Chip tuning means a mechanical and electronic intervention in the engine control unit (ECU) in order to optimise performance. All vehicle control data is stored on so-called EPROMs (chips) in the control unit.

To optimise a vehicle's performance, the chip first has to be removed from the control unit and read out with suitable hardware and software. The tuning is then built on the basis of the original vehicle data, taking individual customer wishes into account. The modified and tested data set is then transferred to the chip. Once the optimised chip has been refitted, the performance tuning is available.

To allow the customer to switch conveniently between the original chip and the performance-modified chip, a socket for easily swapping the chip can be installed if one is not already present.

For quite some time now, engine control units can also be written to and erased while installed. This is possible directly at the control unit or via the so-called On-Board Diagnostics (OBD) interface in the vehicle. Manufacturers use the OBD-II interface, for example, for diagnostic purposes or to quickly transfer new findings to the control units of vehicles that have already been delivered.

In contrast to "classic" chip tuning, OBD-II tuning requires no mechanical work on the control unit. The control unit is programmed directly or via the OBD interface. The main advantage is the lower time required for the customer.

For performance optimisation via OBD-II, the original control unit data is first read out using specially developed hardware. The tuning is built from this data and individual customer wishes, and the modified, tested data set is loaded back into the vehicle. The vehicle remains fully diagnosable; reverting to stock is possible at any time.

Chip tuning or map tuning means reprogramming the engine control in favour of more power. A power box or additional control unit, on the other hand, does not reprogram anything but is simply connected in between.

Unlike in the past, chip tuning is no longer done by soldering in a reprogrammed chip, but by programming via the interface (OBD tuning) or directly on the control unit's circuit board (BDM tuning).

No. Well-made chip tuning is and remains an individual service that stands or falls with the knowledge and experience of the tuner.

Every engine – even of supposedly identical design – usually has its own specifically calibrated engine software. Simply loading a piece of software or making improper changes often leads to the opposite of the desired effect.

With modern engine management it is not enough to apply a few values to some maps. Dependencies and interactions between the maps have to be recognised and matched to each other – this requires a professional development environment with simulation and real-data measurement.

Two concepts have become established: map optimisation (for petrol and diesel vehicles) and tuning via an additional control unit ("power box", only for turbo diesel vehicles).

With both variants, acceleration, agility and top speed are improved. Thanks to the higher power, you can shift up earlier; the resulting lower engine speed also reduces consumption.

In modern engines, the engine control unit (ECU) controls all important functions taking load, engine speed and ambient conditions into account. Complex amounts of data are evaluated in fractions of a second.

Based on this information, the ECU continuously calculates the optimal engine management – made possible by state-of-the-art microelectronics.

The basis is always the original data set of the control unit. Taking service life and consumption into account, we specifically optimise certain maps and characteristic curves of the ECU. Depending on the vehicle, influencing variables such as throttle position, injection timing, load condition, ignition timing, boost pressure control and torque limitation are measured, evaluated and matched to each other.

Power and torque increases of between 17 % and 40 % are achievable for turbo engines and 5 % to 11 % for naturally aspirated engines.

This type of tuning is only available for turbo diesel vehicles. There are two kinds of "power boxes":

1. Power boxes that are connected upstream of the engine control unit and manipulate its sensor signals, and
2. Power boxes that are connected downstream of the engine control unit and adjust the values it supplies.

We have decided exclusively on the second alternative. In our view, manipulating the ECU carries risks to a vehicle's service life that are too great and cannot be calculated.

In modern turbo diesel vehicles, combustion takes place with very lean air/diesel mixtures (a high excess of air during combustion).

Power boxes use this excess air for a targeted additional injection of diesel per combustion cycle. Increasing boost pressure or making other adjustments is not possible with this type of tuning.

The control units used by manufacturers are usually developed for the worldwide market and have to take very different factors into account, such as fuel quality, climatic conditions and exhaust emissions. Individual optimisation is too costly in series production.

Yes. Performance increases must be entered in the vehicle documents. Without registration, the general operating permit (ABE) becomes void. For many of our tuning kits we can offer you a TÜV registration.

The classification does not depend solely on power, but above all on the claims frequency of the vehicle type. You can get binding information from your insurer.

With chip tuning kits that have a TÜV report, the emissions class does not change – unless the report expressly states otherwise.

Chip tuning increases your vehicle's power. If this is used permanently under full load, increased wear is to be expected. With conventional driving, however, the additional load is negligible. Carefully developed tuning makes use of the possibilities of the design but does not overstretch them.

In most cases, tuning voids the manufacturer's warranty. To close this gap, we offer you an additional warranty insurance as a separate service.

Yes. By optimising torque and power, you notice better dynamics even at low engine speeds. Especially with turbo engines, acceleration and top speed increase significantly.

Permanently using the additional power generally means higher consumption. With an unchanged driving style, however – especially with turbo diesel vehicles – noticeable savings are possible, because you can shift up earlier and the lower engine speed reduces the consumption level.

That depends on the type of tuning: about 3–6 hours for OBD tuning, about 6 hours when installing a tuning chip. Before any tuning, the vehicles are test-driven and the fault memory is read out to rule out defects (e.g. a faulty air mass meter).

The performance increase can be measured on a dynamometer. However, the software is calibrated so that it remains diagnosable and behaves neutrally when read out in a workshop.

Reverting to stock is possible at any time – regardless of whether we tuned your vehicle via a chip or via the interface.

We are continuously expanding our range of parts reports. However, producing such a report is very costly. To keep a sound price/performance ratio, we link the expansion to demand for the respective vehicle types.

For petrol engines, the next higher fuel grade is required after the conversion: if you previously filled up with regular petrol, use premium petrol; if you used premium, then use super plus.