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  • Flywheel Power: +25% Power, +25% Torque, +10% Economy
  • Price: From $1,195
  • Model Compatibility: CRD Mazda BT50 2006-2017
  • Installation Time: 1 Day

"You never thought a diesel could be this good, much better throttle response, much improved power whilst keeping reliability as the primary focus"

HPF has been custom tuning late model common rail diesel engines now for many years and we were one of the pioneers into this market before it became ‘all the rage’. We armed ourselves with the latest ‘Master tools’ and continue to add the latest hardware and software to stay at the leading edge of the technology, this allows us to go further into the mapping then most of our competitors and ‘MAP’ each vehicle individually on the dyno for the most effective and safest result. As such, we are able to offer industry leading warranties, guarantees and the results we achieve are rarely matched by the others in the market place.

This experience in tuning has now opened up a ‘Staged upgrade path’ for those looking for more than what a custom tune can offer. The Stage-2 package addresses the next level of components that limit power; generally this will be a turbocharger and associated hardware upgrade. The turbocharger upgrade is aimed at increasing air flow into the engine; this allows extra fuel to be added for more power and torque throughout the rev range. We still maintain our ‘reliability first protocol’ which maintains safe air fuel ratios and low EGT’s. You will note that the Stage-2 package may not include what is traditionally thought to be ‘essential diesel upgrades’ but rest assured, if it’s needed, it will be in the Stage-2 package.

Below you will find our ‘Stage-1’ custom tune results and below that, the ‘Stage-2’ package option where applicable. The full Option list for all models is below.

For more information on diesel flash tuning and how it works please visit our FAQ page.

PLEASE NOTE : The Horsepower Factory (HPF) has no affiliation with Ford and services offered by our company may impact on your vehicle manufacturer warranty as well as the fuel efficiency and emissions of your vehicle.


BT50 BT50 BT50 BT50
Year 2006-2011 2006-2011 2011-2017 2011-2017
Engine Capacity (Litres) 2.5 3.0 2.2 3.2
Engine Cylinders 4 4 4 5
Standard KW 105 115 110 147
Standard NM 330 380 375 470
CRD-Flash KW 135* 149* 135* 180*
CRD-Flash NM 420* 480* 450* 630*
$1,195 $1,195 $1,195 $1,195


BT50 3.2 UP Model BT50 3.2 UR Model
1 x Before dyno run
1 x HP/F Stage-2 Turbo Upgrade
1 x Labour to fit
1 x Custom ECU Flash Tune
HPF Stage-2 KW 215* 215*
HPF Stage-2 NM 690* 690*
$3,795# $4,695

#Price based on serviceable turbocharger.


BT50 BT50 BT50 BT50
Engine Capacity (Litres) 2.5 3.0 2.2 3.2
Flash Lube PCV Catch Can $395 $395 $395 $395
High Performance Intercooler upgrade $1625 $1625 $1825 $1825
3″ Stainless Steel Turbo back exhaust $1290 $1290 N/A $1290
3″ Stainless Steel DPF back exhaust N/A N/A N/A $990
Secondary Fuel Filter system $550 $550 $550 $550
High flow 5-micron air filter element $120 $120 $120 $120

All prices include GST, labour and tuning as applicable.

*Quoted power, torque and economy figures are calculated at the flywheel and indicative of that vehicle, but may vary based on a number of variables including vehicle condition and additional upgrades.

More Information:

Click here to learn how to read a dyno graph.

HPF Warranty

HPF power packages are warranted for the parts and services installed by HPF. Please contact us for more information.

Additional Notes

  • We recommend all vehicles coming to HPF for tuning run 98 Octane fuel. Please contact us if you have a need to use different fuel.
  • Power figures listed are estimated kilowatts at the flywheel based on results typically obtained by HPF on HPF’s dynos. Typically these are based of a manual vehicle with standard driveline and standard wheels and tyres. Actual power can vary based on each specific vehicle.
  • Modifications such as this package require the vehicle to be in excellent mechanical order.
  • We advise against increasing the power output substantially on high kilometer engines, if your engine has in excessive of 150,000kms please contact us to discuss options.
  • Whilst every attempt is made to ensure prices listed online are correct, they are subject to change at any time.
  • Additional parts may be required in some cases depending on the condition of the vehicle. Cost of these parts and additional labor required may incur additional cost.

9 Comments please add yours...

  1. avatar

    Hi there Rob.
    I have a 2013 Isuzu D MAX L_SU high ride 4×4 auto which is almost out of warranty. And has done almost 86,000 k’s
    Its a daily drive and is used to tow a 2.5T van.

    It has been suggested either put chip in or a remap.

