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Monday 8:30am - 5pm Tuesday 8:30am - 6pm Wednesday 8:30am - 6pm Thursday 8:30am - 5pm Friday 8:30am - 5pm

http://r-techperformance.co.uk/, http://rtechtuning.co.uk/

R-Tech Performance Tuning, Unit 17 Alliance Close, Nuneaton (2026)

16/10/2026

🔧 From a FAILED health check to some EPIC Stage 2 curves! 💪🔥

Remember this lovely Mk5 Golf GTI Edition 30 we posted about the other week?

Unfortunately, its original visit didn't go quite to plan. During our pre-tuning health checks, we discovered that the turbocharger was in no fit condition to be tuned.

And looking at the photos of the damaged compressor wheel, you can see exactly why we refused to continue! 😬

Rather than trying to work around the problem and push ahead with the tuning, we called it a day and arranged to get the hardware sorted properly.

🔧 This time around, we've:

✅ Supplied and fitted an upgraded anti-surge turbo core.

✅ Fitted an upgraded actuator spring.

✅ Cleaned out the boost pipework.

✅ Carried out another full set of pre-tuning health checks.

✅ Completed a custom Stage 2 ECU dyno tuning session.

And this time, we passed the health checks and made it onto the rollers! 😎

The aim of the tuning session was to get the anti-surge turbo working as effectively as possible, making the most of its characteristics while keeping everything controlled and progressive.

Unfortunately, we were massively restricted by one particular component...

⛽ The factory high-pressure fuel pump!

The stock HPFP has limitations in both its pressure and flow capabilities, which ultimately restrict how much performance we can safely extract from this hardware package.

There's certainly more potential in the turbo setup, but without the necessary fuel delivery to support it, there's no point trying to push beyond those limitations.

So, what did we achieve?

📈 336.68 bhp @ 6,603 rpm

📈 324.76 lb-ft @ 3,345 rpm

Now, sticking with the R-Tech tuning philosophy, just look at those curves! 😍

A lovely broad spread of torque, smooth progressive delivery and horsepower that continues climbing right up towards the top of the rev range.

It's not always about producing the biggest peak numbers. It's about the volume of usable performance underneath BOTH curves.

And there's certainly plenty of that going on here! 💪

With an upgraded HPFP, there's further performance potential to explore, but for now we've made the most of the available hardware without asking the fuel system to deliver more than it's capable of.

Another great example of why our pre-tuning health checks are so important.

We could have attempted to tune this car on its original damaged turbo, but that's not how we operate.

Get the hardware right first, then get the calibration right.

R-Tech Performance 🔧

16/10/2026

🔧 A LITTLE TLC FOR A WELL-LOVED AUDI TTS! Stage 2 – 332HP & 329LB-FT! 🔥

This Audi TTS 2.0TFSI DSG came in for what turned out to be quite a substantial amount of work!

The customer has owned it for over 6 years, and during that time it's barely cost him a penny. But as the car gets older, it was time to invest a little money into getting everything back into good health, hopefully ready for another 6+ years of enjoyment.

And let's face it, sometimes investing in the car you already own makes far more sense than buying another one! 💪

Unfortunately, this one arrived running on just 3 cylinders due to injector issues!

During our investigations, we discovered a counterfeit injector fitted alongside three original injectors with badly damaged internal filter baskets. 😬

The customer opted for a complete new set of genuine OE injectors, along with a new genuine thermostat.

But that wasn't the end of the problems!

We also discovered some pretty serious oil leaks. The undertray was holding puddles of oil, with clear evidence that things had been leaking for quite some time.

The PCV valve had failed, allowing boost pressure into the cam cover and forcing oil past the original, badly perished gasket. Even the spark plug wells were full of oil!

🔧 The restoration and maintenance package included:

✅ New genuine OE injectors

✅ New genuine OE thermostat

✅ PCV and oil leak repairs

✅ New genuine Revision G diverter valve (DV), supplied and fitted

✅ New genuine cam chain and tensioner

✅ New cam follower

✅ Full DSG service

✅ Haldex service

✅ Full engine service

✅ Comprehensive health checks

✅ Thorough engine bay and undertray steam cleaning

And talking of steam cleaning... 😂

We spent a good hour cleaning years of oil and grime from the engine, plastic covers and undertray, at no additional labour cost.

