CRG Diesel Tuning focuses on late model common rail diesel engine tuning and diesel trucks. Our tuning software enables us to alter the factory ECU data using OBD2 to remap the fuel pressure, injector timing and boost maps. There is no cutting of the factory wiring, there is no plug in modules, no chips or interceptor devices used to trick the ECU into pumping in more fuel.  Pure RnD has created remap data to vastly improve your diesel in every way.

Is this a custom tune?  No.  If your vehicle is mostly standard, then it doesnt need a custom tune. We have developed a remap for just about every conceivable variation of vehicle that is tried and tested, proven and perfected time and time again.

There is no need to do a custom remap every time, when the work has been done thousands of times before, we don’t need to do it every time. We have the data, we know the details, so we can utilise that experience on your tune to save you dollars. A custom tune could take 2-3 days on the dyno costing several thousand dollars, where a remap using data and experience logged on hundreds of other vehicles prior can save us days worth of time and you thousands of dollars for the same outcome.
In fact – if seem one is telling you that you need a custom tune.. it likely means they have not have the data and potentially limited experience with your vehicle type,  this means there is a high chance of teething issues or it may not be the best tune that could be done as they don’t have the experience and the knowledge to perfect the tune first go.

OBD2 remapping is a safe and reliable way to remap your vehicle while keeping all factory ECU engine protection parameters and your factory harness in tact.

On average we see 30% gains in horsepower and torque from most makes and models. Some Nissan Navara NP300s can make upper 40% more power while Toyota Landcruiser 79 Series 4.5TDi V8 can make up to a staggering 80% more torque. Some of our small trucks like the Isuzu NPS / Isuzu NPR can make in excess of 100% more torque.

We health check every vehicle prior to running it on our Mainline 2WD Dyno. Once all is fine we then commence the tuning procedure.

An ECU remap as well as any other modification to a vehicle could pose issues with the manufacturer for warranty purposes but under Australian Consumer Law, a dealership or manufacturer cannot simply ‘void’ your warranty. There is confusion among consumers, especially when dealers state a new car warranty can be void for fitting anything aftermarket or the vehicle serviced somewhere other than the dealership.

The Australia Automotive Aftermarket Association states that “A vehicle fitted with a fit for purpose part will not void the warranty”. Manufacturer representative dealers can REFUSE warranty work “IF” they can provide evidence that the modification is the cause of the problem.  This means an engine ecu remap should have zero affect on anything in the vehicle bar engine and drive line.  But the dealer / manufacturer will still have to prove that the remap has caused the issues on hand.  

A remap can always be reverted back to standard. Once the hard work is done, we can easily re install your factory tune back to the ecu and then re install the tune file again later if needed.

*Actual fuel economy results depend on your individual driving style.

Ford Ranger 2011 to 2022 2.2l and 3.2l

Holden Colorado RC 3.0l 2009-2012(please enquire)

Holden Colorado RG 2.8l 2012 to 2020

Isuzu DMAX 2021 too Current

Isuzu NNR, NLR, NPR, NPS & F Series Trucks 3.0 and 5.2l trucks

Jeep Cherokee 3.0 V6 2011-2020

Mazda BT50 2021 too Current

Mazda BT50 2011 to 2021 3.2l

Mitsubishi Triton 2.5 & 3.2L 2006 – 2015

Mitsubishi Triton 2.4l 2015 – 2024

Mitsubishi FUSO Canter Diesel Truck and buses

Nissan Navara NP300 2015-Current

Toyota Hilux N70 3.0l IKD-FTV

Toyota Hilux N80 2.8l 2015 to 2025

Toyota Hilux N90 2.8l 2025 to current

Toyota Landcruiser 76/78/79 series 1VD-FTV V8 2007-2020

Toyota Landcruiser 200 Series 4.5 V8 2015-2019

Toyota Landcruiser Prado 120 3.0l 1KD-FTV 2006 – 2015

Toyota Landcruiser Prado 150 2.8l 2016 to 2025

Toyota Landcruiser Prado 250 2.8l 2025 to current

Toyota Hi Ace Vans

Landrover Defender, Discovery and Range Rover

Mercedes, BMW, Audi, VW and other European diesels.

PX3 Ranger Raptor 2.0 Twin Turbo Diesel

Current model “Next Gen” Ranger diesels in 4 and 6 cyl. As far as w know, no one in the world can tune them yet.

Great Wall, LDV, GWM, and JAC brand vehicles.

A very common question people ask is whether there is any additional wear and tear on their engine from tuning. Does adding more power and torque increase the likelihood of damaging the engine?

A standard power vehicle may often require you to drive flat out every where you go due to such low power and torque, this being the case then it doesn’t really matter what power your diesel engine is making, you are stressing it out anyway by running at high throttle percentages and high revs regularly anyway. Improving engine efficiency by improving the mapping of fuel injection timing and adding a little turbo boost doesn’t make a difference to wear, it is just making the engine more efficient.

Once tuned and working more efficiently, your engine may not require you to be flat out at every set of traffic lights or foot flat to the floor to get up every hill.  If you are able to drive at 50 to 75% throttle or a lot less than in standard tune and not having to run the engine into high revs, then by all accounts you are stressing the engine less and reducing wear and tear, more than likely extending the life of your engine through fuel and boost efficiency by not over working the engine on a daily basis.

We only offer the best option to your customers.  We offer an ECU remap, if tuning chips or modules were “better”, then we would offer them over an ECU remap. In short that’s it. But what is the difference?  Your car comes with an incredibly clever and powerful engine control unit or ECU from the factory. The manufacturer has spent millions and millions for boffins and technicians to develop the ECU. That ECU monitors, meters, calculates and controls everything that your engine does.  It is limited or “governed” to comply with emissions requirements, fuel efficiency targets and torque limiters. The data the ECU is programmed with can be altered to change the out put of the engine by improving the efficiency by targeting air to fuel ratios more appropriate for fuel efficiency and economy, improved torque and power.  All signals from the factory sensors are untouched and received by the ECU to ensure all safety parameters are working as per the manufacturer’s design.

A tuning chip, box, module or interceptor is a module that is plugged in between the factory sensors and the ecu. It intercepts signals created by the car and changes the signal sent to the ecu. This does various things, it could be used to make the ecu think that the air is cooler, so it can safely run more boost, it tricks the ecu into increasing the fuel pressure which naturally makes the engine make more boost, on cars with electronic boost control through actuators, variable vein and boost solenoids the interceptor module will adjust the signals from boost control device to ecu to trick the ecu into making more boost.  Interceptor modules can not provide the ultimate option for tuning as it is not changing data, is it only adjusting signals.  The risk of adjusting signals and tricking the ecu is the potential to push into non safe operating ranges.

Everyone loves power figures and when it comes to dyno sheets, the bigger the better. There will always be a steady stream of keyboard warriors with there egos on various forums by posting up their latest dyno sheet, and next comes the inevitable battle about which dyno reads high or low, and how does that compare to ‘X’ brand of dyno. The reality is that every brand of dyno will produce a different reading.

The dyno should be considered as a comparative tool only. How much power you started with and what you ended up with when it was finished. This is the true value of a dyno from a tuner’s perspective and trying to compare numbers between different dynos is pointless. This also means when you are developing or modifying your car, you always want to do your testing on the same dyno.