We've got a few fingers already. It's a different issue. No, no, no. It's just...
Good morning. Good evening. Welcome to the AllTalk Car Podcast. We're back to normal programming.
Except we lost Hal on the way. Hal's car... We'll realize it couldn't go to straight line. The corners were up at Labie Heights.
So I'd go in and start with the Sydney for those who are familiar with Sydney. Yeah, well, that's okay. We left him behind. We got a good guest today.
No, no, no, no. He got a hit of me. I did. He was a corner.
Yeah, he couldn't do it. Good guest today. Good guest. One hand for an arm.
Everyone can eat Ross as well. I'm here. Another car. Not car.
But you know what about this car? He knows what he's talking about. Oh, I can't. He's got a nice car.
He's got a nice car. He's got a nice guy. It's good. Another one with people.
I'm bored, buddy. Thank you for having us too. Really far behind me. It's it.
We're not at the podcast palace. That's probably better at the podcast. So it should come in later. We're testing.
We're not going to get the wifers by now. So we're all happy. Fantastic. Let's do it.
We're already on. Question one. How did you get the e-cast? Wow.
So back in the day, it was my birthday. I think I was 2017. I said to my father, I said dad, I want to get my first car. And he was like, what are you looking at?
I found this 1972 VW Beetle. He's like, oh jeez. That's why he got a car from G. That's why he got a car from G.
It's please, don't you? No, no, no. No, no, no. So anyway, I guess out of that.
No, I got a loan. So dad said, yeah, he's your first car. He's a vine as well. He's getting off of the lane.
That's one of your dad. So you introduced your fine answer. You've found his experiment. You've found his own.
Yeah. So the first car was at stock standard when you bought it. It was absolutely stock standard. And being the rev head that I was, it literally took that car within a week ahead of my motor.
And I had a brand new lane and a brand new car with a blind motor. And it was a matter of necessity where I kind of literally started walking around to a few shops, asking them a few couple of questions. And next to me was ordering stuff and building my motor in my dad's garage. Did you know that I had a build-up idea?
I think I was. I'm hoping so. It's not me. It's not me.
I was sick of my time. No, he's a great engine. I'm a great engine. I don't know if he'll be able to get the money for it, but he's going to get the money.
No, he's getting hands- R. He can still go get the money for it, but he can still go get it now. No, he's getting hands on it. We've had a lot of gifts on the 35-year-old episode of Hay and a lot of them talk about the old days.
It comes back to it. Everyone's here. There was no Google. It partnered a park.
I needed to go and swap me, all the trading post, the trading post. Yeah. We weren't talking about the trading post the other day. I was trying to explain to kids of, like, the golf tree, but online.
It was just, those of you who remember, the trading post was like a newspaper classified. We're now at the $6 one of the new agency and now it's a lot. So we'll try to personal up. But I'm sorry, we're talking about Google.
That was one big thing to everyone. So then from there, we'll have to go. From there, I got into a bit of racing, and that wasn't so successful. So I got into cars.
Probably a few of them. It makes cars a bit of car. It's a bit of car. It's a great thing.
It's just a great. So I was an apprentice. I had $6 a week. It's been 50 hours.
And then I got into the day. So I started building cars for mates, building engines because they couldn't afford to go to professionals to get it done. He'll be mates between turbo 33.6.4. And they just grew from there.
Probably in 2000. We made up business partner now. He wasn't at the time. He was actually some that we were buying tunes off.
And my brother had a Peugeot. And he's our master tuner. He's at least an Athens-Breeze. I'm sure he'll be listening to this.
Let's go back a step. So you want to tune on? He's in Greece. He started off that he wasn't out here.
We were purchasing tunes from him. Right. Okay. For our own cars.
In Australia. You get the tunes. Absolutely. By your mail?
Because he's a master. He's a master. He's a normal car. So anyway, we started.
