Tuning FAQ

The bottom line

• We prioritize quality over quantity.
• We are the longest-established independent tuner in Wales.
• We own and operate all our own master tuning equipment. We have never used, owned, or relied on any equipment from another tuner—let alone acted as an agent for another tuning company. No one else in Wales can claim that.
• We've tuned more cars in Wales than any other Welsh-based tuner.
• We invite you for a free consultation— we’re confident that once you visit, you’ll agree that we’re the best in Wales.

• Why don't they have a workshop? Proper tuning requires controlled conditions, specialized equipment, and a dyno—not just a laptop in a car park.
• What happens when something goes wrong? If a file is bad or causes issues, these tuners rarely have the knowledge to diagnose or fix it. Instead, they rely on their "supplier" to send another generic file.
• They have no real tuning experience. Many mobile and agent tuners are just middlemen with limited mechanical knowledge, selling files they don’t understand.
• No genuine custom tuning. A mobile tuner or agent cannot develop a tune specifically for your vehicle. Instead, they load a pre-made file from whoever their tool is slaved to.
• They do this because they lack the skills. If they had the knowledge and ability, they would be writing their own tunes—not reselling someone else’s.

• The car must not have a check engine (MIL) light on, unless the issue is minor and will not interfere with tuning.
• If there is an existing fault, it 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 potential issues.

• DPF removal or recalibration.
• EGR disable or optimization.
• AdBlue system recalibration or removal.

• Turbo underboost or overboost errors.
• Fuel pressure faults affecting injection timing.
• Severe misfires or ignition system issues.
• Major sensor failures (e.g., MAF, MAP, lambda, or knock sensor faults).

• 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 tuning results and engine damage.
• No air leaks in the exhaust – leaks before or near the lambda sensor can cause incorrect AFR readings.
• 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 in good working condition.

• A wideband O2 sensor and controller – This allows for more accurate air-fuel ratio (AFR) monitoring, improving tuning precision.
• Exhaust Gas Temperature (EGT) sensors – Helps prevent excessive heat buildup and ensures safe operation.
• Boost pressure monitoring – A reliable boost gauge or ECU logging capability helps track turbo performance.
• Knock detection equipment – A knock sensor or knock detection system allows safer ignition tuning.
• Oil pressure and temperature gauges – Monitoring oil health is crucial, especially for high-performance and track vehicles.
• New spark plugs of the correct heat range – Prevents misfires and ensures consistent ignition under load.
• Healthy ignition system – Coil packs and leads should be in good condition to avoid ignition cutout issues.
• Fresh fuel of the correct octane – Old or incorrect fuel can cause detonation and poor performance.

• Fuel supply issues – Weak fuel pump, clogged injectors, or incorrect fuel pressure regulator setup.
• Boost leaks – Any leaks in the intercooler piping or vacuum system can cause unstable tuning conditions.
• Exhaust leaks – Pre-turbo or pre-lambda sensor leaks can cause inaccurate fuel readings.
• Cooling system faults – Overheating issues, thermostat failures, or radiator problems will stop a tuning session.
• Faulty sensors – MAF, MAP, lambda, knock sensors, or TPS issues will cause tuning problems.
• Electrical faults – Poor wiring, grounding issues, or ECU communication errors.
• Clutch slip – A slipping clutch will make power runs useless, and tuning cannot be completed.
• Engine mechanical faults – Low compression, misfires, or excessive oil burning.

• 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.

• We will perform diagnostics to identify faults preventing tuning.
• Our approach is to work methodically, eliminating issues one by one.
• Common faults include boost leaks, fuel pressure problems, misfires, sensor failures, and ECU communication errors.

• Diagnosing and resolving faults is outside the scope of a tuning session and will be billable.
• We cannot predict the total cost upfront as faults require investigation—we do not have a crystal ball.
• If you have a budget constraint, you must inform us before we begin diagnostics.
• If no budget is set, we will continue working through faults until the vehicle is tuning-ready.

