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FAQ | ECU Remapping | Chip Tuning | Tuning Files Service

Best Tuning Files Service | ECU Remapping Files | AI Tuning Files Service

Our technicians connect to the vehicle’s ECU or ‘brain’ with a laptop PC via the OBD (Onboard Diagnostic) socket, to take a read of the engine management file. This is then uploaded to our files team, who optimise the code and send it back to the dealer technician to reprogramme the ECU. On some vehicles it is necessary to physically remove the ECU so that it can be programmed on the bench. Tuning via OBD normally takes around an hour, on the bench slightly longer. The work can be carried out at one of Quantum’s offices, dealer premises, or at your home or place of work depending on location.

Quantum Files on Demand – or QFoD – is the first and only automated file processing system that automatically processes your original ECU read, matching it to modified files with options for DPF, EGR, NSL, etc. You will receive a custom and professionally tested tuned file in minutes.

Having already been given the affectionate handle “Mr QFoD”, our quite brilliant file autoresponder is a sophisticated system that provides proven modified files twenty-four hours a day, seven days a week.

Quantum remapping enhances and optimises the power of the engine within safe limits. We are taking up the slack of the high tolerance level that vehicle manufacturers always build in – often to ensure that warranty claims are kept to an acceptable minimum. A good remap from a file writer who understands the strategy within the ECU will not allow the engine to get close to component failure.

Note that quality tuning companies offer very similar gains – so be wary of some with a lesser reputation, who appear to offer enormous power increases. The reality is that these claims are either simply untrue, or they are programming the ECU well outside of safe operating parameters. Every vehicle has a mechanical limit to the amount of power it can produce, so if it sounds too good to be true it generally is.

The technical team have decades of real experience behind them, and can guide you through all aspects of doing the remap, help with any difficulties and support when working with unfamiliar vehicles and processes.

When contacting support, please include all relevant vehicle details such as registration number, make, model, engine type and size, year of manufacture, etc. We are always here to help, but there is an equal level of expectation that you will investigate problems yourself to begin with by using the QVRM and tools available to you – which has the added benefit of building your own knowledge and experience.


The files team are on hand to answer any files queries you have, whether it’s information before doing the file, or helping resolve issues, or changes you require.


We have a ticketing support system, combined with an online chat for direct contact with any of the support team. You can raise a ticket by logging into www.qfiles.co.uk or sending an email to support@qfiles.co.uk


A substantial amount of information is available to dealers, including an extended vehicle lookup called the QVRM, which includes lots of technical information and tips. The QVRM can be accessed through Q-Files.

We have a team of file writers who are the absolute core of our business, and it is our intention to provide quality and service standards that are second to none. Unlike most of our competitors, we have invested in our files team, so that we have plenty of staff and you are not relying on one highly-stressed individual.

Once your file has been uploaded to qfod.co.uk, you can track its progress – which includes seeing who is carrying out the work. File turnaround is dependent on the current workload and how complex it is, and queries and requests inevitably lead to a longer return time. A file taken from a common vehicle will be returned to you within a few minutes, whilst those that require further customisation will take up to fifteen minutes. We will let you know if there is likely to be an unusually long delay.


Your selection from the following parameters - when applicable and available. One file equates to one credit and is all-inclusive, with no hidden extras.

  • Quantum Stage 1 - all vehicles with standard parts with choice of Blue/Red/Green
  • Quantum Stage 2 - upgraded air filters
  • Quantum Stage 2 - de-cat/sports catalysts
  • Quantum Stage 3 - upgraded intercoolers
  • Quantum Stage 3 - upgraded full exhaust systems
  • DPF solutions and codes
  • EGR shut + EGR removal solutions and codes
  • SCR / DEF / AdBlue Disable and codes (costs 2 file credits)
  • Any MIL Codes which are related to Engine ECU e.g. Pxxxx DFxxxx
  • DSG Tune
  • Swirl/flapper removal with MIL codes supplied
  • Speed limiter off for car and LCV’s
  • Rear lambda/rear O2 deletes for gasoline engines
  • BMW/Mini Dashboard sports display recalibration
  • Original files - if the ECU is tuned by a non- Quantum file and requires returning to original. If Quantum tuned file, then F.O.C.
  • Checksums for tools not auto making them
  • ECU cloning assistance
  • Alternative fuel vehicles - LPG - CNG - Bioethanol

We won’t make any judgements on whether the deletion of a non-tuning MIL code is safe for the vehicle. As a motor industry professional, with the vehicle in front of you, it is your decision. If you have any doubts, don’t do it.

Bear this example in mind: a vehicle making 50hp less than it should because of a broken throttle body will still make 50hp less when tuned along with a code delete. Removing non-tuning MIL codes is not a way to fix cars, so use wisely.

Outside our all-inclusive file service, we offer an un-wrap and re-wrap for external services. Again, this is just one file credit for a single un-wrap/re-wrap cycle.

This an unwrapping/rewrapping service only: please don’t ask us to inspect or analyse another provider’s work.

