Ford · Lincoln
Unleashed Tuning × VanDeYacht Motorworks. Ford and Lincoln powertrain recalibration, written on PCMTec with full access to the factory PCM.
We work with the PCM, not against it. Drivability, the factory safety systems and drivetrain protection stay in place.
Tuning and parts
Over two decades of Ford tuning. Unleashed Tuning supplies the devices, power packages and parts for these platforms, and an existing Unleashed tune is where a car’s PCMTec recalibration can start.
unleashedtuning.comPCMTec recalibration
Powertrain recalibration for every platform on this site, each developed on multiple cars. VanDeYacht Motorworks also supports shops and individuals working in PCMTec.
Tuning supportA recalibration is not one file.
Base file
Usually ready in 5-7 business days, with instructions for what to log.Revisions
Send a log and a few notes on how the car drives. A revised file usually comes back in 3-5 business days.How many
Seven to ten rounds is normal, and some cars need more.No match. Send the year, model, engine, transmission and strategy code to customer support for a quote.
Search by model, engine or transmission.
Recalibrations
Every platform we recalibrate, with its price. Automatics cost more because the transmission is recalibrated too.
Not listed? Send the year, model, engine, transmission and strategy code to customer support for a quote.
Custom OS
An optional PCMTec operating system for your recalibration, ordered with it or added later for the same price.
Up to four maps, selected with the cruise control buttons.
Fully integrated into the factory cruise control system, with no aftermarket modules. Your file has launch control or antilag, whichever you choose.
The flex fuel map allows the PCM to dynamically adjust for ethanol blends. No need to reflash when switching fuels.
PCMTec’s Custom OS works through the instrument cluster and the cruise control buttons, for simple, on-the-fly control of advanced PCM features.
Showing the menu
Switching maps
Launch control or antilag
Your file can have one of the two. Launch control does not work from a roll, and antilag is less optimized for a launch.
Launch control
Antilag
Variable Launch RPM, optional
Choose your platform, then the configuration with Custom OS.
Process
A recalibration is not one file. It is a base file, then revisions made from logs of your car.
Once
The order form asks for your fuel, VIN and modifications. If you know them, it also asks for the strategy code, which device you have, and the serial number if it is an SCT X4. Placing the order opens your ticket.
Your first file arrives with any notes for the first drive.
Each round
Load the file with your SCT X4 or OBDX Pro FT and do a KAM reset.
Log a full throttle pull from about 60 to 100 mph, plus anything else you want looked at.
Send the log with a few simple notes on how the car drives.
We send back a revised file, with any notes for the next drive.
Rounds repeat until the car is right.
Step 03
Load the file with your SCT X4 or OBDX Pro FT and do a KAM reset, which clears the keep alive memory the PCM stores. Do one with every file and revision, then again whenever a problem with the car has been fixed or a related part has been changed.
SCT X4
Go to Special Functions, then KAM Reset, then follow the steps on the X4.OBDX Pro FT
Check the Reset Adaptives box in PCMTec’s Read/Write Vehicle Flash Toolbox when you load the file.After each KAM reset
Sport mode and AC
After a KAM reset, do each of these for the first time while stopped, cruising at a steady speed, or slowing down.
Keep your foot steady, or off the accelerator, for about 10 seconds before and after each one.
Relearning
The car does most of its relearning over the first 3-5 drives, but it should mostly drive right within the first 15-20 minutes or miles depending on modifications.Step 04
The main log each round is one full throttle pull, from about 60 to 100 mph.
The pull
Every time
Do the pull the same way every time, on the same road, in the same gear, from the same speed. Doing it the same way matters more than hitting the exact numbers.Anything else
If the car does anything else you want looked at, like a stumble or a rough shift, log that too. Make sure the log has a few seconds before and after it, then tell us about it in your notes.It is your responsibility to log in a safe manner and in a safe, legal place. If the road, weather or traffic is not right for a pull, wait for another time.
Step 05
Each car has its own ticket, with every file, log and message for it.
