Best tuning software deal around. Welcome to LS 1 Tuning Guide. Over the years, fellow tuners. GM Gen III LS PCM/ECM: Tuning Software and. The aftermarket offers all the tuning tools necessary for a successful LS 1 PCM. Shop with confidence. Which is the best and most complete EFI tuning software for GM? JET Performance DST Tuning Software For Late-Model GM Vehicles. Find great deals on eBay for ls 1 tuning software. Tuning Software. The tuner’s view into the PCM calibration is through a software application that presents the calibration data as tables and parameters. Only a few software applications are available that allow reading, viewing, and changing a Gen III PCM calibration.

Step By Step

Here is what you'll get from Carputing: The interface module, ALDL cable, USB cable, software CD, and an installation sheet. The laptop connection is USB type, which results in faster PCM reading and programming times.

Technically, any computer that meets the minimum requirements can be used, as long as you can get it to the car. Hauling your desktop into the garage may not be practical, so consider picking up a laptop (new or used will do). Tablet-type laptops are the best for programming. A trip to eBay netted us a suitable used tablet for under $300.

The first step in programming is to shut off all screen saver and power management functions. With the mouse in a clear spot on the desktop, 'right click' the mouse and select 'properties.' You'll find everything you need under the screen saver tab. Once you're done programming, you can reset to your normal screen saver and power management settings.

The new keyless ignition system on C6 Corvettes will make the connection process somewhat of a challenge. The ignition must be 'on' with the engine 'not running' to enable reading and programming. We moved the shifter to neutral and cycled the switch until the display called for pressing the brake to start the engine. Ten seconds after reaching this mode, we were able to initiate the program. The LS2 employs a split PCM setup, including an independent ECM (engine control module) and a TCM (transmission control module). You'll need to read and tune separate files for each.

TCM file editing is split into two main sections. The Transmission Calibration section encompasses the majority of trans functions. The Transmission Diagnostic section, not active in our early version of LS2-edit, will eventually house the tranny-related DTC codes and self-testing toggles.

Flash tuners are all the rage now. After the evaporation of ECM 'chips' from the OEs' offerings around 1993, it took a solid 10 years or so for the PCM re-flashing business to evolve into the reliable and fairly optioned market it is today. Carputing partners, Ken Kelly and Dave Hempstead, have been two of the pioneering forces that have consistently led the pack along the way. We found it most appropriate for the next step in our continuing GMHTP flash tuner series to test Carputing's latest offering, LS2-edit. Carputing got its start back in 1999, when principals Ken and Dave met each other through a chance virtual dialog jawing about LT1 transplants on an Internet message board. Ken, a 28-year veteran of cellular research at Bell Labs, was dropping an LT1 powertrain into a 1948 Ford roadster and Dave was installing an LT1 in his 1934 Ford roadster. The duo, armed with a combined 56 years of professional electronics and computer experience, quickly realized they could 'build a better mousetrap.' The mystique of flash-memory type PCMs was still cloudy at the time. Enter LT1-edit. It didn't take long for the word to spread about LT1-edit and with that came the demands for a similar LS1-based tuner package. Carputing responded with the first flash tuner available to the masses for reprogramming the LS1 PCM. Since then, Ken and Dave have consistently been the first to market with subsequent packages covering all Gen III/Gen IV powertrain offerings, from 1997 through 2006.

LS2-edit, or 'Edit for short, is based on the same familiar LS1-edit architecture. Emphasis is on function and capabilities, rather than fancy colors and loads of graphics. Several notable improvements have arrived with LS2-edit. The flasher-to-computer interface is now super-fast USB-based, rather than the old and slower serial connection. The flashing process has evolved into a seriously robust and safe process, practically eliminating the infuriating side effect of any mishaps during the flash process that, historically, could result in frying your PCM into a doorstop; Ken tells us no ECMs have been 'fried' with LS2-edit. Yes, ECM, not PCM. The LS2 arrived with a split powertrain controller running on a new CAN interface; an engine control module (ECM) and a separate transmission control module (TCM) communicating across the General's new controller area network (CAN). The good news is that LS2-edit covers both. The ECM and TCM parameters are both 'Edit-able. The entrance of the CAN interface was a huge obstacle to overcome when introducing LS2-edit. Rather than simply deciphering the '05 codes for the LS2, Carputing had to develop a new module and computer interface capable of working with GM's tricky new CAN setup.

