sensors - helps prevent excessive heat buildup.
- Boost pressure monitoring - a boost gauge or reliable ECU logging helps track turbo performance.
- Knock detection equipment - improves ignition tuning safety.
- Oil pressure and temperature gauges - critical for higher performance vehicles.
- New spark plugs of the correct heat range - reduces misfires and improves consistency under load.
- A healthy ignition system - coil packs and leads must be in good condition.
- Fresh fuel of the correct octane - poor fuel quality increases knock risk.
Common Issues That Prevent Tuning
Some issues will completely prevent tuning or result in a session being aborted. The most common are:
- Fuel supply issues - weak fuel pump, clogged injectors, or incorrect fuel pressure regulator setup
- Boost leaks - leaks in intercooler piping or vacuum lines
- Exhaust leaks - pre-turbo or pre-lambda leaks affecting AFR readings
- Cooling system faults - overheating, thermostat issues, or radiator problems
- Faulty sensors - MAF, MAP, lambda, knock sensors, or TPS faults
- Electrical faults - poor wiring, grounding issues, or ECU communication errors
- Clutch slip - makes load testing and calibration unreliable
- Engine mechanical faults - low compression, misfires, or excessive oil consumption
Do We Check the Car Before Tuning?
Yes. We perform basic checks before tuning to ensure there are no immediate issues.
Our pre-tuning checks include:
For peace of mind, we recommend having a full inspection before booking a tuning session.
Our pre-tuning checks include:
- Checking for stored ECU fault codes
- Inspecting for obvious vacuum, boost, or exhaust leaks
- Ensuring proper fuel pressure and delivery
- Monitoring ignition system performance
- Checking cooling system condition
For peace of mind, we recommend having a full inspection before booking a tuning session.
Can Llandow Tuning Fix Issues Preventing the Vehicle from Being Tuned?
Yes. We can investigate the fault and quote repairs before tuning. Diagnosis, mechanical work and calibration are separate chargeable stages. Agree a budget and any repair work in advance; finding a fault during a booked tuning session does not make that session free.
Understand the risks in advance
It is important that you understand the risks of applying modifications to your car.
We won't be offering a mechanical warranty on the car. So if we apply a software modification at your request and you want to "drive it like you stole it", expect the turbo to go!
We can get you some more power, but the risk is firmly yours. We aren't going to be billing you £250 for a Stage 1 tune to then give you a warranty on your turbo!
Understand the risks, or simply don't modify the vehicle.
We won't be offering a mechanical warranty on the car. So if we apply a software modification at your request and you want to "drive it like you stole it", expect the turbo to go!
We can get you some more power, but the risk is firmly yours. We aren't going to be billing you £250 for a Stage 1 tune to then give you a warranty on your turbo!
Understand the risks, or simply don't modify the vehicle.
Will My Car Pass an MOT After Tuning or Vehicle Modifications?
It depends on the calibration, the modifications and the condition of the vehicle on the day of the test. A Stage 1 calibration is intended to retain the factory emissions-control equipment and keep the vehicle within the applicable emissions limits. A healthy, compliant vehicle should therefore remain capable of passing an MOT, although an MOT pass can never be guaranteed.
Stage 2 and higher calibrations may require supporting hardware and may not be suitable or lawful for public-road use. Where the vehicle and its hardware remain compliant, a switchable calibration may allow a road-use Stage 1 setting to be selected; we can supply compatible switching equipment where available. Switching software does not make non-compliant hardware road legal.
Removing or disabling catalytic converters, DPFs, EGR valves or other manufacturer-fitted emissions-control equipment is at your own risk. It can make the vehicle illegal and unfit for use on public roads, and may result in an MOT failure.
You will be required to sign a disclaimer confirming that you understand these risks and restrictions before any relevant work is authorised. A disclaimer does not make an unlawful modification legal or guarantee that a vehicle will pass an MOT.
Mechanical Jobs
How do we charge or calculate the cost of a mechanical job?
Mechanical work is billed based on time spent at a rate of £90 per hour.
Labour is charged in one-hour increments unless otherwise agreed in writing.
Labour is charged in one-hour increments unless otherwise agreed in writing.
Are estimates free?
Yes, we provide free estimates for mechanical jobs.
An estimate is a guide price, not a fixed quotation. This means:
An estimate is a guide price, not a fixed quotation. This means:
- If the job takes longer due to unforeseen issues, additional labour will be charged.
- If new faults are discovered, we will pause work and discuss options before proceeding.
- If you wish to set a spending limit, this must be agreed before work begins.
- You supply an uprated turbo, but additional fittings or gaskets are missing. These will be chargeable.
- Seized or corroded bolts extend labour time beyond the estimate.
- A diagnosis reveals that a larger repair is required, in which case a revised estimate will be provided.
Do you offer fixed-price jobs?
Some routine jobs may be offered at a fixed price, but most mechanical work is billed at our hourly rate.
Fixed pricing may apply to predictable tasks such as:
Fixed pricing may apply to predictable tasks such as:
- Basic servicing
- Simple component replacement
Are parts included in the labour cost?
No. Parts are charged separately from labour.
- All parts are confirmed with you before ordering.
- Parts fitted to a vehicle are non-refundable once installed.
- Customer-supplied parts must be approved before fitting.
Customer-Supplied Parts
If you supply your own parts, we are happy to fit them
If is for the customer to verify and ensure the parts are correct. If we strip your car and the part doesn't fit it is solely on the customer! Important terms:
If is for the customer to verify and ensure the parts are correct. If we strip your car and the part doesn't fit it is solely on the customer! Important terms:
- The warranty for customer-supplied parts is your responsibility and must be handled directly with your supplier.
- If a customer-supplied part fails, all labour to remove or replace it is chargeable.
- We do not cover labour costs for failed customer-supplied parts.
Old / Removed Parts
If you wish to keep any parts removed from your vehicle, this must be clearly stated on the job sheet before work begins.
Certain parts (such as oil-contaminated components) are classed as hazardous waste. If you request these parts, you will be required to sign a disclaimer for waste permit and environmental compliance reasons.
- Requested old parts will be made available at the time of vehicle collection.
- If you forget to collect them, or do not request them in advance, they may be disposed of.
- There is no guarantee that old parts will still be available at a later date.
Certain parts (such as oil-contaminated components) are classed as hazardous waste. If you request these parts, you will be required to sign a disclaimer for waste permit and environmental compliance reasons.
Mechanical Job Warranty
We offer a limited warranty on mechanical work, subject to the conditions below.
- 0 - 3 months: Parts and labour covered.
- 3 - 6 months: Parts only (labour chargeable).
- After 6 months: No warranty applies.
Motorsport or Modified Vehicles
No warranty is provided for motorsport or heavily modified vehicles unless explicitly agreed in writing before work begins.
These vehicles operate under increased stress and accelerated wear conditions.
These vehicles operate under increased stress and accelerated wear conditions.
Timescales
Locked ECUs and vehicles built after 2020
A locked ECU adds time to the job, and we cannot give a fixed timescale for unlocking it. We only know what is required when we see the ECU. If your vehicle was built after 2020, expect a delay beyond the usual tuning timescales.
