Confirm the vehicle before discussing power
Record the manufacturer, model, engine, transmission, production generation and current hardware. Registration year alone is not enough because the same model can use several ECU families and software strategies.
Use the AllChip vehicle database as a projection and identification aid. The final target must still come from the original software, fuel grade, transmission capability and the vehicle's measured condition.
Read and preserve the original software
Capture the full ECU identification before reading. Save hardware number, software number, calibration number, tool, protocol and read method beside the untouched file. A filename created by a tool is not proof that the data belongs to the selected vehicle.
Keep at least two verified copies of the original in separate locations. Do not submit a file that has already been modified unless it is clearly labelled and accompanied by the genuine original or a reliable recovery reference.
Complete a diagnostic and mechanical baseline
Scan all relevant modules, preserve freeze-frame data and investigate active powertrain, communication or voltage faults. Check boost leaks, fuel pressure, air metering, cooling, oil condition and service history where relevant.
A calibration should not be used to disguise a mechanical problem. If the vehicle cannot meet factory requests consistently, increased load is unlikely to produce a repeatable result.
Define the target and validate the result
Declare fuel quality, expected use, towing or payload, climate, hardware and transmission limits. A useful request describes the workshop's objective instead of asking for the largest possible number.
After programming, check fault memory, idle quality, requested versus actual values and protection behaviour. Road or dyno validation must be performed safely and legally. See the complete Stage 1 workflow before submitting the file.