We specialise in ECU remapping which is also simply as remaps, By Remapping the vehicle ECU we can increase BHP, torque and fuel economy the driveability of your vehicle will be seriously improved without compromising the vehicles reliability.
We can offer a solution to almost all vehicles with an ECU from around 1996 onward, most modern cars are Remapped via the OBD port know as OBD Tuning, some older vehicles require a Chip Change know as Chip Tuning or Chipping this involves the ECU to be removed and the EEPROM in the ECU to be changed or programmed direct.
Established in 1999 originally selling tuning boxes only then in 2005 moving into remapping, we have always offered excellent customer service we have never changed the name or been unable to be contacted.
Mobile Remapping Meet & Map
Our head office is located in Houghton le Spring and we offer a vast range of mobile remapping services throughout the North East including Newcastle, Sunderland, Durham, Teeside, and surrounding areas.
We also have a large network of agents that offer to remap at their workshops, some of them will also be able to offer a mobile remapping service please contact us first to check if we have someone available in your area.
We currently offer to remap throughout the northeast, remapping in Carlisle, remapping in Bishop Auckland, Remapping in Leeds, Remapping in North Wales (Chester and surrounding areas), Remapping in Sheffield, Remapping in Basingstoke, and Remapping in Kent through our network of distributors.
If you have a garage or want to start a business in remapping vehicle and you are not in these areas why not take a look at joining our team. Meet & Map – For those of you who may be slightly out of our Mobile catchment area for a small extra charge an agent may be able to meet you halfway or at an arranged place say at motorway services to remap your vehicle.
We are your one-stop-shop for Durham remaps and the surrounding local area.
With our fast and friendly team, we get the best from your vehicle whether it be economy or power increases that you are looking for. Contact us today.
Are you having trouble with your Diesel Particulate Filter (DPF Filter)? We offer a full and effective DPF removal service where we work with some of the worlds leading ECU programmers to produce software to stop the ECU looking for your DPF so the DPF can be removed successfully without logging any error codes or warning lights.
Some benefits include:
No expensive repair costs
Mobile DPF, EGR and p-code delete software service available. We can help your garage or service centre.
More On DPF Solutions
A diesel particulate filter, sometimes called a DPF, is a device designed to remove diesel particulate matter or soot from the exhaust gas of a diesel engine.
Wall-flow diesel particulate filters usually remove 85% or more of the soot, and can at times (heavily loaded condition) attain soot removal efficiencies of close to 100%.
A diesel-powered vehicle equipped with a functioning filter will emit no visible smoke from its exhaust pipe.
In addition to collecting the particulate, a method must exist to clean the filter. Some filters are single-use (disposable), while others are designed to burn off the accumulated particulate, either through the use of a catalyst (passive), or through an active technology, such as a fuel burner which heats the filter to soot combustion temperatures, through engine modifications (the engine is set to run a certain specific way when the filter load reaches a pre-determined level, either to heat the exhaust gases, or to produce high amounts of NO2, which will oxidize the particulates at relatively low temperatures), or through other methods. This is known as “filter regeneration”.
Sulfur in the fuel interferes with many “regeneration” strategies, so almost all jurisdictions that are interested in the reduction of particulate emissions, are also passing regulations governing fuel sulfur levels.
Filters require more maintenance than catalytic converters. Engine oil ash builds up on the surface of the inlet face of the filter, and will eventually clog the pores. This increases the pressure drop over the filter, which when it reaches 3.6 pounds per square inch (25 kPa) or higher it is capable of causing engine damage. Regular filter maintenance is a necessity.
Regeneration is the process of removing the accumulated soot from the filter. This is done either passively (by adding a catalyst to the filter) or actively. On-board active filter management can use a variety of strategies:
Engine management to increase exhaust temperature
Use of a fuel borne catalyst to reduce soot burn-out temperature
A fuel burner to increase the exhaust temperature
A catalytic oxidizer to increase the exhaust temperature, with after injection (HC-Doser)
Resistive heating coils to increase the exhaust temperature
Microwave energy to increase the particulate temperature
All on-board active systems use extra fuel, whether through burning to heat the DPF, or providing extra power to the DPF’s electrical system, although the use of a fuel borne catalyst reduces the energy required very significantly.
Typically a computer monitors one or more sensors that measure back pressure and/or temperature and based on pre-programmed set points the computer makes decisions on when to activate the regeneration cycle.
The additional fuel can be supplied by a metering pump. Running the cycle too often while keeping the backpressure in the exhaust system low will use extra fuel.
Not running the regeneration cycle soon enough increases the risk of engine damage and/or uncontrolled regeneration (from an excess of accumulated soot) and possible DPF failure. Quality regeneration software is a necessity for the longevity of the active DPF system.
Diesel particulate matter combusts when temperatures above 600 degrees Celsius are attained. This temperature can be reduced to somewhere in the range of 350 to 450 degrees Celsius by use of a fuel borne catalyst.
The actual temperature of soot burn-out will depend on the chemistry employed.
The start of combustion causes a further increase in temperature. In some cases, in the absence of a fuel borne catalyst, the combustion of the particulate matter can raise temperatures above the structural integrity threshold of the filter material, which can cause catastrophic failure of the substrate.
Various strategies have been developed to limit this possibility. Note that unlike a spark-ignited engine, which typically has less than 0.5% oxygen in the exhaust gas stream before the emission control device(s), many diesel engines run above 15% oxygen pre-filter. While the amount of available oxygen makes fast regeneration of a filter possible, it also contributes to runaway regeneration problems.
So if the warnings are ignored the filter can clog up past been able to be regenerated. And they cost £1000+ to replace from the dealers.