There's something strangely therapeutic about steam cleaning! In fact, it can cause arguments in the workshop over whose turn it is! 🤣

With everything repaired, serviced and given a clean bill of health, it was finally time to strap the TTS onto the rolling road for a custom Stage 2 ECU and TCU tuning session.

📊 Dyno results:

🔵 Previous calibration: 282.9HP / 290.4LB-FT

🔥 R-Tech Stage 2: 332.5HP / 328.9LB-FT

That's an additional 49.6HP and 38.5LB-FT!

A lovely improvement in the volume underneath both curves, with much stronger performance throughout the rev range.

But this job was about much more than chasing horsepower.

A well-loved TTS that arrived running on three cylinders, suffering from major oil leaks and overdue for some proper TLC, now repaired, serviced and producing a healthy 332HP! 💪

Hopefully ready for another 6+ years of motoring without the expense of replacing the entire car!

16/10/2026

⚠️ A QUICK MESSAGE ABOUT FAULT CODES BEFORE YOUR TUNING SESSION! ⚠️

Just a couple of points we'd like to get across to customers, especially those who own their own diagnostic code readers.

🔧 1. Generic EOBD code readers are pretty crap! 😂

The majority of generic EOBD readers only access a small proportion of the diagnostic information available within the vehicle's control modules.

Just because your £20 code reader says there are no fault codes doesn't mean there aren't any!

And if you do find fault codes, PLEASE STOP CLEARING THEM!

Fault codes can contain valuable freeze-frame information, including the operating conditions present when the fault occurred.

This information can be extremely useful when diagnosing intermittent faults and identifying underlying problems.

By repeatedly clearing codes, you're potentially deleting the very information needed to find the problem!

🚨 2. AND MOST IMPORTANTLY... PLEASE DON'T CLEAR FAULT CODES JUST BEFORE YOUR TUNING SESSION!

Believe it or not, we've had customers pull up outside the workshop and start clearing fault codes with their handheld readers just minutes before handing us the keys! 🤦‍♂️😂

Please don't do this!

Even if it's just an emissions-related fault code, leave it alone and tell us about it.

Clearing fault codes can also reset important ECU adaptation information, including learned fuel trims, depending on the vehicle and diagnostic procedure.

These adaptations form an important part of our pre-tuning health checks and can provide valuable insight into how the engine has been operating.

When everything has just been reset, we're potentially losing useful diagnostic information.

And here's the thing...

WE CAN USUALLY TELL WHEN YOU'VE JUST CLEARED THE CODES! 👀

Our diagnostic equipment can often identify recent fault-memory resets, and seeing fuel trim adaptations sitting at 0% can be another giveaway.

So when a car arrives with freshly cleared fault memory and reset adaptations, it naturally raises the question of whether something is intentionally being hidden from us.

We're not expecting every car to arrive completely fault-free. That's one of the reasons we carry out comprehensive pre-tuning health checks in the first place!

We'd much rather see the faults, understand what's happening and make an informed decision than have valuable diagnostic information deleted before we even get started.

So please, do us and yourselves a favour...

LEAVE THE FAULT CODES ALONE! 😂👍

16/10/2026

🔥 358HP & 380LB-FT! Seat Leon Cupra Stage 2+ 🔥

Seat Leon Cupra 2.0TFSI CDL 6-speed manual in with us for inlet cleaning, injector testing and servicing, along with the supply and fitment of a VIS upgraded HPFP and RS4 fuel pressure valve.

Then onto the dyno for a custom Stage 2+ ECU tuning session! 💪

🔧 Hardware package:

Full sports cat turbo-back exhaust with resonator

Induction kit

Upgraded intercooler

Upgraded clutch

VIS upgraded HPFP

RS4 fuel pressure valve

This one had previously been mapped elsewhere, and during our initial checks we could see the N75 was already running maximum duty cycle towards the top of the RPM range.

A good indication that the ageing actuator spring was becoming the limiting factor, preventing us from achieving any additional boost up top.

During the pre-tuning health checks, a quick hand-feel test confirmed our suspicions, so we added an additional 5mm of preload to the actuator rod before starting the tuning session.