Save it first
Save the log before you load another file, so it does not get lost.How to send
Reply to any email about your ticket and attach the log, or upload it on your ticket page. Videos and large files need to go through the ticket page.Notes
With each log, add a few simple notes on how the car drives. If you run ethanol, include the percentage.Naming
Naming your logs is optional. If you name them, use the same style every time, for example “Rev 3 pull” for the pull on revision 3.Finding files
Sign in under Your tickets using the email you ordered with.Our process carries across all modern Fords, so multiple models are always in development. Each platform is also developed on more than one car, for the most performance and longevity.
New hardware means the recalibration has to be reworked, which is billed as new work. Revisions for parts bought from Unleashed Tuning are free.
Tools
Work out the ethanol content of a blend, or how much E85 to add to reach a target.
E85
Gas
Pump E85 varies. A tested number is the most accurate.
Your tank
At the pump
Pump E85 varies. A tested number is the most accurate.
| Fill to | Total fuel (gal) | E85 to add (gal) | Gas to add (gal) | Ethanol |
|---|
Customer support
Revisions and questions for a car running a UT × VM recalibration, and quotes for a car that is not listed. If the car already has a ticket, reply to any of its emails instead.
Ticket opened
A copy is on its way to your email. Reply to it to add anything else.
See every ticket, file and message. Sign in with the email you ordered or opened a ticket with.
View your ticketsFor shops and individuals working in PCMTec on their own files.
Start a requestReference
If your question is not here, open a ticket and ask.
The recalibration Custom OS Ordering and revisions Your account Changes and updates Legal & policy
Ford and Lincoln, on PCMTec. Every platform we have developed is listed with its price on the recalibrations page.
If yours is not there, send the year, model, engine, transmission and strategy code to customer support and we will tell you where it stands.
A recalibration is $400 on a manual and $600 on an automatic, because automatics include transmission recalibration. The GT500 with its DCT is $500.
Custom OS adds $600 on any platform.
Factory calibrations are designed for the widest range of drivers and conditions. Comfort, efficiency and long-term reliability in commuter use come first, so the engine and transmission strategies often lean toward higher slip, softened torque transitions and aggressive power reduction as charge temperatures rise. Those choices suit daily drivers, but they limit precision and consistency once you ask more of the vehicle.
We work with OEM-level access, recalibrating the engine, and the transmission on automatics, to perform with greater accuracy under higher loads while preserving the protections that keep your powertrain safe.
Transmission recalibration
Why smooth shifts aren’t always better →
Engine recalibration
What hot charge air costs an EcoBoost →
Our philosophy
Every recalibration we create is deliberate, precise and tailored. Safeties stay in place, consistency is preserved, and the vehicle simply works the way it should: sharper, stronger and more predictable. We don’t cut corners. We don’t copy files. We build them right from the start.
We start by reading out or converting your existing Unleashed tune, to keep the proven elements you already like. From there, we build on it with PCMTec’s full access, using extensive datalogging to tailor everything to your hardware, environment and driving goals.
Your recalibration is built for the fuel you tell us when you order. To switch between ethanol blends without reflashing, Custom OS adds flex fuel support.
The E85 calculator works out the ethanol content of a blend, or how much E85 to add to reach a target.
An optional operating system for your recalibration, controlled from the cruise control buttons and the cluster. It adds on-the-fly switchable maps, launch control or antilag, and flex fuel support.
No. A recalibration is complete without it. How Custom OS works →
Your file can have one of the two, whichever you choose. Launch control does not work from a roll, and antilag is less optimized for a launch. How to use each →
Yes, for the same $600, to any PCMTec recalibration from us.
The fuel, the VIN and the powertrain modifications. If you have them, also the strategy code, your device and, for an SCT X4, its serial. The order form asks for all of it.
SCT X4 and OBDX Pro FT. Files arrive as a download and you load them with the device, so the car never needs to come to us.
An OBDX Pro FT can be used on any number of cars. An SCT X4 stays locked to the car it flashes.
Your order opens a ticket under your email, and an email confirms it. The base file comes next, with instructions for what to log, and revised files follow from your logs until the car is right. The whole process →
The base file usually takes 5-7 business days, and each revision 3-5. Messages are usually answered within 3 business days.
As many as the car needs on its current hardware. Seven to ten rounds is normal, and some cars need more.
