GM Gen III LS PCM/ECM: Tuning Software and Equipment includes instructional photos, checklists, and step-by-step instructions. 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.

EFILive comes with the FlashScan V2 interface box, the EFILive software on disc, and cables to connect the FlashScan to your vehicle’s OBDII port, to your computer, and to an external wideband oxygen sensor via RS232 serial interface. For the latter, late model EFI engines are both a blessing and a curse. A curse, because for the most part, they don’t require the kind of hands-on attention previous powerplants demanded. There are no points and condenser to change, no carb jets to swap, and no distributor to gently nudge until the timing light shows you’ve got it perfect. For the most part, late model engines just run.

If they need something, it will probably be because a sensor has failed, and parts replacement is all that can or should be done. But the blessing for those willing to really devote themselves to study and practice is that EFI opens up literally every aspect of the engine’s operation to inspection and modification, if you have the right tools. While getting a carbed engine tuned and tweaked was part science, part witchcraft, there’s no corner of the performance envelope for an EFI engine that can’t be put under a microscope and examined in complete detail. The heart of the system is the FlashScan V2 interface, which can act as a ‘pass through’ connection to the laptop, or perform tuning and datalogging as a standalone ‘black box’ Emanuel has been working with electronic fuel injection in its various forms for a very large part of its existence, and has seen the tools available to view and alter factory programming evolve over the years.

“I’ve been doing this since the chip days, doing EFI tuning since 1994,” he explains. “I’ve been through the whole progression of it.” Back before the government-mandated OBDII standardization made programming via a reflash practical, one common strategy was to “chip” the ECU – basically rewriting the computer’s programming on a replacement microchip, and physically replacing it inside the computer. • • • In addition to the ports for ECU and computer connectivity, the FlashScan also has a SD card slot and connections for 0-5 volt datalogging as well as K-type thermocouples. Today’s tuners who never had the dubious pleasure of cracking open an ECU case just to change the tune might not appreciate just how easy they have it with integrated datalogging and programming tools like EFILive. Emanuel recalls, “I used to tune with a program called LS1 Edit, and datalog with EFILive – when it first came out it was strictly a logging program.

And I remember thinking, ‘I wish they’d come out with a tuning program.' ” Well, sure enough, the Kiwi enthusiasts (as in, “enthusiasts who are colloquially called ‘Kiwis’ because they are from New Zealand,” not “people who are enthusiastic about small, exotic fruit and/or flightless birds”) behind the original, logging-only EFILive system evolved it into a full flash tuning suite, suitable for pro-level applications.

“Originally it was LS1-only, and then it became controller-dependent,” Emanuel explains. “After the LS1, GM went to computers that were designed for broader applicability. If you can do an E40 ECM for a Corvette, well, then you can do an E40 for a Trailblazer.

That’s how it proliferated, and then the diesel stuff hit. That’s been a whole different thing altogether, and that’s the really vibrant portion of the performance market now.”. • • The FlashScan connects easily via the OBDII port under the dash - in standalone mode it can also read and clear diagnostic trouble codes with the push of a button. Hardware and Software The current incarnation of the EFILive LS tuning suite is actually a combination of both a physical device that interfaces with your car’s computer, the FlashScan V2, and the EFILive software. Depending on what you’re doing, you might use the FlashScan by itself, or in concert with your laptop loaded with the EFILive software.

“It started with the V1, which was very much the same as the V2 in terms of the pass-through functionality, but it didn’t have the capacity to do any tuning directly from the box,” Emanuel recalls. “[With the V1] You did everything from the laptop. The real difference between the V1 and the V2 is the black box capability, where you can read and reset trouble codes, download and upload calibrations to an ECM, and datalog (without a computer). It adds another dimension to the tool.” The FlashScan connects to your vehicle’s computer via the OBDII port located under the dashboard, and as Emanuel pointed out, it can perform a wide variety of tasks while untethered.

A slot accepts standard SD cards to provide storage for datalogging, and there are multiple additional inputs for other sources of data: K-type thermocouples, 0-5 volt sensors, and wideband oxygen sensors are all natively supported by the FlashScan V2. There are a surprising number of people who are doing their own tuning – it seems to be moving in that direction. – Dave Emanuel, Digital EFI We’ll be the first to admit that we aren’t pro-level tuners; while we know a fuel table from a coffee table, we’re a lot more comfortable working with a word processor than tuning software. We asked Emanuel what the customer base looks like for EFILive – is it mostly pros working on other people’s cars, or are there a lot of DIY’ers out there tuning with it?

He replied, “There are a surprising number of people who are doing their own tuning – it seems to be moving in that direction.” He does admit that at least in the initial stages of interest, there’s some confusion about what customers are really looking for. “I handle any questions we get,” he explains. “We do get people calling about becoming a dealer, when really what they want to be is a tuner, and they don’t understand you don’t need to be a dealer to sell tune files.” For those who know what they’re looking for, Emanuel says that EFILive offers some advantages in ease-of-use and workflow over the competition. “The biggest advantage is kind of a double-edged sword. It’s more user-friendly once you get past that learning curve.

