All the problems an average chip tuner faces are as old as chip tuning itself.

They’re extremely common. For example, a firmware can’t be written or after it’s been written errors start to pop up that were not there before and so on. After facing a problem, some chip tuners begin bombing their file tuner (calibrator) with complaints, others do the same but to the bootloader’s developer. But it usually leads to arguing and mutual accusations. A tuner blames the badly working bootloader or unskilled chip tuner. A developer does the same to the flasher as if in a cycle. Sounds familiar?

It’d have been funny if it weren't sad, but most of the chip tuners are unaware it is up to them to break this vicious cycle. A chip tuner is the one who works with a certain vehicle, bootloader and firmware from a certain tuner. Exactly they’re the closest to the problem and its solution (not a file tuner or bootloader’ developer).

Many chip tuners try to immediately pass the responsibility to the tuner who provided the file, or to the developer of the bootloader they used, but it’s a dead-end situation. Since the file tuner can’t know all the possible nuances of working with the bootloader, and the developer can’t know what was changed in the firmware and what it may lead to. Moreover, they both didn’t see the exact vehicle and don’t have access to all the information required to solve the problem.

To gain success and not to argue with colleagues, a chip tuner must follow certain steps on their own. And if there's a need for technical support, a chip tuner must do it thoughtfully, phrasing thoughts and explaining a problem properly. Unfortunately, most of them (especially beginners) have a hard time with it.

We’ve been in chip tuning for many years and handled a lot of incoming inquiries. We have a firsthand understanding of how it happens, where misunderstanding can occur and common problems that chip tuners face. That’s why we decided to categorize the main problems and suggest a rigorous algorithm for solving them.

In essence, this article is a guide for chip tuners with a set of recommendations.

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Problem #1: firmware can’t be read.

Step 1. Make sure that you’re doing everything right. Read the manual to the bootloader about reading a certain ECU once again. It may well be that you are missing an important point. If the bootloader doesn’t have a manual, check the developer’s forum.

Some vehicles don’t support reading via OBDII at all. For example, some Chinese vehicles with Bosch ME17 ECUs can’t be read by “socket”, although the Read button may be active. In the same manner, gateway on some cars declines reading/writing. Some old ECUs (e.g. Melco and Visteon EEC-V) require a boot pin connection. On Nissan/Infiniti all the systems must be off (climate control, interior light, etc.). On old Subarus you need to close reflash connectors, otherwise firmware reading isn’t possible. All the details are always written either in the manual to the bootloader or on its official forum.

Don’t forget the obvious things as well. Such as, while reading via the diagnostic connector, a diagnostic line to the ECU must be intact, a battery must be charged and so on. Before asking for help, please make sure that you’re doing everything right!

Step 2. Check if the currently used equipment is up-to-date software-wise.

By the currently used equipment we mean bootloader software and J2534-adapter drivers.

Step 3. Try to find out if the ECU was tuned by someone before [if possible].

This info must be asked from the car owner, or you can try to identify it by the possible signs or car performance. It’s important since some calibrators “break” service reading mode in the ECU firmware, hereby shutting down the OBDII reading capability.

Step 4. Try to read the firmware by another method [if possible].

For example, if the firmware can’t be read via OBDII try to read it via direct connection to the ECU on the “bench”, or via engineering modes (BSL/BSM/BDM/JTAG and etc.)

Step 5. Only if the previous steps didn’t help, contact the technical support of the bootloader.

Give as much details as possible, describe all your actions order when trying to solve the problem.

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Problem #2: firmware can’t be written.

It means the firmware was successfully read, but it can’t be written (writing doesn’t start at all or finishes with error).

Step 1. Make sure that you’re doing everything right. Read the bootloader manual about writing a certain ECU once again. It may well be that you have missed an important point.

Many ECUs have their own nuances regarding writing. Let’s take a look at the ECUs that have additional protection systems from chip tuning – digital signature verification. To be able to write any tuning firmware in such a control unit via diagnostic connector, verification must be either removed or bypassed. It seems to be simple since all the nuances are shown in the manual; however, calibrators and developers still receive a lot of silly questions such as why writing a tuning firmware in a Continental SID208 (Ford Diesel) always finishes with error. Never be lazy to read the manual to the bootloader. If the bootloader doesn’t have a manual, read the forum articles about it.

