Frequently asked questions

Basically, software optimization is understood to mean changes by reprogramming the engine software, which takes over the control, regulation and monitoring of engine functions. In combustion engines, the engine control unit controls and regulates the combustion processes in the engine in such a way that the desired driving behavior is achieved and the applicable emission standards are observed (e.g. lambda control). To do this, the engine control unit must calculate and output all control signals synchronously with the internal engine process. This applies in particular to the air filling of the combustion chamber, the fuel injection, the control of the ignition point and the regeneration/cleaning of the exhaust aftertreatment.

Chip tuning is the old term for engine tuning from the time when we still unsoldered the components (such as Eproms) to program them. These were vehicles built up to around 2001. Up to 80% of modern control units can be programmed via the OBD (on-board diagnosis) interface, we do not have to remove the control unit here. However, there are still control units that we have to remove, but nothing is unsoldered/resoldered, only programmed via an internal interface from the control unit manufacturer.
Chip tuning or software optimization is the term used to describe the increase in engine performance by subsequent changes to the factory-set control parameters of the electronic engine control.

Yes, in principle nothing speaks against it. We recommend software optimization only after approx. 3,000km mileage.

With a professional adjustment of the motor control, the durability and service life of the motor and drive roughly correspond to the series values, whereby it is assumed that the additional power is used to a small extent, because every higher load inevitably leads to higher wear and a shorter life expectancy.
The software we programmed changes the engine control maps only slightly, so that no limit values are reached or even exceeded. We have an all-wheel drive dynamometer that we use to tune the tuning software to the vehicle in question.

No! The actual performance can be measured, e.g. on the test bench. The electronics cannot be seen from the outside and cannot be read out using a diagnostic device.

The vehicle manufacturer is not liable for any damage to the vehicle caused by tuning. On the other hand, the manufacturer cannot be held responsible for damage that cannot be attributed to the tuning.
With us, the customer only gets a 1-year warranty if the performance increase is officially typed. Otherwise, the increase in performance will lead to a loss of warranty.

The vehicle will be optimized again by us. The costs for this are from €50 incl. VAT.

The original software available in the vehicle is of course used as a basis, since all vehicle-specific parameters are stored there. Then the relevant maps are optimally modified and tuned according to customer requirements.

If an appointment is made in advance, the optimization takes one to four hours depending on the vehicle and optimization variant. Fine tuning takes one to three working days.

Yes! More torque= less speed= less fuel consumption. However, if the maximum engine output is constantly required (e.g. long journeys at top speed), slightly increased consumption can be expected.

That’s fine! Once we’ve done the optimization, the upgrade is free!

No, both diesel and petrol engines remain within the prescribed tolerance with their emission values.

The maintenance intervals remain the same.

In contrast to turbo engines, naturally aspirated engines do not offer any significant potential for achieving an appropriate increase in performance in relation to the output power solely through software tuning. In principle, this requires prior modifications to the engine and, if necessary, components, which then reach their full potential within the framework of software tuning or coordination.

The vehicle manufacturers undoubtedly have the best engineers, but they pursue other goals such as e.g. economy, emission standards, insurance classes, fuel qualities, fluctuating climatic conditions, etc. In contrast to this, our software optimization is an individual adaptation to your needs and wishes, of course with compliance with the manufacturer-specific and legal tolerances.

Before starting the test, run the engine at operating temperature for 3 minutes at 3,000 rpm. let run.
Exhaust gas specifications with catalytic converter:
Hydrocarbons (HC) 0-30ppm
Carbon Monoxide (CO) 0.0-0.3%
Oxygen (O2) 0.0-0.2%
Carbon Dioxide (CO2) 14.8-16.8%
Lambda value (1) 0.98-1.015

-Extinguishing of the flame in cold peripheral zones of the combustion chamber, e.g. when the engine is cold
-Misfires and insufficient ignition performance, for example due to: used or defective spark plugs, ignition cables with excessive resistance, shunts, etc. (ignition errors can also be identified by fluctuating HC and O2 values)
-wrong ignition timing
Too rich or too lean mixture formation
-leaking valves
-bad compression
-wrong control times/large overlap angles
-high oil consumption
-Engine oil dilution by fuel
-insufficient conversion in the catalyst

idle speed too low
Mixture setting too rich
-Faulty lambda control
-insufficient conversion in the catalyst
mixture formation that is too rich, for example due to: dirty air filter, fuel leaks in the injection system, cold start/cold run enrichment does not switch off when the engine is warm, fuel quantity differences between the individual cylinders, excessive fuel system pressure (depending on the system).

Mixture setting too lean
-Faulty lambda control
-insufficient conversion in the catalyst
mixture formation that is too lean, for example due to: fuel quantity differences between the individual cylinders, leaky intake system (unmetered air), fuel system pressure too low
-Exhaust gas dilution, for example due to: exhaust system leaking, exhaust gas extraction line to the tester leaking, secondary exhaust gas injection switched on.

Too lean or too rich mixture formation
-Ignition failure, engine misfires
-insufficient conversion in the catalyst
-Exhaust gas dilution, for example: exhaust system leaking, exhaust gas extraction line to the tester leaking, exhaust gas probe not inserted far enough into the exhaust tailpipe, exhaust gas secondary air injection switched on.

-Lambda >1 means a lean mixture (there is more oxygen than is required for complete oxidation)
-Lambda <1 means rich mixture (there is less oxygen than needed for complete oxidation)

The goal is to increase the power and efficiency of the engine. By reducing the temperature of the supplied air, a larger air mass is contained in the same volume, which means that proportionally more fuel can be burned. The intercooler thus increases the possible output and increases efficiency by lowering the initial temperature.