FAQ

Combustion engines brought with themselves the necessity to adjust both the air/fuel mixture and the ignition, depending upon the operating condition of the engine. Already with Henry Ford’s model A it was possible for the driver to influence, through a controller on the steering column, the ignition and petrol supply.

Nowadays all important engine settings (see ECU tasks) are controlled by the management system. The software in this system regulates, among other things the ignition and fuel injection systems, in order to get the most efficient possible performance. Here lies the problem. With the development of this software the manufacturers must make many compromises. The reasons for this are, among other things:

• Differences of fuel quality in different countries

• Emissions development with inferior fuel

• Overhaul at service intervals

• Different driver profiles (e.g. long distance drivers)

• Influences of the weather (extreme hot/cold weather)

• Differences altitudes (air pressure and oxygen content)

• Country-specific emissions regulations

• Financial reasons e.g. insurance classes

Therefore, the manufacturer is satisfied with a compromise, in order to combine all these driving conditions. Apart from these compromises, mass production engines have a wide manufacturing tolerances range, this range would lead to unwanted side effect: large power fluctuations! 

In order to avoid these fluctuations, certain limits are incorporated, so that each engine delivers almost identical performance and torque. Based upon all of these factors, a very conservative and relatively poor performance program is produced to control the engine.

The task of the ChipTuner is it to rectify these compromises. The ChipTuner optimises and individualises the software, whilst still accounting for the tolerances, but without the level of compromise of the manufacturer

We are already used to it to updating and upgrading our PC's operating systems and software on a regular basis so that they have a higher performance and are more efficient. The software in the ECU is very similar to that of a computer. Our Tuning chips act as software updates for your car.

After a date has been agreed upon, by telephone, your vehicle can be updated in 3 to 4 hours at the most.

We, as producers, cover our optimisations e.g. ChipTuning 1 year warranty. If you require more information please telephone. +41 78 836 12 55.

In principle there are nowadays two different vehicle designs with regard to emissions and fuel quality. For us, however, only the so-called EC standard for all European vehicles is interesting. US vehicles usually run only outside of Europe. Just by changing to 98 octane (super plus) fuel most Otto-motors have a noticeable improvement in “revability” and agility. Some manufacturers already recommend, particularly with higher performance engines (e.g. M3, M5, Porsche 996, E55 - CL55, etc..), refuelling with 98 octane fuel. Although most vehicles are only adjusted for 95 octane (super lead free) fuel. Therefore, most standard series vehicles cannot take advantage of 98 octane fuel. A good example of this is, the same vehicles are delivered in Italy as in Germany with identical performance data. However, in Italy 98 octane (super plus) fuel is not available. Italy has only 95 octane (euro super) available. If however the necessary fuel for the rated output is not available in the whole country, the vehicle would have to be delivered with a lower performance, nevertheless, in Italy this is not done. There is a similar situation with all turbo-Diesel engines regarding the sulphur content and the cetane number of the available Diesel fuel.

Performance and torque increase, not only in the upper speed range, but also in the lower and middle speed ranges, with almost unchanged exhaust emission characteristics. Additionally a reduction in petrol/Diesel consumption due to the higher torque in the partial load range. This usually amounts to over 0,5l/100km. Due to the increased torque the same acceleration can be achieved with smaller accelerator pedal travel. 
If driving at constant full power a rise in fuel consumption of approx. 0.5 l per 100 km should be expected.

With the development of the ECU, the manufacturers must make many compromises. The vehicle must have as small a fuel consumption as possible and conform with the legal emissions limits. Other factors must also be consider such as the fuel quality of the individual countries, into which the vehicles will be used, emissions development with inferior fuel, overhaul of service intervals and naturally also financial reasons e.g. insurance classes. From these series production restrictions a very conservative and therefore also poor performance program, for the engine control, results. According to experience, the series ECUs produced by car manufacturers is a compromise. The characteristic diagrams are usually installed in such a way that a "Good Enough" efficiency is ensured. In all other respects almost all manufacturers offer mechanically identical or almost identically constructed engines with different performance variants. The more powerful and also usually more expensive performance variant, which is otherwise mechanically an almost identical engine, often have only amended software in the ECU. In the past the more powerful variants were often only offered 1 ½ to 2 years after the start of the vehicle sales, in order to give existing customers a renewed inducement to buy a new vehicle. The marketing departments have a strong say in this area.

