When you book your vehicle in we will advise you how long it will take. Most will be completed the same day.
Contact us for a competitive quote.
Contact us as every car varies. This could be a previous remap causing this.
This varies on how long it takes to check most time there is no charge. If we charge a diagnostics fee, we will take this off the cost of the job.
remapping enhances and optimises the power of the engine within safe limits. We are taking up the slack of the high tolerance level that vehicle manufacturers always build in – often to ensure that warranty claims are kept to an acceptable minimum. A good remap from a file writer who understands the strategy within the ECU will not allow the engine to get close to component failure.
Note that quality tuning companies offer very similar gains – so be wary of some with a lesser reputation, who appear to offer enormous power increases. In reality these claims are either simply untrue, or they are programming the ECU well outside of safe operating parameters. Every vehicle has a mechanical limit to the amount of power it can produce, so if it sounds too good to be true it generally will be.
Most race and rally engines are pushed for every last bhp, and thus they more common to fail, whilst normal car/van/lorry engines are limited back, well away from probability of multiple failures. Each individual engine is different as in how much it can be pushed in a remap, but a good ecu remap from a quality ecu tuner will never get close the limits of component failure.
By far the most effective way to increase the performance of a diesel-engined vehicle is to carry out a remap, which does not require any hardware changes and leaves the existing systems (such as ABS and stability control) unaffected.
Our modifications are only carried out on engine calibration parameters; and because we understand the strategy that the ECU is programmed with, the conversions we make are not ‘fooling’ related systems. This means that:
- Nothing needs to be connected to the vehicle after tuning
- No loose boxes and wiring are left in the engine compartment
- Torque delivery is smooth
- Torque is adjusted/limited in lower gears to ensure transmission system longevity
- Boost pressure and air flow is optimised
- Infotainment systems will display correct fuel consumption
- Traction control / stability systems are unaffected
- Torque reduction when shifting gear (for comfort and durability) is retained
- Regeneration of the diesel particle filter (DPF) is retained
- Exhaust gas temperatures are correctly calculated and applied
- Service intervals are correctly applied
- The diagnostic system remains unaffected
- No enlarged NOx, HC, CO, CO2, or soot emissions compared with original when undertaking MOT testing
- The original calibration can be reinstalled if required
These interfere with engine management signals to trick the injectors into adding more fuel, relying on the principal of more diesel equating to more power... which is correct, it does increase a diesel engine’s BHP. Crucially though, there is no control over the amount of black smoke coming out of the exhaust, and no thought is given to how other vital engine management systems are affected.
Too much smoke is undesirable, both environmentally and visually. The black smoke is unburnt diesel fuel with deposits exiting straight out of the exhaust pipe. This results in raised emissions, a higher thermal load on the engine, and poor driveability - with “bucking” a common problem. It is clear what this means for your engine.
Because a diesel box operates independently from the other - increasingly complex - engine management systems, the results of using one can induce undesirable results, such as:
- The trip computer showing improved fuel consumption, when the reality is entirely the opposite
- The stability control system’s calibration is affected due to incorrect torque values being applied
- Loose boxes and wiring left within the engine compartment
- Automatic gearboxes receive incorrect torque values
- Torque reduction when shifting gear (for comfort and durability) not retained
- Diesel particulate filter regeneration is adversely affected
- The calculation of exhaust gas temperature is incorrect
- The calculation of service intervals is incorrect
- Diagnostic systems can bring up multiple error codes
If your dashboard shows an illuminated brake warning light you should bring it into a centre to be diagnosed asap.
Other signs include a grinding noise when you apply your brakes which may indicate that the pads are excessively worn. If the car pulls to the left or the right, it probably means your brakes need some attention as they are sticking or seizing.
Finally, if you feel a sponginess in your brake pedal or a continuous pulsing, this may indicate a brake fluid leak.
Brake fluid is an important, and sometimes neglected, fluid that is that is vital for safe driving. Over time, brake fluid absorbs moisture, decreasing its effectiveness and decreasing the power of your vehicles brakes. Different manufacturers have different recommendations on when you should change your brake fluid – some recommend every 20,000 miles, some up to 50,000 miles, and some every 2-3 years. we would recommend changing your brake fluid every 2 years to ensure safety on the road.
A full service is ideal for an annual maintenance programme for your car and is recommended every 12,000 miles or 12 months - whichever is sooner. Some manufacturers recommend more frequent checks. Interim servicing is ideal for vehicles used for short, mainly urban journeys or for those who wish to service vehicles doing very high mileage more regularly. An interim service every 6,000 miles or 6 months helps keep your car safe and road worthy between full services.