We had a Peugeot. So we found the best Peugeot in the world. And then there was a relationship for a very serious world. But you still got, I mean, Pete and I have just been anyway.
So you got a great. And there's still Peugeot running around. Yeah, well I find he's my brother. There's one of the two away with the three still in it.
And that's going to get a hybrid right now. And it's a little Peugeot project again. So I guess their relationship started with Peugeot. It's my brother and he started expanding.
And then, but still he was expanding and he started tuning a lot of other cars. He did. So he started there and then he got into the bag group. And then that's where that was my hobby.
So I was into bags at the time. And then we developed a relationship as well. And he finally came over to Sydney probably seven or eight years ago. So three all of my connections.
Yeah, he came and he realized that Australia is a bit of a market. Well, what was happening was with GFC. So basically what happened was the economy slowed down in Greece and there wasn't so much in your locally. So you made around the world to look for other avenues of expansion.
Obviously the time of the day there will be. But for those that don't know, I'm just going to jump in here because you know, you're transferring a lot of my cars with multi-membering. Sure. He will tune the car.
You can't actually tune the car in Australia obviously. But back when we used to tune cars like that, you know, they would send the file. You got to leave the car there for a day. So you got to go out there and send it all.
Yeah. Or not even send it away. You're like, if you're Australian, tune is you wouldn't use because they were not very good. Hopefully they don't.
Don't fit in your hands. And then you drive the car into the workshop and they're saying, well, they'd send the file over and then the next day they bring it back and they'll shoot. Can I keep it from the day? Because it's just not right.
I mean, these guys are really fine-tuned there. But to be able to get tunes here in Australia on the spot is amazing. Yeah. So I will look up.
That might lead me to what we actually do then. So basically what we do is we're a calibration company and we use a series of tools. I mean, really ECUs of certain cars. All the bags, all the European cars we cover.
And what we do then is we extract a file from the ECU. We make changes to the file and then we recalibrate the ECU for performance gains and all sorts of different things. So what we do is we're not what you call a generic file service, which is what you're referring to, is where you buy one file for cars all the way around the world. So what would be companies would become known as custom calibrators?
That's the term. Yeah. And that's probably what we do in the middle result. Lots of it.
Absolutely. So let me explain to you why you probably get a bit of a result. So let's just take whatever it is. Let's call it Caray.
Go for it. So we bring it all for our week. Maxit. Maxit.
We're going to get a bit of a better one. We bring it in. Okay. Now this car might have 5000 case on it.
It might have a 100,000 case on it. The owner may be first owner, second owner, third owner. It might have modifications on it already. It may also be tuned already.
We don't know the history really. So what happens is the first thing we do is we run the car up on a dyno. We take a series of vlogs. We look at the power levels.
We look at, do you work it when we're off-trader the car? We're not working on it. We're basically working out with the caries. We've been working on that.
And obviously in a position where it's tunable. Whereas if you went to one of those files. It's like a file. So far enough.
We just realize the company can't just plug this box in. Just plug this over. When you say it's true. I could have bought this car brand.
You've owned it for three years. I bought it on a bit more power. You reckon servicing and the Volkswagen over the years may have corrupted files or they've updated. No.
So basically what these different software versions you might have the latest software for example. But it's probably not really about it. What it's actually really about is we might have a car that states it. So it might have a failed in 75 valve.
Okay. Which is a boost control. So I'm like, now that car. If you bought it, it was your first one.
Oh wow. It goes great. You've just moved into a golf bar. But in actual fact it made it down in power because it made up the boost incorrectly because it made the problem.
But you have no idea. So what we do is we run up and don't make sure it's healthy, genuine health check. And then we say, okay, the car's making stock power. Everything's working.
It's making the logs. Let's see the modified with hardware which we can do as well. Or we just calibrate for what the car heads. It may be that it's a stock car.
It may be that it's a car with a series of upgrades such as front end haulers, the un pipes. And then you can pretty much tune. Some cars respond a lot to tunes and other cars. Correct.
