Everything customers actually ask about LOA HEX.

For ECUs in our validated library — which covers the majority of modern UK petrol and diesel cars — files auto-deliver from 5 minutes, typically under that. The bot identifies the file, picks the right calibration, builds the tune, runs a checksum, and posts the result to your dashboard. No human in the loop.

Brand-new tunes — ECUs we haven't seen before, or one-offs that need a tuner to look at them — are built by hand, usually under 30 minutes during workshop hours and longer outside them. You'll get an email the moment the file is ready.

Most files auto-deliver from our library in under 5 minutes — sometimes seconds. If your ECU is brand-new to us, it goes to our tuner for a hand-build, usually under 30 minutes during workshop hours. You'll see the status live on your dashboard either way. The optional £15 priority bump only matters for hand-built tunes — auto-delivered files have no queue to skip.

That file gets routed to a real tuner in the workshop rather than the bot. We treat unknown ECUs as a tech handoff: the file is reviewed, the calibration is built by hand, and once it's proven we add the recipe to the library so the next customer on that ECU gets the auto-deliver path (from 5 minutes) automatically.

In other words: the first person on a new ECU pays in time, not money. Everyone after them is fast.

Not at the moment. LOA HEX is a tuning service — you upload a stock or already-modified file, we build the calibration. We don't operate as a support desk for files that were tuned elsewhere because we can't vouch for what's already in them. If you want a fresh tune on top of stock, we can absolutely do that.

Yes. The flasher you use to read and write the ECU is your tool — we work on the file. As long as you can produce a clean read in one of the standard binary formats and write the tuned file back with the same kit, you're fine. Bring whatever you've got on the bench.

Modern petrol and diesel passenger vehicles, including ECU and TCU calibrations across most major manufacturers represented on UK roads. Hot hatches, family diesels, German performance saloons, Japanese turbo cars, common LCVs — that's the bread and butter.

We don't currently cover agricultural, marine, or heavy-plant ECUs. Bikes are case-by-case — talk to us before subscribing if that's your main use case.

Stage 1 (software only, stock hardware) is on every plan. Stage 2 (software paired with hardware mods like a downpipe or intercooler upgrade) is on Pro and above. Stage 3 and bespoke builds — bigger turbos, fuelling changes, ethanol blends — are tech handoffs and we'll need to know what hardware is on the car.

We won't push a stage your hardware isn't ready for. If a file looks like it's asking for a calibration that the engine can't safely run, we say so before we send it back.

We can build files that do all of these. We will, however, ask you to confirm what the vehicle is being used for and whether it's road-going in a jurisdiction where the modification is legal. Off-road, motorsport, and export use are common legitimate reasons.

Removing emissions equipment from a road-going vehicle in the UK is generally not legal and may cause an MOT failure. See the legal section below.

Software tuning by itself is legal. What can become illegal is the use of certain modifications on public roads — particularly anything that defeats emissions equipment (DPF, EGR, AdBlue) on a vehicle being used on a UK road. You're responsible for ensuring the tune you ask for is legal for how you're going to use the car. We won't decide that for you, and we won't knowingly help you break the law.

A normal Stage 1 software tune that doesn't touch emissions equipment will not, on its own, cause an MOT failure. A file that removes DPF, EGR, or AdBlue function will likely fail the emissions test on a modern diesel. If MOT compliance matters, tell us before we build the file and we'll keep the calibration within passing limits.

Yes. UK insurers treat ECU modifications as a declarable change and not telling them can void your policy. Most will continue to insure a tuned car, sometimes with an adjusted premium. It's a five-minute phone call and it protects you.

A manufacturer is generally entitled to refuse a warranty claim on components affected by a tune (typically driveline, turbo, injectors, clutch). They cannot void the entire warranty for an unrelated fault, but in practice many dealers will try. If the car is under warranty, think carefully and consider waiting.

A properly built calibration on healthy hardware will not damage the engine. Our library calibrations are validated on real cars before they go out, and tech-handoff files are built by a tuner who has been doing this for a long time.

The risks are: tuning a car that already has a mechanical fault, pushing a stage the hardware isn't ready for, or flashing badly. We screen for the first two. The third is on the person operating the flasher.

