I have been building and tuning serious race cars since 2000. I have been tuning standalone engine management systems for all forms of motors from stock to wild naturally aspirated to full-drag alcohol-based setups.

I have literally thousands of hours of actual dyno tuning experience tuning hundreds of cars. I offer you only the top of the line EFI tuning services. No corners will be cut. If you want your vehicle tuned properly, you have come to the right place.

Based in Colorado Springs, CO, Servion is willing to travel to those who cannot bring their cars here. Is your car awaiting an aggressive breakin? Perhaps its not a street legal? No tow vehicle available? Contact Servion to obtain travel details.

Servion has experience and will tune the following engine management systems:

NepTune EEPROM and RTP
Hondata S300
AEM EMS
DSMLink
Autronic
Electrmotive TEC3r
BigStuff3
F.A.S.T. and F.A.S.T. XFI
PowerFC
Motec
DiabloSport Predator and DeltaChips
Haltech
More options available... contact for details

I am not willing to tune engine management solutions that I feel do not provide the ability to deliver a safe, reliable, consistent tuneup. Plain and simple, if the engine management has not proven itself to be safe and reliable, I will not tune it. I will not tune a customer's vehicle with a setup that I do not feel will provide an excellent and useable tune

Servion will NOT tune any of the following (unless you have a REALLY good reason... and "it was cheaper" is not a good reason)

Crome
Uberdata
Greddy E-Manage
Hydra Nemesis
Map ECU

Corrected versus uncorrected:
There always seems to be a debate between the validity of corrected versus uncorrected dyno numbers. In reality, the corrected dyno numbers generated at 6000 feet elevation will include correction factors anywhere from 16% to 35%. This is a very large inflation to the actual wheel (uncorrected) horsepower. This is mainly due to the significantly lower barometric pressure compared to sea level. I typically see around 11 to 12psi of pressure where sea level normally sees 14.7psi.

In the case of turbocharged vehicles, this number is typically significantly higher than what the car would put out at the same absolute boost pressure at sea level. This is mainly due to two reasons: 1) the turbo has to work harder at higher altitudes to reach a given absolute boost pressure, and 2) the exhaust backpressure is increased due to the lower intet pressure. Typical correction algorithm that dyno software applies does not take into account things like the efficiency of a turbocharger or exhausdt backpressure. With naturally aspirated vehicles, the correction factor tends to be much more accurate. Trap speeds will correspond with your uncorrected power numbers.