Custom Chips and Tuning Services

911s, 964s, 993s



When everything counts, having a custom chip mapped to your car ensures you are achieving every bit of power you can from your investment. Modifications such as racing exhausts, displacement increases, port and polished heads, intake modifications, MAF systems, twin plug conversions, high octane racing fuel, and more aggressive camshafts often require special programming for optimum operation.

Whether your engine is stock or heavily modified, variations in intake flow, exhaust configurations, mufflers, headwork, cam timing, fuel pressures, type of fuel, manufacturing tolerances, wear, air flow meter calibration, Motronic sensor inaccuracies, all contribute to variations that affect the final mapping and power output. Retuning your chip based on your dyno air/fuel ratio data, equalizes all variations in your motor, by precision mapping your ignition and fuel maps at each 250 rpm increment from idle to the rev limit to within +/- 0.2 of the optimum ratio for maximum power. Air/fuel data may be obtained from your local dyno, or by providing us your log files from an Innovate Motorsports LM-1 or LM-2 wideband meter. Dynojet users can email us their computer run files for precise data analysis.

Dyno tuning and live mapping services are also available. Engines are precisely tuned on the dyno and live mapped via computer for the ultimate in maximum performance and power output - there is nothing better. $950 for the first four hours, $110 per additional hour, plus dyno fees; chip included. For further information, please inquire.

Custom chip - Stage 1
Standard (non-custom) performance chip plus subsequent retuning from air/fuel data

Stock or modified, having your standard (non-custom) performance chip fine tuned to your dyno air/fuel ratio data ensures that your chip is precisely tuned to the inherent characteristics of your motor. Chip purchase includes subsequent chip retune with customer provided air/fuel data.

Custom chip - Stage 2
Custom chip configured to your engine's modifications and configuration, subsequent retuning from air/fuel data included

Engine modifications beyond just the basic intake or exhaust mods may warrant a custom chip to deliver the proper amount of fuel and ignition timing for optimum performance. Modifications such as racing exhausts, displacement increases, twin plug conversions, racing fuel, and more aggressive camshafts often require special programming for optimum operation. Chip is programmed according to customer specifications, including fuel octane, and rev limiter. Subsequent chip retune included with customer provided air/fuel data.

DME Chip Socket Installation

Motronic DME socket installation and update, OEM machined gold plated beryllium copper - for early 84 Carreras with soldered in chips. DME conversion from 2k to 4k and performance chip installation included. Original chip is carefully desoldered and returned to you.

View Superflow dynamometer printouts




The following runs are from a freshly built 3.2 by AASE Motors in Fullerton, California for club racing that we dyno tuned and live mapped on a Dynojet 248x at Game-Face Motorsports in La Habra, California. The engine is a stock U.S. motor modified with a set of headers and an open 2 into 1 merge pipe. The blue lines are with a stock '87 Carrera chip, and the red lines are with our chip live mapped on the dyno for racing fuel. After tuning, the engine produces a peak of 217 rwhp. At 6400 rpm, factoring a 15% drivetrain loss, this engine produces 256 crank hp, a 32 rwhp gain, or 38 engine hp improvement over the stock chip along with a much smoother output. At the power peak of 6400 rpm, the engine actually delivers a 46 rwhp improvement over the stock chip, or a 54 hp gain at the engine.





Matt Lowell's '93 964 RS America with a modified 993 exhaust system by Matt's Greenwood Auto Care in Seattle, Washington. Dynoed on a Mustang Dyno with the stock RS chip, the car developed a maximum of 219 rear wheel HP, or 258 HP at the engine assuming a 15% drivetrain loss (dotted curves). After a custom remap, the engine develops a maximum of 273 rear wheel HP, or 321 HP at the engine (solid curves), a 54 HP gain at the rear wheels.



A custom performance chip was then programmed for 100 octane race fuel as shown below in the solid curves. The dotted curves below show the power output with our standard street fuel performance chip (same as above). With the race fuel program, peak hp has increased an additional 9 hp at the wheels, with a 20 ft-lb torque increase at 4500 rpm. Assuming a 15% drivetrain loss, the race fuel program now produces 331 hp at the crank, a total increase of 73 hp over the stock chip.




After losing the season time trial, and being outpulled by three car lengths on each straightaway by two competitors which were dyno tuned and chipped by us three weeks prior , this car was brought to us to also be live mapped, the result being the following. The engine is a stock US motor with racing headers and an open exhaust. Max power between 5000 and 7000 rpm is most important as this is the operation range of this track motor. With the red curves being a dyno run with a stock 87 Carrera chip, and the green power curves with the car's previous performance chip, the blue curves show the resultant engine power after we live mapped a custom chip on the dyno. Compared to the previous chip, at 6200 rpm, the motor has gained 17 hp at the wheels (20 hp at the engine) and at 6800 rpm, the motor has gained an astounding 40 hp at the wheels (47 hp at the engine)! Had this car been chipped by us earlier, he just may have won the time trial, which was lost by half a second. When everything counts ..... !




Here is another '93 RSA that we dynoed and live mapped on a Dynojet 248x. The engine has been modified with some cams along with a set of headers, mufflers and a lightweight flywheel. With the stock chip, the engine dynos a max of 229 hp, or 270 at the engine factoring a 15% drivetrain loss (blue curves). However, the engine has become excessively lean after 4500 rpm, with a dramatic drop in power after 5500 rpm. After a custom remap delivering the proper amount of fuel and correcting the stalling from the lightweight flywheel, a program was developed for use with 91 octane street gas, and 100+ octane race fuel. On 91 octane, the engine now develops 246 hp at the wheels, or 290 hp at the engine (green curves), and with race fuel, 260 hp at the wheels, or 306 hp at the engine (red curves). At 6300 rpm, the engine has gained 85 rwhp, or 100 hp at the engine with race fuel!





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Various configurations available upon request. Submit your request on the contact page for further information.