Step 2. Read information about the firmware which you’re trying to write attentively once again. Including the writing nuances (if any).

If the firmware was bought from the trustworthy calibrator, it must have accompanying information (description, writing nuances). There may be no nuances. But if there are, it’s a common practice to point them out. Obvious or well-known information isn’t presented in catalogs, but tricky points are always described.

Step 3. Check if the currently used equipment is up-to-date.

The bootloader software and J2534-adapter drivers must be of the last available version.

Step 4. Try to write the original firmware in the ECU.

Try to write back the original firmware, the one that was read from the ECU, when you started to work with the vehicle.

➔ Option A: Original firmware was successfully written

You loaded the original firmware back successfully and the engine turned on.

Step 5-A.1. Make sure that you’re doing everything right one more time.

Reread all the instructions (to the firmware and bootloader), related to the tuning of a certain ECU. Many of the modern control units have different protection systems, so they may have their own writing specifics. Think about where you possibly made a mistake or something went wrong.

Perhaps, the bought firmware (firmware dump) has an incompatible structure with the bootloader. Maybe the tool can work only with dumps containing only calibration area, and you wrote a full flash with a different size and structure. Such situations are common in work with Chinese cloned tools. As a rule, genuine tools with technical support and updates don’t have such issues. Work with good equipment so you are not left alone with problems.

Step 5-A.2. Contact the technical support of the bootloader.

If you have responsibly completed all of the previous steps, and nothing helped, contact the technical support of the bootloader. Give as much details as possible, describe all your actions order when trying to solve the problem. Phrase your questions correctly and attach both dumps (the one you read and the second you’re trying to write).

Attention! In such cases you need to contact the technical support of the bootloader first. Because issues with writing for 99% is the bootloader problem, not the firmware. Of course, if the firmware was bought from the file tuner and not found somewhere on the Internet, and the bootloader you used is genuine and was chosen from the calibrator recommendation list.

Step 5-A.3. Contact the file tuner’s technical support.

Do it only if the bootloader’s technical support has confirmed that the problem lies with the firmware file. And do the same: give as many details as possible, phrase your question correctly, attach both dumps and bootloader’s technical support reply. If the request was phrased properly and previous steps were responsibly done, the technical support will help you deal with the problem.

➔ Option B: Original firmware can’t be written

You’re trying to write the original firmware (the one that was in the ECU initially), but even it can’t be written.

Step 5-B.1. Make sure that you’re doing everything right one more time.

Start at the very beginning and check the obvious things, like voltage in the on-board network. It is quite possible that the problem is in some non-standard device connected to the CAN bus (for example, in the alarm) - eliminate such cases by temporarily disabling the alarm, or by making a direct connection to the control unit on the bench.

Step 5-B.2. Contact the technical support of the bootloader.

If you have responsibly done all of the previous steps, and nothing helped, contact the technical support of the bootloader. Give as much details as possible, describe all your actions order when trying to solve the problem. Phrase your questions correctly and attach the dump that was read from the car initially.

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Problem #3: car won’t start after writing

It means that the firmware was successfully written, but the vehicle doesn't turn on.

Step 1. Make sure that you’re doing everything right. Read the manual to the bootloader about writing the ECU once again. You may have missed an important point.

Many cases can be named when the car won’t start after writing, because the chip tuner didn’t take into account some specifics (usually due to laziness and not reading the manual). So many, that a separate article can be composed. Here are a few of them.

• Some control units may sometimes not exit the programming mode (they need to be forced to exit). While the unit is in the programming mode, even if the recording was successful, it will not start. The following CIS-produced ECUs can be mentioned: MIKAS-12, ITELMA M86, etc.
• Quite often there are nuances related to maintaining the integrity of the firmware in the ECU memory (checksum calculation, digital signature faking, etc.) Example: bootloader “X” can’t calculate checksums in the firmware of the ECUs “Y”. If the checksums weren’t calculated in the bought firmware from the calibrator, unfortunately, after writing the firmware with bootloader “X”, the ECU won’t allow the engine to start.

Chip tuning is a science about nuances. The list about such tricky situations can be almost endless, so never be lazy to read the manual to the bootloader. If the bootloader doesn’t have a manual, read the forum articles about it.

One more thing. It’s a ridiculous thing to mention, but sometimes the situations can be quite funny. Like the car battery dying during the reprogramming or the car alarm switching to the guard mode.