Stage 1 Factory ECU
Usually 1–2 hours. These are typical timescales, not guarantees; if something unexpected comes up, a job that should take 1–2 hours could take days.
Stage 2 Factory ECU
Usually 2 hours to 1 day. These are typical timescales, not guarantees; unexpected issues can extend the job.
Stage 3 and above Factory ECU
Usually 1 day to 1 week. A particularly complex job, or something unexpected, can take longer.
Aftermarket ECUs with a running basemap
Usually 1 day. This is a typical timescale; unexpected issues can extend the job.
Aftermarket ECUs without a running basemap, or where other issues are identified
Usually 1 day to 1 week. Unexpected issues or waiting for parts can make it take longer.
Mechanical jobs
There is no one-size-fits-all timescale: it depends on the job, what we find and parts availability. We’ll give you an estimate for the work, but it is a typical timescale rather than a guarantee; unexpected issues or parts delays can mean it takes longer.
Engine rebuilds
Engine rebuilds are long, detailed projects and we are not a fast-turnaround engine-build shop. Our Economy option offers a lower labour rate, but work is scheduled around workshop capacity and can take 6 months to over a year, depending on workload, parts and machining. Unexpected findings or delays can extend this further. See our engine rebuild page for the options and details.
Diagnosing my car
How long is a piece of string? It depends on the fault and what testing is needed. If you want us to make your car our only priority, we can do that at £200 per hour. At our normal rate, diagnostic work is fitted around other jobs, so expect it to take longer. Any timescale is an estimate; unexpected findings can add more time.
Can I expect phone calls and updates every day?
We understand that your car is your pride and joy, and we want you to go away happy. We’ll contact you when we have something meaningful to tell you. If you need a phone call every day or multiple calls a day, we can arrange that for £75 per call.
Tuning Questions
Can the Tune/Map be removed?
We remove a calibration we installed without a removal charge; contact us to arrange the visit. Returning to standard software does not refund the original tuning labour or establish that earlier changes are undetectable.
Do we test the car after a remap?
Yes, every car is road tested after a remap to ensure everything is working as it should. We may also carry out a final data log to ensure the tune is working correctly under load.
Will Tuning my Car damage it?
Correct tuning depends on careful development, testing and data logging. We use our own calibration knowledge and test facilities to check how a vehicle responds rather than relying on an unverified file.
It is also worth checking the "Will My Car wear out quicker?" question as there are other issues to consider.
It is also worth checking the "Will My Car wear out quicker?" question as there are other issues to consider.
Will My Car wear out quicker?
Yes. Some people will tell you otherwise. I'm afraid they are mistaken. If you tune a vehicle to obtain more power from it, then it stands to reason it will wear out quicker. Is this something to be worried about? Not really.
Simply perform more oil changes and expect induction hoses to be under more pressure
Simply perform more oil changes and expect induction hoses to be under more pressure
Stage 1, 2 and 3 explained
- Stage 1 is the basic level of Tuning a vehicle where no modifications have been made to any engine system. It is completely safe and will not require you to change how you look after the vehicle
- Stage 1+ is a higher-output calibration for a suitable standard car. It does not require an exhaust change, or any change to the DPF, EGR or catalytic converter. We check the car's health, the fuel and the logged data before offering it.
- Stage 2 is for a car that already has supporting hardware, such as an intercooler, intake or exhaust. The calibration is written for the parts fitted to that car.
- Stage 3 incorporates everything above Stage 2. Modifications can range from larger turbos to wild cams. It is a very custom setup.
Something is wrong with my turbo?
Tuning even at Stage 1 will highlight turbo issues.
Going for Stage 2 will certainly cause long term damage to the turbo as it is being overdriven to some extent, especially with hard driving. So expect it to fail at some point.
Any tuner telling you you can go faster and the turbo isn't going to get hammered is a liar.
Going for Stage 2 will certainly cause long term damage to the turbo as it is being overdriven to some extent, especially with hard driving. So expect it to fail at some point.
Any tuner telling you you can go faster and the turbo isn't going to get hammered is a liar.
Can I delete an EGR without modify my DPF?
Only some ECU strategies allow EGR changes to be separated from DPF readiness and regeneration. A failed valve or suppressed diagnostic code can leave an internal regeneration inhibit. For a permitted non-road application, we identify the software and check the relevant airflow and regeneration data; where the strategy cannot support it, we do not recommend it. For road vehicles, use diagnosis and repair. See the technical guide.
Is Stage 2 or above reliable?
Simply put, no.
If you've not had tuning before or don't understand the risks. Remember:-
Stage 2 pushes the turbo, expect it to fail harder. It might be worth asking about Stage 3 and a Hybrid Turbo. This will give you more peace of mind.
If you've not had tuning before or don't understand the risks. Remember:-
Stage 2 pushes the turbo, expect it to fail harder. It might be worth asking about Stage 3 and a Hybrid Turbo. This will give you more peace of mind.
MOT and Emissions Tests
Will a remap result in an MOT failure?
At Stage 1, we would anticipate that the vehicle would pass an MOT test, as the emissions will remain unaffected.
This assumes that the vehicle and its factory-fitted emissions systems are in good working order and that it meets all other applicable MOT requirements.
This assumes that the vehicle and its factory-fitted emissions systems are in good working order and that it meets all other applicable MOT requirements.
Will DPF removal result in an MOT failure?
At the time of writing, the MOT smoke-emissions test alone may not detect that a DPF has been removed. However, the MOT also includes a visual inspection of identifiable emissions-control equipment. If a factory-fitted DPF is missing or shows evidence of tampering, this is a major defect and the vehicle will fail the MOT.
DPF removal will almost invariably make a vehicle illegal for public-road use. You should tell the MOT examiner about any known modification to the emissions system; failing to disclose it does not make the vehicle legal or prevent a failure if the modification is identified.
DPF removal will almost invariably make a vehicle illegal for public-road use. You should tell the MOT examiner about any known modification to the emissions system; failing to disclose it does not make the vehicle legal or prevent a failure if the modification is identified.
Will catalytic converter (CAT) removal result in an MOT failure?
In most cases, yes. The MOT emissions test will detect that the catalytic converter is not present because the exhaust emissions are likely to exceed the permitted limits.
The MOT also includes a visual inspection of identifiable emissions-control equipment. If a factory-fitted catalytic converter is missing, obviously modified or obviously defective, this is a major defect and the vehicle will fail the MOT, even if the measured emissions happen to remain within the permitted limits.
The MOT also includes a visual inspection of identifiable emissions-control equipment. If a factory-fitted catalytic converter is missing, obviously modified or obviously defective, this is a major defect and the vehicle will fail the MOT, even if the measured emissions happen to remain within the permitted limits.
Will an EGR valve delete result in an MOT failure?
At the time of writing, the MOT tailpipe-emissions test does not measure NOx and may not detect a software-only EGR valve delete.