Interestingly, the previous calibration still had more potential!

With a stronger actuator spring, it could have produced more top-end power. Unfortunately, the hardware wasn't playing ball! 😂

So rather than trying to run more boost at the top end, we concentrated on extracting more performance from the boost already available.

By optimising the inlet cam timing, ignition timing and injection angles, we managed to produce more horsepower at the same top-end boost pressure, even with a lower N75 duty cycle.

The biggest torque gains came through the midrange, where we could run additional boost before exhaust manifold backpressure started overcoming the wastegate actuator.

📊 Dyno results:

🔴 Previous map: 337.8HP / 356LB-FT

🔵 R-Tech Stage 2+: 358.3HP / 379.8LB-FT

That's another peak 20.5HP and 23.8LB-FT, with a much healthier spread of performance throughout the rev range!

And there's a good chance we'd have been looking at around 330HP without that additional 5mm of pre-emptive actuator preload! 😂

A nice example of how understanding the hardware, identifying its limitations and optimising the calibration can make a real difference.

More power without needing more boost at the top end! 💪

16/10/2026

🔥 354HP & 394LB-FT! Audi S3 8P Stage 2+ 🔥

Audi S3 8P 2.0TFSI 6-speed manual dropped off by Pip at Pip Automotive following the installation of a replacement engine after the original BHZ decided to spit a con rod! 😬

With the replacement engine fitted, it was over to us for a custom Stage 2+ ECU dyno tuning session.

Unfortunately, we had a couple of hardware limitations to work around.

Firstly, the exhaust system wasn't particularly well suited to extracting the best performance from a Stage 2+ K04 setup.

Secondly, the turbo actuator spring had weakened over time, resulting in us reaching maximum N75 duty cycle before achieving our desired boost pressure towards the top of the RPM range.

Rather than chasing numbers the hardware couldn't comfortably support, we concentrated on extracting the best possible performance from the setup.

📊 Final dyno results:

🔥 354.3HP @ 5,955RPM 🔥 393.8LB-FT @ 4,386RPM

Now, 354HP might not sound like a massive Stage 2+ figure, but take a look at that torque curve!

The biggest benefit of Stage 2+ isn't necessarily the peak horsepower. It's that lovely massive volume underneath the torque curve, delivering a huge amount of usable torque throughout the rev range. 💪

With the exhaust and actuator limitations addressed, there's certainly more potential available.

But for now, a cracking amount of midrange torque and another strong Stage 2+ setup! 😎

16/10/2026

💛 235HP & 263LB-FT! Audi TT 1.8TSI Stage 1 💛

Now that's a stunning colour! 😍

This gorgeous yellow Audi TT 1.8TSI MQB DSG came in to R-Tech Performance for a full pre-tuning health check, data logging and custom Stage 1 ECU & TCU dyno tuning session.

A cracking-looking little car, and one that responds really nicely to a carefully developed Stage 1 calibration!

Before any tuning, we carried out our usual pre-tuning health checks and data logging to assess the engine's condition and make sure everything was behaving as expected.

Then it was onto the rolling road to establish the factory baseline before developing the ECU and DSG software together.

📊 Dyno results:

🔵 Stock ECU & TCU 188.3HP / 202.8LB-FT

🟡 R-Tech Stage 1 ECU & TCU 🔥 235.1HP 🔥 263.3LB-FT

That's a healthy increase of 46.8HP and 60.5LB-FT! 💪

But take a look at the dyno graph!

It's not just about the additional peak horsepower and torque. Look at the extra volume underneath both curves, particularly throughout the midrange.

The result is a much broader spread of usable performance, without needing to chase huge peak figures.

Our custom ECU calibration is developed alongside the DSG TCU software, allowing us to concentrate on the complete driving experience rather than simply making the biggest numbers possible.

Progressive torque delivery, smooth throttle response and gearbox behaviour that complements the engine's new characteristics are all important parts of the tuning process.

After all, a car spends far more time being driven on the road than it does producing peak horsepower on a rolling road!