Step 2. Read information about the firmware you’re trying to write attentively once again. Including the writing nuances (if any).

If the firmware was bought from the trustworthy calibrator, it must have accompanying information (description, writing nuances). There may be no nuances. But if there are, it’s a common practice to point them out. Obvious or common information isn’t presented in catalogs, but moments which chip tuners may stuck on are always described.

Step 3. Check if the currently used equipment has the latest updates.

By the currently used equipment we mean bootloader software and J2534-adapter drivers.

Step 4. Try to make sure it was a stock file written in the ECU.

The problem is that there could be not a stock, but some immo_off file. In general, it must be checked before reprogramming, and not after, but it’s a topic for another discussion. If it turns out that the read file is not a stock file, chances are high there will be problems with starting the vehicle.

The firmware can be checked by comparing it via hex-editor(if you have a reference stock, as well as information about where the calibrations, control program and unique data are located in the dump). Or you can use identification utilities on the Internet.

Step 5. Try to write the original firmware in the ECU.

Try to write back the original firmware, the one that was read from the ECU, when you started to work with the vehicle. Even if you don’t know (or aren’t sure) whether it was a stock file or not, the car came to you with it in working condition, the car should work with this firmware.

➔ Option A: The car doesn’t start even with the original firmware.

You load the original firmware back, but the engine doesn’t start, although it should be, because the car came to you with it in working condition. In this case you need to contact the technical support of the bootloader.

Step 6-A.1. Look for the problem in the car

Before asking for help, do the diagnostics of the vehicle and try to find the problem yourself. There are situations when a bootloader corrupts something in the ECU memory (even when writing the stock over stock). But such cases are extremely rare. And with genuine tools the chances are extremely slim!

It may be a coincidence and something broke down, let’s say right in front of your eyes. That also may happen.

Step 6-A.2. Gather all the information about your problem

If you failed to reveal the problem on your own, and decided to contact the bootloader technical support, gather all the information about your problem that might be required. Prepare your inquiry with a detailed description of the problem and your actions order when trying to solve the problem. Phrase it clearly. Be ready to provide all information that may be important (what errors pop-up, what scanner you’re checking them with, whether the check engine lights up, etc.).

Put yourself in the shoes of the developer who will be providing you with tech. support. Think about what information they will ask for, to give you an answer (or advice). If you write them in such a manner as: “I wrote the firmware, and the engine won’t start now”, without any details, the developer won’t provide any support. It’d look like you don’t appreciate their time.

Step 6-A.3. Only after finishing all the previous steps, contact the technical support of the bootloader.

In this case you need to contact the bootloader’s technical support! The calibrator can’t help you, because, first of all, reading/writing issues aren’t their area of specialty. Secondly, the car didn’t start even after loading back the previously read firmware.

And we repeat once again, before contacting the technical support, prepare your questions and phrase the inquiry clearly. Remember: as the question, so is the answer.

Chip tuners often argue with the tools’ developers due to the tools and technical support quality. But according to our experience, the fault always lies with the chip tuner, who misunderstands something, or doesn’t know how to make a request to the technical support properly. Don’t think that we’re on developers’ side. It’s an outside point of view.

➔ Option B: Car started with original firmware.

You load the original firmware back (the one that was read initially), and the engine successfully starts. In this case you need to contact the technical support of the calibrator

Step 6-B.1. Make sure that you’re doing everything right one more time. Reread all the instructions (to the firmware and bootloader), related to the ECU tuning.

It may seem strange, but you’re reading it right. This step actually says to double check and make sure that you’re doing everything right. We wouldn't repeat this, if not the statistic. Statistically, for every 9 out of 10 cases the problem lies somewhere at this point (after doing the steps 1-5 and checking off other potential problems).

Think about where you possibly made a mistake or something went wrong. If it’s about the engineering modes (BSL/BSM/BDM/JTAG and etc.) double check that the calibrations were transferred. Make sure that the bootloader does the checksums correction and other necessary tasks to ensure the integrity of the firmware in the ECU memory.

Step 6-B.2. Gather all the information about your problem

If you failed to reveal the problem on your own, and decided to contact the calibrator for technical support, gather all the information about your problem that might be required. Prepare your inquiry with a detailed description of the problem and your actions in order when trying to solve the problem. Phrase it clearly. Be ready to provide all information that may be necessary (what errors pop-up, whether the check engine lights up after writing a tuned file, etc.).

