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Thanatos Tuning

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Polska
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Thanatos Tuning

Car modification, parts, remaps

25/04/2026

Audi A4 B7 1.9 BRB with EDC16U31

I’ve worked on this one before when it still was running original engine and hybrid BV turbo.

Due to how big new setup was, customer went with someone local(makes all the sense to me) but they got 0 results and did a reckless tune that would quickly destroy the new investment, MAP sensor was incorrectly written into the file, diagnostic limits were done badly so VCDS would show 5252mbar on logs when obviously that wouldn’t happen, limp mode turned off to avoid the intake temp sensor issue, injector data not changed for new ones at all, cowboys and % lovers.

Customer came back and asked if I would take this on. I agreed as I knew Jay takes good live data logs and has good approach to the whole process.

New setup is as follows:

Pd130 AWX swapped instead of BRB
120% firad injectors
GTB2265vk turbo
4paddle clutch kit
Pd150 head bolts
4bar MAP sensor
Creations motorsport 51mm inlet (no EGR or ASV)
2.5” intercooler with matching pipework 3”downpipe to 2.5”straight through
Enclosed air intake to front grill

As usual, I’ve started with base tune, and with each live data log I was adjusting the file. And once the intake temp sensor issue was solved, we started getting some results. Days after our tuning sessions were finished, customer went to a local dyno.

319hp and 517Nm is a respectable result here.
Knowing current result, once customer goes back to a normal intake manifold (which will flow better than what’s there now) I expect to get 20-30Nm more in a good rpm range.

Great looking car and considering customer building all of it in his driveway… goes to show „amateurs” can get things done better than bad workshops.

22/04/2026

Audi A3 8v 2.0 TDI CR184 CUPA with EDC17C64 and DQ250

Here is the 4th job done after same company as those last ones.

Where to begin….
Setup on this one:
Water to air charge cooler replaced with Front mount intercooler, hard pipes and custom intake manifold
Modded Air intake
2700rail pressure sensor
Bigger injectors
Head porting
Modded pistons
12.9 headbolts
Added oil cooler
BV50 turbo with MBC (yes, a Manual Boost Controller)
And as owner says himself „and many, many more”

Bad thing here is, owner had some bad guidance and was told firmly, that on his platform, best approach to fitment of a big turbo, is having the MBC fitted. This gives many challenges and I don’t see benefits when we can have any turbo that fits physically actually prepped for this engine still using its VNT. Still, money was spent, time was put in, results were needed.

Last tune…

Torque limits non existent? ✅
EGT limiter at 1100C? ✅
Fuel corrections based on intake air, oil, fuel, coolant and exhaust gas temperatures deleted? ✅
Decalibrated torque model? ✅
% based raised values for rail pressure? ✅
Badly done math for AFR? ✅
Start of injection not done? ✅
Badly done charge request for turbo that car has and MBC? ✅

Only good thing that came out of this tune was just the fact that car drove, and in that fundamental purpose of a vehicle, sure, „it worked”

After changing all mistakes back to original values, I started with my own tune. Night and day difference but also way more time me and owner put in here. Me reviewing all the data and adjust consecutive files and him gathering data for me.
It was genuinely something new to do for me, which I loved. Awesome cooperation with the owner, he’s got great approach when it comes to mechanical side of things.
Results? We will be sure once dyno is there but 260-270hp is what the tune aims for.
DSG tune I also fixed, (looked like someone did half of the job and then gave up)

Great looking car with unique setup, and turbo works honestly better than I expected on a MBC.

Update 27/04: As said above, I aimed for 260-270hp, car was checked on dyno, 275hp measured 💪

21/04/2026

VW Golf 1.6 TDI with Delphi DCM6.2 ECU

List of modifications
A 2.0 CR184 TDI CUNA engine fitted instead of 1.6
GTD1449vz turbo
Downpipe

This one was also tuned before by same guys that did the VRS and the 1.6>2.0 Audi A3 jobs.
I won’t go into the detail, just say, it didn’t work here either for same reasons. (And there is one more car I did after them, but that’s for tommorow)

Based on original file, I started my own work, tons of data to change, this is where attention to detail shines, and again… fully worth time put it, I’ve created a perfect calibration, engine works exactly as it should, owner asked for around 200hp with plenty of torque, so that’s what I aimed for.

Besides that, deep idle and hardcut limiters were added.

Love jobs like these (even with how time consuming they can be)

19/04/2026

Audi A3 1.6 TDI EDC17C64

This car had same previous tuners the attempted to get a tune done on Octavia VRS I just posted about, but this one did require much more work.