We know of no higher engine wear due to our optimization. (The optimization is carried out in such a way that no engine limits are exceeded.) Engine wear depends on the way the vehicle is driven. This is true for both tuned and un-tuned vehicles. With normal driving no change should be evident. If the increase available power is constantly used (full throttle) a higher load will occur. During the entire lifetime of the vehicle a loss of approx. 5.000 - 10,000 km should be accounted for i.e. the engine will last for only 544,000 km instead 550,000 km.

Yes, the large increase in torque will be noticed due to substantially better engine dynamics at low rpm. A higher engine performance, and additionally above all, a substantially higher torque, are reached. Performance and torque increases of between 20% and 40% are realisable with turbo engines, 8% and 12% with normal engines, whereby acceleration, agility and maximum speed are substantially improved. The engine becomes altogether more alive and powerful, whereas the lifetime, as well as the suitability for everyday use of the engine are impaired just as little with moderate Tuning. Responsible use and regular maintenance, as with the original engine, should be maintained.

No, because your vehicle is individually adjusted (optimized) and will have almost unchanged emissions, no special requirements are necessary.

Yes, the performance optimisation implemented by us can be reverted to the original at any time, by us, free of charge.

No, since the valid emission limits are kept, no strong soot output should develop.

No, because we guarantee error free tuning software, which doesn’t interfere with maintenance, service or diagnostic related features. It behaves in the same way as the original. Of course all the fail-safe programs, vehicle diagnostics and all service intervals remain unchanged, as with the standard vehicle. Your own master software is the basis for our tuning, therefore the correct vehicle identification number, the original engine number, the correct transmission version, all original equipment coding, as well as all other correct vehicle-specific peculiarities remain. Naturally, all error memory and fail-safe programs remain active. The optimisation of your vehicle, with tuning software, cannot be detected, even by the vehicle manufacturers and their service.

The Service intervals must continue to be carried out as per the manufacturer’s recommendations. Depending upon driving style we recommend slightly shorter intervals between oil changes (approx. 10000km). Synthetic oil is also recommended.

With a normal driving style an oil cooler is not necessary. The oil temperature will only rise slightly e.g. for a 1.9 TDI during continuous full load the oil temperature will rise approx. 8 to 12 degrees. This makes an oil cooler unnecessary.

A sports air filter guarantees a far higher air volume in relation to other standard air filters. The higher air volume leads to a noticeable performance increase, better acceleration and more torque.

The performance optimisations are carried out, by us, in such a way that no other changes are necessary.

Normally, with further tuning e.g. cylinders head machining, increased compression, increased capacity, sport exhaust system with blower manifold etc., the engine management cannot, without optimization of the controller, recognise the changed operating conditions and react to them.

Naturally, we endeavoured to ensure that our data is correct. Therefore, only minimum performance and torque data is specified on our homepage. When requested you will receive an efficiency comparison before/afterwards from us, however this service is not included in the price.

Because we specialise in ChipTuning, Diesel tuning and Optical tuning, we are in a position to accelerate the sequence of work for the optimisations, without compromising the quality, since we optimise each vehicle individually.

For the optimisation our price includes: disassembly, installation, adjustment and test run.

The different parameters which must be considered, with respect to the tuning include: ignition, injection and with turbo engines the boost. In practice it is impossible to do the optimisation on the "test stand" and not at all with a running engine. Changing the characteristic diagrams (optimisation) and in particular downloading to the ECU requires time, during which absolutely everything in the vehicle must be switched off. ChipTuning on the performance test stand and with a running engine cannot be carried out without excluding possible damage to the engine. The performance test stand serves only to record and graphically demonstrate, before and after optimisation, the performance data over the entire rev. range.

Of course, if you wish you will get an efficiency comparison, however, this is not included in the price. The duration for the optimisation, including measurements, at present takes to approx. 6-7hrs. If you wish you can hire a car from us during this period.

Register with us, by telephone, and make an appointment for a meeting with us. It is possible, but due to the complex nature of the controllers extra expenditure would be required. For further questions regarding this we are always at your disposal.