“Chip” of the engine
For many, the car’s allure comes from a wish to outrun rivals. That drive often centers on the engine as the focal tuning target. Tuning the engine is cost effective: flashing the control unit, known as chip tuning, typically costs 20–60 thousand rubles. That price is today what a scheduled service costs, and it’s not the ceiling.
Whether the result feels dramatic depends on the engine. An atmospheric “chip” adds only about 5–7 percent on average, a difference you may barely notice. Still, in some cases the adjusted torque curve can make mid range driving feel livelier. A turbocharged setup, by contrast, can deliver a 15–20 percent uplift, and sometimes more. This improvement can come without a drop in reliability, though long-term wear often begins with deeper modifications. It’s a common rule across brands because enthusiasts everywhere pursue the same goal: more power through software.
“We can tune almost any machine. In practice, German brands are the most common in our shop. Yet there are Koreans, Italians, Japanese, and even modern Chinese cars—worthy in their own right. The Chinese often run factory software tailored for the Russian market, which can be flawed. Customers arrive not only for tuning but to fix bugs so that the system runs correctly,” says Kirill Stulov, founder of Seven Force.
Tuning studios load custom software into the engine and gearbox control units. That makes choosing a studio a serious decision: a misstep in the program can cost hundreds of thousands of rubles.
The full process spans several hours. In a reputable studio, the first step is a thorough engine diagnosis to avoid starting work on a sick unit that would die quickly after tuning. After tuning, the team rechecks the characteristics and offers operation recommendations. Drivers are advised to use the fuel type specified for the software. It is usually designed for standard 95 octane, though there are cases where AI-98/100 or higher is unavailable.
Experts strongly recommend shortening oil-change intervals to 5,000–8,000 km. Changing the oil type is not necessary; the oil already in the stock engine remains suitable. The current shortage of motor oils does not pose a concern for those who have already tuned or plan to tune. Russian brands offer ample suitable lubricants. For example, the LUKOIL GENESIS line provides options for almost every engine, including a sport oil with a 10W-60 viscosity for demanding racing conditions and zero-weight options (0W-40, 0W-30, 0W-20) for modern petrol and diesel turbo engines.
Inlet–Outlet
Craving even more engine performance? The chip unlocks broader potential, inviting further investment. The next step is to help the engine breathe more easily by tuning the intake and exhaust. The range of possible upgrades is wide. Remember the not-so-distant era when a front-wheel drive VAZ could not be imagined without a budget China-made air filter.
“With the exhaust, you get the full effect. You can install a downpipe in place of a catalytic converter, which increases throughput and can make the turbo’s exhaust sound 15–20 percent louder, or opt for fully customized setups. You might even choose a branded titanium exhaust for swift gains, but with that comes a lighter car—about 20 kg lighter,” explains Sergei Gervash of Seven Force.
Exhaust tuning is more about airflow than sound. Even top studios offer catalytic converter removal programs. Still, such cars may face registration challenges in some places. In the third phase, the turbocharger is completed, and the final stage involves reinforcing engine internals with stronger components. There are even conversions that turn a naturally aspirated engine into a turbocharged one. Kits exist for VAZ engines, and a model like Vesta can be tuned to around 200 horsepower. Developers have adapted these solutions to reality: once the turbo is installed, it remains almost invisible under the hood, reducing the paperwork involved in changes.
One thing to remember: any engine improvements after the chip affect the overall reliability, with impact varying by model and configuration.
Transfer
Let the engine’s power flow, but don’t overlook the transmission. In most cases the gearbox can handle added power, yet it’s wise to know the limits in advance. There are exceptions on both sides. The Niva Legend, with its modest stock power, requires careful tuning so as not to strain the transmissions. Turbo installations on all-wheel-drive models are often managed by skilled mechanics, as automatic systems can struggle with stock control logic. There are tales about DSG transmissions withstanding sportier modes better than regular city driving, but those are not universal.
Among transmission types, a CVT is typically the weaker link. Manual and conventional automatics usually cope with increased power, though in some cases software recalibration or sturdier components are needed.
Any tuning should begin with a comprehensive diagnosis of both units. They respond to tuning together, and issues often become more pronounced after intervention.
The engine and gearbox tuning can extend life as well as boost performance. For instance, software-driven cooling strategies aim to keep temperatures down, something engineers occasionally push to satisfy environmental expectations. Shifts can be tuned to hit higher RPM zones, since modern cars tend to target efficiency around idle, sometimes pushing the engine toward detonation.
Suspension and brakes
Tuning the suspension offers a broad spectrum of options. This can include non-original struts and stabilizer bushings. Some models exhibit wear in factory components, so upgrading suspension parts is common. Those chasing performance may opt for shocks with adjustable damping and rebound, and some cars can be fitted with air suspension for adaptability.
Brake upgrades range from simply replacing discs and pads to installing high-performance multi-piston systems. The pinnacle of braking upgrades is carbon-ceramic discs, but these are usually reserved for track use. The brake story varies by car. For a slight power increase, most vehicles do not need major brake changes, but for substantial tuning, strong braking is essential. On a Land Cruiser, braking setup is critical, and some models even come with factory carbon-ceramic systems. For example, the Audi RS6 often has impressive braking performance that remains strong even with heavy power.
Bodywork and interior
Interior refinements add visual appeal and tweak comfort to suit taste. Body kits are mostly aesthetic, though some components do deliver minor aerodynamic benefits. Carbon fiber bumpers, spoilers, fenders, and diffusers can shave weight and convey a performance look. For everyday drivers, this is a way to showcase a tuning budget rather than a strict performance edge.