• If the job takes longer than estimated due to unforeseen complications, additional labor charges will apply.
• If new issues arise during the job, we will stop work and discuss the options with you before proceeding.
• If you wish to set a limit on costs, you must inform us before work begins.

• You've asked us to fit an uprated turbo you've supplied. It is missing some minor parts, these will be billable.
• Fitting a downpipe might take longer if bolts are seized or rusted. If the job was estimated for a few hours but takes longer, additional time will be charged.
• If we diagnose a clutch or gearbox issue and determine that a full replacement is required, we will provide a new estimate before proceeding.

• Simple part replacements where labor time is predictable.
• Basic servicing and maintenance tasks.

• We source high-quality parts from trusted suppliers.
• We will always confirm part costs with you before ordering.
• If you wish to supply your own parts, we must approve them in advance.
• Parts fitted to the vehicle are non-refundable once installed.

• 0 - 3 months: We will cover both parts and labor for any valid warranty claim.
• 3 - 6 months: We will cover only the parts we supplied and fitted. Labor costs will not be covered.
• After 6 months: No warranty coverage applies.

• Seals and gaskets we replace are warranted against leaks for 2 months.
• If a seal we fitted leaks within 2 months, we will replace it free of charge.
• After 2 months, no warranty will apply.

• We do not warranty seals or gaskets where the leak is caused by a warped cover, improper surface mating, or other additional parts required to seal correctly.
• If we replace a sump gasket and it leaks within 2 months, it will be replaced for free. If it leaks after 2 months, it will not be covered under warranty.
• If a seal replacement does not fully resolve an oil leak and additional seals, gaskets, or parts are needed, these will not be covered for free.

• Motorsport and high-performance vehicles operate under extreme conditions, causing significantly higher wear and stress on components.
• Modified vehicles often use non-OEM parts, aftermarket upgrades, or custom fabrications, which may not have manufacturer warranties.
• Performance tuning, increased power output, and aggressive driving can accelerate component failure beyond what is seen in standard road cars.

• Any agreements regarding warranty on modified or motorsport vehicles must be confirmed in writing before any work is carried out.
• If a part fails due to installation error, we will assess it on a case-by-case basis, but no guarantee is provided without prior written agreement.
• We strongly recommend regular maintenance and inspection of modified and track-focused vehicles to mitigate unexpected failures.

• Stage 1 is the basic level of Tuning a vehicle where no modifications have been made to any engine system. It is completly safe and will not require you to change how you look after the vehicle
• Stage 1 + is the next level, typically you need to modify the exhaust system to get to Stage 1+. Modiciations that enable a Stage 1+ map include DPF and EGR Deletes.
• Stage 2 capablity is reached when you add inducation modifications like updated Intercoolers, Air Filters, Induction Pipes etc
• Stage 3 incorporates everything above stage 2. The kind of modifcations range from larger turbos to a wild cams. It really means VERY CUSTOM.

• 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 are happy to get EFI systems up and running but we won't be the scape goat for a poor engine build or the wrong choice of fuel pressure regulator. If a bolt drops in the engine whilst its on the dyno, a pipe comes off the engine and the oil spills everywhere, a valve drops. These aren't things we'll be covering, indeed if it spills oil you're paying for the cleanup.

• If the engine has been modified beyond the EFI conversion (e.g., different cams, turbos, increased compression), no warranty will be provided.
• If we have not supplied and fitted the EFI system, then no warranty will be provided under any circumstances.
• If the engine is build to make more power than stock, motorsport use or fast road use. We simply won't be proiving a warranty for this kind of use

• We can only guarantee reliability when we control both the ECU installation and the vehicle's calibration.
• Modified engines introduce unknown variables, making long-term reliability unpredictable.
• Standalone ECUs and EFI conversions require precise setup—if installed by someone else, we cannot verify the quality of the work.

• Faulty or non-functional sensors (e.g., AFR sensor, MAP sensor, knock sensor).
• Mechanical or electrical issues affecting engine performance.
• Boost leaks, fuel pressure problems, or misfires.
• Unstable ECU signals or communication errors.