    What are your thoughts ?



    • avatar

      Hi Michael, a dyno ECU remap is the way to go. This allows our technician to see exactly what the engine is doing and alter these ‘tune’ parameters accordingly to ensure the maximum in reliability and effectiveness. This leaves the ECU in charge as its making all the calls, by contrast, all aftermarket ‘chips’, ‘modules’ or ‘piggy back ECU’s’ either trick the ECU by sending false information to make the ECU alter its output signals to the engine or, they go behind its back to alter the output signals sent by the ECU to the engine. In both cases, the ECU does not know what the engine is actually doing and is ultimately not in control of the engine! In the case of worn or failed sensor, the ECU could be misled into prematurely illuminating the check engine light (CEL), or worse putting the vehicle into limp mode (NO POWER) or not illuminating the CEL at all!

  2. avatar

    Hi there

    If I get a larger intercooler and 3 inch exhaust fitted prior to the stage 1 tune (no doubt you have seen this before), would you expect/achieve a better result than the generic figures quoted above? If so what difference would you predict?

    Just deciding whether to do these steps before booking the car in with you.
    2012 BT50 3.2


    • avatar

      Hi John, you wouldn’t really see any better power figures but the exhaust would give you a better real world throttle respone. The addition of a larger intercooler will mean that you will achieve power that lasts longer and is more consistent.

  3. avatar

    Hello all.
    I have a 2016 xtr auto. More grunt and better fuel is always a massive advantage. Just from past experiences with chips and exhausts with limp mode and turbo issues im somewhat pensive on the idea of tuning a new ute. Just a few questions.
    Should there ever be a problem with a gearbox or part of the drivetrain is mazda likely to pick up the tune?
    The ute does alot of towing and is a company car so if anything happened to the car i would just like to be covered to know im not out of pocket down the track for repairs.


  4. avatar

    Hi matt feel free to add note below to your forum
    Frank marotta
    2013 bt 50 3.2l auto 6 speed

    Hi matt arrived in Darwin 3 days ago bt50 towed 3.1 ton caravan last year (before ecu remap)i used 18l/100kms this year (after remap) 16.5l/100 that is not by the trip meter it is at the bowser total litres by total klms i find the trip computer as not accurate the re map and tune was worth $1195 my engine oil is as clean as 9000k,s ago i have to use a tissue paper so i can see the level on the dipstick not towing i used to use about 11l/100 country driving now its around 9.5l/100 if i push it a little hard(p.s. i am 65years old) it does wheelspin when driving in the wet it will even spin in 3rd gear if i floor it (just did it once i am definitely not a revhead any more) i should not have waited until my car had reached 50,000 k,s i should have done it when i drove it out of the dealership now its a completely different car to drive no lag very responsive the auto gear box works effortlessly cheers frank

  5. avatar

    Dear Matt – I thought you may be interested in some feedback. Given the cost of dyno tuning it was a bit of a punt to commit to a tune hoping that the issues I have seen would be fixed.

    1. Fuel consumption: Last week on the same 300 km trip as I did yesterday I used 28% more fuel! i.e. – last week I was using 28% more than this week.

    That is nothing less than outstanding. I did a 300 km trip yesterday and achieved 9.7 l/100 km. I do this trip regularly and would normally use12.5 l/100 km, and even when new have never used less than 12 l/100 km – the tune is a 28% improvement. From new the car has never achieved less than 12 l/100 km on any trip. If this economy is indicative of things to come the cost of the tune will be paid back in less than a year!

    2. From the checking I have done there is no puffing of unburnt fuel,

    3. When accelerating through the rev range the car had flat spots and vibrations. In the range 2600 – 3000 rpm there were very harsh vibrations. Post tune the engine is smooth and consistent. The harshness at higher revs has disappeared.

    4. From the comparison dyno graphs for a 3.2l Ranger my car looks to be considerably down on power prior to the tune. The ambient air sensor was a long way out of calibration and I suspect that the ambient air pressure sensor is also out of calibration, but do not have the instruments to check it, and who knows what other sensors are out. I guess that the tune has highlighted to me that the dyno tune is a great way to bring the engine up to spec irrespective of what the calibrations is on the sensors as it literally tunes out the errors. Especially unbelievable is the increase in fuel economy – the economy figures are now in the band that Ford state in the literature – I have never seen this fuel economy.

    So thanks for the tune – well worth it.

    Regards, Peter

  6. avatar

    Hi mate, thanks very much with the car, about 12 L instead of 15 L last trip, it towed with not a problem in the world, the hill at Eden was just a cruise. Thanks again mate, brilliant. Colin.

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