EFI tuning

Tuned to spec,
measured after.

Electronic fuel injection leaves a paper trail: fuel trims, misfire counters, sensor readings. We read all of it first, clean or replace only what fails a test, then measure again so the improvement is on record rather than in the sales pitch.

What sends cars here

Four complaints cover most of the EFI work we do. All four are worth investigating early, because they get more expensive when ignored.

Rough or hunting idle

Revs that will not settle at a stop, or a shudder through the cabin in traffic. Usually a dirty throttle body, an injector out of balance, or an air leak.

Hesitation and flat spots

A pause when you ask for acceleration, or a stumble at part throttle. Often ignition or fuel delivery falling behind demand.

Hard starting

Long cranking when hot or cold. Fuel pressure, injector leak-down and the starting enrichment strategy all get checked.

Fuel bill climbing

The same route costing noticeably more than it did. There is almost always a measurable reason behind it.

The work

Engine tune-up
and economy work.

Final scope always depends on what the tests show, so treat these as the usual shape of the work rather than a fixed package.

Engine tune-up

Bringing the fuelling, ignition and air side back to factory behaviour, then confirming it on the road rather than at the counter.

Typically included

Full-system fault code read with live data and freeze frames
Injector flow and spray pattern checked, then cleaned or replaced
Throttle body cleaned and idle relearn carried out
Spark plugs inspected or replaced, coil output measured
Air and fuel filter restriction checked
Air-flow, manifold pressure and lambda sensor readings compared against spec
Idle quality, fuel trims and misfire counters verified on a road test

Fuel economy work

Economy work starts with a number. We log what the car is actually using and what the ECU is compensating for, then chase the reasons the engine is asking for more fuel than it should.

What we look at

Long and short term fuel trims, which show whether the ECU is covering for a leak or a lazy sensor
Lambda and air-flow sensors that drift and quietly cost fuel without lighting a lamp
Injector spray pattern and balance across cylinders
Ignition strength, because weak coils and worn plugs burn more for the same work
Air and fuel filter restriction
Brake drag, alignment and tyre pressure, which cost more than most owners expect
On a hybrid, pack state of health, since a tired battery pushes the load back onto the engine

What we will not do is promise you a percentage before we have driven the car. Some cars gain a lot because something is genuinely wrong. Others are already close to factory figures, and in that case we would rather charge you for the diagnosis and tell you so.

How the job runs

Baseline, fix, measure again.

The symptom is logged with the conditions it appears under, then the whole system is read, not just the engine ECU
Baseline recorded before anything is touched: consumption, fuel trims, misfire counters and idle quality
Only the parts that fail a test get cleaned or replaced, and you hear which test they failed
Road test and a second set of readings, so the change is measured rather than felt
Findings written down for you to keep, alongside anything worth watching next service

Petrol, diesel or hybrid: the approach is the same. See the rest of what we do.

Book a visit

Bring it in.
We will tell you straight.

Call and describe the symptom, and we will tell you whether it needs a bay, a diagnostic, or nothing at all. Weekday service usually runs into the evening, often until 6:30 PM.

+94 77 572 2487 WhatsApp us

Tuned to spec,measured after.