• If your AFR sensor is faulty and gives incorrect readings, you must replace it before tuning can continue.
• If additional work is required to resolve an issue, further tuning time will be chargeable.

It is our opinion that any vehicle making more than stock power should have knock detection installed within the ECU or a dedicated controller, how you present the vehicle to us is your decesion.

• Your engine must have Bosch Knock Sensors installed, which we can connect to during tuning. We will not be fitting knock sensors within the fixed price of a tuning session
• Ideally, your ECU should have built-in knock detection or use a seperate conroller that we can calibrate and utilize as part of the tuning process. If it isn't present in the ECU maybe you need another ecu!

• 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

• Standalone ECUs
• Hybrid turbos
• Injector testing and calibration
• Throttle body modifications

• 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.

• 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.
• Carburetor Upgrades – If you’ve fitted different carburetors, 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.

• Flash Counters: Many modern ECUs keep a log of how many times the software has been updated. Even if you return the ECU to stock, a dealer tool can still flag that an unexpected number of flashes have occurred.
• Checksum Validation: Manufacturers store digital signatures of factory ECU software versions. If a tune alters critical parameters, the ECU checksum may no longer match the expected factory values.
• Diagnostic Data Logging: Some manufacturers, especially brands like BMW, Mercedes, and VAG, actively log peak boost levels, torque limits, and ignition timing adjustments. If a dealer inspects these logs and finds values outside the expected range, they may suspect tuning.
• Online Software Syncing: Some modern vehicles automatically report ECU software versions to the manufacturer when connected to online dealer diagnostics. Any mismatch from the factory version can trigger a flag.
• Hidden "Flash History" Storage: In certain vehicles, ECUs store metadata of past calibrations, even if the stock file is reinstalled.

• Avoid dealer visits unless absolutely necessary.
• Disable automatic software updates or online system syncing where possible.
• Before a dealer visit, consider having your tuner return the ECU to stock (though this won’t reset flash counters).
• Use a reputable tuner with master tools that can properly restore the ECU when needed.

• Tuning refers to the modification of a vehicle’s engine or ECU parameters to improve performance, efficiency, or drivability. Tuning can involve software adjustments, hardware modifications, or both.
• Remapping specifically refers to modifying the ECU’s internal maps or calibration curves to alter performance characteristics. This can be done for increased power, better fuel economy, or even limiting output for specific use cases. Unlike generic "file flashing," proper remapping involves custom adjustments tailored to the vehicle.
• Chipping (Chip Tuning) is an older term from the era when ECUs used replaceable EPROM or PROM chips. In the 1980s and 1990s, tuners had to physically remove, modify, and reinstall these chips to change ECU parameters. The term became widely associated with "Superchips" and similar tuning brands of the time.

• Is it a £4 bottle of plonk or a £20 bottle?
• How has the file been tested?
• What does the person installing the remap know about cars? Can he perform an initial inspection to ensure there isn't some underlaying issue with the car?
• If it all goes wrong and he bricks the ECU, what is he going to do about it? Does he have the equipment to fix it? Is he simply going to do a runner? Or might he just pass the buck and blame the car. Don't worry if this happens call us, we fix lots of "tuned" cars

• Slave tools encrypt the ECU data, meaning the tuner cannot directly modify or analyze the calibration.
• The ECU readout has to be sent to a Master tool holder (usually a remote tuning company), who then modifies the file and sends it back.
• The so-called "tuner" has no actual control over the changes being made to your vehicle.

• They are not tuning your car—they are just middlemen selling pre-modified files.
• They cannot adjust or optimize the tune in real-time, meaning if something isn’t right, they have to go back and forth with whoever controls the Master tool.
• If an issue arises, they have no way to diagnose or adjust the file themselves.
• There is no real custom tuning involved—your car gets a generic map that may not be fully optimized for your specific setup.
• If you need adjustments in the future, you are locked into the Master tool provider and cannot switch without starting over.