'Edit continues to be a work in process. Included with each purchase of 'Edit is a 6-month update service agreement. Every time an update or revision to 'Edit becomes available Carputing emails a set of new files to active recipients. Beyond the included six-month agreement, subscriptions are offered for $50 per year. The update system allows consumers to get their hands on 'Edit as soon as possible--and get the basics of the tuning handled up front. As the program evolves, additional work can be made to the tunes. The system also allows feedback to help drive development. Asusers push for features, Ken works to add them to the next revision.

Getting started with 'Edit is straightforward. A visit to www.Carputing.com and a credit card with $550 will get you started. A few days after ordering 'Edit, we received a complete package including the flash module, all necessary cables, a CD with the program, and a few instruction sheets. Within a half-hour, we were hooked up to the ALDL connector on our test 2005 C6 and downloading the base tune. For those who are lighting up their first 'Edit experience, helping advisors are available. Carputing offers an optional group email exchange forum subscription to buyers. Any questions can be emailed to the 'forum subscribers,' basically consisting of all prior 'Edit buyers/users. Typically, within minutes of blasting out an email, someone will respond. This is an excellent and powerful experience-sharing mechanism. If that fails to satisfy, most of the major message forums have dedicated 'tuning' sections for communication. Fellow tuners are quick to offer assistance, advice, and often sample tunes. We recommend jumping in (to the tuning pool); the water is fine .. as they say.

LS2-edit is available in two versions--licensed for a single PCM ($550) or licensed for unlimited PCMs ($2,995). If you order the single license version, you can also add a license for additional vehicles for $100 per extra vehicle. For our evaluation of LS2-edit, we secured a willing 2005 Corvette C6, equipped with a bolt-on beefed LS2 and an automatic transmission. Our baseline dyno testing yielded an SAE corrected 383.5 rwhp/378.9 rwft-lbs. Wide-band readings recorded a rich 11.5:1 air/fuel ratio at WOT. Spark advance was logged at a lazy 20 degrees BTDC at WOT. From prior experience, we know the Gen III/Gen IV makes peak power in the vicinity of 27 degrees BTDC and 12.9:1, so our fuel and spark tables needed work. Besides dialing-in the fuel and spark delivery, our transmission tables needed some hot-rodding. The C6's factory shifting schedule is well on the conservative side, leaving plenty of room for improvement. Stock torque converter lockup comes on really early, and downshifting is only programmed for nearly WOT command. Stock upshift points are not bad, but we wanted to squeeze a few more rpm out of each gear to complement a reassigned rev limit. After some experimenting on the dyno, we found the sweet spot to be 27.5 degrees of spark advance at WOT, to ignite fire on our leaner 12.9:1 WOT command. We turned off the catalyst over-temperature enrichment during testing to allow us to dial-in the base fuel ratio. After testing, however, we re-enabled COT service. From our track testing data logs we've found the COT not to be a problem when the vehicle is moving at high speeds off a dyno. We ended up with SAE corrected 393.5 rwhp/386.0 rwft-lbs. In addition to the gains on the dyno, we also fixed a few other issues. We zapped the infamous MIL set from our long tube headers. We bumped the rev limiter up 200 rpm and added 50 rpm to each shift point. We also (bravely) deleted what was listed for torque management.

LS1 Tuning Explained - Why they gain so much from just a tune.

