High-End & Performance Cars
Stage 1, 2, or 3 for BMW, Mercedes-AMG, Porsche/Audi, and SRT-Hellcat. Unlike a pure-software tuner, if something goes wrong with the module, we can repair it too.
Quote Stage 1/2/3- Max APR gain (911 992)
- Up to 627 HP
- AMG gain (Weistec/Eurocharged)
- +50–132 HP
- Stock N54 limit on E85
- ≈430 whp
- PCM Unlock required (SRT-Hellcat)
- From 2018
This is a power upgrade you're choosing, not a failure repair — and we can use the term "Stage 1/2/3" the way the market actually uses it, because it carries no emissions risk: none of the gas/European tuners we looked at carry an "off-road use only" disclaimer, and several are marketed as "50-state legal."
What each Stage means
- Stage 1 — software only, no hardware changes
- Stage 2 — software + downpipe/intercooler
- Stage 3 — turbo or supercharger upgrade
What sets us apart from a pure software tuner
Compared to pure-software competitors (Bootmod3, MHD, APR, Weistec), our edge is that we can also repair the module if something goes wrong — no pure software tuner offers both.
Platforms we cover
- BMW N54/N55/S55/B58 (Bootmod3, MHD, JB4)
- Mercedes-AMG M177/M178/M139 (Weistec, Eurocharged, +50-132HP)
- Porsche/Audi-VAG 3.0T/EA888 (APR, Unitronic, up to 627HP on the 911 992 with high-octane fuel)
- Dodge/Jeep/Chrysler SRT-Hellcat 6.2L/6.4L (DiabloSport, HP Tuners, requires PCM Unlock on 2018+ models)
What determines the right Stage for your car
Stage 1 is software only and needs nothing else — the lowest-risk option, and the most common. Beyond that, the real gain starts depending on supporting parts: on the B58 and the Audi/VAG 3.0T, pushing past a certain power level without an intercooler or downpipe upgrade leaves the actual gain below what's advertised — Unitronic itself warns of up to 20HP less than promised without those parts. On the N54, the factory high-pressure fuel pump (HPFP) caps sustainable power on E85 around 430whp even with an upgraded low-pressure pump; going beyond that requires an HPFP upgrade, not just more software.
What a higher Stage costs the drivetrain
More power stresses whatever's transmitting it. On the Hellcat, the factory clutch on manual cars is already marginal for stock torque — going to Stage 2 without a clutch upgrade accelerates wear and can end in slippage. On turbo platforms like the N54/N55, the fuel system (low- and high-pressure pumps) is usually the real limit before the engine itself is. That's why, before selling a Stage 2 or 3, we tell you what supporting parts you actually need — not just the price of the software.
Our process
- Step 01
Car and goal assessment
We confirm the exact platform, the module's history, and what you're after (daily driving, track, towing)
- Step 02
Stage and supporting-parts recommendation
We tell you if the Stage you want needs an intercooler, downpipe, clutch, or fuel pump upgrade to deliver what's advertised
- Step 03
Programming
We apply the calibration directly to the module, on the bench or in the car depending on the platform
- Step 04
Validation
We confirm engine response and the absence of fault codes before returning the car
Every consultation is handled confidentially.
Message us on WhatsAppFrequently asked questions
Is a Stage 1 reversible if I want to sell the car later?
Yes — it's software only, no hardware changes, and we can restore the factory calibration before you hand the car to a new owner, if you'd prefer.
If something goes wrong with the module after the tune, do you take responsibility?
That's exactly our edge over a pure-software tuner — we can also repair the module if something goes wrong, which most competitors don't offer.
Do I need extra parts for Stage 1, or does the software alone do it?
Software alone is enough for Stage 1 — it's the lowest-risk option. From Stage 2 up, the real gain depends on supporting parts (intercooler, downpipe, clutch), and we tell you that before selling you the tune.