You have to be more involved and more technically knowledgeable than you would with something that was more plug-and-play, but that setup gives you much greater capability. You have to be more literate, both computer and engine function literate, than some of the others, because you have to understand what all the tables do.”. Roadmap to Success Becoming comfortable with a particular piece of software is often predicated on whether it “works with you” or makes you have to remember things that should be handled automatically. Emanuel points out that EFILive is put together with a lot of seemingly small features that make a big impact on the efficiency of getting things done. “One of the things that’s nice about it is that every table is numbered,” he explains.

“So if I am working with somebody and they say, ‘I want to change the fuel flow table,’ there may be several fuel flow tables. Timing tables are another example – you’ll have a high octane and a low octane table, in gear tables so rather than being confused about exactly what one you’re working on, you say ‘I’m having a problem with table B4001’, and there is no mistaking it for anything else. You can go right to it in the navigation bar. You don’t have to search and open up each tab and ask, ‘is B4001 in here?' The EFILive software automatically identifies the controller type, and checks the integrity of the operating system and firmware.

“There’s a number of really good compare functions, and modification functions where you can modify by percentage,” Emanuel continues. “I can go in and highlight some cells and, say, increase or decrease by one percent, two percent, five percent, whatever, or alter those cells by a specific number. With the compare functions, I can pull up another program I did for a different customer, and say, ‘this vehicle I did for John is very similar to the one I am doing for Harry, so let’s see what that one is like in comparison.’ Or I can take part of John’s program and do a copy and paste to Harry’s.”. Besides just doing tune-to-tune comparisons, EFILive can also call out links between logged data and the tune file. Emanuel says, “The other thing I think is really helpful is that I can go into a datalog and I can highlight an area of that datalog that I want to address, and when I go back into the tune file, the cells that are controlling whatever I am looking at in the log at that point are highlighted.

If I’m driving along and see I am having a problem just off idle at 1,500 RPM, and 75kPa, I just highlight that area. When I go back to the table, it shows me exactly what cells were in control of fuel, spark, or whatever. It’s tremendously well thought out from a user standpoint. It also keeps a history of every change you make. You can also put comments in every time you save it.

You open the file again and you know right where you are and what you did.”. Our current tune for Project Y2k is a hacked-together mix of stock GM code, a “canned” tune from our Stage 1-4 mods, and a few hours of an expert’s time sorting out the idle and tip-in. With EFILive, we’ll be able to get our Frankenstein tune better sorted. Searching for Stability In our particular case with, our 2000 Corvette, we were particularly interested in working on drivability issues using EFILive. After a series of modifications, including a new intake manifold, long tube headers, and a cam swap, we had an engine that made very good power and torque throughout the rev band. What it didn’t do, though, was settle into a stable idle when the air conditioning was blasting. EFILive polls the PCM and establishes communication with all the sub-modules as well as the engine control computer.

Sure, for a pure race car, that’s not even a consideration. But for our Blue Collar Supercar, stalling out at every traffic light on hot days isn’t acceptable. We were part-way to a solution with the help of a pro tuner who spent an hour or so previously, tweaking the fuel tables to compensate for the EGR effect of the new cam’s overlap. But we really needed to spend some time with the other parameters that control the idle stability of our LS1 powerplant.

Any of the PID parameters can be viewed live via a configurable dashboard through the scan tool. One of the great things about having your own EFILive system is that you can very easily log and tune for the entire operating range of the engine at your convenience, rather than rushing during a dyno session to try to get as much out of the limited time on the rollers as possible.

Paying a professional to spend the time to sort out intermittent drivability problems can get very expensive, very quickly, making the investment in your own hardware and software quite cost-effective if you are willing to educate yourself on how to use it properly. EFILive highlights any parameters that you’ve changed to help track your work. After looking at our logs, we found some specific tables we wanted to tweak. Specifically, we tackled the B4603 Desired Idle Speed table, which previously had the same values for AC on and off, and bumped up the idle speed for when the air conditioning was active, and also adjusted the values for B4612, which is RPM Set Point Adjust In Gear, and B4614, RPM Set Point Adjust Timer.

These two calibrations control how much and how often the PCM adjusts the target idle speed, respectively. I said, ‘you will have people come to you who will say, ‘I have a rod sticking out the side of my block, but you can do a chip for me that will fix that, right?’ – Dave Emanuel Like any tool, EFILive is, in the end, only limited by the knowledge and skill of the person using it.