From http://www.oztrack.com.au/index.php/shop/remote-tuning-services/mail-order-tune-detail

by Steve Bennett - Founder of Oztrack Pty.Ltd

LS1 Tuning Evolution

The LS1 is a high performance engine and there are two main reasons why they can be made to perform so much better:

LS1 Engine

1. The fueling accuracy is much better at all loads if a mafless tune is done properly than can ever be provided by a maf tune (see the Maf section below). By properly I mean all loads are adjusted to be accurate. This is also dependent on the 02s sensors being in good working order. The oxygen sensors are able to detect when at anything less than full load whether the air fuel ratios are near 14.63:1 and adjust the fueling coming from the fuel injectors to pull the AFRs closer to 14.63. However if the O2 sensor trimming system is having to make big corrections because the main fueling is out then this results in the cars engine not running as smoothly and it will also use more fuel because it is less efficient. If the fueling is accurately shaped and adjusted then the 02 sensor trimming system has less adjustment to do and they can even be even turned off to allow leaner cruising mixtures to improve fuel economy. The tuners challenge is that air fuel mixtures vary with variations in air temperature, coolant temperature and air pressure. With old engines running carburettors they run richer when the air is hotter this is because there is less oxygen in hot air and the carburettors jets will always supply the same amount of fuel because there is no correction available. In these modern injected LS1s they should be able to adjust and compensate for variations in weather conditions accurately and always give accurate air fuel mixtures even when at full throttle. Oztrack had vast experience in Super Street bracket drag racing in 2004-2010 and in 2006 Steve the founder of Oztrack won the NSW Season Championships, an achievement which is based more on consistency of performance race after race than outright speed (although the car at that stage at modest specs and was running near 11.8s ET). Much of this achievement was made possible because of the modern computer engine management that is available for standard engine management systems in the LS1s. There is an operating system upgrade available for LS1s that improves upon the factory programming, it has extra tables that help take control of what happens to the Air Fuel Ratios as weather conditions change. It also offers the ability to precisely control fueling in boosted engines and even offers throttle percentage based fueling which is useful in engines using 8 throttle bodies etc. To win the season champs in Super Street also involved Steve determining precisely the best values to be used in the correction tables because the tables do not exist in the factory programming. This was done based on many hours of logging and experimenting with sensor positioning etc. The data from the research required for our race performances has been implemented in all of the LS1s we have tuned.

2. The spark timing curves need to be effective and right for the primary fuel octane being used. The factory settings on all the models left so much room for improvement. You will see this is obvious from the images below. Many people over the years have suggested that Holden held the Commodore LS1s back to allow easy improvement over the years the LS1 was used. This started with the VT in 1999 through the VX, VU,WH and to the VY WK and finally the VZ LS1. Here are the upper timing tables various standard Australian LS1s I have outlined the area that is most important at WOT in stock cars

Below is the upper spark timing table of a VX SS. It has a peak in the middle of it which is a problem and also low timing advance at low rpm and also at high rpm.

VX SS Timing Table

Below is a VX HSV 255kw upper timing table. It is messy and has low timing advance at low rpm with a mountain chopped out of it at low rpm.

VX HSV 255 Timing Table

Below is a VY Series II HSV 285 upper timing table. It looks like a theoretical timing table with no evidance of customizing the values across the loads and rpm. It has too much timing advance in the mid range and every HSV 285 lives on its lower table because of this.

VY HSV 285 Table

The timing tables that we use at Oztrack have much better smoother shapes than the factory timing tables but are much more developed in the real world than is evident in the VY 285 table. We have developed them from many hundreds of cars tuned on the dyno and tested at the drag strip. Good timing tables have the right curve at the right rpm and need to be shaped across the loads and also as rpm increases. Having too much spark timing advance will reduce power and having not enough will leave power and torque available. The right amount of timing at any load and rpm is dependent on what the engine 'likes' not what the tuner theoretically prefers.

We have followed on from our thorough approach used with LS1s into the newer models. The E38 Engine Computer Module (ECM) is faster and its operating system has much more complex fueling equations, many corrections using electronic throttle, spark timing etc.