Load each file with your device, do a KAM reset, drive the car, record a log as the instructions describe, and send it back with a few notes on how the car drives. How each round works →
To send a log, reply to any email about your ticket with the log attached, or upload it on your ticket page. Videos and large files go through the ticket page.
Your account is the email you ordered or wrote to us with. Sign in at Your account with that email and your password, or have a sign-in link emailed to you.
The first time, use the emailed link and agree to the site terms. Then set a password on your account page. Check Remember me to stay signed in on your own device.
Use Forgot password on the sign-in page. A link to set a new one goes to your email and works once, within 30 minutes. Setting a new password signs out every other device.
In Your account. Every file sent to you, and every file you sent, is listed there with your orders and vehicles, and each one is also on its ticket with the messages around it.
Your password is never stored, only a protected fingerprint of it, and a password found in a known data breach is refused. After a few wrong tries, signing in with a password pauses for 15 minutes. If you ever signed in on a device that is not yours, use Sign out on every device on your account page.
The recalibration is reworked for the new hardware as new work, because the file was built for the car as it was.
Revisions for parts bought from Unleashed Tuning are free.
Unleashed Tuning sells tuning devices, power packages, intake, exhaust, fuel and cooling parts for the platforms we recalibrate.
No. Each recalibration is written for one car, so a second car needs its own.
If a dealer update stops the recalibration from working, it can be transferred to the updated PCM for a fee that is less than a new recalibration. Some cases are able to be transferred without the fee. Open a ticket to arrange it.
Yes. We can provide a factory file on request through customer support.
We do not tune any vehicle with emissions equipment removed, and we do not provide recalibrations that disable, bypass, or interfere with emissions control systems. We also do not sell tuning devices or recalibrations for vehicles registered in California.
Beyond that, you are responsible for making sure the configuration you order, and the way you use the vehicle, comply with the rules that apply to you.
A manufacturer or dealer may decline a warranty claim on a recalibrated vehicle. Whether any particular claim is accepted is between you and them, and it is outside our control. We make no promise about how a dealer will treat your vehicle, and we do not reimburse claims that are declined.
We do not charge sales tax outside of Wisconsin.
Depending on where you live, your state or country may have its own tax rules for purchases like this. Your local tax authority can tell you what, if anything, applies.
All sales are final, because each recalibration is custom work for one car. The revisions needed to get it right are part of the order, so if something is off, raise it on your ticket.
Full detail is in the refund policy.
Notes
Intercoolers, spark plugs and transmission shifts, worked through with the physics shown and the sources listed.
Technical note
A smooth automatic shift stretches out the time a clutch spends slipping. Slip turns energy that would otherwise reach the wheels into heat in the clutch and the fluid, so a shorter, firmer shift, with engine torque briefly reduced, puts less heat into both.
Jake VanDeYachtFirst published August 2025Revised September 2026
People often describe a great automatic transmission as smooth, with gear changes that are barely noticeable. That is often what manufacturers aim for, and it comes at a cost. If the goal is power handling, longevity or track response, a soft shift works against it.
In most modern automatics, each gear is selected by applying a combination of clutch packs, stacks of friction plates and steel plates that a hydraulic piston squeezes together. Most shifts are clutch-to-clutch: one clutch, the offgoing, releases while another, the oncoming, applies. A dual clutch transmission shifts the same way, handing torque from one clutch to the other.
Some automatics use a one-way clutch for certain shifts instead, often in first gear. A one-way clutch locks in one direction and freewheels in the other, so it holds in first and lets go on its own as the clutch for second applies. Only that one clutch has to be controlled.
An upshift happens in two phases. In the torque phase, the oncoming clutch takes over the load while the offgoing clutch lets go, and the gear ratio has not changed yet. In the inertia phase, the oncoming clutch slips while engine speed falls to match the new gear, and the shift ends when that clutch locks.
The handoff comes down to timing. If the two clutches overlap too much, both hold at once and fight each other through the gears, which is called tie-up. If they overlap too little, engine speed flares up for a moment before the oncoming clutch takes hold.
A factory calibration built for comfort deliberately overlaps the two. The offgoing clutch drags a little longer, the oncoming clutch applies a little slower, and the handoff is spread over a longer window. That is what makes the shift feel seamless.
