File Service catalog
Every option below is a change our engineers make to the software of the engine control unit (ECU) or the gearbox controller (TCU). You read the vehicle, upload the original through our workshop file service, and a human engineer in Spain modifies and reviews the file — typically returned the same day.
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Three levels, defined by hardware — not by marketing.
A recalibration of the standard ECU maps — boost, fuelling, torque limiters and injection or ignition timing — inside the tolerances of the stock components. On most turbocharged engines the result is a clear gain in mid-range torque and throttle response; the exact figure depends on the engine, its condition and fuel quality, so we do not promise a universal number.
Requires: a healthy engine with standard (or OEM-equivalent) hardware and the original read uploaded through the panel.
A calibration written for upgraded hardware: high-flow downpipe or decat, intake, intercooler, sometimes a fuel pump. More airflow only becomes more torque when the software asks for it, so the file raises boost and fuelling targets to match the fitted parts. Gains and drivability depend directly on the hardware combination.
Requires: the supporting modifications installed before the read is taken. Decat and similar emissions-relevant exhaust changes fall under the same off-road restrictions as our deletions.
Custom calibration for serious builds — upgraded turbocharger, injectors, pump, clutch or internals. There is no generic Stage 3 file: the map is developed together with your workshop, usually over several logging or dyno iterations, and quoted per project.
Requires: a defined parts list, data-logging capability and time on a dyno or a safe test route.
Recommend Stage 1 for a stock, healthy car — it is the best value per euro; recommend Stage 2 only when the customer is ready to buy and fit the supporting hardware. A Stage 2 file on stock hardware is simply a wrong file. This is the comparison we give our own dealer workshops:
| Criteria | Stage 1 | Stage 2 |
|---|---|---|
| Hardware required | None — stock or OEM-equivalent parts | Downpipe/decat, intake, intercooler; sometimes fuel system |
| Cost to the customer | File plus installation only | File plus parts and fitting labour |
| Drivability | Stock character, stronger mid-range | More aggressive; depends on exhaust and hardware choices |
| Fuel consumption | Similar or slightly better driven calmly | Depends heavily on hardware and driving style |
| When to recommend it | Daily drivers and first-time tuning customers | Enthusiasts already committed to hardware, track-focused builds |
Gearbox software for DSG / S tronic and other supported automatics: faster shift times, revised shift points, raised torque limiters to match a tuned engine, clutch-pressure adjustment and launch rpm. A tuned engine pushing against a stock gearbox torque limiter loses part of its gain — pairing engine and TCU files solves that.
Requires: a TCU read taken with a supported master tool — KESS3, Flex, Autotuner, bFlash and others.
Activation or adjustment of launch control on supported ECUs and TCUs. The system holds a defined rpm against the brake for consistent, repeatable starts. We confirm platform support from your read before you order.
Requires: a driveline in good condition — hard launches multiply the load on clutch and axles.
Two separate software options. Vmax Off removes the factory top-speed limiter on electronically capped cars — intended for circuit use and markets where no general limit applies. Hardcut limiter replaces the soft, fuel-tapering rev limiter with a hard cut at a defined rpm, the motorsport-style behaviour. Both can be combined with any stage.
Requires: nothing mechanical — pure software changes on supported ECUs.
Overrun pops and crackles created by late injection and retarded ignition when the driver lifts off. Intensity is adjustable, from subtle to aggressive. It raises exhaust-gas temperature on overrun, so we set it conservatively on standard exhausts.
Requires: a supported ECU, primarily petrol engines. Where local noise or emissions rules restrict it, Pop & Bang is supplied for off-road and show use only.
Permanently disables the automatic start-stop system in software, instead of a button the driver must press every ignition cycle. It reduces starter and battery cycling on cars that live in city traffic, with no effect on performance maps.
Requires: nothing — software only, available together with any other option.
Reprogramming of the map-controlled exhaust valve: keep it open permanently, open it earlier in the rev range, or tie it to a driving mode. The car sounds the way its hardware allows — no cutting, no extra wiring, reversible with the original file.