If I said you RS3 tuned against a Ford, what's the Ford Focus? Ford Focus. I would debry for those cars. Do they get both of them?
They'll get 32% more gain or something. No, some just not. There are better cars to tune. Absolutely.
Probably one of the hottest cars at the moment in the van would be any of the MQB Golfs or any of the RS3s. Probably Gen2 being better because it's a small very good thing. That's a quick car though. Yeah, correct.
So when you look at the ECU. So it picks faces a bit later. No, because I'm worried about it. He's carrying the front skinche tube already.
No, no, no, no. He's carrying the front skinche tube already. He's having a wife. That's what it is.
They're just calibrating it. They're just calibrating it. I mean, you've got the ECUs. I mean, we've talked about the Vagrant and they're all Audi Voss and they're all related.
Do they use the same system, say, from Bischall from in-house? Or do they have the same system, but they design it for each specific need? This is more for fuel economy. That's more for power.
Top end, low end. And then you feel the more. Yeah, no, definitely with different cars. Also, let's just take the same model with the same ECU with different power levels.
Yeah, absolutely. Some of them will be detuned. Some will be high-tuned. And yeah, they're simple upgrades.
But it's probably not really what we're known for. We're probably known for some of the bigger builds. And what he tuned is really built. Their name around was actually building cars and building cars, not just tuning cars.
So what we do is we look at this, just take your RS3 again. It's okay, you know what? It's common knowledge now that it responds to EFI, for example. And you have people say, well, you know what?
I want to do this on stage one or stage two or stage three. And I'm like, OK, fantastic. And they say, well, how much do you stage one and come to stage two? And we're like, well, you know what?
We custom-calibrate. So however you bring the car, it's the same price. We're calibrated for whatever you've got. So that's a bit confusing for us to start.
They're going to say, OK, how much power am I going to make? Because they're looking at other generic tuners who quote certain amount of power. And the engine, for example, whatever. So yeah, because I look at some of the tuners on their own, that's going to give me X amount of money.
Is that what they're trying to do? Yeah, look, they're all, they're all, if you have a canido's quote number, they're all averages. They're all, you know, certain correction for this area, correction for that area, or translated back from two engine power. They've all got their ways of doing things.
But basically what we do is we get a car on the dyno, we have a baseline that we create, try it to any mods. And that gives us a true indication of what the car is really making out the wheels. We don't convert that back to the engine because what we're doing is we're saying, OK, here's what you've got at the wheels. Before the mods, after the calibration, the car is a huge on net gains across the range.
We're working on talk, we're working on obviously peak power as well. So the first thing you look at the patient, you look at the reason why we're working with them. Why do we bring that? Because you see the rear wheels between them.
Depending on two grain, the RS3 is coming in and one's making less power. They do. Yeah, you can probably see up to 10 to 15 wheel kilowatts. But on the other end, if you look at the other side of things, if you look at a generic tuner, you might see at the end result, you might see 30 to 40 kilowatts difference in the same power.
So that's where we different software versions and things like that. So that's what we try and do is we might see you look at the patient, you've got the vehicle to walk in because the client come in and said, I want it to be the fastest, whatever. But you're saying, let's have a look at the fastest, just because you want to pair a rear box doesn't make you an Olympic athlete. So 100% of the battery is on.
And it's waiting. So basically the car comes in and you're looking at what you're dealing with once you know you've identified. We look at the customer and really work out what we deal with because if I look at you, you put it right my side to the pit, what do we do? We're going to use this car.
Okay, so we're looking at the client. So for example, we work with a number of rest names. And they might say, okay, we've got an endurance event coming up. We're going to be in Bathurst.
We've got to be asked through there. What are we doing here? Okay. So we've got a series of testing.
You've got to remember, we've got to make a certain number of pit stops. We're allowing for a certain race strategy to work with him. And we also need to obviously have a power level that he's going to... Of course.
