Tuning & Dyno
The calibration side of everything — where power is measured, made and kept safe. Whether your car keeps its factory ECU or moves to full standalone, this is where a build gets signed off. I don't hand a car back on a promise; it leaves on a datalog and a dyno sheet you keep.
Dyno Tuning
Loaded-dyno calibration where power is actually measured and made — the finishing step on every serious build. Real numbers, safe under LA heat, tuned for your fuel and the way you drive.
ECU Tuning
Factory-ECU flashes, e-tunes and fully custom reflashes — from a Stage 1 map to a ground-up calibration. The software side of power, dialed to your platform and your target.
Standalone ECU
Standalone management for swaps, big turbos and cars the factory ECU can't follow anymore — Haltech, MoTeC and AEM wired in clean and tuned to run.
Forced Induction
Boost, done as a system. The turbo or blower is only as good as the fueling, cooling and tune around it — so that's how I build it, sized to your real power target instead of the biggest part on the shelf. A kit that's too big for its supporting hardware is slower and less reliable than the right one done properly.
Turbo Upgrades
Bolt-on, big-single and twin-turbo builds — sized to your real target, not the biggest turbo on the shelf. Fabrication, install and the tune to back the number.
Superchargers
Roots, twin-screw and centrifugal kits for instant, linear power — the streetable way to wake up an NA motor, installed and tuned as a package.
Intercoolers & Charge Piping
Front-mounts, charge piping and air-to-water setups that kill heat soak — so your third pull makes the same power as your first.
Engine & Fuel
The foundation everything else stands on. Whether it's a fresh motor built to a number, the fuel system to feed it, or a whole different engine in the bay, this is the heavy end of the shop. It's also where honesty matters most: I'll tell you the real ceiling of your stock motor before you spend a dollar chasing forged internals you may not need.
Engine Building
Forged short blocks, built long blocks and sleeved motors — machined and blueprinted to a real power target, so the bottom end stops being what you're afraid of.
Fuel & E85
Injectors, pumps and full flex-fuel conversions — the fuel system that actually lets your tune reach the power you paid for, on 91 or E85.
Engine Swaps
K-swaps, LS, 2JZ and more — the right engine in the right chassis, wired, mounted and made to run and pass a referee where the law allows.
Exhaust & Intake
How the engine gets air in and out — done with the tune and with an honest read on what's street-legal in California and what belongs on the track. Get it right and the calibration has room to work; get it wrong and you've bought a smog problem, so I fit both ends with the law and the ECU in mind.
Exhaust & Downpipes
Catback, downpipe and turbo-back systems that flow — with a straight answer on what's smog-legal here and what's a track-only part.
Intake & Induction
Cold-air and turbo-inlet induction done as a system with the tune — because an intake alone is mostly noise until the calibration catches up.
Chassis & Handling
Power you can't use is just noise. This is the side that makes a fast car actually driveable — suspension, brakes and the wheels-and-tires that put it all to the road. A car that only goes fast in a straight line is half a build; braking, grip and geometry set up to match the power are the other half.
Coilovers & Suspension
Coilover installs, corner-balancing and full geometry setups — the difference between a car that's just lower and one that actually handles.
Big Brakes
Big-brake kits, pads, lines and fluid matched to your speed and your tires — so the car stops as hard as it goes.
Wheels & Fitment
Wheel-and-tire packages with real fitment — offset, spacing and clearance measured, not guessed, for the look and the grip you're after.
Clutch & Drivetrain
The link between the power you built and the ground. Get it wrong and the rest is smoke — get it right and everything you made actually reaches the pavement.
Clutch & Drivetrain
Clutches, flywheels and transmission work sized to your torque — so the power you built reaches the ground instead of cooking itself on the first hard launch.
Body & Safety
Aero that does something at speed, and the safety fabrication that lets a track let you run. The two ends of taking a build past the street. Both are done to a standard that survives real use — aero fastened to the chassis rather than the bumper, and cages built to the rulebook your series actually enforces.
Widebody & Aero
Functional aero and widebody work — splitters, diffusers and fender that earn their weight at speed, fitted and finished properly.
Roll Cage & Safety
Roll bars, cages, harnesses and fabrication built to your sanctioning body's rulebook — the safety work that lets the track wave you through tech.
// Not sure which one you need? That's what the consult is for.
Tell Me What Your Car Needs
Bring me the platform, the goal and the fuel, and I'll tell you which of these services actually move your build forward — and which ones can wait.