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Fords new 3 cylinder powered Fiestas are amazing little vehicles! With their 1 litre direct injection Ecoboost engine giving really great performance for its size!
Surely one of the most capable Fiestas to date.
We can tailor the calibration in your ECU to ensure all existing modifications are accommodated for and you can rest assured the vehicle will retain all the safety features programmed in by the manufacturer such as EGT control, Knock control, closed loop fuel control and other such important features. We wont remove these to facilitate a power increase as some tuners do. The vehicle will retain these important safety features and will run just as well as it did standard, in fact probably even better.
Our tuning packages for the 125PS 1 litre Ecoboost start at +15PS at the MSD 140 and then we have the MSD 165 if you fancy a little more. We are of course happy to push further for those customers with bespoke hardware but as I am sure you can appreciate these are conversions that need some discussion as to what best suits you as a driver so those conversions are not detailed on the website.
MSD 140 (205Nm and 140PS)
This calibration utilises a free flowing intake systems on an otherwise standard vehicle and optimises the calibration in order to enhance the power output to 205Nm and 140PS.
This isn’t just headline power either, flexibility and reliability are our speciality so the ECU’s incredible torque model is fully retained ensuring factory driveability with no hesitations, surges or hiccups in the power delivery. Naturally, as with all MSD power upgrades, all necessary safety limits and protection strategies are re-profiled and enhanced in order to allow the extra performance whilst retaining a strong, O.E Level of engine protection.
Please be aware that power figures don’t tell the whole story with these management systems, making extra power is easy, but many companies completely disable the torque control and most of the protection strategies in order to do so and this can cause driveability and longevity concerns with often massive boost levels required to make the power. Read our comprehensive “Safety” tab for more details.
Additional hardware needed:
Standard Calibration Features
Personalisations Available:
Additional fuel programming available. (Ask for further details)
Total cost of this calibration installed: £249.00 inc vat.
(Includes diagnostics and test drive to asses vehicle pre and post tune condition)
MSD 165 (215Nm and 165PS)
This calibration utilises uprated intercoolers, free flowing exhaust and intake systems plus a colder grade of spark plug on an otherwise standard vehicle and optimises the calibration in order to enhance the power output to 215Nm and 165PS.
This isn’t just headline power either, flexibility and reliability are our speciality so the ECU’s incredible torque model is fully retained ensuring factory driveability with no hesitations, surges or hiccups in the power delivery. Naturally, as with all MSD power upgrades, all necessary safety limits and protection strategies are re-profiled and enhanced in order to allow the extra performance whilst retaining a strong, O.E Level of engine protection.
Please be aware that power figures don’t tell the whole story with these management systems, making extra power is easy, but many companies completely disable the torque control and most of the protection strategies in order to do so and this can cause driveability and longevity concerns with often massive boost levels required to make the power. Read our comprehensive “Safety” tab for more details.
Additional hardware needed:
Standard Calibration Features
Personalisations Available:
Additional fuel programming available. (Ask for further details)
Total cost of this calibration installed: £299.00 inc vat.
(Includes diagnostics and test drive to asses vehicle pre and post tune condition)
There are many ways to calibrate a modern vehicles ECU but the sad fact remains that a huge percentage of the tunes we see have had all the safety strategies and drive logic features removed from them. These MED17 PCM’s have exceptional engine control strategies built into them and these systems are a key reason that as standard, these vehicles drive so amazingly well. Smooth, linear and powerful to the rev limiter. And safe too… the protection strategies are incredibly complex and work alongside a very comprehensive torque model in order to deliver what the driver asks, but keep the engine in one piece should things go wrong.
To recalibrate an MED17 PCM properly, from scratch as we do, takes many hundreds of hours of development on our in house dyno. But the results are worthwhile.
Rest assured that when we calibrate a vehicles PCM we retain:
The above may look and read like common sense?
You are right… retaining everything above is desirable, but to do so requires an understanding of how these torque modelled systems work so that we can actually “recalibrate” the various sub-systems to work the way we want them to, whilst targeting higher airflow and power levels.
Sadly, because all of the above strategies will, by their very nature, fight our efforts to create extra airflow, many amateurs find ways to just disable the limits, often by “de-calibrating” the system so it will allow extra airflow.
We regularly see calibrations with various anticipation and prediction systems switched off, load limits flat-lined, air load limits totally disabled, fuel flow limits deleted, knock systems de-sensitised, the list goes on, its quite disappointing to see.
How would you know?
That’s a good question, and it depends just how bad they have de-calibrated the system.
Lets face a simple fact here… if you have a vehicle with a virtually standard engine and turbo that drove perfectly well before a re-calibration, extending its headroom wont make it drive or perform worse during normal driving. Why would it? No reason at all. Same engine, same air path, same hardware. So it should drive the same, but be faster at big throttle openings.
Now, if they have “only” removed all the safety limits (running more boost than a 3bar map sensor can see for example) then the vehicle will still drive perfectly well if the rest of the system has been recalibrated to properly request the torque the conversion makes. That kind of calibration will just have no safety limits in place should anything go wrong. hopefully it wont, so all is well.
However, if you start to disable the torque targeting system, or make a mess of recalibrating it then you end up with all manner of horrible drive-ability problems. Aggressive throttle, unpredictable or surging power delivery, doesn’t want to just cruise along at a set speed, these are all very common when a confused ECU tries to deliver closed loop airflow control with a broken model.
And if that wasn’t bad enough, some of these de-calibrated strategies are of course firing out fault codes so we see some with all 300+ codes just deleted so the ECU cant report them. This in turn disables all the limp home strategies designed to take control and get you home in the event of component failure.
Sadly, this is the reality of modern tuning… Take care out there!
This OBD calibration can be purchased from Demon Performance Centre
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