However, the MOT includes a visual inspection of identifiable emissions-control equipment. If a factory-fitted EGR valve is missing, obviously modified or obviously defective, this is a major defect and the vehicle will fail the MOT. An EGR delete may also make the vehicle illegal for public-road use. You should tell the MOT examiner about any known modification to the emissions system.
However, the MOT includes a visual inspection of identifiable emissions-control equipment. If a factory-fitted EGR valve is missing, obviously modified or obviously defective, this is a major defect and the vehicle will fail the MOT. An EGR delete may also make the vehicle illegal for public-road use. You should tell the MOT examiner about any known modification to the emissions system.
Will an AdBlue delete result in an MOT failure?
At the time of writing, the standard MOT emissions test does not directly measure NOx or test AdBlue dosing, so a software-only AdBlue delete may not be detected by the emissions reading alone.
However, visible and identifiable SCR/AdBlue emissions-control equipment is inspected. If factory-fitted equipment is missing, obviously modified or obviously defective, this is a major defect and the vehicle will fail the MOT. An AdBlue delete may also make the vehicle illegal for public-road use. You should tell the MOT examiner about any known modification to the emissions system.
However, visible and identifiable SCR/AdBlue emissions-control equipment is inspected. If factory-fitted equipment is missing, obviously modified or obviously defective, this is a major defect and the vehicle will fail the MOT. An AdBlue delete may also make the vehicle illegal for public-road use. You should tell the MOT examiner about any known modification to the emissions system.
Why do we offer DPF, EGR and AdBlue deletion?
Put simply, we offer these services for motorsport use or as part of a diagnostic procedure to help determine the cause of an issue.
Every customer is required to sign a disclaimer confirming that we have not provided any advice, either in writing or verbally, that is contrary to the vehicle's legal road-use requirements. The disclaimer records the purpose of the work and the advice given; it does not make a modified emissions system legal for public-road use.
If you choose to have an emissions-system modification carried out, whether through software or by physically altering components, you must confirm that you understand the associated risks. The legality of presenting the vehicle for an MOT or using it on a public road after that modification is entirely your responsibility and at your own risk. We do not condone or promote illegal road use or the presentation of a modified vehicle without disclosure.
Every customer is required to sign a disclaimer confirming that we have not provided any advice, either in writing or verbally, that is contrary to the vehicle's legal road-use requirements. The disclaimer records the purpose of the work and the advice given; it does not make a modified emissions system legal for public-road use.
If you choose to have an emissions-system modification carried out, whether through software or by physically altering components, you must confirm that you understand the associated risks. The legality of presenting the vehicle for an MOT or using it on a public road after that modification is entirely your responsibility and at your own risk. We do not condone or promote illegal road use or the presentation of a modified vehicle without disclosure.
Standalone ECUs / Kit Cars / EFI Conversions
Do We Tune Standalone ECUs?
We tune supported standalone ECUs in kit cars, EFI conversions and modified vehicles. Send the ECU make, model, software and installation details before booking so we can confirm support.
What Needs to Be Sorted on My Car Before Tuning?
To ensure a successful tuning session, the following must be in place:
We can tune a vehicle without the recommended systems, but the results may not be as safe, its your call!
- Stable fuel pressure with a high-quality pressure regulator.
- Wideband O2 sensor for accurate air-fuel ratio monitoring.
- Boost control (if the vehicle is turbocharged).
- Engine kill switch for safety.
- Balanced ITBs if fitted
- Fire Control System
- Oil pressure and temperature gauges to monitor engine health.
- Fuel cut-off switch for safety in case of emergency.
- Electronic fuel pressure sensor connected to the EFI system for better logging and diagnostics.
- EGT Sensors If running boost it is ideal to have EGT sensors to safeguard the engine.
- Knock detection system to safeguard against detonation.
We can tune a vehicle without the recommended systems, but the results may not be as safe, its your call!
What Warranty or Guarantee Do We Provide?
For an EFI conversion, we provide a warranty only where we supply and install the engine ECU, the engine is standard and remains at standard power, and we have seen it running correctly before conversion.
No warranty is provided where we did not supply and fit the EFI system, where other engine modifications are present, or for increased-power, motorsport or fast-road use. The owner remains responsible for engine and ECU reliability outside those conditions.
Existing build faults, unsuitable components, loose parts or loss of oil are not covered by the conversion warranty. Oil-spill cleanup is chargeable. We can inspect the installation or fit additional sensors as separate work before tuning; a tuning session does not include time for that installation.
What Happens If We Cannot Tune the Vehicle?
Time spent diagnosing, adjusting or attempting to tune is billable even if a vehicle fault prevents completion. Causes can include faulty sensors, unstable ECU communication, mechanical or electrical faults, boost leaks, fuel-pressure problems or misfires.
You must arrange the repair unless we have agreed to carry it out. Further tuning time is chargeable after the fault is resolved. An engine check-over can identify some concerns before the session.
Knock Detection
We use Plex knock-monitoring equipment during suitable tuning sessions. If knock is detected, we reduce ignition advance or stop the session if it cannot be controlled.
The engine must have suitable Bosch knock sensors for connection. Sensor installation is outside the fixed tuning-session price. We recommend an ECU with supported knock control, or a separate controller that can be calibrated, for an engine producing more than standard power.
Without fitted knock control the ECU cannot make the same automatic adjustment for fuel or operating-condition changes. We discuss that risk before additional power is requested. Installation work must be arranged before the tuning session.
Walnut Blasting
What is Walnut Blasting for?
Walnut blasting removes carbon deposits from accessible intake ports and valve backs on suitable petrol or diesel engines. Intake components must be removed to gain access; depending on the engine, this can also involve disturbing injectors, coil packs, fuel pipes, breather hoses, connectors and seals. It is not a full engine rebuild and does not renew worn components.
What are the benefits of Walnut Blasting over Chemicals?
Walnut-shell media physically removes deposits from the accessible intake ports and valve backs. Unlike a fuel-tank treatment, it works directly on those surfaces. It still requires careful preparation, extraction of the cleaning material and reassembly, and it does not remove the risks of disturbing older components or guarantee that a running fault will be cured.
What are the risks of Walnut Blasting?
Intake access can require removing the manifold, injectors, coils, fuel pipes, hoses, connectors and seals. Age, heat and wear can leave parts brittle or seized. Removal and refitting can make replacement necessary even where a part worked beforehand, especially on older, high-mileage or modified engines.
Cleaning does not guarantee that a running fault will be cured. Disturbed injectors, coils or connections can also produce a misfire or air leak after reassembly. The customer bears the cost of parts needing replacement after removal and refitting; parts and additional repair labour are separate from the walnut-blasting price. Read the full warning and allow for those costs.
Will Walnut Blasting prevent future carbon build up?
No. The carbon will return. Typically, as engines get older the carbon build up occurs quicker. Even within a few days of driving a vehicle, if the manifold is removed you can expect to see some layer of black carbon throughout the whole inlet port.
Why Walnuts?
Crushed walnut-shell media removes deposits from accessible intake ports and valve backs. The treated valves are kept closed, extraction collects media and loosened carbon, and remaining material is removed before reassembly. See the separate dismantling risks.
