An Engine’s Control Unit (ECU) is the key to unlocking power, performance, economy gains and longevity in your vehicle. Find out how Chip Tuning can help to take your vehicle to the next level.
Most of these mods are for off-road/race use only. Please check with your Country, State or Territory regarding your rights.
The Evaporative Emission Control System (EVAP) is used to prevent gasoline vapours from escaping into the atmosphere from the fuel tank and fuel system.
The most common problem with the EVAP canister is a faulty purge control that causes serious problems.
Running our solution combined with readiness EVAP system, the vehicle will not have any error.
We have some of the best tuning packages for your vehicle, whether it is a Car, Bike, Truck, Agri, or Marine vehicle – we can help.
With many years studying ECU calibrations and map data we have developed many Fuel saving software and some awesome Power maps for Petrol and Diesel vehicles. Although mainly for Economy tuning the Turbo Diesel engines are the ones that gain the most.
We can cover nearly everything you can extract from an ECU. So if you can read it then we can tune it !
We have developed our Hard Cut Limiter (pop corn limiter) to mainly Diesel engines.
The main vehicles we can do are the VAG EDC15 and EDC16 ECUs.
But we are adding to the list daily with new developments being made all the time.
#1 for Tuning your BMW with 6/8-Speed Automatic or 7-Speed DCT-Transmission!
XHP FLASHTOOL
#1 for Tuning your BMW with 6/8-Speed Automatic or 7-Speed DCT-Transmission!
OTS MAP FEATURES
Our Stages are developed individually per vehicle at our site. Features and setup may vary depending on your vehicle. Please search for your vehicle in our finder, to see a detailed description for your very vehicle! All Stages are developed within the transmissions limits and millions of miles already driven on our setups are the best proof for reliability of our setups and the durability of the best-in-class ZF Auto – Transmissions used by BMW!
STAGE 1
Stage 1 files are made to enhance mileage and comfort. Shift-points are adapted to make optimal use of your engines torque and keep revs low and steady all the time. Gearbox Torque Limiters are removed to open the way for proper operation when paired with tuned engines.
STAGE 2
Stage 2 files focus on the sporty aspects, without compromising comfort. Shift-points and Clutch-Pressures are adapted to speed up shifting and reduce reaction times.
STAGE 3
Stage 3 Maps are made for everyone having fun driving fast and going to race-tracks. While the standard D-Mode mostly retains factory smoothness the Sport and Manual modes are optimized for the fastest shifts possible. Eventually features like Launch Control and “True Manual Mode” are added.
It’s likely more work than you think it is…
The TCU (Transmission Control Unit) defines the way how a transmission operates and reacts to driver inputs. From a driver perspective the operation looks very simple. You stomp on the throttle and the transmission starts to up-shift the gears and downshifts them once you slow down the car. The complex task behind this, is that the transmission must pre-calculate constantly what the driver expects it to do next, as there is no formula to calculate technically correct Shift-Points.
Such a thing as a correct shift-point does only exist, if you focus on a single variable like optimal acceleration under full-throttle. In reality this is a multi-variable situation, where many things have to be considered like uphill/downhill driving, current brake-pressure, torque reserve of the engine in the current state, current steering wheel angle (cornering), current wheel-slip (e.g. ice or snow driving), special operating modes of engine/transmission (e.g. Particulate Filter regeneration, cold-start, overheat protection mode etc.), data from the Navigation System (e.g. tight corner or incline ahead), current gradient of the throttle operation by the driver and many, many more.
In a perfect world, the TCU could gather all those inputs, sum them up, apply a formula and spit out the perfect shift-strategy. Actually, that’s what OEM’s are doing to a high degree in their efforts to reduce cost. Many maps get “pre-calibrated” by the computer nowadays. Mapping starts exactly where the computers capacity ends, and that’s the fine line between “technically correct” and “perceived correct”. All those “hard” data points now get layered by the engineer doing the mapping with a certain target group in mind. The permanent question is, if the customer will deem a certain behavior, in a certain situation to be correct or not. What customer A sees as correct behavior, can be judged as unbearable action by customer B.
