Charlotte, North Carolina — est. 2011
A performance studio for European cars. Calibration, forced induction, exhaust, suspension, brakes and driveline — one building on Thrift Road, one crew, and a dyno sheet for every engine we touch.
01 — What we do
We never send a car out for machine work, alignment or dyno time. If it happens to your car, it happens here, and someone whose name you know did it.
Maps written for your car, not your model. We log intake air temp, timing and fueling on our own Dynojet, then hand you the before-and-after sheet on paper. Stage 2 on a B58 lands at +94 hp and +122 lb-ft on 93 octane.
Downpipe, charge pipe, intercooler and intake go on here, and we write the calibration around them: hardware without a map for it is just louder. Stainless TIG-welded in house, every joint our own, no one-size kits.
Coilover and lift-kit installs, corner-balanced on four scales with you in the driver’s seat, then a Hunter Hawkeye alignment to the spec you actually picked — street, back roads or a track day at VIR.
Two-piece rotors, stainless lines, fluid with a dry boiling point north of 570 °F — and the clutch or converter that will hold the torque you just gained. We find the transmission that will not take it on the dyno, not on the road.
02 — Packages
Four ways in. Every one of them ends with paperwork you can read: dyno sheets, datalogs, torque values, and the part numbers we actually fitted.
From$1,150
Stock hardware, better software. Two baseline pulls, a map written around your fuel and your climate, then three verification pulls with logs we read in front of you.
From$4,400
Downpipe, charge pipe and intake, then a calibration written around the parts rather than borrowed from a file. This is where a B58 finds its +94 hp on pump gas.
From$3,900
The package for the power you already have. Coilovers, sway bars and bushings go on with the brakes: raising output without those two is the most expensive way to ruin a car.
From$12,000
Engine, chassis, brakes and driveline, planned as one job instead of four visits. We take four of these a year so the bay is never shared and the car goes home once.
Prices are for 2015 and newer BMW, Audi, Porsche and Mercedes-AMG. Older chassis and anything already modified get quoted after a 40-minute diagnostic on the lift — we would rather look than guess.
03 — Measured, not claimed
Last month’s Stage 2 on a 2021 M340i, stock turbo, 93 octane, 78 °F ambient. Same operator, same straps, same day — the only honest way to publish a gain.
+ 94 hp
Peak wheel horsepower gained over the stock calibration
+ 122 lb-ft
Peak torque gained, arriving 400 rpm earlier than stock
3.8 sec
0–60 mph, two-way average on a private strip near Kannapolis
105 ft
60–0 mph on the third stop back to back, rotors already hot
Dynojet 424XLC2 / SAE J1349 corrected / 78 °F, 29.91 inHg / sheets go home with the car
04 — How a car moves through
A build is a sequence. Skip the middle step and you have poured power into a chassis that cannot hold it, and you find that out on the first hard stop.
We read what is already there first: codes, compression, fuel trims, and two baseline pulls on the dyno. A car with a failing coil or a boost leak does not get a map — it gets fixed, and that is a separate conversation about money.
Induction, exhaust and intake go on in the same visit as the suspension and brakes. Torque values go into the build sheet — every threaded joint we touched has a number, and that page goes home with the car.
A map is written in pulls, not in one file: baseline, then one variable at a time, then three verification pulls back to back with no cool-down. We stop when three consecutive pulls lie on top of each other, not when the number looks good.
05 — The shop
We built the place around the dyno. Fourteen-foot ceilings, a separate engine room with a parts washer, and a dyno cell you can watch from the lounge without shouting.
06 — Owners
The dyno sheet is the part nobody else hands you. I walked in holding a claim from a shop in Mooresville and walked out with numbers I could check myself. It pulls flat to redline now, and the fuel trims stopped wandering.
Wade Kessler
2021 M340i xDrive — Dilworth
They read the logs before selling me anything and showed me two coils that were already on their way out. That five-minute conversation saved me from a map that would have piled more boost on top of them, and I have sent them three cars since.
Elena Vosk
2019 Panamera 4S — Myers Park
Eight days in the shop, and eleven months plus one Blue Ridge Parkway trip later the brakes still bite the same on the first touch. The pedal does not go long after three stops — that is exactly what I paid for.
Cole Braddock
2022 RS 5 Sportback — NoDa
07 — Book a diagnostic
A diagnostic takes about forty minutes. The car goes on the lift, we pull the codes and take a baseline log, and we quote from what we see — not from a price list.
Thank you. This is a demonstration site: the request is not sent to a real company.