Will anyone know that the vehicle has been walnut blasted?
Well, not without looking. There might be some minor walnut shell debris around the engine bay. Whilst we will try and blow this off, it's common for the walnut shells to stick to oil or grease. We'd advise anyone that's had walnut blasting to have the engine bay steam cleaned after the process.
Will Walnut Blasting cure my misfire?
Not necessarily. Intake carbon deposits can contribute to misfires, but ignition, injectors, air leaks and mechanical faults can also be responsible. Walnut blasting removes carbon deposits; it does not renew the rest of the engine or guarantee that an existing misfire or other running fault will be cured. We recommend establishing the cause first and discussing our ASNU injector testing service where relevant.
Can a misfire develop after walnut blasting?
Yes. Removing and refitting injectors, coils or connections can leave a misfire or air leak, and cleaning may expose an existing injector fault. Contact us if the engine develops a concern. Replacement parts and additional repair labour are charged separately under the dismantling conditions.
Tuning Boxes
What is a Tuning box?
They are devices installed on one or two sensors connected between the Engine and Engine ECU to fool the ECU into doing something to typically add more fuel.
The Tuning Box company claim more power than a Remap
Quite simply, they are selling snakeoil. The box does nothing but tricks the ECU into overfueling. Sometimes they include pretty Apps to control some of the settings from a Mobile. But rest assured their efforts are all hogwash as are their promises.
Will a Tune/Remap deliver more power than a tuning box?
Yes, it will offer substabically more power and better fuel economy as we modify maps that effect a lot more than simply the fuel pressure.
If you have a tuning box connected to the fuel rail we will offer you a full money back guarantee that we can improve the performance of the car using a remap/tune. How about if we don't get more power than the tuning box we won't charge you?
If you have a tuning box connected to the fuel rail we will offer you a full money back guarantee that we can improve the performance of the car using a remap/tune. How about if we don't get more power than the tuning box we won't charge you?
Are tuning boxes safe?
No they block your DPF, make you use more fuel and will damage over time your injectors, fuel rail, pressure sensors and high pressure fuel pump.
If you have one fitted, rip it out.
If you have one fitted, rip it out.
Vintage / Classic Cars
Please also check out our "Standalone ECUs / Kit Cars / EFI Conversions" section
What are the essentials before tuning a car with Llandow Tuning
- A sound exhaust free of leaks
- New points in the distributor if points are used
- A sound carb, i.e. one which isn't worn out
- A method to control the fuel pressure to the carb or injectors
- A FULL tank of fuel
- A new set of spark plugs
Should I start with an engine Checkover?
Yes, if you book for a tuning session and it cannot be done then the tuning session fee applies. It makes no sense to start with a tuning session without first making sure the engine can actually be tuned.
We don't like giving people bills of £450 but if you book a tuning session and the car has an issue we reserve the right to do just that.
We don't like giving people bills of £450 but if you book a tuning session and the car has an issue we reserve the right to do just that.
Tuning Sessions vs Engine checkover
If during an engine checkover we can turn a screw and adjust something and the car runs right, we aren't implying its tuned correctly.
A full tuning session will assess the car's tuning completely. We will establish a baseline and work from there with different jets, timing or injection timing to get it as good as we possibly can.
The engine checkover is designed to check the vehicle, give our opinion on things that need to be done PRIOR to an engine tuning session. It may well be that we can adjust the carb or ignition to make the car run BETTER but it is not done so in a way which you can consider its checked. Its best effort.
A full tuning session will assess the car's tuning completely. We will establish a baseline and work from there with different jets, timing or injection timing to get it as good as we possibly can.
The engine checkover is designed to check the vehicle, give our opinion on things that need to be done PRIOR to an engine tuning session. It may well be that we can adjust the carb or ignition to make the car run BETTER but it is not done so in a way which you can consider its checked. Its best effort.
Modified/Above Stage 2 Vehicles
This section covers Stage 2 and Stage 3 requirements, injector size changes and bigger turbo conversions. Please also check our "Standalone ECUs / Kit Cars / EFI Conversions" section where relevant.
Injector Size Changes
Changing injector size requires correct parts, accurate injector data and enough tuning time to check the vehicle properly.
Can you quickly adjust the map for larger injectors?
No. Getting an injector size change right is not a quick process. It is not simply a case of entering a new flow rate or adding more fuel.
The injector size must suit the engine, target power, fuel type, fuel pressure and intended use. Bigger is not automatically better: oversized or poorly characterised injectors can make starting, idle and low-load fuelling much harder to control.
Before and during calibration, we may need to:
The injector size must suit the engine, target power, fuel type, fuel pressure and intended use. Bigger is not automatically better: oversized or poorly characterised injectors can make starting, idle and low-load fuelling much harder to control.
Before and during calibration, we may need to:
- Confirm the injector make, part number, flow rate and that the injectors are genuine and suitable for the application.
- Obtain reliable injector characterisation data, including dead time or latency and voltage compensation data where available.
- Check that the injectors are flow-matched and operating consistently.
- Confirm that fuel pressure is stable and that the pump, regulator, wiring and fuel system can support the required flow.
- Calibrate and check cranking, cold and hot starting, idle, low-load driving, throttle transitions and full-load fuelling.
- Review logs and make further revisions until the fuelling is correct throughout the operating range.
What must be fitted before we calibrate changed injectors?
To tune changed injectors accurately, the vehicle must meet the following requirements:
The vehicle should also have a driver-visible wideband gauge. This allows you to monitor the fuelling while driving and provides an important failsafe if the air-fuel ratio becomes unsafe.
These items must be fitted and working before the tuning session. Installation or repair work is not included within the tuning time unless it has been agreed and booked separately.
- The exhaust system must be completely leak-free.
- A functioning wideband O2 sensor must be fitted.
- The wideband O2 sensor must be installed in the exhaust manifold or as close to the engine as practical.
- Fuel pressure must be stable, correctly set and suitable for the injector data being used.
The vehicle should also have a driver-visible wideband gauge. This allows you to monitor the fuelling while driving and provides an important failsafe if the air-fuel ratio becomes unsafe.
These items must be fitted and working before the tuning session. Installation or repair work is not included within the tuning time unless it has been agreed and booked separately.
Turbo and Actuator Changes
Fitting or modifying the turbo is only the mechanical part of the job. The new airflow, boost response and supporting systems must then be calibrated and checked properly.
Is calibrating a bigger, hybrid or modified turbo a five-minute job?
No. A bigger, hybrid or modified turbo takes time to calibrate correctly and is not a five-minute job. Installing the hardware does not mean the vehicle is ready to make full power immediately.
A different turbo, hybrid turbo, modified actuator, different actuator or altered boost-control setup changes airflow, spool characteristics, boost response and exhaust back pressure across the engine's operating range. The wastegate, actuator or electronic boost control system must also work correctly with the new hardware. Simply copying another vehicle's map or increasing a boost target is not a safe calibration method.