A simple example: Let’s assume, that for moderate acceleration on a flat surface, the transmission is programmed to up-shift all gears at around 1500 (Engine-)RPM. Technically this would be OK for most vehicles and would lead to an overall relaxed, high economy, low wear driving style. Nevertheless, that behavior will be perceived totally different in a 1-Series 4-Cylinder, compared to a 7-Series with 8-Cylinder engine. And even within the same vehicle, there will be certain customer groups judging this as wrong behavior and they will do so for varying reasons. In the aftermath of this article, there will be for sure vital discussion on Facebook about that. Manufacturers try to solve this, by implementing multiple driving programs into the TCU, e.g. BMW with the DEC-Controller and it’s Eco-Pro, Comfort, Sport, and Sport+ settings, which can be combined with the 3 positions of the Gear Shift Lever (D-Mode, S-Mode, M-Mode).
Each combination of those inputs can be configured independently (more or less) and activates different maps, that lead to different shift-strategies, which are of course again very different between vehicles. S/Sport+ in a M135i will behave different, as it does in a 550i and will again be different in a X5 M50d. It’s all about the specific vehicle and the target group driving with it. To give another easy example: Some cars are allowed to direct-shift from 8th to 2nd Gear when the driver mashes the throttle, while others aren’t. The transmission is always able to do it, but for some models the OEM decided to not allow such a huge jump in gears, as it could be seen as unfavorable by the planned target group.
Everything above only refers to the most obvious part of transmission control: The shift-points, so the moment when a transmission switches from one gear to another. Other control areas are the clutch pressures inside and outside of shifts, the clutch-timing on shifts (which greatly influence the shift-comfort) the slip of the Torque Converter Clutch, clutch-stress calculations, traction management during Launch Control etc. Overall a modern transmission controller sports around 15.000 maps. Many of which are only there to alter the behavior in specific situations, e.g. Towing. For instance, a customer living in a totally flat area and never driving in the mountains, won’t touch thousands of those maps. They just want come into play, until there’s an incline.
With the above said, it should become more clear what “mapping a transmission” means and why a single calibration can’t be used for all cars. In terms of xHP this means a Stage 3 file is mapped specifically for a certain car. There is no relation whatsoever between Stage 3 on a 330d and Stage 3 on a 330i. In some cases not even a M135i and a 335i can share the same setup. (for instance, if different base-programs are used by the OEM) This is foremost the reason, we sometimes can’t release support for some vehicles, although they look very similar to already supported ones, from a customer’s perspective.
Our customers (in most cases) are searching for a more sportive behavior of their Transmission and that’s what we have in mind, when doing the Maps. We remove compromises the OEM had to make for various reasons (for instance to keep distance to the next higher model), we re-think the logic of calibrations from scratch sometimes and we do our development on the street. This is a job that can’t be done on a Dyno. While the OEM has to keep in mind a broad range of target groups for each vehicle, we are able to sharpen up things as xHP customers can not only switch between 3 Stages, but can also alter things like the Shift-Points to their personal liking with the built-in Editor. For a Stage 3 map the main goal is of course always to deliver more raw performance, but this is in turn only a very small part of mapping. Way more time is necessary to re-define the overall behavior during street-driving, so that it leads to more fun with your car on a daily basis! Not only on the Racetrack, but also on the way there.
O2off (Lambda defeat) is where we close off the Cat efficiency errors.
When you have removed the catalytic converter or even removed (de-catted) your vehicle then some times you will need this adjusted in the Software of your ECU.
We can provide the solution for this with our unique patch.
Common codes that you may see are P0420 and P0430.
In Some Audi, Seat, Skoda and Volkswagen models they have a bug in the Software which can cause problems when starting your vehicle once it has warmed up.
