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Chiptuning is the most common name used to describe the modification of a car and will get you up to 30% more power and a higher top speed. But chiptuning is more than and it can bring you a lot more than just extra speed and power.

Among others, modifying the software can turn off the EGR valve, turn off the Start/Stop function, adjust the response of the gearbox and more. 

The principle of these adjustments is the same as chiptuning. The original data of the vehicle is overwritten by custom software and voilá, the car drives exactly the way you want it to. 

Removing, shutting off, or eliminating the EGR and DPF are the most requested modifications, next to chiptuning. We'll explain why.

Over time, exhaust gases cause layers of soot to accumulate on the walls/pipes/valves etc. of a vehicle. Some of the unpleasant consequences of these soot build-ups that are worth mentioning are; increased fuel consumption, loss in power, reduced engine life, high maintenance costs when the valve needs to be replaced due to not sealing properly, error codes in the ECU, black smoke clouds from the exhaust, the car going into emergency mode. All in all enough reasons to consider closing the EGR valve.

Often an EGR Delete is requested and performed along with a DPF Delete for the smoothest car experience.

EGR stands for Exhaust Gas Recirculation. A common way of reducing NOx emissions (the collective term for mono nitrogen oxides, which are released during the combustion of fossil fuels) is exhaust gas recirculation (EGR). This involves recirculating a controllable portion of the engine's exhaust back into the intake air. Usually a valve is used to control the flow of gas and the valve can be closed completely if necessary.

The EGR valve helps your car burn the car's fuel more efficiently and complete, by recirculating some of your exhaust gases and re-circulating them through the combustion process. This results in a cooler, more complete combustion of the fuel that lowers your car's harmful emissions. If your EGR valve is defective or clogged, your engine will run or start poorly.

The replacement of burned gas (which is not part of combustion) with oxygenated air reduces the proportion of the cylinder capacity available for combustion. This causes a correspondingly lower heat output and peak cylinder temperature and reduces the formation of NOx. The presence of an inert gas in the cylinder further limits peak cylinder temperature.

The gas to be recirculated can also be passed through an EGR cooler. The EGR cooler lowers the temperature of the gas, which lowers the cylinder charge temperature when EGR is used. There are two benefits to this:

• The reduction in charge temperature results in a lower peak temperature
• The greater density of cooled EGR gas allows a greater fraction to be used. On a diesel engine, the recirculated fraction can be as high as 50% under certain operating conditions.

Today, gasoline and diesel engines may use one of several EGR valve configurations. On older vehicle models, you'll recognize the EGR valve as a round, thick metal disc about five inches in diameter, usually toward the top of the engine and on the side. On these older models, a small-diameter vacuum hose operates a standard EGR valve. The hose connects the top of the valve to the throttle body or carburetor. The metal disc of the valve houses a vacuum diaphragm, spring and plunger. Later models are equipped with electronic vacuum EGR valves in a small block or cylinder. The valve works the same way as older models, except that an electronic EGR position sensor communicates with the car's computer for better control. You may also see electrical power wires through vacuum lines on the valve.
Newer vehicle models use electronic EGR systems that can include additional components, even a digital valve that eliminates the need for vacuum control altogether. A more radical design, implemented in a few models, was to replace the valve with EGR jets at the bottom of the intake manifold. Some newer high-efficiency engines, for example those with variable valve timing (VVT), do not even use an EGR system.
EGR of diesel engines

EGR is an emission control technology that enables significant NOx emission reductions from most types of diesel engines: from light engines to medium and heavy engine applications, as well as slow two-stroke engines. While the application of EGR for NOx reduction is the most common reason for applying EGR to modern commercial diesel engines, its potential application is suitable for other purposes as well. Consider, for example, giving knock stability and reducing the need for high load fuel enrichment in gasoline engines, aiding in evaporation of liquid fuels in gasoline engines, as an auxiliary to closed cycle diesel engines, for improving the ignition quality of difficult to ignite fuels in diesel engines, or for improving the performance of catalytic converters.

