This is a custom street tune, not a generic copy-paste map. The tuning is done on the stock ECU, eliminating the need to buy expensive aftermarket units and pay for additional labor.
What We Can Do:
CL9 (K24A3)
- Custom fuel and ignition map – optimized for better power delivery and efficiency.
- VTEC and rev limit adjustments: 4800 RPM → 7500 RPM (for stock cams and pump).
- 4500 RPM → 7800 RPM (for K20 cams and K20 pump).
- Disable secondary O2 sensor – no CEL after decat.
- Remove throttle lag – improved response.
- Optional exhaust pops & bangs. Improved shift response in automatic transmission – faster gear changes, no sluggishness (gear ratios remain stock).
- Tuning for 95 or 98-99 octane fuel.
Expected Power Gains: The final result depends on engine condition, catalytic converter restriction, and overall maintenance, but even on a stock setup, tuning is worth it, and many customers report improved MPG.
few examples
K24 + 3” eBay pipe, decat, 2.5” catback → 212HP (+22HP over stock)
K24 + Injen intake, J35 TB, decat, 2.5” catback, 4-2-1 header → 231.5HP (+41HP over stock)
K24 + the above mods + K20 pump, K20 intake cam, cam gear → 247HP (+57HP over stock)
Dyno printouts available on my page.
CL7 (K20)
Most people in the UK say K20 isn’t worth tuning, but every customer who has done it with us was more than happy. These engines gain a surprising amount of torque, making them much more responsive.
- Custom fuel and ignition maps – stock maps run too rich, tuning gives more power, better torque, and improved MPG.
- VTEC cannot be lowered to 4800 RPM like K24 – K20 has single-lobe intake VTEC, so it doesn’t operate the same way as K24 or K20 Type R engines.
- VTEC and rev limit adjusted through VTC angle tuning – ensuring the best possible powerband for the engine.
- Throttle sensitivity adjustment (only on facelift models).
- Disable secondary O2 sensor – no CEL after decat.
- Tuning for 95 or 98-99 octane fuel.
Our dyno-tuned K20A6, made 179HP and 239Nm, which is more torque than a stock K24 and 51Nm more than a K20A2 from an EP3. (Mods: eBay 3”, decat, 2.5” catback).
Additional Tuning Options:
- Larger injectors (up to 450cc) – enough for 300HP.
- K20 cams + 50° cam gear – works on a stock K24 head.
- Aggressive drop-in cams (e.g. Drag Cartel) + custom 40° cam gear.
- K20 oil pump – higher rev limit, better oil pressure. 4-2-1 headers – improved flow, better low-end torque.
Aftermarket ECU is only needed if running injectors over 450cc or a boosted setup – the stock ECU cannot support those configurations.
Tuning Process & Benefits of Road Tuning:
We schedule a session, and you bring your car. Two computers are used – one for real-time data logging, the other for map adjustments. Initial test drive – full 3rd gear pull from 1500 RPM to redline, logging AFR, ignition timing, and load. Data is analyzed by Rafał Foks, who then sends optimized adjustments. We repeat the process as many times as necessary to get the perfect map.
Why tune on the road?
- Real-world conditions, dynos simulate load, but road tuning provides actual driving conditions. -- --- More precise throttle and load adjustments: ensuring optimal fuel and ignition timing in daily driving situations.
- Better driveability improvements: since all logs are recorded in real-time on real roads, we fine-tune based on real acceleration, gear shifts, and load changes.
- Lower cost than dyno tuning: while providing equal or even better results for street-driven cars.
Pricing: Stock ECU tune (no mods): £250
With basic mods (decat, catback, intake): £300
Advanced setups (4-2-1 headers, frank builds, bigger injectors): £400
we also do fn2, odyssey, crv etc
but only kseries!