Queen Creek's premier dyno and build facility. Performance isn't a pile of parts; it's a complete system, planned around your platform and proven on our in-house Dynojet.
Every upgrade below is a building block. Sort by what you're chasing, then see what it pairs with to build a complete, dialed-in combination.
Generic flash tunes guess; we measure. On our in-house Dynojet we dial volumetric efficiency, ignition timing, and air/fuel ratio to your exact combination, for power you can feel and drivability you can live with.
The camshaft is the engine's brain: the right grind relocates your torque curve and rewrites the powerband. We spec lift, duration, and lobe separation to your goal, then back it with the valvetrain and tune to survive it.
Boost is the fastest path to serious power, but it's a system, not a part. We install forced induction with the supporting fuel, cooling, and mandatory calibration so it makes big, repeatable numbers without punishing your engine.
Factory manifolds are a compromise built for quiet, not flow. Long-tube headers and a mandrel-bent system scavenge spent gases to free trapped horsepower and unlock the tone, then dialed in on the dyno so the gains are real.
A code reader tells you a light is on; it doesn't tell you why. We hunt the root cause with mechanical forensics and live data-logging so you fix the actual fault instead of throwing parts at it.
From a fresh rebuild to a full LS/LT or Coyote swap, we plan the whole combination as one system. Rotating assembly, valvetrain, fueling, and calibration engineered to hit your target and hold together.
Late-model Dodge and RAM PCMs ship locked from the factory, blocking any real tune. We unlock yours in-house so your Hemi can take a proper HP Tuners calibration.
Not local? We tune your combination from data. You log the car, we revise the calibration in HP Tuners, and you flash the update, refined until it's dialed.
When it doesn't come off a shelf, we build it. TIG-welded intercooler piping, one-off exhaust, brackets, and chassis work fabricated to fit your build and last.
Bolting on boost without a tune is a liability. We calibrate fuel, timing, and boost targets under load so your blower or turbo build makes safe, repeatable power instead of a grenade.
Bolt-ons and boost are only half the equation. Anything we install gets verified and dialed in on our in-house Dynojet with HP Tuners: air/fuel, timing, and knock measured under real load, not assumed. That's the difference between a number on a box and power that holds up on the street.
Start with a plan, not a parts list. Tell us your platform, your goal, and how you drive it, and we'll map the whole combination, usually breathing (headers/intake) and a tune first, then cam or boost, so every dollar builds toward the end target instead of fighting it. A short consultation saves you from buying twice.
Not every bolt-on, but anything that changes airflow or valve events does. A cam, headers, forced induction, or a bigger injector shifts your volumetric efficiency and fueling enough that the factory calibration is now wrong, leaving power on the table at best, and risking damage at worst. We'll tell you honestly when a tune is required versus optional.
Both. We work with brands we trust (Dynojet, HP Tuners, RideTech, Texas Speed) and can spec and source the whole package, or install and tune quality parts you supply. What we won't do is build around parts that will hold your combination back; if something won't play nice, we'll tell you before it goes on.
It depends on the scope and dyno time: a tune is a day, a full cam package or forced-induction install with calibration is a plan-to-leave-it job. We give you a realistic timeline when you book and keep you updated so you're never guessing where your car is in the queue.
Tell us your car and your goal. We'll map the whole build and quote your exact combination. APA Custom Shop, Queen Creek, AZ.