Chip tuning is the software adjustment of the engine management system. The original parameters are adjusted to our own insight and expertise.
Manufacturers nowadays choose to release an engine and release it in different (power) versions by means of software. It is precisely because of these limitations from the manufacturer that we achieve phenomenal differences in power in some cases. It's not just the power that improves.
In addition, you will notice that after chip tuning (provided it is of good quality) the car shows more flexibility. In most cases, this also results in lower fuel consumption.
For more information about the possibilities of your vehicle, please follow the 4 steps of our configurator at the top of the page.
Stage 1 is a software-only optimisation of the existing factory hardware. The map is rewritten on the dyno to lift power and torque within the original turbo, fuel and intercooler envelope, with a conservative margin for daily reliability.
Stage 2 pairs the same software work with supporting hardware, typically a free-flow downpipe, performance air intake, an upgraded intercooler or a higher-flow exhaust. The combination allows a more aggressive map without exceeding the stress thresholds of the original components.
Stage 3+ is built-engine territory: forged internals, upgraded turbocharger, fuel system, clutch and frequently a strengthened gearbox. The map is calibrated around the new hardware on the dyno and is intended for owners who want a dedicated performance build rather than a daily-driver tune.
Concrete gains depend on the platform and on the condition of the vehicle.
A tune is a modification, and any modification places additional load on the drivetrain. We take that seriously. Every car we tune starts with a health check: error codes, fluid levels and visible mechanical condition. If something looks wrong, we flag it before touching the map.
Calibration is then done on our Bapro BPA 4R HP Linked 4-roller dyno, with real measured power and torque under controlled load. We work within the published tolerance bands of the components (turbo boost, EGT, lambda, fuel pressure) and target a conservative margin rather than chasing peak numbers.
The risk is never zero. Driving style, fuel quality and overall vehicle condition all influence long-term durability. The detailed risk profile and customer obligations are set out in our Algemene Voorwaarden, which apply to every job we accept.
Honest answer: yes, a chiptune may void the manufacturer's warranty on components affected by the modification, depending on your dealer and on the laws of your country. Manufacturers actively look for ECU modifications via their service tools when warranty work is requested.
Two things help. First, we retain a copy of your original ECU map. If you need to return the vehicle to a dealer for unrelated warranty work, we can revert your ECU to stock beforehand and re-flash our calibration afterwards if you wish. Second, dealers in many jurisdictions can only legally refuse warranty on a component if they can prove the modification caused the failure, not simply because a tune was present (this varies by jurisdiction).
We recommend discussing warranty implications with your dealer or with us before booking. We cannot guarantee how a particular dealer will react.
The gain depends heavily on your platform and on the condition of your vehicle. As an indicative guide:
On a healthy modern turbocharged petrol engine (1.4 TSI, 2.0 TFSI, B58, M139, etc.), a Stage 1 software tune typically lifts power by roughly 15–25% and torque by a similar margin. Stage 2 with supporting hardware can add another 10–15% on top. Stage 3+ builds vary widely with the hardware spec and are quoted per project.
On modern turbo-diesels (3.0 TDI, OM656, B57, etc.), Stage 1 typically lifts power by roughly 20–30%, with stronger torque gains than petrol equivalents.
These ranges are indicative only and based on representative conditions. Your actual result depends on vehicle state, fuel quality, factory variant and software version. Every car we tune is measured on the Bapro 4R HP Linked dyno before and after, so you see the real number on your platform, not a brochure figure.
Yes. We always read and archive your original ECU map before flashing our calibration. If you ever want to revert (for a dealer visit, for a vehicle sale, or simply because you change your mind), we can write the factory map back. The process takes the same time as the original flash and leaves no software trace of the modification.
Some specific ECU types (heavily encrypted late-model platforms) require dedicated tooling for a clean stock-revert. This is rare, but we flag it at booking time when it applies to your platform. We are transparent up front about which platforms qualify.
We cover the major European platforms: BMW (including M-series and B58 / S58 / B48), Audi (TFSI / TDI / RS), Mercedes (M139, M177, OM656), Volkswagen (TSI / TDI / R), Porsche (911 / Macan / Panamera / Cayenne) and Ferrari (V8 turbo platforms). MHD-flashed platforms, custom maps and gearbox tuning for DSG / PDK / ZF are part of the standard workflow.
We also tune brands and platforms outside that core list: Cupra, SEAT, Škoda, Volvo, MINI, Ford, Toyota Supra, Nissan GT-R, performance motorcycles and more. If your car is not listed above, contact us with the model and software version and we will confirm whether we can support it.
A Stage 1 software tune typically takes one to three hours, depending on the platform and on whether we can read the ECU via OBD or have to remove it from the vehicle. Most jobs are finished the same working day and the car goes home the same evening.
Stage 2 jobs add hardware-fit time on top, usually half a day to a full day extra depending on which parts are being installed. Stage 3+ builds run on a project schedule agreed in writing.
We share the expected timeline with you on quoting. If anything during the diagnostic phase changes the picture (a fault code, a soft component) we flag it before continuing.
EGR, DPF and AdBlue systems are part of the legally required emissions equipment on road-going vehicles in the Netherlands and the European Union. Disabling or removing them on a vehicle used on public roads is not legal under current legislation, and we do not offer such modifications for street use.
We do offer EGR / DPF / AdBlue calibration and hardware solutions for off-road, motorsport, agricultural and export applications where local legislation permits. The exact scope depends on your jurisdiction and on the intended use of the vehicle.
If your situation potentially qualifies (circuit-only track car, agricultural machinery, export to a country with different emissions rules), contact us with the vehicle and the intended use. We assess case by case and never proceed without a clear legal basis.