A clutch makes heat whenever it carries torque while its two sides turn at different speeds. That difference is its slip speed, and the energy it turns into heat is the torque it carries multiplied by the slip speed, added up over the time it slips.
In an upshift, the oncoming clutch slips from the moment it starts to take load. It slips at the full speed difference through the torque phase, then its slip falls to zero through the inertia phase. A longer handoff and a longer speed change both add heat.
The inertia phase can be worked through. Treat the rotating parts ahead of the clutch as one mass, and assume both torques hold steady and the car’s speed barely changes in the fraction of a second the shift takes. The heat then comes to:
The equation has two parts. The first, ½ I Δω02, is the least heat the speed change can make while the engine is still driving the clutch, set by how hard the parts are to slow down and how much their speed has to change. It grows with the square of that speed change, which is larger the higher the engine speed at the shift.
The second part, Tc ÷ ( Tc − Tin ), multiplies that least heat because the clutch is carrying engine torque at the same time. The clutch has to carry more torque than arrives from the engine, or the engine never slows to the new speed. The closer the two are, the larger the multiplier, the longer the slip and the more heat it makes.
That heat works on the clutch and the fluid in three ways.
A long, soft shift trades clutch and fluid life for refinement, and none of the energy turned into heat reaches the wheels.
The inertia is fixed by the hardware, and the speed change by the gear ratios and the engine speed at the shift. For a given shift, that leaves two things to work with in the speed change: more clutch torque, or less engine torque coming in while the clutch slips. A shorter handoff before it cuts heat as well.
A transmission asked to hold more torque, or to survive track use, needs a shorter slip and less heat. A performance recalibration often does the opposite of a factory calibration built for daily driving:
More pressure means more clutch torque. How much a clutch pack can hold is:
A recalibration can change only the clamping force, through pressure. Everything else comes from the hardware and the fluid, and so does the most pressure the pump and valve body can deliver.
Less engine torque coming in is the other way. Here is the same shift with the clutch torque held at 1.5 times full engine torque:
| Engine torque into the clutch | Heat, times the least | Slip time |
|---|---|---|
| Full | 3.0 | 100% |
| Half | 1.5 | 50% |
| A quarter | 1.2 | 40% |
In this example, halving the engine torque halves both the heat and the slip time, without any more clutch torque.
That is why disabling torque management is not the fastest way to firm up a shift. Torque management is the PCM and TCM, the engine and transmission computers, briefly trimming engine torque during a shift through spark timing and airflow. In stock form it is gentle, so the clutches do not shock the driveline. With no torque reduction at all, the clutch has to slow the engine while carrying full engine torque, the top row of the table. The key is to reshape torque management, so torque is cut briefly, the clutch locks quickly and cleanly, and then full power returns.
A performance recalibration can go further than stock, not by removing less torque but by removing more for a much shorter window. The speed change then takes less time and makes less heat without the clutch having to clamp harder, and the shift stays mechanically safe when pressures and timings are set correctly.
A quick shift done properly feels nothing like a harsh bang shift. It is firm and decisive without shocking the drivetrain, and it comes from coordinating:
The aim is enough pressure and speed to keep heat down, without torque spikes that fatigue shafts, gears and differentials. Done well, the transmission runs cooler, the clutch packs stay healthy, and with more clamping force they hold more torque.
Technical note
Compressing air heats it, and hot charge air costs a turbocharged engine boost, timing and eventually power. An intercooler is judged by how close to the outside air temperature it brings that air, which is called its effectiveness.
Jake VanDeYachtFirst published August 2025Revised September 2026
A turbocharger’s compressor squeezes outside air to raise its pressure, and that added pressure is boost. Compressing air takes work, and the work ends up as heat in the air. The temperature coming out of the compressor can be estimated from how much it raises the pressure and how efficient it is:
With 80°F outside air at sea level and a compressor at 70% efficiency, that gives:
| Boost | Pressure ratio | Out of the compressor |
|---|---|---|
| 10 psi | 1.68 | 205°F |
| 15 psi | 2.02 | 250°F |
| 20 psi | 2.36 | 295°F |
| 25 psi | 2.70 | 335°F |
| 30 psi | 3.04 | 370°F |
These are estimates. Real efficiency changes with how hard the compressor is working, and any restriction in the intake ahead of it, or pressure lost in the intercooler after it, raises the pressure ratio needed for the same boost. The scale holds either way: at 20 psi the air leaves the compressor near 300°F, and more boost makes it hotter still.