Mass Air Flow Meters - How good are they?

Mass airflow meters are able to measure airflow. This information is sent to the engine management system and it is able to arrange a precise amount of fuel be injected for that airflow. The problem is that there are many situations where airflow is the same even though the loads and rpms can be very different. For example 2000rpm at a high load and 3000rpm at low load can have the same airflow. This can cause variations in AFR ratio between the two situations, and these will result in inferior fuel economy,more popping on backoff and less smoothness as the car accelerates at any load relative to a mafless tune that is done properly with all the correction factors adjusted precisely. The mafs also pickup some turbulence and this creates some very rapid variations in the airflow values it provides the ECM and this results in undesirable variations in spark timing advance.

Torrent make video converter. The Power Gain from Tuning

The power gained from tuning is partly due to a typical LS1 being far too rich at full load, as soon as they are leaned out the right amount within safe limits the power increases. It increases further when the spark timing advance is increased the right amount. A common gain in many LS1s is near 60 rear wheel kw from a tune, over the radiator style cold air intake (as long as it has a good flowing filter and doesnt allow warm air to be induced) and accompanied by a full exhaust including good extractors and metal high flow cats as well as good free flowing catback system. The end result is cars that can make near 250 rwkw which is over 300 engine kw. The total gain to get to that value depends on where they starts. The lowest values standard are usually some of the older utes and highest standard numbers are the HSVs (but they still notice a solid difference). The VZ Holden Commodores gain the least of all the standard non-HSVs but they also often make the largest numbers maybe due to the larger throttle body and maybe even a possibly different stock cam.

Cars that are tuned alone all gain quite a bit but perform very well when just accompanied by a over radiator intake (OTR), we often see gains of 30 rwkw from this combo alone and sometimes more.

Some old cars make a good number by accident untuned but the result is being caused by failing fuel pumps lowering the fuel pressure and have leaner air fuel ratios as result, but these cars will eventually get too lean and end with problems.

The best performing engines are often old even blowing blue smoke and have been thrashed all their lives. The lowest results are usually cars that are babied all their life and are relatively low km still. Near new engines always make low numbers.

Fuel Economy Improvement from Tuning

The LS1 engine often improve around 15% in fuel economy. This is due to better spark timing and air fuel mixture accuracy creating greater torque. This means the driver needs to use less throttle to accelerate or climb hills and can also use lower rpm more often due to the engine sounding and feeling more comfortable at low rpm, which is especially the case in 6th gear or top gear in automatics. The exhaust and good air intake help this as well. Aftermarket underdriven balancer kits also improve fuel economy in LS1 engine due to less drag that is placed on the engine by the accessories. They have to spin slower after the underdrive kit is fitted at any engine rpm.

One Tip not to forget about LS1 engines

In Australia the LS1 started being used in late 1999, which means many of the cars with these engine are now over 10 years old. The common occurrence now is for these cars to have had multiple owners and fading service history. The fuel injectors in the majority of them are still original and have never been replaced or have even been cleaned. Its likely that the injectors will be flowing differently when compared to each other from cylinder to cylinder. This will cause increases in fuel usage, extra pinging and potentially even engine damage. Evidence of this may be apparent in a slightly unsteady idle and sourcing a new set of injectors may give the aging engine a big boost in overall performance.

On a similar note the catalytic converters may also be orginal which will mean at 10 years old they will be very low flowing and holding the engine performance back, making it run hot etc. Its common in recent years for cars to be found with cats that have collapsed and an LS1 engine severely held back in its performance.

So in summary, we believe every LS1 engine should be tuned with a good over radiator cold air intake, have new injectors, high flow cats at the very least. This will give the owner a car with great performance and incredible fuel economy for its kind. We have known of cars to average near 8.0L/100km from Sydney to Melbourne.

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For more articles like this go to www.oztrack.com.au