Having some foundation in how engines operate is essential, as well as being able to distinguish mechanical problems from tuning issues. “That’s the thing a lot of people don’t understand – you can’t fix a mechanical problem with tuning,” says Emanuel. “Guys would call me up and say, ‘I need you to make me a chip. My car won’t idle any more!’ No, you need to find out why it doesn’t idle.” “This was back in 1999, 2000, that timeframe,” Emanuel recalls.

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. 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. Dx4win Support. 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.

If you post up asking 'which is best', 'Help me Pick', 'HP tuners vs LS1 Edit', 'EFI Live vs HP Tuners' etc. Your thread will be locked. For those that insist 'I tried to search and didn't find anything'. Or claim they don't know what to search for. Here's a few suggestions: 'EFI Live HP Tuners' 'EFI Live LS1 Edit' 'HP Tuners LS1 Edit' Please use the search feature to research your question.

There is plenty enough info available for you to make an educated decision. You should also visit the respective vendor websites. There are 2 types of tuning packages available: Full tuning packages (require laptop to tune) and handheld tuners. Full Tuning Suites: EFI Live GM Tech II HP Tuners: LS1 Edit TunerCat Handheld Tuners: Diablo Motorsports Predator: EFILive FlashScan V2 GM Tech II HPP3 SCT Flash Vinci/Crane Tuner: Scanning Only: Autotap EFI Live HP Tuners: OBD-2 by alex pepper ProScan Which solution is the best? The question of which full tuning package is the best depends on your situation/needs, much like choosing the right camshaft.

Please use the search feature of this message board and search this section before posting threads 'which tuning software is the best' Full tuning suites offer much more control over the handhelds and are hands down the best solution if you are willing to devote the time to learn. A Wideband O2 sensor is also a very important tool for proper tuning. Which full suite is best? Using the search feature, here are some key searches you can try for each full tuning suite: EFI Live -- 'EFI Live' 'Flashscan' 'EFI Flashscan' GM Tech II -- 'Tech II' 'Tech2' 'TechII' HP Tuners -- 'HPT' 'HP Tuners' 'HP Tuners EIO' LS1 Edit -- 'LS1 Edit' 'Carputing' Tunercat -- 'Tunercat' 'C.A.T.S.'

Which handheld is the best? Using the search feature, here are some key searches you can try for each handheld tuner: EFILive -- 'Flashscan V2' 'AutoCal' HPP3 -- 'HPP3' 'Hypertech' 'Power Programmer' Predator -- 'RWTD' 'Diablo' 'Predator' Vinci Tuner -- 'Crane Tuner' 'Vinci' 'Vinci Tuner' 'VHP' Which Scan-only solution is the best?

Using the search feature, here are some key searches you can try for each scan-only solution: Autotap -- 'Autotap' EFI Live -- 'EFI Live' 'EFI Scanner' 'EFI Scan' OBD-2 -- 'Alex Pepper' ProScan -- 'ProScan'. Admin note: Moderators, clean/lock/etc. Any future threads as necessary, these pissing matches aren't doing anyone any good. They're getting way too far off a healthy comparison to be useful to our members. Its a benefit to us that both companies have chosen to sponsor the site, I just wish they would BOTH stop acting like everyone is out to get them.

Instead of pointing fingers and getting all worked up, it would be much more professional for both companies to CONSTRUCTIVELY bounce off each other to strengthen their positions. Face it - HPTuners and EFILive are at the top of the game. NOBODY, on ANY platform, offers as powerful of tools as these two companies offer to the public. I just wish they could co-exist on a message forum without themselves or their supporters getting emotional about it!!! So with that: 1. HP Tuners or their supporters or anyone purported to be their supporter can no longer comment on EFILive.

EFILive or their supporters or anyone purported to be their supporter can no longer comment on HP Tuners. If the order I posted the company names gets you worked up: 1.

EFILive or their supporters or anyone purported to be their supporter can no longer comment on HP Tuners. HP Tuners or their supporters or anyone purported to be their supporter can no longer comment on EFILive. Members: if a post of yours is locked, edited for content, or removed -- and you feel this was in error -- feel free to contact the moderators (name will generally be listed in the 'edited by' line if it were edited, otherwise anyone if it were removed). Otherwise, feel free to contact one of the Administrators. This crap has GOT to stop. This isn't the first time we've had businesses battle on the forums, and we've learned how to deal with it and allow all parties to coexist and prosper.

Both companies are too valuable to our community to be spending their time arguing! I am pretty excited about being able to see both packages mature and grow in feature set and usability, because all that matters at the end of the day is that you're able to get the job done. Truthfully, I don't think you could go wrong with either package. Neither of them are lacking in tuning ability for 99% of the community.

For the remaining 1%, if there's a feature or parameter missing from the package you chose to go with, my bet is if you ask and it makes sense to be added, it WILL be added. Both companies are dedicated to the advancement of their product and support of our community. Important Info. Going forward time-outs will be given if things get out of hand again.