Why do you need an ECU cloning?

Custom or Generic? If you’ve been searching around for a remap you would have heard the terms "generic file" and "custom remap". But what is a generic remap? There is actually no such thing; all maps are customised to the car they are intended for and then tested on a dyno. Some companies will tell you they are doing you "a custom map on the dyno". In reality you are paying extra just for a dyno printout showing before and after figures using the same flash files you get from us and other reputable remappers. This is due to most modern ECUs which can’t be adjusted whilst the vehicle is running. The term ‘full custom map’ is based around standalone aftermarket ECUs which can only be adjusted live. Is it Dyno Tested? Another myth is that you can't remap a car without a dyno, this is not true. Most remaps and tuners experience is created on a dyno to start with. These skills and tuning methods are then rigorously tested on a dyno and on the road, after which, all being well, the remap files are then passed on to be sold to the public. Dynos Dynos, or to give their full name, dynomometers are a tool which were created to enable road testing in a safe stand-still environment; they were not originally intended for power read-outs. Their main use is to replicate driving a vehicle on the road for tuning and mapping. It’s true, they do give you a power printout, but what’s on there is changeable as it’s not an exact science; there are too many variables that can change the power figure such as outside air temperature, time of day/year, height above sea level and overall location as well as the dyno make and model. A dyno running the same car in summer and winter will have a different power figure due to outside air temp and density of the air. This is demonstrated on the program ‘Pikes Peak Challenge’ in the U.S. The vehicles go through such dramatic air density changes, they have different maps for each time they climb higher on the circuit, this is due to the air density changing which affects the air/fuel mixture. In fact, they actually change horsepower, the higher they go. Ever noticed your car goes a little better on a cold winter morning and not so well on a hot summer’s day? If you were to have your car dyno tested after we installed one of our maps, don’t be surprised when the read out is exactly the same as what we quoted in the first place! We have a 2WD dyno at our partners site in Rotherham which we can run tests on for anyone that is interested and has money to spare! Hopefully these few priceless nuggets of information will make your decision easier when making the choice on getting your pride and joy remapped, dispelling some of the myths you read online.

When we talk about remapping and tuning of vehicles, there are a range of options available. With all the talk of standard and modified vehicles; remaps are typically broken down into different stages, which were created predominantly via the tuning community and businesses. This allows us to provide a 'rough' idea of the various differences and tuning levels for modifications that are required for more power. We explain these remap stages below: Stage 1: This refers to the early stages of vehicle modification whether for economy or performance. A Stage 1 remap could be a simple economy map aiming for more MPG, or more commonly, drivers want it to enhance their car’s performance. This calibration is designed to lift the performance within the manufacturer’s parameters giving more power without major mechanical alterations. It consists of: Stock vehicle no modifications required. Tuning Software Stage 1. Stage 2: This calibration requires a small number of modifications. The supporting modifications allow the engine to be more freely flowing, providing slightly more power and are typically bolt on performance parts that are used. This will raise the power nearer to the manufacturer power limits and is still typicall safe to be used on healthy vehicles. It consists of: Tuning Software Stage 2, Induction kit / air intake. Intercooler upgrade (not necessary but provides larger mid-range gains). Exhaust system downpipe upgrade (full decat / DPF removal required). Stage 3: This is where the fun really starts! This is much more than just a basic tune; a lot of extra time and customisation of the remap needs to be taken i.e. time on a dyno or road logging before carrying out further work, for instance, an initial run or two to see the existing power and health of the vehicle. Following this a custom package is required to cater for the customer’s needs, for example the car will typically have existing modifications from Stage 2. At this point, it is mainly down to the customer’s needs and how deep their pockets are to the power levels that can be achieved! Initially: Intake kit. Full exhaust system. Intercooler and hard pipes with silicone couplers. Following a consultation, the further hardware can be discussed for more power. Turbos and supercharger upgrades. Injectors and fuels pumps with upgraded regulators. Camshafts and pulley upgrades. Exhaust manifolds with or without external waste gates. Additional kit might be Oil coolers and catch cans. Water meth injection and/or nitrous. After this, depending on the engine stock hardware it would be advisable to completly forge the engine for further utilisation of the hardware fitted, in order to release the most power and reliability. This might include. Pistons and con rods. Crankshaft and bearings. Oil pumps and headwork. In conclusion, after Stage 2 everything becomes a lot more personalised depending on what is required from the car and how much money you are willing to spend. Much of this work will require development and customisation on all of the components fitted, thus the developments can be a long process in order to fine tune for the safest reliable power!