Requires: a factory-fitted, ECU-controlled exhaust flap.
Recalibration of the pedal map — the curve that converts pedal position into a torque request. Sharper tip-in for a more direct feel, or a softer curve for smooth city driving and towing. It adds response, not power, which also makes it an honest alternative to plug-in pedal boxes.
Requires: nothing mechanical; often ordered together with Stage 1.
Switches off specific diagnostic trouble codes so they no longer log or light the dashboard. We apply it to codes caused by intentional modifications — hardware removed on a motorsport build, for example — never to hide a genuine fault. Where a code belongs to an emissions system, the same off-road-only restrictions apply as for the deletions below.
Requires: the exact DTC numbers listed with your upload.
Off-road, motorsport or export use only. Removing or disabling emissions systems (EGR, DPF/FAP, AdBlue/SCR and similar) is illegal on vehicles used on public roads in the EU and most other jurisdictions. These files are supplied exclusively for off-road, motorsport or export use, and the workshop or customer is responsible for compliance with local law.
Deactivates the exhaust-gas-recirculation logic in software, typically on a high-mileage off-road diesel whose valve has clogged or failed. Stops recirculated soot from fouling the intake tract.
Requires: the physical valve blanked or handled by the workshop as the build demands.
Removes the particulate-filter logic — regeneration cycles, differential-pressure monitoring and the associated limp modes — for builds where the filter itself is taken out. The software alone does not empty a blocked filter.
Requires: physical removal of the filter core by the workshop.
Disables the SCR urea-injection system and its torque-reduction and no-start countdowns, used on export and off-road machines where AdBlue supply is not available or an SCR failure keeps the vehicle out of service.
Requires: confirmation of the ECU type from your original read.
Upload the original read through the workshop panel, select the options you need, and an engineer returns the modified file — typically the same day. There is no automated map generator anywhere in the chain.
Create your workshop account at app.repromatronic.es — available in English.
KESS3, Flex, Autotuner, bFlash, New Genius/Trasdata, Hexprog, Autovei and other master tools supported.
A human engineer edits and reviews the file during support hours, 8:00–22:00 CET, every day.
Download from the panel, write it to the vehicle and road-test with your customer.
Pricing is quoted per file or per project — request a quote and we reply the same business day. Check coverage for a specific vehicle on the supported brands pages, learn to read, evaluate and flash files yourself in our chiptuning courses, or become a Repromatronic dealer for volume conditions.
Yes, when the calibration stays within the tolerances of the standard components and the engine is healthy. Every Repromatronic file is modified and reviewed by an engineer — we do not sell auto-generated maps. A worn engine should be repaired before it is tuned, not after.
No. Deleting emissions equipment is illegal on vehicles used on public roads in the EU and most other jurisdictions, and a vehicle with deleted systems should be expected to fail inspection. We supply these modifications exclusively for off-road, motorsport or export use, and the workshop or customer is responsible for compliance.
On many supported DSG and other automatic transmissions, yes. Availability depends on the exact TCU hardware and software version, so send us the gearbox reference or the original read and we will confirm before you order.
Yes. We calibrate petrol and diesel ECUs for cars, vans and trucks, including the related options on this page — pop and bang on petrol engines, for example, or DPF solutions for off-road diesel builds.
Trucks, yes — truck ECUs read with Autovei Truck Explorer and other master tools are part of our daily work. For tractors and other special equipment, send the exact ECU reference through the workshop panel or WhatsApp and we will confirm whether we can support it.
Register your workshop at app.repromatronic.es, upload the original ECU or TCU read and select the options you need. An engineer modifies the file and returns it through the panel during support hours (8:00–22:00 CET, every day), typically the same day. Pricing is quoted per file — we reply the same business day.
Engineer support every day, 8:00–22:00 CET. Files for cars, vans and trucks, delivered online worldwide from Zaragoza, Spain.
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