A lovely Stage 1 transformation, with plenty of extra performance available throughout the rev range. 😎

And that yellow certainly brightens up the dyno cell! 💛

16/10/2026

🔥 399HP & 420LB-FT! Golf Mk7Rv Stage 2 🔥

Another lovely Volkswagen Golf Mk7R 2.0TSI DSG in with us at R-Tech Performance for a full pre-tuning health check, Haldex pump filter cleaning and custom Stage 2 ECU & TCU dyno tuning session! 💪

This one was running a relatively simple hardware package, retaining the original rear exhaust box.

🔧 Hardware specification:

Scorpion sports cat downpipe

Resonator delete

Stock rear exhaust box

RacingLine R600 induction kit

Stock IS38 turbocharger

Following the health checks, it was onto the rolling road to establish a baseline before developing the custom ECU and DSG calibrations.

📊 Dyno results:

Before tuning (Stage 2 hardware fitted): 319.1HP / 301LB-FT

After R-Tech Stage 2 ECU & TCU tuning: 🔥 399.1HP 🔥 420LB-FT

That's a gain of 80HP and 119LB-FT! 😎

But look beyond the peak numbers and take a proper look at the dyno graph!

The biggest transformation is the massive increase in usable performance throughout the rev range.

We've developed a lovely broad torque curve, with over 400LB-FT available across a substantial part of the midrange, while maintaining strong power delivery towards the top end.

And this is where our approach to custom tuning really comes into its own.

It's not simply about achieving the highest possible peak torque or horsepower figure. We concentrate on the volume underneath both curves, progressive boost delivery, throttle response and making the additional performance controllable and enjoyable.

The DSG TCU calibration is developed to complement the engine's new torque characteristics, bringing the engine and gearbox together as a complete package.

Nearly 400HP, 420LB-FT and still running the factory rear exhaust box! 💪

A great example of how a relatively straightforward hardware package, combined with properly developed custom calibration, can produce some fantastic results.

16/10/2026

🔥 398HP & 432LB-FT! Golf Mk7.5R Stage 2 🔥

Another lovely Golf Mk7.5R 2.0TSI DSG in with us at R-Tech Performance for our inlet cleaning, injector servicing and custom Stage 2 ECU & TCU dyno tuning package! 💪

Before getting anywhere near the rolling road, we carried out our inlet valve carbon cleaning service, followed by injector testing, cleaning and fitting new injector seals.

With everything cleaned up and ready to go, it was time to get this one strapped down on the dyno!

🔧 Hardware package:

DO88 intercooler

Ramair induction kit

Milltek sports cat downpipe

Milltek non-resonated, valved turbo-back exhaust system

Stock IS38 turbocharger

📊 Dyno results:

Before tuning (Stage 2 hardware): 320.7HP / 316.5LB-FT

After R-Tech Stage 2 ECU & TCU tuning: 🔥 398HP 🔥 432LB-FT

That's an impressive gain of 77HP and 116LB-FT over the initial baseline run!

But as always, there's more to a good calibration than the headline figures.

Look at the dyno graph and, more importantly, the volume gained underneath both the horsepower and torque curves!

We've developed a lovely broad spread of torque through the midrange, with the power continuing to pull strongly towards the top of the rev range.

The ECU calibration is developed alongside the DSG TCU software, allowing us to match the engine's torque delivery with the gearbox behaviour for a progressive, controlled and enjoyable driving experience.

It's not just about how much power an engine produces at one particular RPM. It's about how much usable performance we can deliver throughout the rev range.

A cracking Stage 2 result from a well-matched hardware package! 😎

15/10/2026

🚗💨 23 YEARS OLD AND STILL GOING STRONG! 💪

Volkswagen Bora 1.8T 20V Turbo – Stage 1 Custom Dyno Tuning!

What an absolutely tidy example of a 23-year-old Volkswagen Bora! 😍

This lovely old-school 1.8T AUM came in for our Stage 1 ECU custom dyno tuning session.

Unfortunately, our initial pre-tuning health checks uncovered a few issues, including boost leaks, PCV problems and a damaged, leaking side-mounted intercooler.

Rather than ignore the problems and push ahead with tuning, we advised the customer to get the intercooler replaced before continuing.

The customer sourced a replacement, got it fitted and booked back in with us. 👍

Fast-forward to today! 🔧

We carried out some additional repairs to eliminate the remaining leaks, including the N249 removal and plumbing the diverter valve control directly to the inlet manifold.