We stand behind the file we build. If a calibration we delivered is at fault, we will work with you to fix it, including rebuilding the file or reverting to stock at no extra cost.

We can't be liable for hardware damage caused by mis-flashing, for tuning a car that had a pre-existing fault we weren't told about, or for use of the vehicle in a way that breaks the law. Full terms are in the terms of service.

Every new account gets one tuned file on us, no card needed. Upload your ECU, pick a stage, we'll send the tuned version back. After that, pick a subscription tier if you want to keep going.

Plans run on 30-day rolling cycles. You pick a tier — Starter, Pro, or Unlimited — and your file allowance and feature set is included. There are no per-file charges on top, and no portal fees. You can switch tier at any time and the change takes effect on the next cycle.

Unlimited subscribers' files go to the front of the tech-handoff queue when one is needed. Auto-deliver files already skip the queue entirely (there isn't one), so the priority jump matters most when our tuner needs to look at a one-off — your file moves ahead of the standard queue.

Yes, from your settings page in one click. Cancellation stops the next renewal — your remaining files in the current cycle stay valid until the period ends. No phone calls, no retention scripts, no questions.

If we deliver a file and it's wrong because of something we did, we fix it for free or refund the cycle. If you change your mind inside the first seven days of a fresh subscription and you haven't used any files, we'll refund the period in full. After that, you can cancel and the cycle simply runs to the end.

Yes, for established workshops doing volume. Pricing is negotiated case-by-case so we can match it to how you actually work. A self-service trade portal is on the roadmap. For now, get in touch via the contact link and we'll set it up by hand.

From the dashboard, drag and drop your bin onto the upload panel. The system detects the ECU automatically, flags any modifications already on the file, and either auto-delivers (if it's a library match) or routes to a tuner (if it's a one-off). Upload is the only click required.

Files live on UK-hosted infrastructure that we run. Transport is HTTPS end-to-end. Storage is access-controlled and audited. Files are not shared with any third-party portal — that is the whole reason LOA HEX exists. Deletion of your account removes your files within a documented retention window.

We retain the original upload and the tuned file in your dashboard so you can re-download either of them later if you need to. We may sample anonymised calibration data from tuned files to improve the library — never customer- identifying information, and never shared externally.

You can request deletion of any file from your account at any time. Full detail is in the privacy policy.

Your active subscription is cancelled and your files are scheduled for deletion. We hold the data for a short retention window in case you change your mind, then it's removed from our systems. You can ask for immediate deletion if you'd rather skip the retention window.

Yes — as long as your account is open, every file you've ever had through LOA HEX is in your dashboard, downloadable on demand. Re-flashing a customer's car after a battery disconnect or an ECU swap is a one-click job, not a re-tune.

Auto-deliver means the ECU has been tuned and validated by us before, the calibration is in the library, and the bot can build the file without a human. That's the auto-deliver path — typically under 5 minutes.

Tech handoff means something about the file is unusual enough that a tuner needs to look — unknown calibration, modifications we haven't seen on that ECU, conflicting flags. The file lands with our tuner, gets built by hand, and gets returned with a note on what was changed.

Library calibrations marked dyno-tested have been validated on a real car in the workshop, on the rolling road, before being added. Not every ECU we cover has a car sat in the bay available for testing — those entries are clearly marked as bench-validated rather than dyno-tested.

Tech-handoff deliveries come with a short note describing the calibration changes — torque limit, boost target, injection timing area, that kind of thing. Auto-deliver files reference the library entry used so you can see which calibration was applied. We don't currently expose a full diff of every map, but we will tell you what changed at a level a tuner can use.

Yes, that's exactly what tech handoff is for. Tell us about the hardware — turbo, injectors, intercooler, fuel, exhaust — and our tuner will build a calibration around your build rather than a generic stage. Bigger builds may need a dyno session at the workshop to fully optimise; we can arrange that too.

Yes — that's the trade use case and it's the model we built this platform for in the first place. Trade pricing and a self-service flow for resellers is being set up. Contact us directly to get onboarded so we can match the pricing to your volume.