Until now, car enthusiasts who wanted to replace their older vehicle with a modern, more modern engine had to install the instrument cluster and immobilizer components from the vehicle they were transferring to the new vehicle. These rarely fit directly into the old vehicle, and the installation takes a lot of time. This is why some people replace their vehicle with an "aftermarket" ECU, which has its drawbacks in terms of reliability, drivability and power.

We offer immobilizer disabling programs that will help you avoid all of the above problems. The program allows you to use the original ECU, wiring harnesses and sensors. When used together with our optimizations, you get an even faster, more reliable and easier solution for your vehicle. In addition, we can offer, for example, an additional service that can disable the lambda sensor and completely remove the catalytic converter from the vehicle.

All so-called modern cars use a MAF (Mass Air Flow) or air mass meter, which monitors the flow of air mass into the engine. The air mass meter measures the flow of air mass using a hot wire. The hot wire is a resistor that reacts to temperature changes. The air mass meter can be used to determine how much air has flowed into the engine. If there is some kind of fault with the air mass meter, your car will enter a fault mode called Alpha N. If your car is forced to operate in Alpha N mode without a MAF sensor, the throttle sensor will not work properly and the fuel-air mixture ratio will be incorrect. This will be reflected in higher fuel consumption and increased emissions. Through the diagnostic port (OBD), you can program the Alpha N system so that your car will operate completely flawlessly, whether it has a MAF sensor or not.

Cars with significantly tuned engines need more air than the air mass meter can handle and often have to give up the entire air mass meter due to the modifications. We can program the ECU to work optimally and completely disable the air mass meter. We can also offer air mass meter scaling. So there are two ways, for racing cars we recommend Alpha N programming and for "modified" road cars we recommend air mass meter scaling.

DPF (Diesel Particulate Filter) is a particulate filter in newer diesel cars, which is designed to filter harmful particles from exhaust gases and burn them at high temperatures. The filter works as an addition to the catalytic converter, not as a replacement. Filters have been in use since 2000, but they became mandatory for all diesel-powered vehicles in 2007. A well-functioning filter increases a car's fuel consumption only slightly. A poorly functioning one increases fuel consumption significantly. For this reason, many car manufacturers have avoided using filters until the last minute. For certain car brands and models, the filter must be replaced after a certain number of kilometers. Replacing a filter is really expensive, we are talking about a job costing over a thousand euros, regardless of the car brand and model.

The filter creates high back pressure in the exhaust system, which hinders the engine's breathing. This does not allow for an increase in boost pressure or air volume, as the exhaust pressure would then become too high. If you want more power and torque from your car, this filter must be removed.

Removing the filter does not increase the emissions measured during the inspection, and does not cause any fault codes. CO2 emissions decrease with the removal of the filter. A vehicle modification inspection is recommended after programming. You can easily find out about any issues related to a possible modification inspection of your car from the nearest inspection authority.

The exhaust gas recirculation valve, or more commonly known as the EGR valve, is a valve located in the exhaust manifold that recirculates some of the exhaust gases back into the cylinders. The engine produces nitrogen oxide emissions (NOx) at high load. The EGR valve is used to lower the temperature of the engine's combustion chambers and reduce nitrogen oxide emissions (NOx). However, the operating principle of the EGR valve is contradictory, because nitrogen oxide emissions are produced at high engine load, but recirculation only works at part load. EGR valves are either vacuum-controlled or electrically controlled.

Disadvantages of the EGR valve:
- Engine fouling (intake manifold, cylinder head intake ports, valve stems, valve plates...)
- Deterioration of cylinder filling ratio (unburnable exhaust gas is mixed with clean intake air)
- Slower combustion of the mixture (engine power deteriorates and fuel consumption increases)

It is not worth bypassing/so-called plugging the EGR valve yourself. In modern vehicles, the operation of the EGR valve is monitored via the engine management system and these so-called pluggings done by yourself will cause a fault message or, in the worst case, the vehicle to go into fault mode.

The EGR valve can be limited via engine management or programmed to be disabled completely. No mechanical changes are required.

NOTE! Not for road traffic use!