Hot charge air, the compressed air on its way to the cylinders, is less dense at the same pressure, so each cylinder takes in less oxygen. It also raises the chance of knock, where the last of the fuel and air ignites on its own before the flame reaches it. The PCM detects knock with knock sensors and answers it by pulling timing, firing the spark later.
A common rule of thumb puts the cost at about 1% of power for every 10°F rise in intake air temperature. That is close to the temperature term in SAE J1349, the standard for correcting dyno results to standard air conditions. It adjusts a dyno reading for the air on the day of the test, and it does not model a turbocharged engine that controls its own boost.
The EcoBoost PCM works to a torque target. As charge air gets hotter and less dense, the turbo has to work harder to reach that target, and the PCM pulls timing and torque as temperatures climb. Heat is paid for in extra boost, turbine speed and timing, and power at the wheels falls once the turbo cannot supply the extra air, or the timing pulled costs more than the extra air returns.
An intercooler is a heat exchanger that takes heat out of the charge air before it reaches the cylinders. Its effectiveness is the share of the possible temperature drop it achieves, where the most it could do is bring the air all the way down to ambient, the outside air temperature.
Take air leaving the compressor at 335°F on an 80°F day. A core with an effectiveness of 0.6 delivers it at about 180°F. A core at 0.9 delivers it at about 105°F, about 25°F above ambient.
Effectiveness is not fixed. It falls as more charge air flows through the core, when less outside air crosses it, and as the core heat soaks, warming up over repeated pulls until it has less capacity left to take heat out.
Most Ford EcoBoost engines, including those in the F-150 and the Mustang, use an air-to-air intercooler from the factory.
A factory intercooler is sized for the engine’s factory output. A performance recalibration usually raises boost and airflow, so more heat goes into the same core and its effectiveness falls. On recalibrated EcoBoosts with stock cores, charge air often reaches 140-180°F or more within a few seconds of boost. The PCM then pulls timing and torque, and power at the wheels drops. Drivers often describe it as “it hits hard, then fades.”
Once a core has heat soaked, it no longer brings the air back near ambient, and the temperature going into the engine climbs toward the temperature coming out of the compressor.
Every intercooler costs some boost pressure as air passes through it, which is its pressure drop. How much depends on the design of the core and its end tanks, the chambers at each end that spread the air across the core and collect it again, and on the flow through it. Size alone does not decide it, so a well designed larger core can cool much better without costing much more pressure.
For a recalibrated EcoBoost that sees repeated boost, an intercooler is one of the smartest upgrades for reliability and consistent power. On a lightly modified car whose charge air already stays close to ambient, a larger core has little cooling left to add, and any added pressure drop can cost more than it gives back.
Technical note
NGK’s charts show the Ruthenium HX burning more consistently from one combustion cycle to the next, and growing its first flame faster than the plugs it was compared with. A faster early burn moves best-torque timing later, so best torque comes with less spark advance.
Jake VanDeYachtFirst published March 2025Revised September 2026
Boost makes the mixture in the cylinder denser, and a denser mixture takes more voltage to jump the spark plug gap. That is why EcoBoost engines, particularly under high boost, place high demands on the ignition system, and why the NGK Ruthenium HX is a plug worth evaluating for them.
The electrodes are the metal tips the spark jumps between, and NGK makes the Ruthenium HX in two electrode designs. PSPE, a projected square platinum electrode, is the one NGK recommends for turbocharged and supercharged engines. DFE, a double fine electrode, is recommended for engines without a turbo.
NGK’s own charts show two tests of the Ruthenium HX, one of combustion stability and one of flame kernel growth. Each shows something useful, and each leaves something out.
The combustion pressure test charts the pressure in the cylinder as a band, for the Ruthenium HX and for a plug NGK labels conventional. NGK marks the Ruthenium HX band as little dispersion and the conventional plug’s as more, and the conventional band is wider at the peak.
