IE Performance ECU & TCU Tunes for B9 3.0T | Flashing NOW!

[Tyler@IE]

The IE engine & transmission calibrations for the turbocharged Audi S4, S5, & SQ5 (B9) are now available! Add instant power with up to 505HP and 585 FT-LBS of torque depending on octane. Completely transform your car in minutes from your own driveway with E85 support, raised RPM limits, optimized boost control, less turbo lag, smooth power delivery, adjustable launch control, and many more platform-first features! Get IE Tuned today!

Leading ECU Features:

• Horsepower & torque gains maximized
• 91, 93, E40, & E85 octanes available
• (95, 98, RON E40, & E85)
• Full E85 for maximum top-end power
• E40 road course blend for mid-range power
• Recalibrated factory boost gauge
• Neutral/park rev limit raised to 6500 RPM
• Includes Brake Boosting for roll racing
• Annoying auto-start/stop defaults to off
• More aggressive crackles (Stage 2)
• Crackles only work in Dynamic mode (Stage 2)
• Crackles enabled for free-revving
• VE tuned for a smooth power curve
• Dependable throttle feedback
• Boost control modeled for crisp power delivery
• Optimized EGT for safe fuel ratios
• Eliminated/minimized turbocharger surge
• Reduced turbocharger lag
• Road speed limiters removed

Learn more about IE B9 3.0T ECU Tunes HERE

Leading TCU Features:

• Enables launch control in all manual modes
• User-adjustable launch control
• Lightning-fast shift speed
• Enables 6500 RPM limit in all gears
• Increases torque limits
• Refined drive for the automotive enthusiast
• Reduces time for double-downshifting gears
• Line pressure increased to prevent trans slip

Learn more about IE B9 3.0T TCU Tunes HERE

POWER RESULTS:

• Stock (advertised): 349HP & 369TQ
• Stock (IE measured): 346HP & 412TQ
• IE Stage 1/2 91 Octane: 433 & 432TQ
• IE Stage 1/2 93 Octane: 466HP & 548TQ
• IE Stage 1/2 E40 Octane: 484HP & 603TQ
• IE Stage 1/2 E85 Octane: 505HP & 585TQ

FULL E85 DRAG FUEL
IE calibrators spent many months developing and testing ethanol blends on the B9 3.0T engines in many climates and elevations. Results were consistent that full E85 runs very close to or beyond the limit of the factory direct injection (DI) fuel system in the mid-range but allows for more power up top. IE's E85 calibration keeps mid-range power in check to avoid lean conditions, misfires, and power loss then ramps it up top for amazingly fast and consistent track times in a drag racing scenario. E85 is also great for easy fill-ups at the pump for daily driving without mixing blends.

E40 TRACK FUEL
E40 Race Blend is an ethanol mix of E85 with regular pump 91/93 fuel creating a lower ethanol content fuel. E40 offers the optimal ethanol content for the factory DI fuel system in the mid-range of the power band. The lower content ethanol allows this file to create the maximum power output from 3000RPM-4000RPM, perfect for road course and track racing. E40 will also result in a faster feeling car in most street-driving situations. An ethanol content sensor kit is highly recommended when running ethanol blends.

BRAKE BOOST
Commonly used in roll racing, Brake Boosting allows you to build extra boost by applying brake pressure while accelerating. Release the brake pressure for a "rolling launch" or extra surge of power. Brake Boost is included on all tune stages.

DYNAMIC OVERRUN
The stock calibration features a very mild overrun/crackle when you decelerate from higher RPM, but is very hard to hear with factor downpipe/exhaust. The IE Stage 2 files turn up the aggressiveness of this overrun and enable crackles on free-revving in neutral or park. Not only will your car drive faster, but it will also sound faster too guaranteed to put a smile on your face.

TCU TUNE OR PATCH REQUIRED
Once tuned, massive horsepower and torque gains are seen throughout the entire powerband that exceeds the torque limitations of the stock transmission tune and limits power output. To solve this, a matching transmission TCU Patch (included) or TCU Tune (sold separately) is required.

TRUE TCU TUNE
Is complete AL552 ZF8 Tune is a fully rounded performance calibration for your automatic transmission that not only raises the torque limits for ECU tunes, but also delivers faster shifts, optimized shift points, multiple launch control modes, and enthusiast drive mapping. When paired with an ECU tune, acceleration and launch times will greatly improve transforming every driving aspect of your B9 3.0T into a well-rounded turbocharged monster.