We understand that some files will require a redo for legitimate tuning purposes. However, trying to repair a vehicle suffering from multiple problems through file tuning often ends up with endless attempts to try and fix it, with more and more codes being produced.

Redos are limited to two; after that, it will be flagged for detailed assessment by senior files writer, who may decide to close the job if it’s proving pointless.

There is great confusion about custom and generic files. Some of our more minor competitors use the word “custom” to describe what they offer without actually knowing what it means… so here are the definitions:

A generic file is one that has a tried and tested calibration created by a file writer who understands the ECU strategy. There is no need to change it, and it will have been successfully applied to thousands of vehicles with the same ECU. Should we receive a new original from an ECU of the same type, running the same strategy, the modification we apply is still deemed as a generic file.

A custom file is NOT created by changing the modifications of a generic file; rather, it is a conversion carried out with the car on a dyno, being mapped precisely to the customer’s instructions and based on hardware changes that require a different level of tune. Anyone who offers “custom tuning files” without a dyno is misrepresenting the term and should be avoided.

In the very rare instances of something going wrong, the priority is for the dealer to satisfy the customer, manage the situation, and see it through to a satisfactory conclusion. If the problem has been caused by a faulty tuning tool the responsibility rests with the manufacturer of that tool – but be aware that they are very unlikely to cover any costs.

In the even rarer instances of it being our fault we will aim to sort out the issue fairly, but this does not include consequential expenses, such as car hire. Our team will do whatever they can to resolve problems, but it should be noted that we do not underwrite dealer errors or tool failure.

Issues arising from programming via OBD are rare, with permanent errors few and far between. If something does go wrong, it is normally as a result of one of the following causes:

  • Low battery voltage
  • Accidental removal of the OBD lead
  • PC problems such as laptop battery running to empty, virus scans, entering sleep mode, or a screen saver activating
  • Voltage spike from opening or closing the vehicle door
  • Tool protocol error, a faulty tool, or using a cloned tool
  • File error – though this is very rare and normally causes poor running rather than the vehicle not being able to crank

Most bench conversions are completed without any problems, but there are more dangers when programming in this way when compared to doing it via OBD. These include:

  • Damage to the ECU or wiring loom when removing the ECU from the vehicle
  • Damage to the ECU when removing the lid
  • Damage to the ECU when soldering link or boot wires (overheating components, excess solder, etc)
  • Damage to ECU when removing link or boot wires (overheating components, lifting pads or tracks, excess solder, etc)
  • Faulty or corrupt mod file (unlikely to cause a permanent fault)
  • Faulty protocols
  • Faulty tool or damaged connectors
To reduce the risks involved with bench programming, always read the tool protocol instructions: even if it’s a vehicle type you are familiar with and have programmed before, tool protocols are regularly updated.

All credits purchased are valid for one year.

We really appreciate it if payments are made by debit card, as charges levied on us for credit card or PayPal transactions are substantial.

Despite new rules that we can no longer pass on the cost of charge-back credit card fees, please note that some commercial cards have retained the right to automatically charge a certain percentage, which is outside of our control.

Clone tools are illegal and are not supported by Quantum. If we find that you are using a clone tool, then your account will be placed on hold until such time that you can supply valid serial numbers of genuine tools.

In some instances we will no longer be prepared to supply files to a dealer, and will therefore terminate their account. For this to occur there needs to have been a serious breech of our policies which cannot be resolved; or for non-payment of an account; sharing of confidential data such as VRM access; or abusive behaviour.

A slave tool can read a vehicle ECU and write files back into it – but the data it reads will be encrypted and will need “unwrapping” before any modifications can be made. The decryption is carried out by a master tool – to which the slave will be electronically tied. Once the file has been modified, it will be “rewrapped” by the master tool before being written back into the ECU.

A slave tool can only use files that have been unwrapped and rewrapped by the master tool to which it is assigned – when you purchase a slave tool from us it will be tied to our master, which will carry out the decryption necessary when you send in an original file.

A master tool takes an ECU reading without encrypting the data – so there is no decoding and encoding process needed. The file can be directly edited, assuming the user has the required knowledge and training.

Protocols are programmed into a tuning tool to allow communication with a vehicle ECU. Without the protocols, the tool cannot function.

When you purchase a tuning tool, you will need to ensure that you also have the protocols that will enable you to tune the ECUs in your specialist field. For most new dealers the car/van/motorcycle protocols are sufficient; but others exist for commercial, agricultural, and marine vehicles.

When choosing tools, bear in mind in the cost of your desired protocols, some of which are included in the tool price (CMD, for example) whilst some are sold separately (Alientech). We have various tool and protocol packages available.

A yearly subscription is required for most tools to continue using them with up to date ECU protocols, so it is necessary to factor subscription costs into your overall business expenses. Attempting to run a chip tuning business without up to date subscriptions is a recipe for disaster – protocols are constantly updated and using a tool with an expired subscription can cause irrevocable damage to an ECU.

Some tools without a current subscription will also not be able to retrieve the necessary checksums when programming the ECU, leading to the car not starting and potentially having to send the ECU to us to be fixed. Failure to keep subscriptions up to date is almost certainly a false economy.