If the turbocharger system has been changed, we treat it as Stage 3 / custom calibration work. This applies even if you only want Stage 1-style gains, because the calibration still has to be developed around non-standard hardware and checked properly. The vehicle must also have the correct supporting modifications for the airflow, fuelling, exhaust, cooling and boost-control requirements. Missing, unsuitable or faulty supporting hardware will add diagnostic, setup or repair time.
A turbo, actuator or hybrid-turbo calibration will therefore be quoted and billed at Stage 3 / custom tuning prices, not as a fixed-price Stage 1 remap.
Before and during calibration, we may need to:
A different turbo, hybrid turbo, modified actuator, different actuator or altered boost-control setup changes airflow, spool characteristics, boost response and exhaust back pressure across the engine's operating range. The wastegate, actuator or electronic boost control system must also work correctly with the new hardware. Simply copying another vehicle's map or increasing a boost target is not a safe calibration method.
If the turbocharger system has been changed, we treat it as Stage 3 / custom calibration work. This applies even if you only want Stage 1-style gains, because the calibration still has to be developed around non-standard hardware and checked properly. The vehicle must also have the correct supporting modifications for the airflow, fuelling, exhaust, cooling and boost-control requirements. Missing, unsuitable or faulty supporting hardware will add diagnostic, setup or repair time.
A turbo, actuator or hybrid-turbo calibration will therefore be quoted and billed at Stage 3 / custom tuning prices, not as a fixed-price Stage 1 remap.
Before and during calibration, we may need to:
- Confirm the exact turbo specification, expected operating range and intended power target.
- Check the wastegate, actuator, spring pressure, preload, boost-control plumbing and electronic control where fitted.
- Pressure-test the induction system and confirm that the intake and exhaust systems are free from leaks.
- Check that the injectors, fuel pump, regulator and fuel pressure can support the additional airflow.
- Start with a conservative base calibration and build boost, load and torque demand progressively.
- Monitor boost control, fuelling, fuel pressure, ignition correction, knock and temperatures while the calibration is developed.
- Check idle, part-throttle driving, boost transitions, full-load operation and behaviour when the engine is hot.
- Review logs and make further revisions until the result is controlled, repeatable and suitable for the agreed use.
Stage 2 and Stage 3 Guidance
Stage 2 vs Stage 3 and above
Stage 2 is typically applied to vehicles with supporting modifications. Most people will fit an upgraded intercooler and may also fit an induction or exhaust kit.
If you're looking for a reliable tune, stick with Stage 1.
Stage 3 and above are for vehicles typically fitted with modified turbos, either for more power or to improve reliability at a given performance level.
Is a Stage 2 or Stage 3 map safer? Think about the turbo. At Stage 2 it will be on its limit and may even be beyond it. At Stage 3, achieving the same performance level with a bigger turbo may be safer.
If you're looking for a reliable tune, stick with Stage 1.
Stage 3 and above are for vehicles typically fitted with modified turbos, either for more power or to improve reliability at a given performance level.
Is a Stage 2 or Stage 3 map safer? Think about the turbo. At Stage 2 it will be on its limit and may even be beyond it. At Stage 3, achieving the same performance level with a bigger turbo may be safer.
What are the requirements for a Stage 2 or Stage 3 tune?
Before we can tune a Stage 2 or Stage 3 vehicle, the following requirements must be met:
We also strongly recommend fitting a driver-visible wideband gauge. This allows you to monitor the fuelling while driving and provides an important failsafe if the air-fuel ratio becomes unsafe.
- The exhaust system must be completely leak-free.
- A functioning wideband O2 sensor must be fitted.
- The wideband O2 sensor must be installed in the exhaust manifold or as close to the engine as practical.
We also strongly recommend fitting a driver-visible wideband gauge. This allows you to monitor the fuelling while driving and provides an important failsafe if the air-fuel ratio becomes unsafe.
Can We Help with a Custom/Modified Vehicle at Stage 3?
We can assess supported custom and Stage 3 builds. Send the engine, turbo, injectors, ECU, wiring and fuel-system specification, plus existing logs or calibration files. The quotation separates initial setup, fault investigation, hardware work and calibration. A session may need to stop if the installation is incomplete or faulty.
My Modified Car Doesn't Run, Can Llandow Tuning Help?
Yes, we can help.
We can diagnose why your car isn't running and, in many cases, we can fix the issue. However, depending on the specific problem, you may need a specialist to get it fully operational.
Examples of issues we can fix:
If you're unsure whether we can help, get in touch, and we'll assess the situation.
We can diagnose why your car isn't running and, in many cases, we can fix the issue. However, depending on the specific problem, you may need a specialist to get it fully operational.
Examples of issues we can fix:
- Your fuel pump has failed - we can diagnose and replace it.
- A sensor cable is damaged - we can repair or replace it.
- Your engine ECU has water damage - we can source and fit a replacement.
- You have a hole in your engine block from a piston failure - you may need an engine builder.
- Your automatic gearbox is seized - you may need a gearbox rebuilder.
If you're unsure whether we can help, get in touch, and we'll assess the situation.
I've fitted a different engine or added a turbo/supercharger
Yes, we can help! However, if you've completed the modifications without consulting us beforehand, additional modifications may be required before we can tune the car.
There are many potential issues that could prevent tuning, which will be addressed as part of the process. Some examples include:
There are many potential issues that could prevent tuning, which will be addressed as part of the process. Some examples include:
- Forced Induction Conversions - If you've added a turbo or supercharger to a naturally aspirated engine, we may need to modify certain components to ensure compatibility and accessibility.
- Carburettor Upgrades - If you've fitted different carburettors, access may be a concern. For instance, if the carb is positioned too close to a bulkhead, modifications (like an access panel) may be required.
What's the most common issue that prevents tuning?
Exhaust leaks.
A leaking exhaust can cause inaccurate AFR readings, making tuning difficult or unsafe. We highly recommend fitting an AFR sensor bung in the exhaust manifold or just after it. This ensures precise readings, leading to better power gains and safer engine operation.
Please check the "Tuning: Before Anything" section for more information
A leaking exhaust can cause inaccurate AFR readings, making tuning difficult or unsafe. We highly recommend fitting an AFR sensor bung in the exhaust manifold or just after it. This ensures precise readings, leading to better power gains and safer engine operation.
Please check the "Tuning: Before Anything" section for more information
What happens if the vehicle needs more than tuning?
Quite often, we see cars that come in for tuning or ECU software setup only to find there are physical issues with the vehicle.
If you've built the car yourself, you may need to resolve the issue before we can proceed. However, it ultimately depends on the nature of the problem.
We assess each case individually to determine whether we can assist or if you might need another specialist. If we can help, we will - but if it requires work beyond our scope, we will advise you accordingly.
If you've built the car yourself, you may need to resolve the issue before we can proceed. However, it ultimately depends on the nature of the problem.
We assess each case individually to determine whether we can assist or if you might need another specialist. If we can help, we will - but if it requires work beyond our scope, we will advise you accordingly.
Rolling Road and Dyno
Will my car go on the dyno with tuning?
Yes. The car will go on a rolling road or we will attach a road based "dyno" and perform a test drive to determine the power output.
