Custom Tuning starts at $1999. To get a more accurate cost on your custom tune, please create a ticket and tell us more about your build, and your specific modifications.
If you feel that our existing tune offerings will not work for your application or your intended use, you can request Custom Tuning. Custom Tuning must be requested through our Tickets, and you must provide vehicle information as well as hardware (upgrades) information. Once submitted, our team of calibrators will evaluate your request and determine if Custom Tuning can achieve your goals and if they are able, your Tune Request will be accepted.
Custom Tuning requires heavy participation from the Customer, either through an Authorized TZ Dealer or the Customer themselves. TuneZilla Calibrators will require that the vehicle has access to dyno time when needed, and data logging is required. If you are not comfortable with data logging, and if you may not be able to access a facility with a dyno (many facilities will rent dyno time) custom tuning may not be possible for you.
Custom Tuning vs. Off The Shelf Tuning
We understand that our end users have varying driving styles and build purposes, which is why we offer revisions on all of our Off-The-Shelf tunes. By offering Custom Tuning to our customers, we can be sure you are getting the most out of your vehicle with your specific parts upgrades. Our OTS (off-the-shelf) maps are tested in house with as many variables as possible to ensure even if you don’t want to customize your tune, your vehicle’s OEM sensors and adaptations will still be able to optimize our tunes to your region’s fuel and most bolt-on upgrades. Tune Revisions are not the same as Custom Tunes. See our Terms and Conditions for our re-tune policy (section 4b)
We believe it’s important for our customers to understand what is happening inside their engine so they can make informative decisions. Our LOG VIEWER automatically generates your vehicles data log .csv files into easy to read graphs which can then be viewed by our Calibrators to find areas of optimization on your vehicle. Not only can this data be used to optimize your tunes, but a lot of troubleshooting and diagnosing can be done by comparing requested data to actual data at a glance.
In many cases, custom tuning is not required. If you are unsure if you will benefit from a Custom Tune, you can reach out to our team and upload data logs for them to examine.
Upgrade
Custom Tuning
Fuelling upgrades (Injectors, Rail Pressure Sensors, etc)
Supported
Turbo Upgrade - Hybrid or larger
Hardware Removal
Immobilizer Delete (Engine Swap)
The stock turbo tends to boost creep at higher RPM. That risk increases with a more powerful tune, like Stage 2. It is therefore not recommended to modify the stock intake and exhaust (even just removing the muffler), because any improved flow further increases boost creep risk.
Check boost creep via data logging or by installing a boost gauge. The boost should not exceed 18 PSI (1.24 Bar) except for a second during initial acceleration.
Requirement
A "VNT-17" turbo (see table below)
Required
3 bar MAP sensor
Required, unless you want to run 21 PSI or lower boost with a stock MAP sensor. Please contact us
Clutch Upgrade (manual)
Exhaust Upgrade
Recommended for quicker boost build-up and lower exhaust gas temperature
"VNT-17" turbo detail chart:
Turbo
Alternative Turbo Name
Max. Boost
Source
Note
Garrett GT1749V
"VNT-15"
18 PSI (1.24 Bar)
90HP 1.9L TDI
Limited to Stage 2 tune!
Garrett GT1749VA
"VNT-17"*
22 PSI (1.51 Bar)
Euro 130HP 1.9L PD TDI
Please ask us for a Stage 4 tune that sets 22 PSI instead of 24 PSI.
Borg-Warner S7
Garrett GT1749VB
24 PSI (1.65 Bar)
Euro 150HP 1.9L PD TDI
This is the most common "VNT-17" turbo and you can use the Stage 4 tune from our InstaTune server.
Garrett Distributor custom build
"VNT-17/22"**
26 PSI (1.79 Bar)
Hybrid turbo
Pick Stage 5 if you want to run 26 PSI and if you have enough fueling to support that boost. Otherwise, you can comfortably run Stage 4 set at 24 PSI or lower with this turbo.
* Genuine (OE) Garrett or Borg-Warner turbos are strongly recommended. The vast majority of rebuilt or hybrid turbos are not optimally calibrated. VNT type turbos are naturally more complex than wastegated turbos commonly found in gas (petrol) cars, therefore there is more room for error. We do not recommend other brand turbos. However, if you put in a potentially significant amount of work logging boost and recalibrating the vacuum actuator and/or stop screw, then you might get reasonable results from an aftermarket/rebuilt turbo.
** VNT-17/22 was a popular turbo which our Stage 5 tune was built upon on. Stage 4 also runs well with that turbo. That turbo was originally created by an official Garrett distributor, with very consistent results. However, the performance upgrade over a regular VNT-17 is marginal. They also stopped producing the turbo years ago due to parts availability issues. "17/26" or "GT1752v" aftermarket options may exist today - they are similar in size to the classic VNT-17/22, but we see more inconsistent boost control with them due to their actuator & stop screw setup being of lower than OE quality. We recommend a brand new & genuine Garrett / Borg-warner "VNT-17" instead paired with Stage 4 to give your vehicle a rock-solid OEM+ boost.
For cars with automatic transmissions (01M, 09A Jatco JF506e, etc.): Stage 4 can still be used. We do not have tunes for automatic transmission computers (unless it's a DSG in 2004-2006 New Beetle TDI). The automatic transmissions are known to have less-than-stellar reliability, even with stock 100hp power. Although we have many such customers running a full Stage 4 ECU tune without issues, we can offer a reduced-torque Stage 4 tune if you want reduced risk - please ask us.
This is a low-torque version of Stage 4 designed to reduce chance of clutch slip in manual transmission. The peak torque typically occurs at lower RPM, and that is where it's limited.
Automatic transmission owners may also consider this to reduce transmission stress. We do not offer tunes for automatic transmission computers.
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