VARIABLE LAUNCH CONTROL
The IE ZF8 AL552 TCU Tune includes a variable launch control to deliver chest-pounding launches from a stop. 3 different launch RPMs (street, aggressive, or race) are included to dial in the fastest launch for your vehicle and tire setup. With the optimized launch mode set in your TCU, you can launch to the moon knowing your tires will put down the maximum power needed for the fastest launch.


IE B9 3.0T Staged ECU and TCU Tunes are packed with performance and safety features, check out our full description page for more!

[Tyler@IE]

First Time Drag Results:
We were able to take our development B9 S4 down to the Oregon Woodburn Dragstrip last weekend for strip testing with some fantastic results!

Car: 2019 B9 S4 3.0T
ECU Tune: IE Stage 2 E85
TCU Tune: IE AL552 ZF8
Tire: Hoosier DR2
Weight loss: Removed seats, driver racing seat, lightweight battery
DA: +672 Feet

1/4 ET: 11.362
MPH: 120.4
60': 1.6
330': 4.69
1/8 ET: 7.25
1/8MPH: 96.45

[Paintedblack]

I am curious about a couple things.

1. How do you switch between fuel maps? Is there a quick switch or does it require a reflash?

2. How do you change launch settings? And what are the rpms for each of the 3 settings?

[Tyler@IE]

I am curious about a couple things.

1. How do you switch between fuel maps? Is there a quick switch or does it require a reflash?

2. How do you change launch settings? And what are the rpms for each of the 3 settings?

Good questions!

1. Yes, you will have to flash between octanes. Once the initial tune is loaded (takes about 20 minutes), switching between octanes is a fast flash of about 5 or so minutes.

2. The launch control is not set to a certain RPM on ZF8 tunes as we do on DSG tunes. Instead, these launch at a certain boost based on torque. Each level of aggressiveness on our TCU Tune (Street, Aggressive, Race, Slicks Only) aims for a higher torque load to make that boost -this launches way harder than building boost off a set RPM. These launch just as quick as a 2 step LC would, and is way easier on the torque converter doing so. The RPM will vary to reach the torque load based on elemental conditions (temperature, elevation, altitude density, etc).

[Paintedblack]

Good questions!

1. Yes, you will have to flash between octanes. Once the initial tune is loaded (takes about 20 minutes), switching between octanes is a fast flash of about 5 or so minutes.

2. The launch control is not set to a certain RPM on ZF8 tunes as we do on DSG tunes. Instead, these launch at a certain boost based on torque. Each level of aggressiveness on our TCU Tune (Street, Aggressive, Race, Slicks Only) aims for a higher torque load to make that boost -this launches way harder than building boost off a set RPM. These launch just as quick as a 2 step LC would, and is way easier on the torque converter doing so. The RPM will vary to reach the torque load based on elemental conditions (temperature, elevation, altitude density, etc).

OK Cool. Thanks for the answers. And how do you switch between Street, Aggressive, Race, Slicks Only settings?

[Tyler@IE]

OK Cool. Thanks for the answers. And how do you switch between Street, Aggressive, Race, Slicks Only settings?

Similar to changing octanes. On our Flash Wizard Software, there is a drop-down under the ZF8 Tune with the launch options -choose the one you want. Ideally, you wouldn't be changing that often. Best practice is to start with the lowest launch and work your way up, you want the most aggressive launch without spinning the tires too much for the fastest times. That's going to come down to vehicle weight, tires, elemental conditions, etc... Find the one that works the best for you and send it!

[sbruno624]

I am curious about a couple things.

1. How do you switch between fuel maps? Is there a quick switch or does it require a reflash?

2. How do you change launch settings? And what are the rpms for each of the 3 settings?

The ones I’ve seen use the kickdown switch when the car is ACC but not ON, hit the brake, press the pedal down to the switch and the tach moves to each number of the map.

The launch control I’m unsure, but the RPMS were on the website, 2.5,3,3.5 I think it said.

[oc cc]

About 120lb/ft between just 91 vs 93!?!? Is that a typo??? Makes me feel a lot is left with the 91 tune, is it for safety?