• 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.

• We have been providing independent, in-house tuning since 2004.
• Unlike our competitors, we have never been an agent or reseller for another tuning firm.
• Every file we create is custom-tuned in-house using Master tools, not slaved to another provider.
• Our facility is equipped with dealer-level diagnostics and full dyno testing capabilities.
• We specialize in bespoke calibrations rather than loading generic maps.

• Jorvick Tuning, GotBoost Tuning, and SCM Remaps have all operated as resellers for larger tuning firms at some point.
• How custom are off the shelf custom tunes? Typically bought in from third parties.
• Limited in-house expertise means they often cannot diagnose or modify files properly.
• If an issue arises, they are dependent on whoever supplies their files, leading to delays and uncertainty.

• ECU programming and flashing.
• Module coding and adaptation.
• Advanced fault diagnostics beyond what generic tools can read.
• Security coding, key programming, and immobilizer work.

• German Brands: BMW, Mercedes-Benz, VAG (VW, Audi, Seat, Skoda, Porsche).
• British Brands: Jaguar, Land Rover.
• American Brands: Ford, GM, Chevrolet.
• European Brands: Vauxhall, PSA (Peugeot, Citroën, DS), Fiat, Renault.
• Italian Brands: Ferrari, Maserati, Alfa Romeo.
• Japanese Brands: Nissan, Subaru, Honda, Toyota, Mazda.

• You bring in an Aston Martin, and after inspection, it needs a new engine or a full carburetor rebuild. We do not want to reach the end of the job only for you to claim you cannot afford the work or did not authorize it.
• You bring in a modified car for tuning, but it needs additional repairs to make it safe. If there is a limit to what you want to spend, we need to know before we begin, not after the work is completed.

• We charge for every hour worked in one-hour increments at £75 per hour.
• Any costs we incur while working on your vehicle (such as parts or external services) will be billable and recharged accordingly.

• If the examiner determines that our invoicing is correct and our workmanship aligns with what was requested, we will expect full payment of the outstanding invoice within 48 hours.
• If the examiner finds any issues with our work, we will remedy them at our own cost, following their recommendations.
• Unless the examiner states otherwise, any outstanding invoices remain payable by the customer.
• We will cover the cost of the examination upfront, but if the examiner finds we have done nothing wrong, the customer will be responsible for reimbursing this cost.

• Send formal payment reminders.
• Engage a debt recovery agency to reclaim the owed amount.
• Take legal action through the Small Claims Court if necessary.

• If a tune is not to your preference, we will modify it, but refunds will not be given.
• If tuning is not possible due to pre-existing vehicle faults, the session fee will still apply.

• Unless a prior payment plan has been agreed upon, the full balance is due within 48 hours of the invoice being raised.
• If you have taken your vehicle away, it is because we trust you to pay your invoice in full.
• The only exception is if you have been issued an official credit note that nullifies the invoice.

• Until the invoice is fully settled, we will not honor any warranty claims.
• Unpaid invoices automatically void any guarantees, adjustments, or aftercare support.
• We will not allow the vehicle back on-site for further work or inspection until the outstanding balance is cleared.

• Refused future service.
• Subject to additional collection fees and debt recovery procedures.
• Recorded on an internal blacklist, preventing any further work from being carried out.
• A lien or tort may be placed against the vehicle until full payment is made.
• Any legal expenses incurred in recovering outstanding payments will be charged to the customer.

• Fabricating issues with completed work to delay or avoid payment.
• Sending exaggerated or false claims when there is no genuine problem.
• Trying to guilt us into writing off an invoice with excuses like:
• "It’s my only car, how am I supposed to get to work?"
• "I’m a single mother, I can’t afford this."
• "I’ve got a big tax bill to pay this month."
• "I’ve just lost my job, can’t you help me out?"
• "My son is terminally ill, I have no money."
• "My wife has left me, I’m really struggling."