Obviously,
they can do a lot more...
What is being discussed here again is so called “map optimisation”, in other words manipulation of the calibration data in the MPCs of the DME/DDE.
This thread, by contrast, is about something entirely different, namely OBD fault diagnostics, and in my view it should not be cannibalised by that topic.
Everything that really needs to be said about the linked video is this: it is simply ridiculous that more than 30 years after the introduction of torque based control logic, companies that want to be taken seriously in the very field in which they claim to sell expertise are still applying an EWG correction to the power graphs of their dyno runs.
That alone shows that they still have not properly understood the control logic of the engine ECUs whose calibrations they have been manipulating.
For a long time now, modern ECUs have been measuring ambient air pressure and intake air temperature and are therefore able to calculate very precisely how much air mass is required in order to deliver the requested air charge in line with the driver’s torque request.
As a result, these vehicles have for many years been adjusting the required boost pressure dynamically in order to ensure that the same torque, and therefore the same power, is delivered under very different environmental conditions. It does not matter whether I am taking part in a drift event on a frozen lake at sea level in Finland, with high air pressure and very cold ambient air and therefore maximum intake air density, or whether I am driving up the Karakoram Highway in midsummer, where the intake air is thin because of altitude and temperature.
The ECU measures ambient pressure and temperature and adjusts boost pressure accordingly. In warm mountain conditions, it therefore needs more relative boost pressure than on a frozen Finnish lake at sea level in order to provide the same output.
Modern turbocharged vehicles therefore do not operate at one fixed boost figure. They run variable boost as required, while the generated torque and power remain the same within the system’s intended operating range.
Against that background, anyone who in 2026 still claims that engines “vary wildly”, that an engine “runs x bar of boost”, or that dyno runs on modern vehicles need to be EWG corrected, quite simply has not understood what they are talking about.
Carrying out a power measurement on a modern vehicle with EWG correction is effectively a declaration of bankruptcy as far as the tuner’s understanding of the ECU is concerned. And that is the very ECU they claim to be “optimising”.