Step 6-B.3. Only after finishing all the previous steps, contact the calibrator’s technical support.

In this case you need to contact the calibrator’s technical support! The bootloader’s task is to write a firmware correctly, not its stable work in the ECU.

If you’re sure that you have done everything properly, but the car won’t start with the bought firmware, contact the calibrator. Compose an inquiry on your problem. Attach the bought and original firmware files, and provide detailed description of the problem and your actions order when trying to solve the problem. We’ll repeat once again, the more details you provide, the more likely it is that you will receive help.

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Problem #4: after writing a firmware, an error occurred

It means that a firmware was successfully written, the engine started, but an error occurred in the ECU memory. At the same time, the error has nothing to do with the technical task.

Step 1. Reset errors.

Our technical support often receives questions about errors that occurred immediately after reprogramming. Usually not all chip tuners (especially beginners) know that errors must be checked and reset before and after reprogramming (it’s also recommended to remember the codes that were shown).

On a number of control systems, detecting errors is common during reprogramming. Of course, it’s about the errors not related to the engine operation (codes such as CAN bus interruptions, processor failure, etc.) If some errors occurred, just reset them. It’s recommended to reset via both manufacturer and standard OBDII protocols.

Step 2. Try to find out if the error occurred previously (before writing).

We’ll say it again, errors must be checked before and after reprogramming. It’s a huge mistake of all the beginners before the first real troubles with a difficult client arise.

And still, if there’s no information whether there was an error before tuning, try to check it with the car owner. Unfair customers are rare, most of the clients will give an honest answer. The other thing is that they may not know about the memory error (not all codes trigger the Check Engine light).

If it turns out that the error occurred before, and isn’t related to the technical task (e. g. you were asked to do Euro-2, and the error shows throttle issue), obviously you need to proceed not with the firmware, but diagnostics and fixing the malfunction.

Even experienced workers sometimes send such thoughtless requests without trying to figure out the issue (what the error is, when it occurred, whether it was there before and so on).

Step 3. Try to make sure it was a stock file written in the ECU.

The problem is that there could be not a stock file, but some firmware file with a number of errors. In general, the edited file must be checked before reprogramming, and not after, but it’s a topic for a separate article. If it appears that it wasn’t a stock file, then it is likely that the problem of noting the unexpected errors is hidden somewhere nearby.

he firmware can be checked by comparing it via hex-editor(if you have a reference stock, as well as information about where the calibrations, control program and unique data are located in the dump). Or you can use identification utilities on the Internet.

Step 4. Try to find the problem in the vehicle.

Run diagnostics and try to find the problem yourself. Especially if the error did not light up right away. And, especially, if the problem is intermittent, and there can be many possible causes of the error (for example, if we are talking about some error in fuel supply correction).

This step must be highlighted, since many chip tuners pass it and start bombing the calibrator’s technical support with questions and complaints. Some of them say that there were never any errors, their client assures that everything was fine. Anyways, that’s not a good idea to do so. Any self-respecting calibrator may consider such behavior as disrespectful and further conversation to be pointless. You can assume that there was no error before and check that it doesn’t show at the moment with a scanner before reprogramming. But you can’t guarantee that the car owner said the truth. Just like you can’t guarantee that the client didn’t reset it before coming to you.

So before contacting the technical support, do complex diagnostics and try to find the problem yourself. The calibrator isn’t a magician, they can’t find the problem remotely. After all, you have the car in front of you, not them. If you’re suggesting that the deal is with the firmware, not the car, it means that you don’t trust your calibrator. Believe us, they will feel it instantly. And any further assistance, along with further cooperation are out of the question.

You don’t want to ruin your dealing with the calibrator, whoever they are. Before asking for help, run the diagnostics the vehicle and try to find the problem by yourself.

Step 5. Try to write the original firmware in the ECU and do a test drive.

It means that you have done all the previous steps responsibly, but there are no results. The error occurs (doesn’t mean right after the resetting), you don’t know whether it was here before, although there was a stock file (presumably), and extended diagnostic gave no results. What to do next?

We recommend writing back the original firmware file, the one that was read from the ECU, when you started to work on the vehicle. Even if you don’t know (or aren’t sure) whether it was a stock file or not, write it anyway. If you have not read the ECU previously, find and write the stock file at least. After that do a test drive (or let the car go for a test drive) to simulate the circumstances under which the error is detected.