And you'll tune... Let's see, do you then say, how quickly race goes? We need to make a lot of gadgets or... We're not allowed to make like locations or some of those things.
So kind of... If you've got access to the car. Depending on what it is, we will have some, for example, some built-in parameters in some cars. We've got the ability on the fly to adjust the route.
I like the idea. So it's just simple things. That's what the button is in Fast and the Viewer. It's the Sport button.
Actually, so it's a factory carsport button. You're going to have to go over and over and over and over and over and over. The traction control long, the traction control off and then you say you've been, for example, it's two different power levels. Very important question.
Have you ever tuned a round drum? My wife had one. And yes, it was tuned, but we just let it care of the bag, I guess. You can talk about your right, right?
I asked how to go back. What's happened with yours? What's happened with yours? Oh, really?
It's been a shock. It's been a shock. Oh, wow. It's new.
It's June next month. It's not no good. How's your lease size? It's $2,000 in straight line.
No, it's Ross' rubber flip. Right. Well, that's all, it's $3,000. You've got to worry about that.
Sorry. Just stir the pot. Let's get it. The next little round window's $95, right?
Right. You're on a Huawei Android phone. Talking in excess. We're at it.
So probably one of the more existing ones here. Sorry. Yeah. This is all the UMBMG ones.
These are used, which are the URX 5, for example. We've just done some testing on those and it's making some good gains. Yeah, 2.9, the P.G. That's all I've seen.
Let's go to the guy. No, no. Let's go NG. I mean, it's a minor spider-calf that we're going to sell it, are we?
No, that's in the view of the situation. Let's talk about why we're doing it. Let's talk about Q-Wag, do you wag? We've got a couple of questions to ask you.
You know, with a vag group that you're familiar with, we've evolved to our group for those who haven't. They basically, we get cars shipped from Germany, obviously, and they call us a hot weather climate, and we have cars that do you often, whoever reads magazines and follows the cars often, he that, is that again, is that something that you can rectify through your... Correct, correct. We see this often with a lot of manufacturers.
For example, let's just take what we've done lately. We've taken BMWs, for example, like the LC-1, and the previous gen, M3s. The LC-1 should have 10 to 15 kilowatts more of the engine. Both of those cars die in exactly the same, and actually has less mid-range torque and mid-range power, so we did that exercise recently.
We haven't tuned line three yet, we haven't heard. Have you taken it in? Actually, you profiled the auditors. He's already profiled.
He owns me not a few times. I've heard a few profiles. You've produced some parameters? Yeah, so definitely it looks, and there's some manufacturers that are famous who are under rating their power, who are actually one of them.
Especially those who are... Yeah, come in. People come in and want to tune high and high and high. They do, they do.
So for example, I've got a very serious build that's going on at the moment, which is... No. Well, look, no. I think we've got 70,000 views on it just today, with been on our Facebook page.
We've got a C63s, and the owner came in and said to me, I said, I want 600 kilowatt-package, so you guys do it. I'm not saying that. Why do they say that? It's around 75, not enough.
Look, there's guys out there who will probably never be content. There's guys out there who just literally want to... No, no, no, no, no, no, no, no, no, no, no, no. It's also the attraction.
Oh, okay. Here, it goes. You can have the world's longest shaft on the transmission tunnel, but if it's going to hurt the world, it's not going to be traction. That's the point.
Yeah, so it's all about... Yeah, like a 12-inch. It's all about the intersection. It's all about the other road users.
That's what it's like. It's fantastic. You can have them straight before. Yeah, yeah.
Right up from here. Yeah, basically, that's a point. Yeah, so there's a number of guys. This particular customer is looking to do things like power peruse, but then in one traction, he's looking for, obviously, to set the car for drag racing as well.
So he was set the car for racing and he's looking for a world record time with his car. Oh, not sure. So we had a 600 kilowatt package and it made, in your old terms, 823 wheel horsepower on a bike. That is a lot of car.