A narrower band means less variation from one cycle to the next. Engineers measure it as the coefficient of variation of IMEP, where IMEP, the indicated mean effective pressure, is the work each cycle does on the piston expressed as an average pressure. It matters because ignition timing has to be safe for the fastest-burning cycles, which are the ones most likely to knock. The less the cycles vary, the closer timing can sit to its best on average, and the more even the torque.
NGK gives no engine, speed or load for this test. Both plugs peak near 4,000 kPa, about 580 psi, far below the peak pressure a boosted direct injection engine reaches at full load. The chart shows how consistent each plug was at that test point, not how either behaves at wide open throttle on boost.
The spark starts a small ball of flame, the flame kernel, which grows into the flame that burns the rest of the mixture. NGK’s photos show the kernel at ignition and at 1, 2 and 3 milliseconds after it, for the Ruthenium HX, an iridium plug and a nickel plug.
At 2 milliseconds the Ruthenium HX kernel is about the size the iridium and nickel kernels reach at 3 milliseconds. A millisecond matters here: at 3,000 rpm the crankshaft turns 18 degrees in one. A flame that grows faster in its first milliseconds brings peak cylinder pressure sooner after the spark.
The comparison changes the electrode design as well as the tip material, so the photos show the plug as a whole. They do not separate how much of the difference comes from ruthenium.
Spark timing is how far before top dead center the plug fires, measured in degrees of crankshaft rotation. Best-torque timing, MBT, is the timing that puts peak pressure where the piston turns it into the most torque. When the burn starts faster, peak pressure arrives sooner, so MBT moves later and less spark advance is needed to reach it.
This matches what I have seen in logs. Final timing often reads slightly later with the Ruthenium HX, while torque output and peak achievable air load, the air each cylinder can take in, hold steady or improve. The later timing is not a sign of knock or lost efficiency. It reflects the faster burn and the pressure curve moving with it.
Which effect matters more depends on the fuel. On gasoline at high boost, timing is usually limited by knock rather than set at MBT, so the steadier combustion matters most. Ethanol blends resist knock well enough that timing can often reach MBT, so there the later MBT matters most. Either way, the differences are small.
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Legal
Effective date: September 19, 2026
These terms cover your use of www.UTxVM.com, your account, and anything you buy from Unleashed Tuning × VanDeYacht Motorworks. By using the site, signing in to your account, placing an order, or installing a file we supply, you agree to them.
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We provide powertrain recalibration services, informational content, and digital products. A recalibration is custom work made for one specific vehicle, based on the information you give us and the data you send back during revisions. It isn't a physical good or a stock item.
Every recalibration is written for the vehicle you describe, so a good result depends on a few things from you:
We work from what you tell us. We can't inspect your vehicle, so we don't verify its condition, its hardware, or the details you report.
Any change to a vehicle's powertrain carries some risk. Engines, transmissions, and driveline parts can fail, and a modified vehicle can behave differently from a stock one. Mechanical condition, fuel quality, maintenance, hardware, driving style, and use all play a part, and those are outside our control.
By ordering, you accept that risk. The decision to modify your vehicle, and how it is driven afterwards, are yours.
We don't tune any vehicle with emissions equipment removed, and we don't provide recalibrations that disable, bypass, or interfere with emissions control systems. We also don't sell tuning devices or recalibrations for vehicles registered in California.
It's up to you to make sure the configuration you order, and the way you use your vehicle, meet the laws that apply to you. That includes federal, state, and local rules, emissions and inspection requirements, and the rules of any sanctioning body you compete under. If you're unsure whether a configuration suits your vehicle or how you use it, ask us before ordering.
A manufacturer or dealer may decline a warranty claim on a recalibrated vehicle. How they handle a claim is between you and them and outside our control, so we can't say how your vehicle will be treated, and we don't reimburse declined claims.
Each recalibration is custom work for one vehicle, so all sales are final. Once work has begun or a file has been delivered, we can't offer refunds, returns, cancellations, or exchanges.
Your order includes the recalibration and the revisions needed to finish it, worked through with you while the vehicle matches what you told us. If something isn't right, the fix is a revision, and revisions are included. If we made an error, we'll correct it. Anything beyond that, such as a refund or credit, is at our discretion and isn't an admission of fault or liability.
