Data-driven standalone tuning, done remotely.
Every change measured, every session documented. You keep control of the car and the wrench; we handle the calibration and the analysis.
The process is the product
Every engagement runs like a proper tuning program, start to finish. Here's exactly what happens, in order.
- 1
Onboarding & Baseline
First week- Intake: build sheet (engine, turbo, injectors, fuel), current tune file, goals.
- Full backup of your current tune before anything is touched — every engagement starts with a saved rollback point.
- Safety limits set for YOUR build: WOT air/fuel ceiling, knock thresholds, boost cut, injector duty limit. These are hard gates, not suggestions.
- 2
Logging Setup
- We configure your logging: exact channel list, sample rates, and capture instructions — what to drive, what to log, how to send it.
- You never guess what data we need — you get a written capture checklist.
- 3
Baseline Analysis & Tune Plan
- Your first logs get a full workup: fueling across all zones (idle, warmup, cruise, transient, WOT), timing, knock activity per bank, boost tracking.
- You get a written tune plan: what's healthy, what needs work, in what order, and what the safety gates are.
- 4
The Tuning Cycle
Repeats weeklyAnalyzeChangeValidateRepeat- You drive and log per the capture checklist.
- We analyze the logs and return itemized changes — the exact tables, cells, and values to enter. No vague advice; numbers you can type in.
- You enter the changes and log the next drive.
- The next log validates the change before we move on. One variable at a time; the data decides, not the calendar.
- 5
Safety Gates
Continuous- Every change passes non-negotiable checks before and after: WOT air/fuel, knock per bank, injector duty, boost overshoot, fuel-trim drift.
- Power targets are approached in controlled steps with go/no-go gates. The engine decides the ceiling.
- 6
Documentation
Continuous- Every change logged with before/after values. Every issue tracked. Every session summarized.
- You get a complete written history of your tune — changelog, session log, metrics over time. Nothing lives in one tuner's head.
- 7
Monthly Report
- Each month closes with a written status report: what changed, what was measured, what's validated vs. pending, and what's next.
What you get
Every deliverable below is standard practice on live client engagements today.
Initial Map Review — tune audit
A full screen-by-screen audit of your existing tune without changing anything: a tune-quality verdict (what's genuinely good, what's missing), a sensor inventory (fitted / configured / validated), a protection review (knock, overboost, rev limits, engine protection), and a written report with prioritized recommendations.
Instrumentation specs & remote commissioning
Verified hardware recommendations — knock sensor kits, oil and fuel pressure senders — with wiring specs, ECU configuration, and validation gates. Your local shop installs; we commission and validate remotely.
Professional written reports
Every engagement produces written deliverables: initial review, session reports, change instructions with the exact tables, cells, and values, and graph-rich PDF progress reports charting boost, AFR, knock, and oil pressure from your own logs.
Don't take our word for it: read a full redacted sample report · see it inside the portal
Root-cause forensics
When an engine fails, we investigate from the evidence — invoices, teardown photos, plug reads, map audit — and deliver a written verdict that frames the protection plan for the replacement engine.
Flex fuel & multi-map calibration
93, E85, race gas, or whatever the pump actually gave you that week. Flex fuel is where remote, log-based tuning earns its keep: the calibration has to be right across the whole blend range, and proving that takes real drives on real fuel — not one afternoon on a dyno with one drum of known ethanol content.
Done properly, flex is not a second map you switch to. It is one calibration that reads ethanol content and interpolates. That is how we build it.
Tables blended against measured ethanol content
Fuel and timing interpolate across the blend from the ethanol reading, not from a switch you remember to flip. Half a tank of E70 gets the calibration for E70 — not the E85 map, and not the pump-gas map with your fingers crossed.
Cold start referenced to ethanol content
Cold start is where most flex builds are worst, because one enrichment number cannot serve E10 and E85 in February. Warmup enrichment and cranking fuel are referenced to the ethanol reading, so the car starts the same way on any blend.
Failsafe defaults for a sensor that lies
Ethanol sensors fail, drift, and disagree with the fuel in the tank. Protection is built to fall back to the safe end of the blend on a lost or implausible signal — a dead sensor makes the car dull, not lean. The failsafe is tested, not assumed.
Multi-map race gas, documented like any other change
If your build wants a separate race-gas or event map rather than a blend, we calibrate it that way, gate it with its own boost and protection targets, and document exactly what the switch position does — so nobody guesses which map is live on a hot day at the track.
How it's priced
Flex fuel isn't a separate product with its own invoice. It's calibrated inside an Initial Dial-In or Monthly Tuning Support like everything else — it simply uses more of the hours in your block, because every table gets validated at both ends of the blend instead of one. We tell you that up front rather than discovering it in month three.