➔ Option A: The error occurred even with the original firmware.

It’s obvious – you need to keep searching for the problem in the vehicle. It seems that you have missed something during diagnostics. Your calibrator and the bought firmware have nothing to do with that.

➔ Option B: The error didn’t occur with the original firmware.

You load the original firmware back (the one that was read at the beginning), did a sufficient test drive and the error DIDN’T occur. In this case, you must contact the calibrator technical support. But before that, collect all the required information (see the next step).

Step 6-B.1. Gather all the information about your problem

First of all, gather all the information about your problem that may be necessary. Prepare a detailed description of your problem (what scanner you used, when the error occurs and in what modes it happens, whether the Check Engine lights up at these moments and etc.). Save logs if possible.

Step 6-B.2. Only after finishing all the previous steps, contact the calibrator’s technical support.

Compose an inquiry on your problem. Attach the bought and original firmware files, and provide a detailed description of the problem and your actions order when trying to find/solve the problem. Attach all the obtainable information that you consider necessary for the analysis of the problem. We’ll repeat once again, the more details you provide, the more likely it is that you will receive help.

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Problem #5: after writing some errors occur in the engine operation (or its control system)

It means that the firmware was successfully written, the engine started, but an error occurred in some operation modes. For instance, unstable rotation, engine misfiring, emergency operation modes and other – all that is an obvious defect, not just the car owner's intuition. In fact, this problem is a more generic case of the previous problem described earlier. For this reason, many of the steps for solving are similar.

Step 1. Try to find out if this issue has occurred before (before writing the firmware)

In general, this should have been done before reprogramming. Or even better, before reading. Any chip tuning should start with full diagnostics, searching for all possible problems, and a conversation with the car owner about car defects. The malfunction might have been there initially but if you have missed it and tuned the vehicle already, some dishonest clients may blame you for breaking down the car. That’d be an unpleasant situation, wouldn’t it?

If it turns out that the problem arose earlier and isn’t related to the technical task, consider yourself lucky. You need to go on not with the firmware, but diagnostics and malfunction fixing.

If the car owner claims that everything was fine before, you likely have to look for the issue yourself. And it'll be much harder, since you don’t know whether the client is telling the truth or lying. Accordingly, you don’t know if it was the firmware that caused the problem or not.

Step 2. Try to make sure the ECU had a stock file written initially.

The problem is that there could be not a stock file, but some modified firmware file. These days, many malfunctions may not be repaired, but “covered” by a written firmware. For example, they turn off emergency modes, increase the idle speed (if the malfunction occurs at low idle speed), etc.

he firmware can be checked by comparing it via hex-editor(if you have a reference stock, as well as information about where the calibrations, control program and unique data are located in the dump). Or you can use identification utilities on the Internet.

Step 3. Make sure yourself that the problem is actually present, do not rely on the client’s words.

An important step many people ignore. Never fully rely on the client’s words! If you haven’t seen the problem with your own eyes, it doesn’t mean it actually exists.

Make sure that the problem is present and manifests itself exactly as the car owner describes it (honest customers may incorrectly interpret their observations regarding the problem, or do not pay attention to some important nuances). Without completing this point, there is no point in moving on.

Step 4. Try to define the cause of the problem.

Do diagnostics and try to find the problem yourself.

Another important step many people ignore. A lot of the chip tuners start writing to the calibrator without finding the malfunction cause. That’s a shame. If you saw the problem, but the client swears that it didn’t occur before, it doesn’t mean that the vehicle has no problems on its own. Car owners may lie, and it may be a simple coincidence (something broke down right at your workplace). And don't forget that any power-enhancing tuning is more critical to the serviceability of the car - where there are no problems with the stock version, they may appear with tuning.

So before contacting the technical support, do complex diagnostics and try to find the problem by yourself. The calibrator isn’t a magician; they can’t find the problem remotely. After all you’re in one room with the car, not them. If you’re suggesting that the deal is with the firmware, not the car, it means that you don’t trust your calibrator. Trust us, they will feel it instantly. And any further assistance along with further cooperation may be out of the question.

You don’t want to ruin your relationship with the calibrator, whoever they are. Before asking for help, do diagnostics of the vehicle and try to find the problem by yourself.

Step 5. Try to write the original firmware in the ECU and do a test drive.