All rolling road runs which are performed with tuning are a best effort basis. We are happy to provide a dyno session if you need one.
All rolling road runs which are performed with tuning are a best effort basis. We are happy to provide a dyno session if you need one.
How accurate is the dyno/rolling road?
We frequently put "stock" unmodified cars on the dyno to determine if the dyno reports a figure which is accurate. Where needed we will recalibrate the dyno should the values not be acceptable.
The figure after tuning, how accurate is that?
If you want an accurate as possible a figure. please ensure to book in for a pre and post dyno run. That way we will compare your vehicle in stock form and then tune and repeat the test using the same test values.
If the vehicle is removed and comes back another day, a level of error will occur and figures may vary.
If the vehicle is removed and comes back another day, a level of error will occur and figures may vary.
What is the point of a dyno?
A dyno applies controlled load so we can measure power and torque and observe engine behaviour during a test. Before-and-after comparisons need comparable fuel, temperatures, gear and correction method.
Leasing and Warranty Questions
Will Tuning my vehicle invalidate my warranty?
Yes. There are no ifs or buts about it. If you modify your vehicle, your manufacturer warranty could be null and void. But lets say you have a "tune" on your engine and your exhaust falls off. That is still going to be covered. The issue you will have is what is and what is not is open to debate.
Can I tune a leased vehicle?
If you want to tune a leased vehicle, remember you are not the legal owner.
You will need to return the vehicle to stock condition prior to handing it back or purchase it outright at the end of the lease.
It is well reported by the press that BMW sends customers bills for immeadetate payment to clear outstanding finance on a vehicle when they discover it has been modified.
You will need to return the vehicle to stock condition prior to handing it back or purchase it outright at the end of the lease.
It is well reported by the press that BMW sends customers bills for immeadetate payment to clear outstanding finance on a vehicle when they discover it has been modified.
Can the Dealer refuse to work on a tuned car?
Yes. And honestly they do often. If you modify a vehicle with a tune and the dealer finds out, they might just simply turn you away as they don't want the hassle of warranty claims or liability that might arise from your modifications.
Should I tell my insurer?
Yes. You should tell them or you risk any modifications resulting in your insurance being invalid. That said, we've worked with many insurance inspections and their opinion can be boiled down to "When is a modification, a modification?"
i.e. You've put a set of cheap tyres on the car, that aren't approved?
Maybe you've installed a steering wheel cover, is that a modification?
You've installed different alloy wheels or changed their colour?
I think the point is, a small remap to gain a few HP or sticking a turbo on the car or making a V6 into V12 may have different impacts.
What about if your car has been modified before you bought it? Does that invalidate your insurance too?
In any case, it is probably best to ask your insurer what they think.
i.e. You've put a set of cheap tyres on the car, that aren't approved?
Maybe you've installed a steering wheel cover, is that a modification?
You've installed different alloy wheels or changed their colour?
I think the point is, a small remap to gain a few HP or sticking a turbo on the car or making a V6 into V12 may have different impacts.
What about if your car has been modified before you bought it? Does that invalidate your insurance too?
In any case, it is probably best to ask your insurer what they think.
will we tell your insurer?
Yes. If they need to be told.
Unless you request us to not tell your insurer, we may share that your vehicle has been tuned. An insurer can of course visit our website and could potentially see a picture of you car.
Unless you request us to not tell your insurer, we may share that your vehicle has been tuned. An insurer can of course visit our website and could potentially see a picture of you car.
Can I Hide My Tune from the Dealer?
We cannot guarantee that tuning or previous software changes will remain undetected. Restoring a standard file does not necessarily remove programming history or other records. Discuss warranty, servicing and lease requirements with the relevant provider before authorising tuning. We offer restoration of our own calibration without a removal charge; the original labour remains payable.
Your vehicle your decision
What tuning level should I go for?
You need to ensure you know what you are doing.
Stage 1 is safe for stock vehicles but does carry some small risks
Every other tuning level should be considered for expert users. If you aren't prepared for the turbo to need replacing SOONer with a stage 2 tune, then don't have a stage 2 tune.
Stage 1 is safe for stock vehicles but does carry some small risks
Every other tuning level should be considered for expert users. If you aren't prepared for the turbo to need replacing SOONer with a stage 2 tune, then don't have a stage 2 tune.
Will we provide a hardware warranty?
No. If you're tuning it there is no warranty on the hardware. This is the risk you take as the owner of the car.
Putting Facts back in to Tuning
What is Tuning vs Remapping vs Chipping?
Tuning can include mechanical setup and engine calibration. Remapping changes ECU calibration data. "Chipping" originally referred to changing or programming a memory chip in older ECUs and is still used informally for remapping. Read the current packages and process.
What should I ask before choosing a tuner?
Ask who develops the software, which vehicle checks and logs are included, whether revisions are available and how the result is verified. Confirm the quotation and aftercare terms.
Why does direct control of the calibration matter?
ECU reading and writing tools are commonly supplied as Master or Slave systems. A Slave system encrypts the ECU data and routes it to its associated Master tool holder, while a Master system gives its operator direct access to the calibration.
What is the practical difference?
We use Master Tools, meaning we can fully modify and optimise each file in-house. This allows us to offer:
What is the practical difference?
- Slave tools encrypt the ECU data, meaning the tuner cannot directly modify or analyze the calibration.
- A Slave-tool readout has to be sent to its associated Master tool holder for modification.
- A Master-tool operator can inspect and modify the calibration directly.
- Direct access lets the calibration be reviewed alongside live vehicle data.
- Adjustments can be made by the same team carrying out the testing.
- Any issue can be investigated without waiting for an unknown external file source.
- The development and support history stays with the workshop responsible for the vehicle.
We use Master Tools, meaning we can fully modify and optimise each file in-house. This allows us to offer:
- Genuine custom tuning tailored to your car.
- Real-time adjustments and troubleshooting.
- The ability to make refinements without needing a third party.
- Complete control over the tuning process, ensuring safe and effective results.
I've been to another tuner and they said XYZ about you and your tune!
to be honest, we couldn't care less what a competitor says about us.
If you want to use someone else, you're free to do so.
If you want to use someone else, you're free to do so.
What sets Llandow Tuning apart?
Our team handles calibration development and support in-house. The workshop combines ECU software work with diagnostics, dyno testing, injector testing, electronics and fabrication. See the equipment and documented motorsport work, or arrange a consultation.
Does Llandow Tuning Have Dealer Tooling?
We use manufacturer and multi-brand systems for supported diagnostics, programming, coding, adaptation and key or immobiliser work. The equipment inventory lists the systems used. Send the vehicle, module and task details: owning a tool does not establish coverage for every function on every vehicle.
Billing, Costs, and Budgets
Vehicle Collection and Storage
If you do not collect your vehicle on the date of the invoice, we reserve the right to charge £25 per day for storage until your vehicle is collected.
Labour Rate
Our standard labour rate is £90 per hour.
Labour is billed in one-hour increments. This means that if we work on your vehicle for any part of an hour, the full hour will be chargeable.