[aintitthelife98]

About 120lb/ft between just 91 vs 93!?!? Is that a typo??? Makes me feel a lot is left with the 91 tune, is it for safety?

It's a typo. I brought it up to them earlier and they fixed it on their website but I think it slipped through the cracks here. Should be 532 for the 91 tune.

[Tyler@IE]

About 120lb/ft between just 91 vs 93!?!? Is that a typo??? Makes me feel a lot is left with the 91 tune, is it for safety?

Yeah sorry, that was a typo -fixed it.

[LongJoap]

Very nice info and presentation.

[Tyler@IE]

Very nice info and presentation.

Thank you sir, we hit this market hard and the tune is absolutely fantastic. Our software engineers and calibrators really threw down a home run on this one!

[TJay74]

Tyler is there any way to address the OE TCU tune on the downshifts coming to a stop? On the stock TCU tune the TCU requires the car be at an absolute stop in order to drop from 2nd to 1st. Is there a way to change that parameter to say 3-5 MPH? I have HP Tuners and I know it has been done using the HPT software suite on other VAG models, just wondering if you all can do it as well?

[Tyler@IE]

Tyler is there any way to address the OE TCU tune on the downshifts coming to a stop? On the stock TCU tune the TCU requires the car be at an absolute stop in order to drop from 2nd to 1st. Is there a way to change that parameter to say 3-5 MPH? I have HP Tuners and I know it has been done using the HPT software suite on other VAG models, just wondering if you all can do it as well?

Must be, drove our car with our true TCU Tune on it, it doesn't do that and allowed me to downshift into 1st just fine.

[TJay74]

I am talking about the auto downshift, like if the transmission is left in Drive or Sport. I know manual mode will let you do it.

I hate that Audi forces you to come to a complete stop before the transmission will drop back down into 1st gear, it is stupid and makes the car doggy when trying to accelerate from the line in 2nd gear at 3mph. Even stock my GM 8spd vehicles will drop into 1st gear around 5mph which really helps with the off the line acceleration when taking back off.

[CrazyCanuck17]

Tyler is there any way to address the OE TCU tune on the downshifts coming to a stop? On the stock TCU tune the TCU requires the car be at an absolute stop in order to drop from 2nd to 1st. Is there a way to change that parameter to say 3-5 MPH? I have HP Tuners and I know it has been done using the HPT software suite on other VAG models, just wondering if you all can do it as well?

My car does that when in auto. Won't see first until dead stop. Using paddle to downshift (not even in manual mode) can downshift to first at unnecessarily high rpm. I'm on stock tune.

I'm clarifying for ya. Think you are explicitly referring to being in auto. I'm with you... wish it would hit 1st by 5mph in auto. But I wouldn't want it to do that regularly any higher.

Watching this thread closely now... going with IE or 034 tune eventually!

[TJay74]

I have found that as you get under 10mph and are rolling to the stop and the dash shows you are in either D2/S2 that you can pull back on the TUTD shifter and request a downshift. It will shift down pretty smooth and will show M1 until you get under 3mph, then it will show D1/S1 and allow you to take off in 1st.

If the downshift speed tables are able to be seen and modified then this suggestion shouldnt be too hard. I have adjusted it with HP Tuners on my GM stuff before and it works perfectly and smoothly.

[CrazyCanuck17]

I have found that as you get under 10mph and are rolling to the stop and the dash shows you are in either D2/S2 that you can pull back on the TUTD shifter and request a downshift. It will shift down pretty smooth and will show M1 until you get under 3mph, then it will show D1/S1 and allow you to take off in 1st.

If the downshift speed tables are able to be seen and modified then this suggestion shouldnt be too hard. I have adjusted it with HP Tuners on my GM stuff before and it works perfectly and smoothly.

Agreed. In regard to manually signaling a downshift, I've done it with 5k+ rpm. Would have to be closer to 20-30mph. You are blocked from doing this?!

[TJay74]

I have not tried it at that high of a MPH/RPM.

[nicob]

Tyler, for a ROW car is an ECU code compatibility check recommended before buying? Thanks

[Tyler@IE]

Tyler, for a ROW car is an ECU code compatibility check recommended before buying? Thanks

International, it's always a good idea. Especially on a newer platform. Our tuning team will happily help you make sure before you order that your box code is supported. You can send a ticket into them by filling out the form on our contact page: performancebyie.com/pages/contact

[nicob]

👍🏻 Thanks

[Upstate Audi]

Im a little confused here... Is the power gain the same for Stage 1 and Stage 2?