It's a means-a-matt power. I drove this car on the bike. We went and drove this car in fourth gear. And I'm not a skidriver by any means.
I had it in Dyna mode and I went across a region next to the car. A region next to the car. A region next to the car. And in fourth gear I rolled with a throttle on at 160 Ks and that car changed lanes.
Oh my God. That was a good ride. So if I look at what, there's some people that absolutely love that. And they don't want traction.
So he came to me and said, oh, that's a great package. So he came and said, where do I put it deposit down? I said, look, I'll set it back. He does it.
I need to do it now. But I want more. Well, this is 100 kilowatts. Yeah, well, this is 100 kilowatts.
The wheels. You sure how they come over here? Anyway. He's got a C250.
Well, how's that? Well, profile here. The profile here. Yeah, that's it.
Yeah, so it's a must-be camp just on the wall. Now we're doing a fully forged M17-7 motor from him since he put it head. And that's what he's looking for. He'll be looking to make 650.
He's getting the first of the few years, but not so much. He is. Do you watch those movies? What bullshit?
Look, you know what? I haven't watched them for a while. I guess when I'm one at a time. Yeah.
It's like a film on a motor. And I solve it in 43 minutes. It's like a motor. It's like a motor truck.
It's like a motor truck. It's like a motor truck. It's like a motor truck. So I was trying to break in bed with my dad.
75%. Oh, my goodness. I'm not supposed to make it. You're not supposed to say yes to him.
I'm supposed to say yes to him. I'm going to say no. You could definitely change the vibe of life without yourself. First engineering.
Yeah, absolutely. Yeah, look, there's nothing that can't be. Remember the Golf. The Golf case is un-shoonable.
That's like saying within the challenge. Yeah, look. That's not something we're getting involved in. That's done by the tool makers.
No, there is. It probably does some great tool makers out there. And they will raise to break these codes and get access to these uses first to be the first one on the market. You're in the business.
Once it's out there. You send them out. You've got a lot of use, whatever. 70,000 views, whatever, like social media's being, we can get into it eventually.
It is, it is. Once it's out there, like, all I need, I've got a GDR or a GDI golf, and I just type in tune golf. I'm just gonna hit your website or something, and then go, wow, this is a man. Yeah, so look, I guess the exciting part for us is when a new ECU is the protocol's made available for it.
It's up to us to kind of, you know, put our feelings out there and get it. Yeah, to get someone in, or either we're buying a car of our own, or we're talking to a mate, and so this is bringing in, and we basically start the tuning process. And then what happens is, look at that point, we take a series of data, we do testing, we send the cars to the track, and the one good thing that we can do is, when we've got access to certain tooling, and protocols to read certain ECUs, write certain ECUs, we love the cars. And the difference is, we can log when a boost control is something we don't need to be familiar with it, it is maximised, and we're not reaching a certain boost target, we know that it's coming, we need to be able to go, I'll take that, we'll put a bit of part on that, or we might need a down-cry, or we might need to drill a wastegate, and you'll crack it for the car.
Correct, and we might go, you know, what, intake temperature to hire in this car, but you know what, the intercool is flowing, let's put a method injection kit on it, we'll cool that charge down. So it's really about not just going, because I mean, you look at the two different, two different approaches. We're going to plug this box in, it's going to be faster, or we're going to actually tune the car properly, and actually look at the car, and how we need the best performance out of it, how we're going to do it. Yeah, and this is kind of what I want to explain to you about what we actually do, and this is where we actually, where we think we shine anyhow.
So what we do is we'll take, let's just take your RS3 for example, it will go back to again, because that's a no commodity key, and we'll say, okay, you're like 85 or a score of great two, okay, and that might be a stage one tune on 85, okay. Now the client comes and says, I think that was great, I've had a great time, I saw some improvements, I'd like to go faster, what do you recommend? Where is you, you know, you do near it, next level, or the down pipe, intercoolers, intakes, but we look at all those things, but we look at what works and what doesn't, we make sure the results in the dyno as well, and then we might suggest some other, you know, some other methods of hardware or tuning, that person might not have thought about. And for example, with the RS3, for example, it has, in terms of 45 degrees on a fourth-year run on a dyno without any tuning, so when we increase boost, those temperatures rise.