Pros and cons of EGR Delete
The EGR valve is essential for the emission control of your car. The recirculation of the exhaust gas ensures that some of the NOx gases are not released into the atmosphere. These gases are thought to be a major contributor to the buildup of greenhouse gases. Therefore, an EGR system became mandatory for all new vehicles some time ago. EGR has both advantages and disadvantages.

EGR Delete pros

• Reduced NOx
• Possible reduction of choke losses in engines with spark ignition at part load
• Improved engine life due to reduced cylinder temperatures, especially exhaust valve life.

EGR Delete cons and difficulties

• Because EGR reduces the oxygen available in the cylinder, the production of particulates (fuel that is only partially burned) increases when EGR is applied. This has traditionally been a problem with diesel engines.||
• The intentional reduction of oxygen available in the cylinder will reduce the peak power available from the engine. For this reason, the EGR is usually turned off when a high load is requested.
• The EGR valve cannot respond immediately to changes in demand and the exhaust gas takes time to flow around the EGR circuit. This makes the calibration of transient EGR behavior particularly complex. Traditionally, the EGR valve is closed during transients and then reopened once a steady state is reached. However, the spike in NOx/particulates associated with poor EGR control makes transient EGR behavior important.

Poorly clogged EGR valve
Normally, the recirculated gas is introduced into the intake system before being distributed through the intake manifold. Nevertheless, perfect mixing of the gas is impossible at all engine speeds / loads and especially during varied use. For example, poor cylinder-to-cylinder EGR distribution can result in one cylinder receiving too much EGR, causing high particulate emissions, while another cylinder receives too little, resulting in high NOx emissions from that cylinder. Although the term EGR usually refers to intentional, external EGR, there is also a level of internal EGR. This occurs because the remaining combustion gas left in the cylinder at the end of the exhaust stroke is mixed with the incoming charge. Therefore, there is a portion of internal EGR that must be taken into account when planning EGR strategies. The cleaning efficiency varies with engine load and in a variable valve timing engine, another parameter must be considered.

verstopte egr klep reinigen

When the EGR valve fails, it must be replaced. Unlike some emission control devices that can malfunction without affecting the driving characteristics of the car or truck, a bad EGR valve can significantly affect engine performance or even cause the engine to stop running altogether. The good news is that you can clean it, replace it, or seal it with a plate and software matched EGR operation.

Symptoms of a bad EGR valve
There are actually two types of bad EGR valves, with different symptoms. An EGR valve can fail in two ways: it can always be open, or it can always be closed. When the EGR valve is open, it causes a continuous flow of exhaust gases into the intake manifold. You will notice one or more of the following symptoms:

• A rough idle when starting the engine (when the engine is cold), sometimes at a stoplight or when looking for a spot in a parking lot (at low engine speeds in a warmed-up engine).
• Increased fuel consumption.
• A slight or strong odor while driving the vehicle, due to the increase in hydrocarbons leaving the exhaust.
• Your vehicle does not meet the emissions test. When the engine is running at low rpm, lower temperatures in the combustion chambers prevent all of the fuel from burning, significantly increasing the flow of unburned hydrocarbon gases exiting the exhaust.
• The Check Engine light (or malfunction indicator light, depending on your model) illuminates on your dashboard.

When the EGR valve pins are closed, the flow of exhaust gases is permanently blocked in the intake manifold. You will notice one or more of the following symptoms:

• A squeaking or ticking sound coming from the engine at low rpm (at higher
speeds than idle). This sound is the sound of early ignition of the
fuel when it meets high temperatures.
• Loud explosions. A second ignition can occur after normal ignition,
and the two can combine with enough power to cause engine damage.
• Your car fails the emissions test. High temperatures in the combustion chamber
allow the excessive formation of oxides of nitrogen, which are released by the exhaust
are released.
• The Check Engine light or malfunction indicator light (MIL) is illuminated on your dashboard.

A DPF delete is often requested and performed in combination with an EGR delete. This combination ensures the lowest possible accumulation of soot and therefore a longer life for the valves and exhausts.


DPF stands for 'Diesel Particle Filter'. New particulate filters capture from 30% to more than 95% of the harmful soot that is released during driving.
Not only can soot particles from diesel cars pollute the air considerably and are harmful to your health, they can also cause many problems for your vehicle.