[CrazyCanuck17]

Im a little confused here... Is the power gain the same for Stage 1 and Stage 2?

I'm not surprised peak torque being the same if oe cat flows as well as it supposedly does. I would guess they are running all recommended (not stated as required) supporting hardware... intake and IC numbers are with "recommended" intake and IC? That makes complete sense.

[Trentimus]

Is it possible to buy the basic TCU Patch and then later upgrade to the TCU tune? Is there a difference in cost doing it that way?


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[aintitthelife98]

Is it possible to buy the basic TCU Patch and then later upgrade to the TCU tune? Is there a difference in cost doing it that way?


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The TCU patch is included free with the ECU tune so when you buy the ECU tune you get the patch. You can upgrade at any time to the full TCU tune after you have the ECU tune. The only thing you'll lose is the 10% off they are running right now though they usually do 10% off sales on their tunes a few times a year.

I flashed the Stage 1 93 octane ECU and full TCU tune yesterday. I put on about 200 miles today going to and from ice rinks to coach my kids games and so far I'm very impressed. The power is awesome and the mapping is super smooth.

[Trentimus]

The TCU patch is included free with the ECU tune so when you buy the ECU tune you get the patch. You can upgrade at any time to the full TCU tune after you have the ECU tune. The only thing you'll lose is the 10% off they are running right now though they usually do 10% off sales on their tunes a few times a year.

I flashed the Stage 1 93 octane ECU and full TCU tune yesterday. I put on about 200 miles today going to and from ice rinks to coach my kids games and so far I'm very impressed. The power is awesome and the mapping is super smooth.

Thank you for the feedback! I have APR now but want to switch to something that impacts the TCU. Hearing good things about IE


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[brilliant_black]

Is the crackle file okay to run with a high flow cat? I have the CTS turbo high flow cat.


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[Classyfast]

You guys need to match 034 with the $640 price (25% off) to switch from another tune. I would get this instead of 034 but $800+ is a dealbreaker.


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[rjpalaypay]

i exchanged some messages with a helpful gent on facebook, and he told me something that i wanted to hear others thoughts on. My current setup is JB4, IE FMIC, 034 intake and CTS turbo inlet. If i only plan to run 93 octane, is it worthwhile to upgrade to a Tune on my car. I assumed the car would "magically" become way faster with the tune, but this gent said some things that made sense and advised that my car wouldnt become any faster with tune over JB4. I've read all kinds of reviews on driveability getting better, and thats great of course. But, if I'm OK with the way the car currently behaves with the JB4, should I just stick with current setup and crank things up beyond Map3? Not sure if this post belongs here, but I thought I'd give it a try. Maybe the JB4 thread is a good spot, too, now that I think of it. Thanks in advance for any insight.

[Jetta03]

i exchanged some messages with a helpful gent on facebook, and he told me something that i wanted to hear others thoughts on. My current setup is JB4, IE FMIC, 034 intake and CTS turbo inlet. If i only plan to run 93 octane, is it worthwhile to upgrade to a Tune on my car. I assumed the car would "magically" become way faster with the tune, but this gent said some things that made sense and advised that my car wouldnt become any faster with tune over JB4. I've read all kinds of reviews on driveability getting better, and thats great of course. But, if I'm OK with the way the car currently behaves with the JB4, should I just stick with current setup and crank things up beyond Map3? Not sure if this post belongs here, but I thought I'd give it a try. Maybe the JB4 thread is a good spot, too, now that I think of it. Thanks in advance for any insight.

I'd love to hear the answer to this. I use the JB4 on my B9 S4, no other mods and it runs consistent 12.3's on 93 octane. I hear all these numbers in the 11's on this tune or that but they are always on some uncomparable mix of mods and fuels. So exactly what does a stock B9 S4 run with the EPL tune on 91 octane? 93 octane?

Cheers

[Paintedblack]

I'd love to hear the answer to this. I use the JB4 on my B9 S4, no other mods and it runs consistent 12.3's on 93 octane. I hear all these numbers in the 11's on this tune or that but they are always on some uncomparable mix of mods and fuels. So exactly what does a stock B9 S4 run with the EPL tune on 91 octane? 93 octane?