Your car needs a working ethanol content sensor wired and reading correctly before flex calibration starts. If yours isn't fitted yet, we spec the hardware and the wiring, your local shop installs it, and we commission and validate it remotely — quoted like any other instrumentation work, with a written estimate before anything is ordered.
Plans & pricing
Start with a Map Review, or jump straight into a full engagement — all three run on the same documented, safety-gated process. Pick the one that fits where your car is: most cars start with the Dial-In, and Monthly Support carries the car afterward.
Compare in revisions, not stickers. A typical one-shot remote tune covers 2–4 revisions with notes in an email. The Dial-In runs up to 16 hours across 6 weeks — 8+ documented revision cycles, each one written down to the cell, closed out with a report you keep.
Initial Map Review
$199one-timeThe audit-first entry point: we review your existing tune end-to-end and hand you a written verdict with prioritized recommendations — before anything is changed. The natural first step before a Dial-In or monthly support.
Credited in full if you proceed: the $199 comes straight off your Initial Dial-In or your first month of support. If the audit says your tune is fine as it sits, you keep the report and owe nothing further.
Initial Dial-In
For cars new to us, or tunes that need a ground-up sort-out.
$1,500 one-time
- 6-week support window covering onboarding through the tuning cycle, intensively
- Up to 16 hours of analysis and calibration work
- Baseline workup, tune plan, and iterative dial-in
- Full documentation trail and close-out report
- Pay your way: one-time, milestone payments tied to delivered work, or Klarna financing at checkout
Monthly Tuning Support
Ongoing calibration support for cars in active development or seasonal refinement.
$800 / month
or subscribe: $720/mo — 10% off, 3-month minimum
- 8 hours of tuning work per month — about 4 full review cycles: log analysis, itemized changes, validation, documentation
- Weekly cadence: you drive on the weekend, changes come back early in the week
- Hours don't roll over; work beyond 8 hours is billed at $100/hr, only with your approval first — no surprise invoices
- Pay month by month at full price, or subscribe and save 10% — 3-month minimum, then month-to-month. Cancel anytime after the minimum.
What a typical engagement adds up to — side by side
Our column is a worked example on the audit-first path, using only the prices published above — no hidden line items, nothing quoted later. The other column is common published rates for standalone tuning, which vary by shop and region — ranges, not quotes. The money lands in the same neighborhood; the difference is that here you see every change and the reason behind it.
| With us | Typical elsewhere | |
|---|---|---|
| Before you commit | $199Initial Map Review — a written audit of the tune you have today, credited in full if you proceed | $0No audit offered — you book the session blind |
| Base calibration | $1,301Initial Dial-In: $1,500 one-time − the $199 credit. 6-week window, up to 16 hours, close-out report included | $900–$1,500+Standalone dyno tune (flex fuel often extra), compressed into one session |
| Dyno time | $0Not needed — every change is validated from your own logs, on your roads and your fuel | $700–$1,000A 3–4 hour session at $225–$250/hr where billed separately; sometimes rolled into the flat rate |
| A season of refinement | $2,160Three months of Monthly Tuning Support on the subscription at $720/mo (month to month at $800 it would be $2,400) — 8 hours/mo of analysis, itemized revisions, and validation | $600–$1,200Three or four re-tune visits at $200–$300 each, when you can get back on the schedule — changes go in without an explanation of what moved or why |
| What you hold at the end | IncludedChangelog of every value touched, session and close-out reports, tune backups, a documented rollback point | —The map file — no record of what was changed or why, at any price |
| Audit, full dial-in, and a season of support | $3,660$3,900 month to month instead of on the subscription | $1,500–$3,700+Depending on how dyno time is billed and how many re-visits the season takes — and none of it documented |
A one-shot dyno tune can absolutely cost less — if the car is done after one session and you never need to know why a value is what it is. This path costs about the same as a dyno tune plus a couple of re-visits, and every dollar of it comes back as documented, validated work. Reports are never a separate charge — the close-out report is part of the Dial-In, and the monthly status report is part of Monthly Support.
What varies: work beyond the hours included in your plan, billed at $100/hr and only with your approval first; and any hardware or instrumentation your car turns out to need, which is estimated separately and approved before we order anything. A car that only needs seasonal support skips the Dial-In entirely; a car that comes out of the Dial-In finished may not need monthly support at all.
What counts toward hours
Log analysis, tune revisions and writeups, documentation, and reports count toward your hours. Quick questions and scheduling emails don't. We publish this so there are never disputes about where your hours went.