This is due to normal battery wear on the vehicle and how the manufacturer has programmed the system to work. You can fix this by replacing the vehicle’s battery however that is not needed as the battery is normally still OK, just that the battery voltage just below what the manufacture wants to see the battery producing.
We have the solution with our Hot Start Fix.
With our patch your vehicle will no longer have any problems when starting from hot.
A GPF / OPF is a particulate filter and works by trapping soot and minute pollutants in the exhaust system, and is able to self-clean or ‘regenerate’ automatically when exhaust gases reach a high enough temperature to burn off the particles caught in the filter
When higher tune is required by customers one of the first parts to be changed is the boost pressure sensor, of course when changing it is then needed to be changed in the settings for it in the ECU.
This can sometimes be tricky as maps are hard to find and requires some degree of knowledge.
Chip Tuning makes that job easy for that all you need is to choose what sensor you are going to install and then let us know so we can recalibrate the sensor in the ECU for the new correct value that it needs.
We all know the noise of the engine when we start the car and we can hear while the lambda is getting hot and the “cold start” is working, the noise of our car is different but if we can eliminate this for you.
If you hear engine rattle noise from your engine on cold start, and the engine rattle noise goes away after a few seconds, and the engine rattle noise comes from the side of the timing cover we will explain what could cause that. If it’s not the Timing Chain, then it is the lambda!
We have developed our DPF removal software with some of the most Advanced systems, thereby improving the quality and also offer a wider range of vehicles available to have our DPF removal software applied.
The vehicle will now run without logging any error codes, attempting any future regeneration, or bringing any DPF check lights or engine management light on the dash.
Most vehicles fitted with a DPF will need to have the filter replaced at some time, this can be hugely expensive costing anywhere from £1,000 for a cheaper vehicle, right up to £3,000 for some vehicles. The most cost effective solution is to remove the DPF from the exhaust system and deactivate the DPF functions from the ECU.
You will need to check your country for latest laws as we can not be held responsible as we offer for off road use only.
DTC’s, also known as Diagnostic Trouble Codes, are electronic messages in cases of problems with the engine or transmission.
DTC’s can be switched of when the causes are known and fixed.
DTC’s, also known as Diagnostic Trouble Codes, are electronic messages in cases of problems with the engine or transmission. They can be switched of when the causes are found and solved. found and solved.
For Maximum Performance of your engine we have developed our EGR Removal Software to close the EGR valve, you will still need to blank the valve just in case the valve is not able to close correctly.
We remove any DTCs that are related to the EGR. Sometimes it is needed for you to supply us with any new EGR error codes but we already have a database with most of these in.
We can remove the ADBlue system from Cars, light & heavy commercial vehicles as well as Agricultural tractors.
We developed the software to completely switch off the SCR system and disabling the ADblue pump and all of its sensors/Injectors allowing the vehicle to continue to run without any faults showing on the dash or the engine going into Limp power mode.
In some cases we will advise if any procedure is needed for the type of your vehicle.
This service is aimed for offroad use only.
Most commonly seen on some VAG group cars, problems that develop with Swirl Flaps can be high.
Knowing that some cars have issues with the Swirl Flaps and the repair costs being high, most commonly seen on some VAG group cars, we started to develop software to allow customers to simply deactivate the flaps by disconnecting them and removing its functionality, this way fixing problems to many car owners that do not want to spend money on a new unit
How many of us have pressed quickly the accelerator pedal so we can overtake a car or simply to have fun with it and… what we get is this delay of the gearbox to go down one gear and the car instead of immediately getting faster with this delay you actually go slower!
With this new calibration we can simply deactivate the function of kick down.
Launch control is an electronic aid to assist drivers of both racing and street cars to accelerate from a standing start. With our Launch control patches you can select at what Speed and RPM you want it set too. We can write this into the Software for you.
Launch Control, AntiLag and NoLiftShift Service for VAG MED9.1.
ONLY Manual gearbox cars are currently supported!