Owner removed here the 1.6 tdi, and swapped in a 2.0 CR184 TDI, CUNA engine, with all its auxiliaries

What was done before in the file, did not resemble a proper tune, same shortcuts taken but done in a more brutal way while still using a lot of data initially created for 1.6 engine.

As usual I started the work on original file for the ECU, and there was A LOT of data to change.

Whole torque model was changed, that allowed me to aim for results in same way I would accurately aim for on a 2.0 ECU, every single piece of data for fuel system, new, every single piece of data for turbo control, new. I ended up changing over 14000, 16bit addresses in the final version of the tune.

Time put in, is absolutely worth it.
New engine works perfectly, idles great, performance is there, and owner is finally with a working car again.

All that’s left is little wait, once owner gets me the DQ250 TCU file, full performance of current ECU file will be unlocked. (Goal here being 215-225hp)

18/04/2026

Octavia VRs 2.0 CR184 CUPA EDC17C74

Local companies have failed to get any solid results here. Setup is quite easy to do but unfortunately many tuners on these „modern” ECUs take shortcuts, being confident that decalibration is key to success.
It isn’t.

Setup/changes done mechanically are a short and easy list.

„AE” gtd injectors, 2700bar rail pressure sensor, downpipe, charge pipe, and a gtd series 1452 hybrid turbo.

This was a remote job for me, first I changed all the data in file back to original, and with each adress I changed, I saw mistakes done, instead of actually writing a charge target, values were maxxed and ECU was using boost limiter to control boost target, works? Sure, but a lazy approach.
Torque model, duration of injection calibration, all decalibrated.
Every single allowed fuel correction scheme found in ecu, based on intake temps, EGT temps, fuel temps, coolant and oil temps, pressure ratio model, all maxed out, just to be sure fuel is there.
I find that very counterproductive, basically stripping ECU of great new technology allowing one to make an accurate and safe tune.

After few base tunes and data gathering we ended up with amazing final results. Customer over the moon, besides custom tune for power, I added upon request deep idle and HardCut rev limiter.

Based on performance and what I wrote in the tune, car should be above 500Nm of torque and at around 245hp.

16/03/2026

Remote job on a BMW 840i 2022 with MG1CS201 and 8HP Gen3

Stock power measured at 337Hp/503Nm

First ECU was sent to Autotuner for unlock, after it quickly arrived back, we could do the job.
Nothing crazy here, just goal of safely raising power and getting rid of speed limiter.

First tune I did ended up at 414hp with room for more visible. Live data logs being absolutely perfect.
Second tune is the result you see below,
423Hp/570Nm

Car was tested on a Mexican road with customer and 0 issues at 300 ish km/h.
Owner loves how the car behaves now, torque is flat and always accessible, power just keeps on going💪

Love straightforward jobs like these.

15/03/2026

Friend of mine (a tuner) told me today he was checking out my file, send to him from a „disgruntled customer” an ex customer of mine.

Apparently, I didn’t do good job. I agree, I do, but there is one issue, I simply couldn’t do a good job for this customer, due to his own approach.

Simple setup, tuned with Lambda in exhaust in person, HF80, GTB20, smokeless result done, customer over the moon happy. This was in 2023.
Fast forward few months and there is an issue, boost is sometimes better sometimes worse, now this customer is unfortunately one of those that „knows better”. Amount of advice I gave, instructions what to check, he simply wouldn’t accept that something could have been broken, that old cars can break, and kept blaming the tune. I was patient, till today.
How patient you may wonder ? Picture below says it all.
Yes, ALL do those time stamps are his messages to me, and a good quote to show who we are dealing with.
11:03PM I say, „look at the time, speak tommorow” and what I read back ? „and?”

All those years I was extremely patient with this guy, asked numerous times to respect work hours and contact me then, unfortunately he’s one of those that sees no issues in night messages and simultaneously demands immediate answers, considering lack of night time answers, rude.

Fast forward to 2025, that’s when his VNT was actually fixed, I wrote new files since there was new VNT setting, got some logs back once and then next files, just complaints, no data back. No possibility of working on the car in normal hours either. Last files I sent, he was silent for months just to later state new tune fixed spool issue BUT he can’t drive it because it starts awful.

Funnily enough, that tuner friend honestly reviewed the file, said how good it was, and in reply he read a lie that live data logs didn’t help with adjustments (although, he couldn’t provide logs, because he didn’t have any actually made for last files) and kept blaming the tune.