The particulate filter can cause problems, for example, because many short trips are made or because the vehicle does not warm up properly. Also, the particulate filter can be too full of ash particles, so the storage capacity has become insufficient. 

The result of this soot and ash accumulation in the particulate filter can result in the following negative points:

• Oil level rise
• High regeneration frequency
• Car goes into emergency mode (reduced power)
• Higher fuel consumption
• Faults in display or fault memory
• High repair costs when there is a defect

This is not what most car owners are looking for, so a DPF delete (+EGR delete) is a smart choice. 

How the DPF works
The particulate filter is part of the exhaust system, the particulate filter is the part that filters harmful particles from the exhaust gas. After a certain number of kilometers or hours of operation, the particulate filter becomes full of soot particles. The filter is then automatically burned clean, converting the soot particles into carbon dioxide (water and ash). This clean burning is called regeneration. Regeneration takes place between 600 and 1,000 km, depending on the make, type and type of vehicle.

The operation of the particulate filter regeneration process

Various sensors in or on the filter measure values such as pressure and temperature. The engine computer (ECU or Engine Management System) checks these values and when necessary starts the regeneration of the particulate filter. In practice we notice little or nothing of this process.

Conditions for DPF Delete

Under certain conditions, it is permissible to remove the manufacturer's particulate filter from older diesel vehicles. However, you must report this to the RDW (the netherlands).

The conditions, as stated by the RDW, for the approval of the particulate filter removal are: 

• a passenger car or bus with a date of first admission before January 1, 2011;
• a camper van, armored vehicle, ambulance, hearse or wheelchair accessible vehicle with a date of first admission of before January 1, 2012 and whose particulate emissions are measured in g/k;
• a commercial vehicle with a date of first admission before 1 January 2012 and of which particulate emissions are measured in g/km;
• a vehicle with a date of first admission before December 31, 2013, whose emissions particulate matter is measured in g/kWh.

Pops & Bangs, Crackle Maps, Burble Maps, Exhaust Crackle, whatever you want to call it, you will definitely hear it!

This cool software modification lets you hear the well-known crackle sound the moment you release your gas pedal.

How does it work?
When you let go of the gas, the injection of gasoline in the engine stops. The throttle is closed and the engine does not need any gasoline. The ECU will start injecting again around 1500 rpm to prevent the engine from stalling.

With a Pops & Bangs modification, the ignition timing is very delayed, but fuel will still be injected the moment you let off the gas. This will cause unburned fuel to enter the exhaust, which will also ignite there due to the late ignition timing. This results in a loud bang in the exhaust.

This after-burning in the exhaust is called 'pops & bangs'. The longer the fuel is injected, the stronger the effect and the more impressive the Pops & Bangs will be.

Apart from the sound effect, pops & bangs has no benefits. This modification is purely for decoration. 

Disadvantages do exist. If you go for small pops and keep driving slowly there is pretty much nothing to worry about. However, if you go for loud bangs and can't drive hard and fast enough, keep in mind that this driving style can be harmful to the turbochargers. the catalytic converter and the exhaust system, among other things, because of the high rise in temperatures.

Officially, the catalytic converter may not be removed, however, a sport catalytic converter is highly recommended if you would like Pops & Bangs.

With a start/stop delete, the vehicle's start-stop function is disabled and the engine will no longer shut off automatically.

A start-stop system is a way of saving fuel in cars. It causes the engine to shut down automatically when the car stops, for example, at a red traffic light. 
The system is especially efficient in city traffic, where many stops are required due to, for example, traffic lights or people crossing the road. The presence of a start-stop system in the car can lead to fuel savings and a reduction of up to 8% in CO2 emissions in urban traffic.

When the driver brings the vehicle to a stop and puts the gearshift in neutral, the system receives a signal and the vehicle's engine is automatically switched off. When the driver wants to start off again and presses the clutch pedal, the starter receives the signal to restart the engine.
As soon as the vehicle is put into gear and the clutch is depressed, the engine starts again automatically and the car can be driven on. 

