ECU Calibration

As true leaders in the field of GTR tuning we have been able to stay ahead of the competition at every horsepower level. Our never ending development has allowed us find fault in each system and work on solutions to correct them. We offer consistent and smooth driveability tailored to your specific uses for your GTR. We have worked to develop custom sensors for the GTR which solve complex problems with the original engine management. Through our continued development we were able to work with COBB Tuning directly to develop the speed density system for the GTR and have worked with EcuTek to develop support for the 2MB ECU found in the 2019+. We will continue to work with these companies to tweak and improve the current calibration systems as the need arises.

• Consistent leaders in development of engine management
• Helped to develop Speed Density system in conjunction with COBB
• First to find a need for and also offer custom sensors which are essential to the proper operation of the GTR
• Number 1 in driveability, long before the competition was able to achieve similar results
• Close relationship with automotive industry leaders allows us to develop the best component systems in conjunction with the correct software modifications early on – ensuring full optimization of your high performance vehicle.
• Custom tailored mapping to suit the drivers style, (road race/drivability/drag racing/linear power band/etc.)
  • Fuel
  • Timing
  • Boost
  • Intake cam timing
  • Exhaust cam timing
  • Rescaling load
  • Rescaling other axes as necessary
  • Knock sensor sensitivity tuning and adjustment
  • Proper scaling of torque related parameters for smooth driveability from the transmission
  • Adjustment of factory presets for fan temperatures
  • Idle speed adjustment
  • Multiple maps in single tune file (when necessary or requested)
  • Throttle mapping to adjust driver input for smooth torque output
  • Custom sensor calibration
  • Per gear and per throttle boost adjustment to make a fully manageable torque output throughout the range of the pedal.
  • Adjustment of boost limitations to a safe level
  • Launch control adjustments
  • Traction control strategy implementation and adjustment
  • Rolling boost implementation
  • Rev limiter type and style adjustments

Combining all of these changes together to make one cohesive system with NO drawbacks!

Martin Musial has been involved with engine tuning for decades and has done thousands of vehicles ranging from road race competition cars to 3000+ HP drag cars. His approach to tuning emphasizes reliability while extracting the most out of engine performance.

“What many people don’t realize is there is so much more to an engine tune than just wide open throttle (WOT) and peak horsepower. If the car is a dedicated drag car that might be ok, but for 99% of car owners it’s not. Everything from driveability, cold start, fuel economy, and even idle quality make any car enjoyable and safe to operate. These areas of tuning are many times overlooked and are actually the most time consuming and difficult to perfect. WOT tuning can take a few hours, while driveability and running quality of the car can take a whole day sometimes. OEM engine calibrators literally have hundreds of hours in tuning the factory ECU so that it’s as perfect as it can be, this cannot be replicated in one hour of dyno tuning no matter what anyone tells you.

I do my best to make sure a car will drive, start, and idle the same if not better than a stock ECU. The only limiting factors of driveability sometimes involve engine management systems with limited functions and extreme engine modifications. A piggy back ECU controller or radical camshaft selection can prevent ‘OEM like’ driveability.

Another tuning aspect I’d like to discuss is reliable horsepower. I’d rather enjoy 1000 horsepower for the life of my car rather than 1050 horsepower for 10 passes, wouldn’t you? Since most of our customers run on standard octane fuel, I carefully take into consideration the ability to make horsepower while minimizing detonation. Detonation will kill an engine, and the severity of it will determine when the fun will stop. It’s a ticking time bomb and my goal is to diffuse it. My tuning process involves starting conservatively and then increasing power while carefully monitoring the knock sensor output and reading spark-plugs. I make sure that with my tune, the customer can throw almost any kind of abuse at the engine and it will survive.”
– Martin Musial, AMS President and Chief Calibrator