It means that you have done all the previous steps responsibly, but there are no results. The problem is still here, you don’t know whether it was here before, although there was a stock file (presumably), and extended diagnostics gave no results. What to do next?

We recommend writing back the original firmware file, the one that was read from that one particular ECU, when you started to work on the vehicle. Even if you don’t know (or aren’t sure) whether it was a stock file or not, write it anyway. If you didn’t read the ECU previously, find and write the stock file at least. Do a test drive next to simulate the circumstances the problem occurs under.

➔ Option A: The problem occurred even with original firmware

It’s obvious, you need to keep searching for the malfunction in the vehicle. Apparently, you’ve missed something during diagnostics. Your calibrator and the bought firmware have nothing to do with that.

➔ Option B: The problem didn’t occur with original firmware

You load the original firmware back (the one that was read at the beginning), did a sufficient test drive and the problem DIDN’T occur. In this case, you must contact the calibrator’s technical support. But before that, collect all the required information (see the next step).

Step 6-B.1. Gather all the information about your problem

First of all, gather all the information about your problem that may be necessary. Prepare a detailed description of your problem (what scanner you used, how and when the problem occurs and in what engine operation modes it happens, are there any errors, etc.). Save logs if possible.

Step 6-B.2. Only after finishing all the previous steps, contact the calibrator’s technical support.

Compose an inquiry on your problem. Attach the bought and original firmware files, and provide a detailed description of the problem and your actions order when trying to find/solve the problem. Attach all the obtained information that you consider necessary for the analysis of the problem. We’ll repeat once again, the more details you provide, the more likely it is that you will receive help.

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Problem #6: the car owner isn’t satisfied with results of your work (according to them, the car performance didn’t change or got worse)

It means that a firmware was successfully written, engine started, no problems were noticed neither after the car started nor after a test drive. But the client doesn’t like how the car works with a new firmware.

At first glance, it’s a very tricky situation. But, as a rule, it causes trouble only for chip tuners who can’t communicate with clients properly. Such mechanics begin to "bend over" to the client's complaint, agreeing to deal with a non-existent problem (which only exists in the client's mind). Next, the same workers begin to complain to the calibrator, phrasing their requests badly, and it makes the things worse and ruins their dealing. It ends up like a dead-end situation and nobody has profit. The annoyed client leaves with the original firmware; the chip tuner loses money and earns the reputation of an “amateur”; the calibrator gets labeled an unprofessional and bad tuner, because he couldn’t assist.

In fact, it isn’t really a problem. In 95-99% cases, it’s just high expectations of a car owner and/or a chip tuner failing in communication with clients. Only in individual cases the problem is real.

Step 1. Try to make sure it was a stock file written in the ECU.

The first thing you need to do is try to define whether it was a stock file in the control unit, or a modified firmware. In general, it must be done before reprogramming, not after, but since the ship has sailed, do it now at least. If it appears that it isn’t a stock file, there is a big chance that the problem lies exactly with it. Perhaps, it was some tuned file, and it’s more draining on the vehicle’s engine than the file you wrote.

The firmware can be checked by comparing it via hex-editor(if you have a reference stock, as well as information about where the calibrations, control program and unique data are located in the dump). Or you can use identification utilities on the Internet.

➔ Option A: It turns out that the file wasn’t a stock.

Unfortunately, it’s a non-win situation. Hard to say what next step will satisfy everybody at once. A tuned file was likely written in the ECU. And because of that, the car owner didn’t notice any difference, or worse, thinks car performance has gone badly.

Don’t try to pass the blame on the calibrator or car owner. No offence, it’s only your fault. You’re the one who worked with the vehicle and talked to its owner. And only you decided everything: what and how to write. If you are trapped in such a situation, it means you don’t know how to work with clients and orders.

No need to get upset. Everyone has such experiences, you just need to make the right conclusions, and get in the habit of checking what file is in the ECU before you start working.

Of course, you can only state whether it was a stock file or not. You cannot compare two tuning firmware in detail and say in advance which one will work better. Even a calibrator cannot be sure, since in most cases tests are needed to answer such questions. But you can warn the car owner that his vehicle already has something non-factory written in it which means that with the new firmware the car may perform better, worse or the same. Realizing the above, you can refuse such a risky order in advance, or agree to fulfill it on certain (favorable to you) conditions.