If the hardware changes and we aren't told, work on the file pauses. A changed vehicle starts again from a new baseline as new work.
If there's a problem, please come to us first. While a chargeback or payment dispute is open, support and revisions on that vehicle may be paused.
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To the extent the law allows, a claim is brought by you individually, and not as part of a class or representative action.
Any claim relating to these terms, or to a product or service we provide, needs to be brought within one year of when it arises. After that it can no longer be brought, unless the law requires a longer period.
These terms are governed by the laws of the State of Wisconsin, without regard to its conflict of law rules. Any dispute relating to these terms, or to a product or service we provide, will be handled only in the state courts in Brown County, Wisconsin, or the federal court for the Eastern District of Wisconsin, and you agree to their jurisdiction.
If any part of these terms can't be enforced, it will be adjusted as little as needed to make it enforceable, or removed if it can't be, and the rest still applies. If we don't enforce a provision, that doesn't mean we've given it up.
These terms, with the Refund Policy and the Privacy Policy, are the whole agreement between you and us about the site and any product or service we provide, and they replace any earlier understanding on the same subject. We may pass these terms to a business that takes over the service. You may not pass them to anyone else without our written agreement.
We may update these terms from time to time. A new version is posted here with its effective date, and you'll be asked to agree to it the next time you sign in to your account. The version in effect when you place an order applies to that order. Continuing to use the site means you accept the updated terms.
If anything here is unclear, email info@UTxVM.com and ask before you order.
Legal
Effective date: September 19, 2026
This policy describes what Unleashed Tuning × VanDeYacht Motorworks (www.UTxVM.com) collects, why, and where it goes. It is written to match how the site works.
This site also counts visits with Cloudflare Web Analytics. Neither it nor the counter sets a cookie or follows you to other sites. The site runs no advertising pixels and no tracking cookies. What the counter records is not sold and not used for advertising. The sign-in cookie only keeps you signed in. We do not run remarketing. Fonts are loaded from Google Fonts, which receives your IP address in order to serve them. The Shopify checkout sets the cookies it needs to complete an order.
We do not send marketing email.
We do not sell or rent personal information, and we do not share it with anyone else except where the law requires it.
A ticket is the record of the vehicle. It is kept for as long as the vehicle is supported, because each revision is built on what came before it. Order records are kept for as long as tax and accounting law requires.
Email info@UTxVM.com to see what we hold about you, to correct it, or to ask for it to be deleted. Deleting a ticket ends support on that vehicle, since the recalibration history goes with it.
The site is served over HTTPS only. A ticket opens only with its own access link, or when you're signed in to your account with a link sent to your email. No method of storage is perfectly secure, and we do not promise otherwise.
We may update this policy from time to time. Changes are posted here with a revised effective date.
Questions about this policy go to info@UTxVM.com.
Legal
Effective date: September 3, 2026
All sales are final. We do not offer refunds, returns, cancellations or exchanges, except for the duplicate and mistaken orders described below.
A recalibration is custom work produced for one specific vehicle, using the information you supply and the data you return during revisions. It is not a physical good and it cannot be returned, restocked, or resold. Work begins when the order is received, and the file is delivered digitally.
An order includes the recalibration and the revisions needed to finish it. A recalibration is not one file. It is a base file and the rounds that follow it, included for as long as the vehicle matches what you declared.
If something is not right, the remedy is a revision, which is already paid for. Raise it on the ticket for the vehicle.
Where we determine that we made an error, we will correct it. Any remedy beyond a corrected file, including any refund or credit, is offered at our sole discretion, case by case, and is not an admission of fault or liability.
If you order the wrong platform or order twice by mistake, tell us on the order's ticket as soon as you notice. Work begins when an order is received, so the sooner we hear, the simpler it is. As long as no file has been delivered for it, we will move the order to the right platform or cancel the duplicate.
If something is wrong, raise it with us first. Every order carries a ticket, and a ticket is the fastest route to a fix. If you start a chargeback or payment dispute instead, we may suspend support and revisions on the affected vehicle while the dispute is open.
This policy sits alongside our Terms and Conditions, including the disclaimer of warranties and the limitation of liability, which apply to every order.
Questions about this policy go to info@UTxVM.com.