Some services (such as Stage 1 tuning) are offered at a fixed price. Any work requested or required outside the scope of a fixed-price service will be billed at £90 per hour.
Labour is billed in one-hour increments. This means that if we work on your vehicle for any part of an hour, the full hour will be chargeable.
Some services (such as Stage 1 tuning) are offered at a fixed price. Any work requested or required outside the scope of a fixed-price service will be billed at £90 per hour.
Billable Work Performed
Any time spent investigating, diagnosing, tuning, repairing, testing, or researching your vehicle is billable labour.
This includes fault-finding, data logging, calibration work, test drives, and consultation related directly to your vehicle.
We are a professional business, not a charity. Time spent working on your vehicle must be paid for.
This includes fault-finding, data logging, calibration work, test drives, and consultation related directly to your vehicle.
We are a professional business, not a charity. Time spent working on your vehicle must be paid for.
Diagnostic Billing
If you bring your vehicle to us for diagnostics, any budget or limit on labour hours must be provided and agreed in writing before work begins. Without an agreed written limit, you will be billed for all the hours we spend working on your vehicle.
During diagnosis, if we can fix the fault as part of the process, we will. For example, if we identify a broken pipe and can repair or replace it, we will do so. The labour and any parts used are chargeable, within any agreed written budget. You cannot refuse to pay afterwards simply because you say you did not want the pipe fixed.
Example: If we spend 10 hours finding a faulty 50p pipe, you pay for 10 hours of labour plus the 50p pipe. A cheap part does not make the time spent finding the fault free.
If you are looking for a different approach to diagnostic billing and repairs, please use another workshop.
During diagnosis, if we can fix the fault as part of the process, we will. For example, if we identify a broken pipe and can repair or replace it, we will do so. The labour and any parts used are chargeable, within any agreed written budget. You cannot refuse to pay afterwards simply because you say you did not want the pipe fixed.
Example: If we spend 10 hours finding a faulty 50p pipe, you pay for 10 hours of labour plus the 50p pipe. A cheap part does not make the time spent finding the fault free.
If you are looking for a different approach to diagnostic billing and repairs, please use another workshop.
Working Within a Budget
If you are working to a budget, you must inform us in writing before work begins.
If you wish to cap the number of hours or set a maximum spend, this must be agreed before we start work. If no limit is set, we will proceed based on what is required to complete the job correctly and safely.
Example scenarios:
Authorising work means you agree to pay for it. If you want a spending cap, tell us before we start, not after the work has been completed.
If you wish to cap the number of hours or set a maximum spend, this must be agreed before we start work. If no limit is set, we will proceed based on what is required to complete the job correctly and safely.
Example scenarios:
- You bring in a high-value vehicle which, after inspection, requires major work (e.g. engine rebuild or carburettor overhaul). We do not want to reach the end of the job only for you to say you cannot afford or did not authorise the work.
- You bring in a modified car for tuning, but additional repairs are required to make it safe. Any spending limit must be declared before work begins.
Authorising work means you agree to pay for it. If you want a spending cap, tell us before we start, not after the work has been completed.
Tuning Session Costs
Our standard tuning sessions cost £450 and last for approximately half a day.
Any work outside the scope of the tuning session (diagnostics, repairs, additional setup, or fault-finding) will be billed at our standard hourly rate.
If a tuning session is booked and the vehicle is found to be un-tunable, the session fee will still apply unless an engine check-over service has been carried out by us beforehand.
This is because staff, dyno time, and equipment are allocated in advance and cannot be rebooked at short notice.
To reduce the risk of unnecessary costs, we strongly recommend an engine check-over prior to booking a tuning session. Engine check-overs start at £95.
Any work outside the scope of the tuning session (diagnostics, repairs, additional setup, or fault-finding) will be billed at our standard hourly rate.
If a tuning session is booked and the vehicle is found to be un-tunable, the session fee will still apply unless an engine check-over service has been carried out by us beforehand.
This is because staff, dyno time, and equipment are allocated in advance and cannot be rebooked at short notice.
To reduce the risk of unnecessary costs, we strongly recommend an engine check-over prior to booking a tuning session. Engine check-overs start at £95.
Refunds & Money Back Guarantees
We do not offer a money-back guarantee.
All tuning, diagnostic, and mechanical work is billed based on labour time spent, not on the outcome achieved.
If you would like adjustments made to a tune, we are happy to carry these out where reasonably possible. Refunds are not generally issued for tuning or calibration work; if we demonstrably fail to carry out the agreed service correctly, we will review the matter under our Warranty, Refunds & Rectification Policy.
If we are unable to tune a vehicle due to limitations entirely on our side, no charge will be made.
All tuning, diagnostic, and mechanical work is billed based on labour time spent, not on the outcome achieved.
If you would like adjustments made to a tune, we are happy to carry these out where reasonably possible. Refunds are not generally issued for tuning or calibration work; if we demonstrably fail to carry out the agreed service correctly, we will review the matter under our Warranty, Refunds & Rectification Policy.
If we are unable to tune a vehicle due to limitations entirely on our side, no charge will be made.
Aborted Tuning Sessions
If a tuning session is aborted due to issues outside of our control, the full session fee remains payable.
Common reasons include:
Common reasons include:
- Mechanical or electrical faults preventing safe tuning.
- Vehicle issues that distort results and make accurate calibration impossible.
In the Event of an Issue
Can my car go back to stock?
Yes we will do this free of charge without an appointment.
Please remember all tuning is charged hourly or at a fixed fee. Going back to stock does not result in a refund being given.
Please remember all tuning is charged hourly or at a fixed fee. Going back to stock does not result in a refund being given.
You've done work on my car. What should I do if I have a problem?
Firstly, if you are experiencing an issue, we apologise.
The first and most important step is to return the vehicle to us so that we can inspect it. Initial inspection related to our work will be carried out free of charge.
If the issue is directly related to work we have carried out, it will be rectified by us, subject to our standard terms and these FAQs.
If the issue is found to be unrelated to our work, we will explain the cause and discuss available options going forward.
The first and most important step is to return the vehicle to us so that we can inspect it. Initial inspection related to our work will be carried out free of charge.
If the issue is directly related to work we have carried out, it will be rectified by us, subject to our standard terms and these FAQs.
If the issue is found to be unrelated to our work, we will explain the cause and discuss available options going forward.
I have an issue and want to get it fixed elsewhere
You are fully entitled to have your vehicle repaired elsewhere if you wish.
However, if you do not give us the opportunity to inspect and rectify the issue first, we will not accept any warranty claims, refund requests, or liability related to that issue.
Once third-party work has been carried out without our involvement, we are unable to assist further.
However, if you do not give us the opportunity to inspect and rectify the issue first, we will not accept any warranty claims, refund requests, or liability related to that issue.
Once third-party work has been carried out without our involvement, we are unable to assist further.
What happens if my vehicle has body damage?
This section refers to body damage, such as dents, scratches, crash damage, or other visible damage caused while moving, parking, or working around the vehicle.
If one of our technicians or staff crashes, dings, scratches, or otherwise causes body damage to a vehicle while it is in our care, we will report this to the customer and arrange for the vehicle to be repaired at our repair shop.