Checkout is handled securely by Stripe. One-time payments (Dial-In and single months) support cards and buy-now-pay-later options like Klarna; subscriptions are billed to your card monthly.
Custom work is estimated first — and approved before it starts
Anything beyond the standard plans (hardware installs, instrumentation, special projects) starts with a written estimate. You review it, approve it, and choose how you want to pay — one-time, milestone payments tied to delivered work, or financing. Nothing is billed until you've approved. The final price is expected to match the estimate; it changes only if an issue is found during the work, and that issue is documented and shared with you — with its cost — before any additional cost is incurred.
Your car must be healthy before we tune it
Remote tuning works from the data your car produces. If that data is wrong, every change built on it is wrong — and at wide-open throttle, wrong is expensive. Before any engagement begins, you confirm that:
- The engine is mechanically sound. No misfires, overheating, fuel delivery problems, oil pressure concerns, or unresolved faults. Tuning does not fix mechanical problems — it amplifies them.
- Every sensor the ECU relies on is installed, working, and verified reading correctly — wideband O2/AFR, MAP, intake air temp, coolant temp, TPS, and knock at minimum. A wideband that reads half a point rich is worse than no wideband at all: it steers the tune lean while telling us everything is fine.
- The build sheet you give us is accurate. Injectors, fuel pump, turbo, fuel type, and engine internals as declared. We set safety limits based on what you tell us — if the hardware doesn't match, the limits don't protect you.
If your logs reveal a mechanical or sensor fault, we stop tuning and tell you what to fix first. That diagnosis counts toward your engagement hours — but we will not calibrate around a known fault, at any price.
You remain responsible for the mechanical condition of your vehicle. We cannot inspect a car remotely; our calibration guidance is only as good as the data and build information you provide. Starting an engagement with undisclosed or unverified faults is at your own risk.
And what we owe you in return: your hours don't evaporate
That responsibility runs both ways. You bought calibration time, and a broken car is not calibration time. So:
- If your dial-in window burns on diagnosing a mechanical fault, the unused hours roll forward. Fix the car, come back, and the calibration hours you paid for are still there waiting. We don't restart the clock and we don't sell you a second engagement to finish the first one.
- If the car turns out not to be tunable as delivered, we say so early and stop billing time against it. Whatever is left of your block rolls forward to the engagement that happens after the fix, rather than being spent proving the same fault twice.
- You keep the diagnosis either way. The write-up naming the fault, the evidence from your own logs, and the fix order are yours — usable by you or by whatever shop does the mechanical work, whether or not you tune with us afterward.
This is the one exception to the standard no-rollover rule on monthly hours: ordinary unused monthly hours still expire at the end of the month, but hours lost to a fault we found don't. We'd rather carry the time than have you feel punished for the car being honest with us.
What this is (and isn't)
- Remote calibration for owner-managed cars with supported standalone ECUs
- Full log analysis, itemized changes, documented history, safety-first climb
- Flex fuel and multi-map calibration — blended against measured ethanol content, not switched by hand
- No dyno tuning — street/log-based remote support only
- No OEM-flash ECUs
Frequently asked questions
What if I go over my hours?
On the monthly plan, work beyond your 8 included hours is billed at $100/hr — only with your approval first. No surprise invoices. Hours don't roll over month to month. What counts toward hours: log analysis, tune revisions and writeups, documentation, and reports. Quick questions and scheduling emails don't burn hours. The one exception to no-rollover: if we stop the tune because your car turns out to have a mechanical or sensor fault, the calibration hours you haven't used roll forward until the car is fixed — see our commitment above.
Which ECUs do you tune?
Haltech (Platinum Pro, Elite ESP/NSP, Nexus), Link G4X, MoTeC M1, ECUMaster EMU Black, AEM Infinity, MaxxECU, and FuelTech FT — standalone only, no OEM-flash tuning. That list is what we calibrate remotely today. If your car runs something else, don't assume the answer is no — see "My ECU isn't on your list" below.
My ECU isn't on your list — can you still help?
Maybe, and we'll tell you honestly either way. The supported list is what we calibrate remotely today, with proven guides, channel lists, and export workflows behind it. It is not a claim that nothing else exists. Pick "Other" on the intake form, tell us what the car runs, and we'll give you a straight answer: either we can take it, or we can't do it well remotely and we'll point you toward someone who can. Asking costs nothing, and we'd rather refer you out than learn your ECU on your engine.
What logging hardware and software do I need — and does a laptop ride in the car?