Respect has to go both ways, if I do a mistake I own it, if someone gives me respect, returning one that I always give, jobs go smoothly, it’s file, log, file, log, job done. Communication being key to success.

10/03/2026

Golf mk7 2.0 CR TDI DCYA with EDC17C74 and DQ381 gearbox.

Owners of this car had this one for more than few years now, they have been taking great care of it but that doesn’t mean I should stop with typical checks I do prior to mapping session.

Car works absolutely spot on, even with its higher mileage, funnily enough some workshop did a check on the car, specifically looking at DPFs condition and found it to be „perfectly healthy”.

It’s not but also, it’s not in truly bad shape but considering age and distance it drove, good cleaning would help and should happen in next few months. It is very easy to check your DPFs condition, besides typical data of soot and ash levels, record your rpm, boost, EGT and pressure difference at DPF. Record the data as you accelerate on full throttle from 2nd to at least end of 5th gear. On most engines 0.3-0.4 bar is considered high.

Other than that, a typical job here, custom tailored tune, I aimed for nice torque gains and kept it calm on top end of rpm. DQ381, custom shift points done per customer wishes, and typical prep for more torque, quicker shifts with no more 1100-1200rpm driving in D mode.

Measured first at 156hp/359Nm
New tune measured at 184hp/432Nm

Perfect safe gains, car transformed and customer loves the results.

02/03/2026

Healthy car, results happened on very first tune without any issues.

02/03/2026

Audi A6 C7 3.0 TDI Quattro, CDUD with EDC17CP44 and DL501 gen 2 TCU

This Audi now at 370k km received a „new” engine.
This is surprising as we all know these to last considerably longer.

After engine was fitted (130k km mileage on it) owner wanted a peace of mind and asked for extensive check up.

Few things I noticed when driving and checking data, was tuned before, pressure difference at DPF was way too high, EGT was going up ridiculously quick and then stopping at exactly 750 degrees Celsius.

This unfortunately was not an accident or issue with diagnostic software/hardware.
This was purposefully done.
We’ve got here linearization tables for EGT sensors.
One axis shows voltage, other axis „teaches” ECU what temperature is visible at given voltage points.
What previous „tuner” did, he changed the data in such way that 750C would be max value.
Even if temp was above 1000C
Any fuel corrections for bad temps of any fluid, were turned off as well.
Limp mode torque limiter added 10% more torque( why?🤦‍♂️)
Plenty of % raises everywhere else as well

WHOLE file shows both someone who
1. Has no clue how to do this right
2. Intentionally turns off safety features in ECU.

These engines make great power when they run right, and every customer I meet wants to have power done safely, reliably. I honestly see not one good reason to do the job in such fashion.
Shame, this customer paid a lot to have car fixed and if not by his own decision to double check the car, another engine would die soon enough.

I did what I always do, changed File back to original data, we got rid of DPF, so DPF, EGR and start stop turned off as well, gearbox prepped for new torque, shift times and shift points adjusted(no more 1500-1600rpm gear changes aiming for 1100-1200rpm on next gear), full new tune, EGT being read correctly, all safety features intact, safe boost levels, good torque model.

Results great, 307hp and 684Nm, car run spot on, data looks great, no need to say more.

28/02/2026

For a Off-road project that’s supposed to get dirty…. This thing is CLEAN.
PD130 AVF swap, we’ve got HF25 injectors rated ~280hp, GTD1960 turbo, and all the typical modifications needed to make this engine run efficient.

Owner got in touch with me with story of how previous turbo got destroyed during last dyno session, and files from a couple of tuners.

I’m very happy I was trusted with getting proper results here.
Aiming not only for performance, responsiveness. But also reliability.

Turbo is rated for 270 hp, so for now I aimed to get around 250 here, once EGT gauge is added, we will see if I can get more out of the setup, currently, owner is more than quite happy about results, and that makes me happy.

If you find such cars and project interesting, this is link to this teams TikTok

https://www.tiktok.com/?_r=1&_t=ZN-94J9BtwchEs

Check also video posted for this one, sounds lovely.

Adres

Szczecin

Godziny Otwarcia

Poniedziałek	09:00 - 19:00
Wtorek	09:00 - 18:00
Środa	09:00 - 18:00
Czwartek	09:00 - 18:00
Piątek	09:00 - 17:00
Sobota	09:00 - 15:00
Niedziela	09:00 - 13:00

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