And let's take one of my old time favourites, Mark Fennard. Mark, we hold still the RS3 record for a pre-face. Still, still today, and that was done a couple of years ago. No one's been that worldwide.
What was that for? Mark, it was actually to be honest, I was plenty more in the car, but Mark ran 10 to it, I think, close to 140 mile an hour. Don't shoot. Yeah, that was it.
10 to 7. With the chill-axe, with chill-a-box. How's long gone? Yeah, the 10 to 8.
Right, it's a great machine. What's chill-a-box? It calls down the supercharger and, like, what's that? It's chill-a or something.
Because I got one of the range, which I get it. How's chill-a? It's pretty chill. It's probably a temperature gauge.
Should I put back the old retisies to put a bag of ice on the... We still see intervals. We still see that in the track. We still see that in the track.
You know what, this is the funny thing. Clients come in, say, I'm going to take your stage one tune and I want to get this time and I'm going to do this with it and whatever. But it's all about car prep, temperatures, track conditions. Driver, driver, driver.
You still have the baby seats in the back. It's just on the car. But it's just on the car. But it's just on the car.
But it's just on the phone off and it doesn't ring while you're on the watch pad. It's on the off-guard and the officer. He's got an A7 which is his daily with the whole... It was the wrong way around.
So, the answer to the call. And they're going to track it. He has to live it up. Yeah.
So, let's go. I'm kind of... If you need something, we'll give him more shit than this one. Yeah.
What's in favour of Bill? My favourite Bill. Look, I've got two... Is my personal bills?
Yeah. Look, I've got... I'm probably going for some serious bills. and my latest two that I've been building went on out in TT with the goal of our 30 conversion.
He's just your client, now he's mine. He's my lead by example. He's got some mad breaks in front. Okay, I'm going to like trade it all out.
I'm looking at his two and I'm wanting to. I like weed. This is called this car, this car. This is not the car that you're about.
Can you talk about it? Yeah, absolutely. Which one? So we've got a 2008 TT-8J.
Is that the second series or the fourth back with the second series? Yeah. It's the fourth back with the second series. I like the third one.
The fourth one. Yeah, so it's the fourth one. Yeah, it's the fourth one. I chose this car because I was looking at an R32 in the platform.
Yeah, sure. And this TT comes out with the 3.2. Yeah, the V6. And it's a great opportunity.
Great. What the greatest? It's not good for Superchud. No, because the R32 was up on it.
I had a M4 GTI off two door because I would do it with the four doors. That's what I was going to do. And then I would mark six golfer. I would straighten the golfer.
But what? Yeah, serious. Because the R32 was going to take a round. Yeah.
I think I knew. I didn't want to take a round. But the question I was going to ask you before we get to the TT, but someone said to me, and this is the question. Was it me and the guy?
Why aren't you? Oh, fuck. Someone said we get a round to the right. Right.
You know, ask a question. Someone told me that I could tune them when I had the golfer at the time. And he sort of switched the cruise control on and off left, right. He'd hit the ad.
He'd hit the tummy. And then when you take an E for service, Volkswagen might be going. I'm talking about the other ones. Yeah.
I'm talking about the other ones. Absolutely not true. OK. So if you get a tune, Volkswagen would not.
If I took it for my 10,000. OK. It depends on what. Let's look at specific makes and models now.
OK. So if we look at, for example, Mercedes Benz, if you go in with no hardware on that car, and we've got a revert back to stock button. OK. So let's talk about a B1A.
B1A. Yeah. Let's talk about a class. Let's talk about a B1A.