Cheers

I dont have any numbers for 93 octane because it is not available in cali, but I have some other data that may be of interest.

12.3s on 93 with a jb4 is slow. What map are you running? 93 should be good for map3 which should be around 12.0s flat maybe break into 11s with decent DA. I was running 12.15s bone stock with jb4 map2 on 91 octane. I think most tuners are spending a lot of time on ethanol tunes, some time on 93, and very little time on 91. My EPL 91 stg1 is significantly slower, at 12.4s, than JB4 map2 on 91. I think they are fixing this a bit with the stage2 91 but I am not getting my hopes up too much. Hopefully IE put a little more effort in the 91 file. It is hard to find numbers on 91 because nobody cares lol, but from what I have seen, tuners in general are not beating jb4 times on 91 octane. I am guessing they dont invest the same resources on 91 because the amount of customers on 91 is small. I run ethanol when I can, so map switching is a must for me. EPL E40 got me 11.55 seconds with stock drivetrain, no bolt ons, in comparison E30 jb4 map4/5 got me only about 11.7s. With ethanol they definitely did a good job. For reference, bone stock no tune I was 12.85ish on 91 octane.

JB4 is quite good because stock ecu adapts timing based on your fuel. If you feed it 91, max timing advance will be about 10 degrees. Feed it some corn (ethanol) and it goes up to about 15 degrees of advance timing. Since the ECU is already advancing timing based on fuel, give it a little extra boost and it performs well.

Why are you asking about 91? don't they have 94 in Canada?

[Tyler@IE]

Im a little confused here... Is the power gain the same for Stage 1 and Stage 2?

Yes, as with just about every other tuner we found the small stock turbo and already massive stock CAT/downpipe do not have a restriction on any octane and make full power without the need for a downpipe at any elevation/climate. Aftermarket downpipes do make awesome sound and I know people already own them, so our Stage 2 allows for the downpipe. For Stage 2 we require a downpipe and highly recommend intercooler and intake; because of that I fully expect them to be faster as they are going to have optimized airflow and run much cooler IATs with faster recovery as well.

We do have a VERY nice downpipe designed and ready, but until they are absolutely needed for power, we didn't go through with them. We are developing hybrid support now, so we fully expect the downpipe to be required with the hybrid turbo tunes. More info on that will become available as we get closer.

I'm not surprised peak torque being the same if oe cat flows as well as it supposedly does. I would guess they are running all recommended (not stated as required) supporting hardware... intake and IC numbers are with "recommended" intake and IC? That makes complete sense.

Exactly.

Is it possible to buy the basic TCU Patch and then later upgrade to the TCU tune? Is there a difference in cost doing it that way?

Yes, you can absolutely do that. Our existing TCU patch is free and essentially the exact same thing some tuners are offering as a tune. When you go to flash the TCU to the true tune at any point in the future, you just pay for the cost of that TCU tune. You can flash it using the same POWERlink cable as your ECU.

I flashed the Stage 1 93 octane ECU and full TCU tune yesterday. I put on about 200 miles today going to and from ice rinks to coach my kids games and so far I'm very impressed. The power is awesome and the mapping is super smooth.

So glad you love it!! It really is an amazing file, I've had a blast in our development cars anytime I get a chance to drive it... one of my top favorite tunes we have ever put out.

Thank you for the feedback! I have APR now but want to switch to something that impacts the TCU. Hearing good things about IE

You wouldn't be at all disappointed in a true TCU tune, that makes a huge difference. It launches super hard also.

Is the crackle file okay to run with a high flow cat? I have the CTS turbo high flow cat.

Yes, shouldn't be a problem if it's a quality engineered CAT at all.

i exchanged some messages with a helpful gent on facebook, and he told me something that i wanted to hear others thoughts on. My current setup is JB4, IE FMIC, 034 intake and CTS turbo inlet. If i only plan to run 93 octane, is it worthwhile to upgrade to a Tune on my car. I assumed the car would "magically" become way faster with the tune, but this gent said some things that made sense and advised that my car wouldnt become any faster with tune over JB4. I've read all kinds of reviews on driveability getting better, and thats great of course. But, if I'm OK with the way the car currently behaves with the JB4, should I just stick with current setup and crank things up beyond Map3? Not sure if this post belongs here, but I thought I'd give it a try. Maybe the JB4 thread is a good spot, too, now that I think of it. Thanks in advance for any insight.