When the start-stop system is used in an automatic car, the engine is turned off when the car comes to a complete stop. When the driver slows the car down and comes to a stop, the engine shuts off. When the brake is released, the engine turns back on and you can accelerate and continue driving.

With the tuning or remapping of the gearbox software, the shifting moments (e.g. excessive upshifts and late downshifts) and many other options can be adjusted.

Most automatic transmissions are programmed to drive as economically as possible. At low speed the vehicle is in a high gear. When accelerating slightly, the vehicle will soon downshift a few gears, which can be experienced as restless or hesitant driving.
This is obviously good for the environment, however, it can be quite annoying on the road. 

Possible gearbox modifications

• Faster gear changes
• Launch control
• Faster paddle response time
• Increase clutch limit
• Gear Display on the dashboard
• Modified shift times for better acceleration
• Rev-matched downshift (Throttle-Blip)
• Full Manual Mode (no forced up/down shifting)
• Increased line pressure for better holding power

From the car manufacturer, vehicles are provided with lower power and torque as standard.

With an OEM modification, the specifications of the current model are changed to the model with the higher power and/or torque of that make/type of vehicle. 

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Cylinder deactivation is an innovative technology gaining popularity in the automotive industry, particularly in chiptuning. It selectively deactivates specific cylinders of an engine when they are not needed, resulting in improved fuel efficiency and performance. In this article, we will explore cylinder deactivation, its pros and cons, and compelling reasons to incorporate this technology into your chiptuning endeavors.

Cylinder deactivation, also known as variable displacement or active fuel management, optimizes fuel consumption by shutting down unnecessary cylinders. This technology operates by reducing the engine's displacement during low-demand situations, leading to significant improvements in fuel economy.


  • Fuel Efficiency: Cylinder deactivation improves fuel economy by deactivating cylinders during low-demand scenarios. With a smaller displacement, the engine consumes less fuel.
  • Emission Reduction: Optimizing the combustion process, cylinder deactivation lowers emissions. The engine maintains an efficient air-to-fuel ratio, reducing greenhouse gases and pollutants.
  • Improved Performance: Cylinder deactivation enhances engine performance by redistributing the workload across active cylinders. This leads to more power during high-demand situations like acceleration or climbing gradients.
  • Seamless Transition: Modern cylinder deactivation systems offer seamless transitions between activated and deactivated modes. This ensures no noticeable impact on vehicle performance or comfort.


  • Complexity and Cost: Implementing cylinder deactivation requires sophisticated engine management systems and additional hardware, increasing complexity and cost. Repairs and maintenance may become more expensive.
  • Potential for Increased Wear: Workload redistribution may lead to higher stress levels in active cylinders, potentially causing increased wear and tear if not properly maintained or integrated.
  • Limited Effectiveness in Some Driving Conditions: Cylinder deactivation is most effective during light-load or cruising conditions. In situations requiring frequent power demands, the benefits may be less noticeable.

Cylinder Deactivation and Chiptuning:

Integrating cylinder deactivation into chiptuning strategies offers compelling advantages:

  • Customized Performance: Chiptuning allows tailoring cylinder deactivation parameters to meet specific needs and preferences. This customization results in enhanced performance, improved fuel efficiency, and an optimized driving experience.
  • Increased Fuel Savings: Optimizing chiptuning parameters and leveraging cylinder deactivation benefits provides customers with substantial fuel savings, a strong selling point in an efficiency-driven market.
  • Environmental Consciousness: Offering chiptuning services with cylinder deactivation demonstrates a commitment to reducing carbon footprints and promoting eco-friendly driving practices.

In conclusion, cylinder deactivation is an innovative technology that offers notable benefits in terms of fuel efficiency, emission reduction, and performance. While it may introduce complexity and incur costs, integrating it into chiptuning can provide customized performance, increased fuel savings, and environmental consciousness. By incorporating cylinder deactivation into your chiptuning services, you can offer customers a more efficient and sustainable driving experience.

Made possible by

Rica Engineering
Klopperman 35-37
2292 JE Wateringen
+31 174 226 806

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