You are free to refuse for us to carry out the repair. If you do this, you agree that any alternative repair, inspection, estimate, transport, or associated cost will be payable by you and not by us.
Customers must inspect the vehicle bodywork before leaving our premises. If you notice any body damage, you must report it to us before the vehicle leaves. If you send an agent, friend, recovery driver, or any other person to collect the vehicle on your behalf, they must inspect the vehicle bodywork before leaving and report any body damage before collection is completed.
Vehicles left on site will be cared for by us, but the vehicle remains at the customer's risk while it is with us. Customers must ensure they have the necessary insurance cover for the vehicle's stay on our premises.
To be clear, body damage caused by someone other than our technicians or staff is not covered by us. This includes damage caused by another customer or any other third party. If we see the incident or can reasonably identify the other party, we will endeavour to obtain their details and speak to them about it. Where we provide the other party's details, any claim regarding that damage is between you and the other party. We accept no liability for body damage caused by a third party.
If one of our technicians or staff crashes, dings, scratches, or otherwise causes body damage to a vehicle while it is in our care, we will report this to the customer and arrange for the vehicle to be repaired at our repair shop.
You are free to refuse for us to carry out the repair. If you do this, you agree that any alternative repair, inspection, estimate, transport, or associated cost will be payable by you and not by us.
Customers must inspect the vehicle bodywork before leaving our premises. If you notice any body damage, you must report it to us before the vehicle leaves. If you send an agent, friend, recovery driver, or any other person to collect the vehicle on your behalf, they must inspect the vehicle bodywork before leaving and report any body damage before collection is completed.
Vehicles left on site will be cared for by us, but the vehicle remains at the customer's risk while it is with us. Customers must ensure they have the necessary insurance cover for the vehicle's stay on our premises.
To be clear, body damage caused by someone other than our technicians or staff is not covered by us. This includes damage caused by another customer or any other third party. If we see the incident or can reasonably identify the other party, we will endeavour to obtain their details and speak to them about it. Where we provide the other party's details, any claim regarding that damage is between you and the other party. We accept no liability for body damage caused by a third party.
I want a refund
For our full refund terms and exceptions, see Refunds & Money Back Guarantees in the Billing, Costs and Budgets section.
I need my car towed in
In most cases, you should contact your breakdown provider to arrange recovery.
We are happy to help organise transport if required. If the issue is directly related to work we have carried out, we will cover the cost of recovery.
If the issue is unrelated, the cost of transport will be payable by you on collection of the vehicle.
We are happy to help organise transport if required. If the issue is directly related to work we have carried out, we will cover the cost of recovery.
If the issue is unrelated, the cost of transport will be payable by you on collection of the vehicle.
I want to get my car tuned elsewhere!
No issues at all. You can get it tuned elsewhere.
We painted your car red, if you want it blue by all means get someone to do it. But the fact we painted it blue doesn't mean you get some kind of refund.
We're always happy to improve or tweak what we've done. If you aren't satisfied with the outcome, apologies. But we don't hide the fact you're paying for our time not the result.
We painted your car red, if you want it blue by all means get someone to do it. But the fact we painted it blue doesn't mean you get some kind of refund.
We're always happy to improve or tweak what we've done. If you aren't satisfied with the outcome, apologies. But we don't hide the fact you're paying for our time not the result.
Disputes
I Have a Dispute
If you dispute any charge or work completed, please note that all outstanding invoices must be settled before a dispute is formally reviewed.
If you believe an invoice has been raised incorrectly, you must submit your concerns in writing. We will respond with supporting evidence outlining the work carried out.
For clarity, as outlined in our Terms and Conditions and these FAQs:
If you believe an invoice has been raised incorrectly, you must submit your concerns in writing. We will respond with supporting evidence outlining the work carried out.
For clarity, as outlined in our Terms and Conditions and these FAQs:
- Labour is charged in one-hour increments at £90 per hour.
- All parts, external services, and third-party costs incurred while working on your vehicle are chargeable.
Third-Party Inspections
If you are not satisfied with our written response to a dispute, we may agree to arrange an independent third-party vehicle examiner to inspect the vehicle and produce a report.
How this process works:
How this process works:
- If the examiner confirms our invoicing and workmanship are correct, the outstanding invoice must be paid in full within 48 hours.
- If the examiner identifies issues with our workmanship, we will rectify them at our own cost, in line with their findings.
- Unless the examiner states otherwise, any outstanding invoices remain payable.
- We will initially cover the cost of the inspection; however, if no fault is found, the customer must reimburse this cost.
Chargebacks & Unpaid Invoices
Any attempt to issue a chargeback for completed work without legitimate grounds will be formally contested using supporting evidence.
If an invoice remains unpaid beyond the agreed payment terms, we may:
If you raise a claim which suspends an account, all our costs will be payable by you in relation to the matter including our administrative costs.
If an invoice remains unpaid beyond the agreed payment terms, we may:
- Issue formal payment reminders.
- Instruct a debt recovery agency.
- Commence legal action through the Small Claims Court.
If you raise a claim which suspends an account, all our costs will be payable by you in relation to the matter including our administrative costs.
Refund Policy
See Refunds & Money Back Guarantees under Billing, Costs and Budgets for the complete refund policy and exceptions.
Parts & External Services Disputes
Parts ordered specifically for a customer's vehicle are non-refundable unless proven to be faulty.
External services (including machining, fabrication, and third-party diagnostics) are chargeable and non-refundable. While we may assist in liaising with third-party providers, we are not liable for their workmanship.
External services (including machining, fabrication, and third-party diagnostics) are chargeable and non-refundable. While we may assist in liaising with third-party providers, we are not liable for their workmanship.
Non-Payment After Collection
If a vehicle is released before full payment has been made, the invoice remains outstanding until settled in full.
Payment terms:
Payment terms:
- Unless otherwise agreed, the full balance is due within 48 hours of invoice issue.
- Vehicle collection does not void or cancel an invoice.
- Only an official credit note nullifies an invoice.
Non-Payment and Warranty
If payment has not been received within 48 hours of invoice issue, all warranty, liability, and aftercare support are void until the account is settled.
- No warranty claims will be honoured while an invoice remains unpaid.
- Further work or inspections will not be carried out until the balance is cleared.
Legal Action & Customer Conduct
Customers who refuse to pay for completed work without legitimate grounds may be:
- Refused future services.
- Subject to debt recovery and additional collection fees.
- Recorded internally and declined future bookings.
- Subject to legal action to recover outstanding balances and associated costs.
Work With Us
If you are struggling to pay an invoice, talk to us. In many cases, we are willing to agree on a reasonable payment plan if you communicate early and honestly.
What we will not accept is the creation of artificial disputes or exaggerated claims as a means of avoiding payment.
Difficult personal circumstances do not remove the obligation to pay for work already completed. Open communication is always the best way forward.
What we will not accept is the creation of artificial disputes or exaggerated claims as a means of avoiding payment.
Difficult personal circumstances do not remove the obligation to pay for work already completed. Open communication is always the best way forward.