For what they are, the plug-in devices do a good job of increasing performance -but of course, have limitations. A true ECU Tune has the ability to not just scale maps but completely re-tune every section of the ECU to maximize performance, open up features, maximize EGTs for fuel content, re-adjust throttle behavior, etc. I could go on and on here but you would absolutely feel the difference. We do have a 45-day guarantee, so if for some reason that difference just wasn't worth it to you -no problem.

[RoB9]

When/will you release a hybrid tune? Do you have an upgraded hpfp for E available for the hybrids?

[RogosMcGee]

Any estimate on the availability of the stage 1 ECU / TCU tunes for 2021 models? None of the major tuners as far as I can tell have yet released full ECU / TCU tunes for '21 cars which is making me wonder if there's some issue -- 034 suggested that Audi randomly switched the CPUs for some '21 vehicles which may be causing development delays but anyway curious about your timing.

[oc cc]

CARB approval in the works? So far only 034 and APR have openly committed to this. If IE does too they are in the running for me, otherwise next month when I take the car in it will be 034. I heard a lot of good things about IE so hoping CARB is on the list of things to go.

[DreamTFK]

Does the IE tune give you the same overrun burbles while in dynamic that 034 does? I know both have it increased for free revving and neutral.

[arumikpart]

Does the IE tune give you the same overrun burbles while in dynamic that 034 does? I know both have it increased for free revving and neutral.

Stage 1 is similar to stock if not a hair quieter. I wish it was OEM+ kind of noise but I'd rather have less then sound like a tuned ford focus st.

IE stage 2 has all the noises. 034 has all the noise on stage 1. Both are a bit much if you have modified exhaust imo.

[RogosMcGee]

Stage 1 is similar to stock if not a hair quieter. I wish it was OEM+ kind of noise but I'd rather have less then sound like a tuned ford focus st.

IE stage 2 has all the noises. 034 has all the noise on stage 1. Both are a bit much if you have modified exhaust imo.

I've heard the 034 stage 1 tune in its Revision 2 ("Revision R2.0") form and that rat-a-tat-tat sound from the car in dynamic basically kills the tune for me (which sucks because by all accounts it's an otherwise great tune). I realize some folks may disagree but I didn't pay $$$ to drive around in a car that reminds me of when kids would try to self tune in high school. 034's response to that criticism is "well, you can turn off the sound but keep everything else to dynamic through the individual setting." And my response is "yeah, but I want SOME sound, it adds to the driving experience a lot." I think the car in OEM+ form as far as sound would basically be perfect. Any tune that forces me to sound like a machine gun in dynamic is out for me. I have a lot of respect for e.g., the folks at EPL for not focusing on a "crackle tune." I want useable performance and maybe a little extra audio drama for this type of vehicle, that's it. Maybe I'd feel differently if I were tuning a BRZ.

[arumikpart]

I've heard the 034 stage 1 tune in its Revision 2 ("Revision R2.0") form and that rat-a-tat-tat sound from the car in dynamic basically kills the tune for me (which sucks because by all accounts it's an otherwise great tune). I realize some folks may disagree but I didn't pay $$$ to drive around in a car that reminds me of when kids would try to self tune in high school. 034's response to that criticism is "well, you can turn off the sound but keep everything else to dynamic through the individual setting." And my response is "yeah, but I want SOME sound, it adds to the driving experience a lot." I think the car in OEM+ form as far as sound would basically be perfect. Any tune that forces me to sound like a machine gun in dynamic is out for me. I have a lot of respect for e.g., the folks at EPL for not focusing on a "crackle tune." I want useable performance and maybe a little extra audio drama for this type of vehicle, that's it. Maybe I'd feel differently if I were tuning a BRZ.

I can't lie, I was kind of disappointed after the flash that there wasn't more drama to the car. The car reacts like stock with improved shifting of course from the TCU. Well, unless you get into it and then the car becomes a violent animal. I initially was going to go with 034, bought the cable even, ordered the tune and they bungled the order so I went with IE who had my cable and tune to me in a couple days. After hearing the revised 034 tune I am pretty happy with my choice. Power wise they are very similar. Feature wise as well. I look forward to IE's revisions. I'll just get my sound from exhaust mods.