Tuned vehicles with a so-called racing hood installed may experience a problem with the exhaust gas flow values. Generally, this problem will light up the engine fault light and in the worst case, the vehicle will go into limp mode. This problem can be corrected by changing the flow value or removing the limit value completely. If the catalytic converter is to be completely disabled, this is also possible by deactivating the lambda sensor as a whole. This method maintains optimal performance without error messages and error states. This also gives tuners more opportunities to implement different assemblies without problems.

SRS II is the most advanced and versatile optimization tool on the market for programming via the diagnostic port (OBD). It uses the latest communication protocols (K-line, CAN and J1850). Therefore, it is possible to read and write ECUs of even the latest cars.

The SRS II can store your vehicle's original program and load two additional programs into its memory. By controlling the device yourself, you can select any of these three programs for use at any time.

SRS II is a very easy to use tool. It has a large, clear display and will guide you step by step whether you want to write or read a program from the ECU. In addition, SRS II can read and erase fault codes from your car.

The SRS III is a much more advanced and versatile optimization tool than its predecessor. The tool has a larger and clearer touch screen, which makes it easier to use. The tool is very easy to use, as it guides you step by step, whether you want to write or read a program from the ECU.

The device supports all possible communication protocols (K-line, CAN and J1850). Thanks to more advanced microprocessor technology, this device can cover a wider range of the latest engine control units (Bosch EDC17, Bosch MED17, Marelli MJ8DF, Denso...) and many vehicle classes such as cars, vans, trucks and tractors.

The SRS III's memory capacity has also increased many times over its predecessor. This device has the ability to store several modified programs in addition to the vehicle's original program.

The device is very safe to use because it checks before reading/writing the program whether the so-called work is safe to perform. It takes into account anomalies in the vehicle system and does not allow the user to use the device incorrectly.

The SRS III also functions as a diagnostic tool. It can read and clear fault codes from your vehicle.

The price of the SRS III device starts at €399. The price does not include optimization programs or special cables (trucks and tractors).

For customers who are not satisfied with just optimization. We offer a custom program tailored to different configurations. We offer custom programs for the following car brands: Porsche, Ford and VAG Group cars. The list of car coverage is constantly growing, so you can inquire about availability for other brands. We use the latest "data logger" technology to tune your vehicle. We get all the measurement data of your vehicle by driving a small test drive. We can measure your car's real fuel map, which has been the measured mixture at any point on the map.

Once your car has been tuned to a specific configuration, it should not be changed without retuning. We need accurate information about the tuning parts installed on the car before tuning. We can also offer tuning kits, tuning parts, chassis kits and brake kits installed. Ask for more!

The Stage 2 program is for customers who have upgraded their vehicle, such as the piping and free-flow filter. We can also offer an all-in-one package: piping, free-flow filter and customized program.

Stage 3 is otherwise the same as Stage 2, but the difference is that the car also has an intercooler / larger one, larger injectors and a downpipe installed. We can also offer all the above-mentioned parts (Stage 2 and 3) installed in one package, and a customized program for this configuration.

Stage 4 is for cars that have undergone really major modifications. In addition to the above-mentioned modifications, the standard turbocharger has been replaced with a hybrid turbocharger, for example. This is a special service and takes significantly more time than any other programming due to the adjustment work. We can offer a complete tuning package (Stage 4) installed in your car.

We offer programming for almost all DSG, S-Tronic and Multitronic transmissions (Temic DQ250 DSG-6, DQ200 DSG-7, DQ500 DSG-7, VL381, DL501...). Transmission programming is highly recommended for cars that have already been programmed or are being upgraded in the future with, for example, Stage1 programming. Transmission optimization offers many benefits, such as...

• Activation of the Launch Control function (e.g. VW Golf GTI V 3700rpm)
• Significantly faster gear changes up to 40%
• Torque limiter optimization up to over 500nm (DQ500~700nm)!
• Optimizing rev limiter limits as desired
• Improved gear holding ability with Sport setting!
• Manual setting for true manual mode! No more automatic kickdown!
• Optimizing exchange areas to the desired level

V-MAX programming is done directly into your vehicle's ECU and does not use any "plug-in" modules. We do not recommend anyone use speed limiter bypass modules, which significantly interfere with your car's CAN network and data traffic. The software speed limiter can also be removed.

V-MAX programming also allows you to set a speed limiter on a vehicle, for example in rental vehicles.