I've got a B1A. Which I know if you've got a secret. First hand. First hand.
First hand. That responsibility would tune. Correct. Right.
Great by the responsibility of the tune. I'm just talking from hypothetically put. Yeah. I was talking about the tune that bit.
Anyway. His name was Rass. Yeah. OK.
That's my dad's car. Right. OK. So if we took that car to tune that car, my 75 would go driving.
Then we'd need no. Then we'd need no. Look, and look, most of the time they're not even looking. OK.
So I need a profile. But let's say we come to the back of the touch track. And the mode is blind up. It's not very, very specific.
First thing they look for. And they had the three left times. It's like, sort of a small window. But the type of add in the left hand.
Or the four others are doing it. OK. Yeah. I guess they'll kind of be looking for some.
And you've got an issue with you. You see, for example, you know, they're going to repeat that. It's a bit of a business. Look, to do that.
You know, you guys know. Look, obviously it's always up to the display. The dealer. Let's just clarify every single car.
I know you do. And I remember driving in with the M3, went from the dealership to city performance. It got its coil I was putting. And then I had to go back to the dealership because, mate, you've lost the warranty on the suspension.
I don't care. Yeah. I've just been used to it. And you've got this.
This is where I'm at the table. That's how the power up is literally on the table. As well as, I can't do all my mates. I can do it.
I don't know the other side. You'll see, like, your tune will fix either. If you want to, whatever the car wants, it'll prove the car. You say it's half the car's are coming and aren't running at factory levels anyway.
Why would there be a problem? That's good. I don't really get it. It's a bit of an issue.
The car's the sport one to be. Look, we thought we thought modern cars would be honest with you. And it makes it we tune. It's very rare that you have problems with them.
There are some cars that have no problems with them. But what we're doing in some instances, because you've got to look at a lot of these cars, like brand new Golf R for example, it runs extremely lean to pass emissions. And what we're actually doing is we're running, even though it's direct injection, we're running down to a richer mixture, which initially makes it run cooler. It makes it more fuel.
It does burn more fuel. But we're adding boost to it. We're adding time to it. Hang on, let's go back a second Ross.
So let's just talk about throttle position now. You've got a more powerful car and you need to get up that hill. You've got less throttle position. You've got to get up that hill.
You've got to go up that hill. Correct. I'll tune your cars. So the two of you that are tuning for fuel can't be run.
Absolutely. This thing's a weapon. It looks hot. It's got some crazy wheels.
It's actually, it's running 80s wheels. Sorry, 80s wheels. It's a factory. It's a little bit too sore with the moment, but it's going to end up either white or it was going to go no, but I was just sick of that at the moment.
Yeah, the matter everywhere. So we're going back to white. That's previously, it's made 526 kilowatts at all four wheels. That's four.
That's what I'll do. We just had a DHE upgrade to a DQ500, but it runs a bit of flywheel. It's a great deal. It's a 350 kilowatts.
A great deal. A gen four. How to upgrade it from the next gen. But what we've done, and this is a guess a kind of, we built these cars specifically to showcase what we can do.
So we've got a very old generation ECU. You've got to remember this car was brand new in 2008. It's now... Correct?
Yeah, correct. Beautiful car. And what we're doing is we're shooting this car that was effectively had an ECU for an NA motor, which is a 3.2 V6 that we're talking about. And we're adding twin turbos.
We've got a fully forged engine. We're running ethanol, fuel. So E85. We're running large injectors.
We're running twin turbos, a nitrous oxide system and water methane injection, which is 9 nozzles. All of this is going to be calibrated by a factory ECU. And what it will be adding map sensors in to that instead of a map sensor. And so you really need to know what you're doing to make all this happen.
And I guess that's what we're demonstrating. We're... Okay, Ross, let's take this TT now. Let's take it to your generic tune.
And your generic tune. I think it's going to be a bit of a bore a few years ago. A supercharged R32. You're real, my F32.