MAF deactivation is not by any means recommended as it is a very important sensor for fuel regulation but sometimes (normally on high powered tuned cars) the MAF reading hits its maximum value and touches the maximum allowed voltage read by the sensor making fault registration and normally safe mode.
It’s possible for our customers to simply disconnect the MAF and the car will run without any safe mode and can achieve more power without any concerns of having any additional problems related to it.
The Readiness Code is a set of 8 bits, each of which corresponds to one monitored emissions “system” in an OBD-II car.
When all readiness bits show “Passed”, it means that all systems have been checked and have passed the on-board tests.
The secondary air injection system is there to help clean up the leftovers on the exhaust.
Though it’s a valve that pumps fresh air from inlet manifold and sends it directly to exhaust. The main problem is that the valve itself, with such hard work for many times, tend to fail.
With Chip Tuning SAP Removal Software you can delete this component without any secondary problems.
Everybody knows that sometimes start/stop can be very annoying, as every time the car is driven it has to be switched off manually to avoid car switching itself off.
With us adjusting the software the start stop function stays inactive so the car will behave as “normal” all the time, and the driver does not need to worry anymore to disable this function.
Throttle Valve Actuators known as TVA regulate the air or mixture supplied for the combustion engine. Depending on the engine concept, this serves different purposes.
In the case of petrol engines, speed and power output are regulated by means of fresh air or mixture dosing.
Diesel engines generally do not need a throttle valve. However, in modern diesel cars throttling the amount of intake air facilitates precision control for Exhaust Gas Recirculation and stops the engine from shaking when the ignition is switched off.
The TVA is often linked to many problems by our costumers. Chip Tuning now allows the TVA to be fully removed and will remove any problem (if any are presented) from ECU.
The auto idle shutdown timer function stops the engine automatically when the engine is idling for an extended period with the travel/park brake and work equipment levers in the lock position.
The most common problem with the EVAP canister is a faulty purge control that causes serious problems.
Running our solution combined with readiness EVAP system, the vehicle will not have any error.
The Exhaust Flap is a valve installed on the final muffler and this parts biggest objective is reducing the noise in a cold start condition.
The Immobiliser is a very important part of newer cars electronics. They assure that the car cannot be stolen and offer some degree of protection to users, but some issues related with it are now a problem in many of today’s cars and customer’s need to pay for a brand new ECU when something goes wrong.
Tuners also face some troubles when problems happen, they are forced to use a new original ECU so that they fix these issues.
With this service from Chip Tuning, our customer’s will be able to use another ECU’s on their car just by removing the immobiliser.
The exhausts of heavily tuned cars have naturally popped, banged and flamed, but have you noticed lately, a lot more cars than ever before have been popping and banging from the exhaust when the driver lets off the accelerator pedal? Mildly tuned motors and even quite a few factory production cars now have a cool burbling exhaust on the overrun.
This is because lots of tuners and manufacturers have realised that owners love these kinds of noises and with the modern engine management being capable, it means that they are now commonly mapped into the car’s tune maps.
For this you will need to ideally have a Sports Exhaust fitted and De-Cat.
We can offer a wide range of styles for the Pop/Bang maps ranging from different RPM and Load settings.
Unfortunately there is no warranty given with these types of maps.
BMW Fxx and some Minis that have sport gauges in the central module display with HP/NM can now also be recalibrated with Chip Tuning to suit new tuned software values, finally customers will now be able to see that their car was “really” tuned by checking the new values on sport gauges.
We have spent many hours developing our DSG performance upgrade calibrations, which optimises the launch control, shift and torque limiter functions to give the ultimate driving experience. Many hours have been spent developing the DSG calibrations to work very well with our performance ECU calibrations.
Chip Tuning DSG calibrations are available for both petrol and diesel vehicles.
Chip Tuning can modify your RPM by raising it up normally by 400rpm, but we can raise it higher as to the request from the customer.