With the leaks sorted, it was finally time to get this old girl onto the dyno!

Now, here's where things got interesting! 🤓

Normally, we'd expect around 205–212hp from a healthy Stage 1 AUM 150hp engine running the factory K03s turbo.

Unfortunately, 23 years had taken their toll on one particular component...

The turbo wastegate actuator spring!

Over time, the spring had lost some of its original tension, which was limiting the amount of boost the turbo could maintain.

Even with the N75 duty cycle calibrated to 100%, the exhaust manifold pressure under full load was physically forcing the wastegate open against the weakened spring.

The turbo itself still had more boost to offer, but the wastegate simply couldn't keep it contained!

In fact, it was bleeding off boost at 100% duty in much the same way we'd expect a healthy actuator to behave at approximately 75–80%.

Now, here's a little technical explanation about N75 duty cycle, because it's something that's often misunderstood! 🤓

The N75 duty cycle is NOT a measurement of the wastegate's physical position.

It's the control signal used to regulate the pressure acting on the wastegate actuator, with the resulting wastegate behaviour determined by the balance between turbocharger pressure, actuator spring force and exhaust manifold pressure.

On a conventional single-port wastegate actuator, running 100% N75 duty cycle does NOT mean the wastegate is physically 100% closed!

At maximum duty, the control system can minimise the pressure being applied to the actuator, but it cannot magically increase the mechanical strength of the spring.

If exhaust manifold pressure is sufficient to overcome the spring force, the wastegate can still be pushed open, even at 100% N75 duty.

100% duty cycle does NOT equal 100% wastegate closure!

A dual-port wastegate actuator is a different story.

With a correctly configured dual-port control system, boost pressure can be applied to the opposing side of the actuator diaphragm to actively assist the spring in holding the wastegate closed.

Depending on the setup, this can potentially keep the wastegate fully closed under conditions where a conventional single-port actuator would already be forced open, allowing the turbo to operate much closer to its maximum capability.

So, seeing 100% duty cycle in a data log doesn't automatically mean the wastegate is fully shut or that the turbo itself has reached its maximum flow capability.

There's a big difference between reaching the limits of the boost control system and reaching the actual limits of the turbocharger!

And this Bora was a perfect example of that. 👍

This is exactly why custom tuning is so important!

You can't simply demand more boost through the software when the hardware physically cannot deliver it.

No amount of playing with the N75 calibration was going to restore 23 years of lost spring tension! 😂

Rather than trying to force the issue, we worked with the available hardware and concentrated on extracting the best possible performance.

The result? 📈

Some absolutely lovely power and torque curves, with fantastic gains over the original stock run! 💪

What's equally impressive is that, despite being 23 years old, this Bora was still managing to produce its original factory power figures once the underlying issues had been addressed.

And here's something worth thinking about...

Had we skipped the health checks, ignored the boost leaks and simply thrown it onto the dyno, there's a very good chance this car would have struggled to produce much over 100hp in its original condition!

Imagine trying to tune that! 🤦‍♂️

This is why we put so much emphasis on pre-tuning health checks.

There's absolutely no point trying to extract additional performance from an engine that's already struggling to produce what it left the factory with.

It's genuinely refreshing to see customers who are happy to invest the time, effort and money into getting these older cars mechanically healthy before tuning.

We absolutely love working on these older 1.8T 20V engines. They're fantastic little engines, and even after 23 years, they can still put a massive smile on your face! 😎

Another old-school turbo Volkswagen given a new lease of life at R-Tech Performance! 💪

12/10/2026

A rare issue.

2.0TSI with running issues misfires, fuel trims off the scale.

At idle the maf reading should be 2.5-2
3.7gs depending on the maf scale,runner flap etc. This one came in with short term trim at +25% and long term trim at +22%.

Looking with vcds it wax easy to see what was going on with the maf reading and trims.

A quick back to back test with a healthy new maf and the old faulty maf.

R-Tech Performance Tuning

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Monday	8:30am - 5pm
Tuesday	8:30am - 6pm
Wednesday	8:30am - 6pm
Thursday	8:30am - 5pm
Friday	8:30am - 5pm