➔ Option B: Firmware wasn’t read, and it’s impossible to identify its quality.

Sometimes it happens on cars that do not support OBDII reading. Anyway, this situation has little difference from the previous situation in the way of possible solutions.

The ECU may not contain a stock file already. Client’s word, programming counters, signs of the ECU unsealing and other are not rock-solid guarantees that the car has a stock. It might be a tuned firmware, and a more aggressive one, more draining on the vehicle’s engine.

You’re the one who worked with the car and its owner. If you decided on your own not to risk and not to read the file, don‘t blame the calibrator. And warn your clients in advance that there are three possible outcomes for the ECUs that don’t support reading: their car may perform better, worse or the same.

➔ Option C: It was a stock file

It means that you’re sure that it was a stock file in the ECU and you could confirm it.

Step 2-C.1. Make sure yourself that the problem actually exists, not relying on the client’s words.

An important step many people ignore. Never fully rely on the client’s words! If you didn’t see the problem with your own eyes, it doesn’t mean it actually exists. If the client isn’t satisfied with the results (or doesn’t feel any changes), it may have a number of causes: they don’t understand how to compare stock and tuned files, they try to scam you, a car has some defects, and many more reasons.

You must make sure the problem exists and appears as the car owner describes. Do two comparing test drives – one with the tuned file written by you and other with the read stock file. Make sure that the client judges the results of the tuning correctly.

Without fulfilling this step, there’s no point to continue.

➔ Option A: A problem wasn’t identified (a car with a tuned file performs better, than with a stock)

In the vast majority of cases, everything ends with this particular branch of the algorithm. It turns out that after two comparing test drives under the strict supervision of the chip tuner, the car performs better with the tuned file.

What can be done in this situation? Likely nothing. Keep in mind that all people are different, and the result of chip tuning is subjective. Yes, many clients expect the impossible from chip tuning, many do not understand how to compare the result. If one of your clients does not like the result of chip tuning, then it is better to accept it and move on. Ideally, return the factory firmware and money to the client. Of course, you can try to buy the firmware elsewhere (from another calibrator), but usually this does not help. Some people simply do not need chip tuning.

It must teach you a lesson that you have to know how to work with clients. It’s hard. And it’s the direct duty of a chip tuner, not someone else.

➔ Option B: A problem was identified (a car performs with the tuned file worse, than with a stock, or there’s no difference)

An extremely rare situation. If you responsibly follow all the steps of the algorithm we offer, then it is almost impossible to get to this option. We do not claim that calibrators never make mistakes. But we are sure that if the firmware was purchased from a trusted calibrator, then it is unlikely that there is a problem in it.

Okay, let's assume that the car really drives worse with a tuned file than with a stock, or the difference is not noticeable. What to do next?

Step 3-C.1. Do the diagnostics.

At least perform computer diagnostics to detect faults. Check at least the basic engine parameters, such as fuel corrections, sensor equipment operation, etc. This must be done before contacting the calibrator's technical support. Do not forget that any tuning firmware to increase power is more critical to the vehicle's serviceability. Where there are no problems on the stock, they may appear on tuning.

Step 3-C.2. Gather all the information about your problem

First of all, gather all the information about your problem that may be necessary. Prepare a text with a detailed description of your problem (if the car performs worse after tuning, in what modes and how it happens and so on). Save logs if possible.

Step 3-C.3. Only after finishing all the previous steps, contact the calibrator’s technical support.

Compose an inquiry on your problem. Attach the bought firmware and read stock files, and describe the problem in detail. Attach all the obtained information that you consider necessary for the analysis of the problem. We’ll repeat once again, the more details you provide, the more likely it is that you will receive help.

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 Well, that seems to be all. There is a lot of text, but in fact we have only considered the most common problem situations. In reality there are many more of them. For every complex situation, there's always a more complex one. In any case, we hope that this material will be useful for many chip tuners. We hope that it will help to avoid conflicts with calibrators and flasher’s technical support, and, most importantly, will help to quickly solve problems that arise.

We will repeat once again that the presented advice is compiled taking into account many years of personal experience in the field of chip tuning. To follow this advice or not is a personal choice of each tuner. Of course, following is much more difficult than immediately trying to shift your problem to a calibrator or a flasher developer. But if you want to solve the problem, and not waste time quarreling with everyone around, then follow our advice.

We wish you all the best and good luck!