Until now, car enthusiasts who wanted to replace their older vehicle with a modern, more up-to-date engine had to install the instrument cluster and immobilizer components from the vehicle they were handing over to the new vehicle. These rarely fit directly into the old vehicle, and installation takes a lot of time. Because of this, some people replace their vehicle with an "aftermarket" ECU, which again has its disadvantages in terms of reliability, drivability and power.

We offer immobilizer deactivation programming, which you can use to avoid all the problems mentioned above. The program allows you to use the original ECU, wiring harnesses and sensors. Together with our used optimizations, you get an even faster, more reliable and easier solution for your vehicle. In addition, we can offer, for example, as an additional service, a program with which the lambda sensor can be disabled and the catalytic converter can be completely removed from the vehicle.

All the so-called modern cars use MAF (Mass Air Flow), i.e. an air mass meter, which monitors the air mass flow of the engine. The air mass meter measures the air mass flow using a hot wire. A hot wire is a resistor that reacts to a change in temperature. The air mass meter shows 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 has to operate in Alpha N mode without a MAF sensor, the throttle sensor will not work properly and the fuel/air mixture ratio will go wrong. This is reflected in higher fuel consumption and an increase in emissions. Through the diagnostic port (OBD), you can program the Alpha N system so that your car works perfectly, whether it has a MAF sensor or not.

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

DPF (Diesel Particulate Filter) is a particulate filter in newer diesel-powered cars, the purpose of which is to filter harmful particles from the exhaust gases and burn them at a high temperature. The filter works as an addition to the catalyst, 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 the 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 very end. For certain car brands and models, the filter must be changed after a certain number of kilometers. Changing the filter is really expensive, we are talking about a job of more than a thousand euros, regardless of the car make and model.

The filter causes a high back pressure in the exhaust pipe system, which hinders the engine from breathing. The boost pressure cannot be increased thanks to this or the amount of air, because then the exhaust pressure rises too high. If you want more power and torque from your car, removing this filter is what you need to do.

Removing the filter does not increase the emissions measured during the inspection, and does not cause any kind of fault codes. CO2 emissions decrease when the filter is removed. It is recommended to have the car modified after programming. You can easily find out the issues related to the 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 generally located in the exhaust manifold, which is used to recirculate part of the exhaust gases back into the cylinders. The engine produces nitrogen oxide emissions (NOx) at high load. The EGR valve lowers the temperature of the engine's combustion chambers and reduces nitrogen oxide emissions (NOx). However, the operating principle of the EGR valve is contradictory, because nitrogen oxide emissions are generated at high engine load, but recirculation only works at partial load. EGR valves are either vacuum or electrically controlled.

Disadvantages of the EGR valve:
- Engine rusting (intake manifold, cylinder head intake ducts, valve stems, valve plates...)
- Deterioration of the filling degree of the cylinders (non-combustible exhaust gas is mixed with the clean intake air)
- Slower combustion of the mixture (engine performance deteriorates and fuel consumption increases)

Bypassing the EGR valve itself/so-called plugging is not worth it. In modern vehicles, the operation of the EGR valve is monitored through the engine control, and these self-made so-called blockages cause a fault message or, in the worst case, the vehicle goes into fault mode.

The operation of the EGR valve can be limited via the engine control, or it can be programmed out of use completely if desired. No mechanical changes need to be made.

NOTE! No road traffic for use!

Tuned vehicles with so-called the race roof may cause a problem with the exhaust gas flow values. Generally, this problem lights up the engine trouble light and in the worst case the vehicle goes into the so-called fault mode (limp mode). This problem can be fixed by changing the flow value or removing the limit value completely. If you want to completely disable the catalyst, it is also possible to 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 realize different entities without problems.

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

It is possible to store your vehicle's original program in SRS II and, in addition, to load two more different programs into its memory. By controlling the device yourself, you can choose any program from these three programs for use at any time.

SRS II is a really easy-to-use tool. The device has a large, clear display and the device guides you step by step when using it, whether you want to write or read a program from the ECU. In addition, SRS II can read and delete fault codes from your car.

SRS III is a significantly more advanced and even more versatile optimization accessory than its predecessor. The device has an even bigger and clearer touch screen, which makes it easier to use. The device is very easy to use because 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 the more advanced microprocessor technology, this device makes it possible to cover an even wider range of the latest engine control devices (Bosch EDC17, Bosch MED17, Marelli MJ8DF, Denso...) and many vehicle categories such as cars, vans, trucks and tractors.

The SRS III memory capacity has also increased many times over its predecessor. In addition to the vehicle's original program, this device has the option of saving several modified programs.

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

SRS III also works 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 for whom optimization alone is not enough. 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 growing all the time, so you can inquire about availability for other brands as well. When adjusting your vehicle, we use the latest "data logger" technology. We get all the measurement data of your vehicle by taking a small test drive. We can measure the actual fuel map of your car, which has been the measured mixture at any point on the map.

When your car has been adjusted to a certain configuration, it should not be changed without re-adjusting it. We need accurate information about the tuning parts installed in the car before tuning. We can also offer tuning kits, tuning parts, chassis kits and brake kits installed. Ask more!

The Stage 2 program is for customers who have updated their vehicle, e.g. piping and free-flow filter. We can also offer installed everything 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 is also equipped with e.g. Intercooler / bigger one, bigger nozzles and downpipe. We can also offer installed all the above-mentioned parts (Stage 2 and 3) in one package, and a program tailored to this configuration.

Stage 4 is for cars with really big changes. In addition to the changes mentioned above, the standard turbocharger has been replaced by, for example, a hybrid turbocharger. This is a special service, and takes significantly more time than any other programming due to adjustment work. We can offer a complete tuning package (Stage 4) installed on 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...). Gearbox programming is highly recommended for cars that have already been programmed or are being spruced up in the future, e.g. With Stage1 programming. Gearbox optimization achieves 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 even over 500nm (DQ500~700nm)!
• Optional optimization of limit values of the rev limiter
• Improved gear holding with the Sport setting!
• With manual setting, real manual mode! No more automatic kickdown!
• Optimizing exchange areas as desired

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

V-MAX programming also has the option of setting a speed limiter on the vehicle, for example in rental vehicles.