Unlock clean, reliable power and smoother motorcycle with a custom ECU map built bespoke for your bike. We calibrate ignition, fuelling and throttle strategies for real-world gains No generic files, no guesswork.

Some of the benefits:

• Faster roll-on and mid-range torque
• Smooth throttle response (no surging or flat spots)
• Cooler/cleaner running with correct AFR (Air to fuel ratio)
• Works to make the most of your modifications (exhaust, intake, etc.)

How we work:

1. Baseline health check/inspection & dyno run
2. Map development (live data)
3. Verification run & road validation
4. Before/after graphs supplied

What we map: Honda, Yamaha, Kawasaki, Suzuki, BMW, Ducati, KTM, Triumph, Aprilia and more.
Turnaround: Same-day in most cases (Model and software dependent).
Pricing: From £475 for full custom mapping

Here are some of the features we are able to adjust (May vary depending on model)

• IAP Fuel Maps
• TPS Fuel Maps
• Electronic Throttle Valve Maps
• Ignition Timing Maps
• Ignition Dwell Maps
• QuickShifter adjustments
• Autoblipper adjustments
• Race Shift Pattern 
• Injector Balance Maps
• Injector Timing Maps
• Adjust RPM Limiters
• Adjust Fan Temperature
• Disable Top Speed Limiter
• Disable Stock O2 Sensor
• Disable Fuel Cut
• Disable PAIR Valve
• Disable Exhaust Valve

We’re specialists in ECU calibration and performance setup for road & track. With years of experience we provide the best quality service, and we back our work with dyno graphs and clear aftercare. Customers choose us for honest advice, tidy workmanship and consistent results.

Power Commander vs ECU Remap (Flash): Which is Best?

Most asked question: “Do I still need a Power Commander if I get my ECU flashed?”
Short answer: It depends on your goals and your bike’s setup. A proper custom ECU remap and a Power Commander 6 (PC6) do different things, and in some cases the best result is both.

What each one does

ECU Remap / ECU Flash

• Scope: Fuel, ignition timing, throttle maps, fan temps, speed/gear limits, quickshifter/auto-blip (where applicable), riding modes and more.
• How we do it: We run your bike on our dyno in your configuration (exhaust baffle in/out, intake, etc.), log data, edit the ECU tables, re-flash, and verify. This is a custom calibration, not a generic “file.”
• When it shines: Bikes with multiple ride modes, ride-by-wire, emissions limits, or when you want complete control (and tidy wiring).

Power Commander (PC6)

• Scope: Fuel only (add/subtract fuel on top of the ECU). It does this live while the bike is running, so changes are immediate and the fuel map can be dialled in quickly.
• When it shines: Fast fuel mapping on bikes where you don’t need to alter ignition/throttle or factory strategies, or when you want a plug-in solution that you can remove.

Custom map vs “quick flash”

Only a full custom map covers your bike and your hardware. Two bikes with the same pipe and filter can still need different maps (airbox fit, header alignment, tolerances, altitude, etc.).
We routinely supply baffle in/out and wet maps because exhaust configuration and conditions change fuelling demand. A one-size flash rarely fits.

Live fuel changes vs iterative flashing

• ECU remap: We collect logs, edit tables, flash, and validate. It’s iterative because the ECU itself is being recalibrated.
• PC6: We can change fuel live and see the result immediately on the dyno, so fuelling can be completed faster.
• Reality: For many modern bikes, we use both approaches to get the fuelling perfect and keep OEM strategies happy.

So… do you need both?

• ECU-only is ideal if you want full control (ignition, throttle limits, fan temps, mode behaviour) and a tidy, wiring-free solution.
• PC6-only is fine if you only need fuelling adjusted and don’t require deeper ECU features.
• ECU base flash + PCV together gives the best of both worlds on many models: the ECU is set up correctly (limits, strategies, modes) and the PCV lets us micro-tune fuel live for razor-sharp results.

Important (modes): Multi-mode bikes are best optimised in the ECU. A PCV sits “on top” and doesn’t know when you switch modes, so it can’t adjust different fuel tables per mode unless we’ve synced behaviour in the ECU first.

What you can expect at P3 Tuning

• Dyno-proven maps for your bike and your configuration
• Baffle in/out and optional wet-weather fuelling if required
• Mode-aware ECU calibration (no “masking” conflicts)
• Before/after graphs and clear advice on the right setup for you