No third-party datalogger: you log with your ECU's own software over its USB cable. Haltech Elite and Nexus are logged through NSP; Platinum Pro through ECU Manager; ECUMaster EMU Black through the EMU Black client. All of them are Windows programs, so you need a Windows laptop. Where your ECU and firmware support onboard logging, we set it up that way — you arm the log, drive the route on your own, then plug in afterward and pull the file off over USB. Where onboard logging isn't available, or we need a channel that only streams live, the laptop rides in the car on the USB cable, and a passenger runs it on any route that includes full-load pulls. We confirm which mode your car is in during onboarding, before your first capture, and you get the exact channel list and sample rates either way.
How do I send you logs, and how big are they?
Through your client portal — you upload each capture to your engagement, so logs, tune files, change instructions, and reports all live in one place instead of an email thread. One file per capture, exported raw from your ECU software: don't trim, convert, or zip them. At the sample rates we ask for, real logs run tens of megabytes, not gigabytes — a normal capture uploads in seconds on home internet, and the portal accepts up to 50 MB per file. If a capture ever comes out larger than that, it usually means the log ran far longer than the route called for, and we'll tell you what to cut.
Do you tune flex fuel and multi-map setups (93 / E85 / race gas)?
Yes — it's one of the things we do best, and it's the reason the intake form asks for your fuel type. Flex fuel means the tables are blended against measured ethanol content rather than switched by hand: fuel and timing interpolate across the blend, cold start is referenced to ethanol content instead of one compromise number, and boost and protection targets follow the fuel actually in the tank. We also build failsafe defaults so a dead or drifting ethanol sensor drops the car to the safe end of the blend instead of running an E85 map on pump gas. Multi-map race-gas setups are calibrated the same way, with the switch position and its gates documented like any other change. Full detail in the flex fuel section above.
What does a typical engagement actually cost, start to finish?
Worked example on the audit-first path, using only the prices published on this page: Initial Map Review $199, then proceed to a full engagement and that $199 credits against the Initial Dial-In — $1,500 less the $199 credit is $1,301 due, so $1,500 total for a finished, documented dial-in with its close-out report. Carry the car afterward on Monthly Tuning Support and three months is $2,160 on the subscription ($720/mo, 3-month minimum) or $2,400 month to month at $800. That's roughly $3,660 to $3,900 for an audit, a full dial-in, and a season of support. Reports are not a separate line item — the close-out report is in the Dial-In and the monthly status report is in Monthly Support. What varies: work beyond the included hours, billed at $100/hr and only with your approval first, and any hardware or instrumentation, which is estimated separately and approved before anything is ordered.
Why no dyno?
This is street/log-based remote tuning. Every change is validated against real driving data from your car in its real conditions — the same data that protects your engine (air/fuel, knock, boost, injector duty) is the data that proves each change worked. We don't offer load-cell dyno service at this time.
Who enters the changes?
You do — this is client-managed tuning. We send itemized changes: the exact tables, cells, and values. You stay in control of your car and your ECU; we handle the analysis and the calibration decisions.
Is remote tuning safe compared to dyno tuning?
Yes, when the car is healthy and properly instrumented. Every change is validated against real driving data from your car in its actual conditions, and the same channels that protect your engine — air/fuel ratio, per-bank knock, boost, and injector duty — are the data that proves each change worked. Power is approached in controlled steps with go/no-go safety gates. We don't calibrate around a known mechanical or sensor fault at any price.
What does remote tuning cost?
Three published prices. An Initial Map Review is $199 — a full audit of your existing tune, and it credits in full toward a Dial-In or your first month of support if you proceed. Most cars then run an Initial Dial-In at $1,500 one-time — a 6-week window with up to 16 hours of analysis and calibration, full documentation, and a close-out report. Ongoing work is Monthly Tuning Support at $800/month for 8 hours, or $720/month on a subscription with a 3-month minimum.
What does my car need before you'll tune it?
Your car must be mechanically sound, every ECU-critical sensor must be installed and verified reading correctly (wideband AFR, MAP, intake air temp, coolant temp, TPS, and knock at minimum), and your build sheet must be accurate. Tuning amplifies mechanical problems rather than fixing them. If your logs reveal a fault, we stop and tell you what to fix first.
Do you work nationwide, and how fast will my tune progress?
We serve clients nationwide from Long Island, NY. On the monthly plan the cadence is weekly: you drive and log on the weekend, and itemized changes come back early the following week. Progress is deliberately paced — one validated change at a time — because the goal is a finished, documented tune, not a fast one. You follow every revision in real time through your client portal.
Tell us what we're working with
The more accurate your build sheet, the safer and faster your tune. We'll review it and reply by email — no commitment until we've talked it through.