Stage 1 remap — a safe power gain on completely stock hardware.
Stage 1 recalibrates boost, fueling and torque limiters for a validated power and torque increase on a stock engine — no hardware changes needed. The most popular first step for daily drivers, delivered in minutes with AutoMod on supported ECUs.
Stage 1 is a recalibration for completely stock hardware. The ECU's torque chain — driver's wish, torque limitation, smoke and boost limits — leaves the factory with a large safety margin. Stage 1 opens the validated part of that margin: boost target and boost control, injection quantity and rail pressure on diesels, ignition and boost on petrol, plus the torque limiters that cap the result.
The keyword is validated: the patch is built per software version, not a generic stage file. Turbo pressure, exhaust temperature and injection windows stay inside the component tolerances the manufacturer designed for — this is why a good Stage 1 adds roughly 15–30% on turbo engines without touching a single bolt.
Upload your file
Drop the original ECU read (.bin, .ori, .mod, .hex). The ECU family is identified automatically.
Pick the solution
Select the service you need — AutoMod applies it in minutes on supported ECUs, or a calibrator handles it manually.
Download the patched file
Pay with credits or directly by card — your modified file is delivered within minutes and stays downloadable for 24 hours.
Commonly ordered with: VMAX OFF, start-stop delete and hardcut.
Drivability stays stock where it should: idle, cold start and part-throttle manners are untouched, so the car behaves like a stronger version of itself rather than an aggressive but tiring build. That is the difference between a calibrated stage and a boost-and-pray file.
No hardware change is needed and none is assumed: the clutch, gearbox and cooling all stay within the loads the factory planned. It is the standard first step for a daily driver that should pull harder but stay completely reliable.
Every file is built against your software version rather than a generic map pack — the same engine can ship with a dozen calibrations, and the torque model addresses differ between them. That is also why the file comes back validated: checksums corrected, structure untouched, readable by the same tool that wrote it.
Because the file is built on your original read, the result is traceable: checksums corrected, file structure intact, and your stock file stays stored — so the tune can be walked back or built on at any point later.
What you are buying is a calibration, not a number on a dyno sheet: the same +25% can come from sloppy boost or from a correctly-modelled torque chain. The patch keeps the OEM protection models — exhaust temperature, knock, turbo speed — active at the new operating point, which is the real definition of "safe" Stage 1.
Bosch EDC16/EDC17 diesels, ME7/ME9/MED9/MED17/MEVD petrols, Delphi DCM, Continental SID and Marelli families — most turbo engines on the road: VAG, BMW, Mercedes-Benz, PSA, Ford, Renault, Fiat, Mini.
Typical jobs: VW/Audi 2.0 TDI and TSI, BMW N47/N57 and B48/B58, Mercedes CDI and M274/M264, PSA HDi/PureTech, Ford TDCi/EcoBoost, Renault dCi/TCe and Fiat JTD/T-Jet turbos.
Read the original file — OBD with KESS3 or Autotuner on most ECUs, bench mode on FLEX for locked units — upload it, receive the Stage 1 file in minutes on AutoMod-supported families, write it back with the same tool. A dyno pull can verify the gain but is not required.
Stage 1 vs Stage 2: Stage 1 assumes stock hardware and validated headroom; Stage 2 assumes the supporting parts are fitted and pushes further. Never flash Stage 2 onto stock hardware — the maps assume flow that is not there.
Typically 15–30% on turbo engines, more torque than peak power on diesels. The exact figure depends on the engine — the patch is per software version, not a guess.
Yes — torque stays within the OEM limits the drivetrain was designed for. A worn clutch can slip sooner under the extra torque, which is a hardware condition, not a tuning risk.
Keep the service intervals and use quality oil — especially on petrol turbos. No other changes needed.
A remap can be detected by the dealer and may affect drivetrain warranty — declare it to your insurer. Check your local rules.
The calibration differs from stock — assume it is detectable. The original file stays on record to flash back if needed.