- Ls1 Edit Software
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- Free Engine Tuning Software
- All LS1/LS2/LS6/LS7 tuning software does pretty much the same thing-it allows you to make changes to a vehicle's calibration data and write that data to the PCM.
- We offer all kinds of tuning from Street tunes, Email, Tunes, Remote Tunes, Mail Order Tunes, Dyno Tunes, and Track Tunes. In the last fifteen years we have tuned everything from stock cars to 1,500+hp LS street cars, race cars, twin blown big block race boats to RV's. For years we have worked with Holley and used and supported their EFI systems.
If you’ve been around the GM EFI scene, whether it is perusing the messageboards, races, car shows, etc. then perhaps you have heard of the dreaded torque management. This is one of many safeguards that General Motors engineers have put in place to protect your Gen III or IV engine and its drivetrain from your heavy right foot. In some cases, these safeguards protect overzealous drivers from themselves. However, if you are reading Street Tech, the chances are these limits shouldn’t apply to you. We stopped by The Tuning School in Odessa, Florida to take an inside look at how to remove these electronic handicaps from a stock LSx vehicle – my 2008 Chevy Trailblazer SS – using HP Tuners software. While there are some slight differences between the E38 computer and earlier designs, most of these tables and general concepts are applicable to all Gen III/IV engines.
Before we begin, let’s talk about some basic background on GM EFI. The 1985 Corvette and the 1986 Turbo Buicks began the modern age of port fuel injection. The precision and control of port injection literally dropped a full second off the Corvette’s quarter-mile time, and almost two seconds on the Grand National (an intercooler didn’t hurt either). However, these early PROM-based computers weren’t nearly as aftermarket-friendly as the later Flash-based (OBD I & II) computers we have now become accustomed. In the modern world of EFI tuning, it is all about precision. We have injector flow data, wideband O2 sensors, full data logging, easy-to-use software, and all sorts of resources at our fingertips that have taken tuning from some sort of black art to science. If you are new to tuning, then you may be wondering: what is a “flash-based computer?” The term “flash” refers to how the computer’s calibration is modified. With a PROM-based computer, a “chip” would physically be installed on the circuit board to modify the hard-wired calibration. However, the modern Powertrain Control Module (PCM) or Engine Control Module (ECM) operates more like a regular computer. By plugging into the OBD I/II port, hardware and software such as HP Tuners can scan, download, and upload. Using the scan feature, the software monitors all of the sensor inputs going into the ECM, records it, and can play it back to review. This is extremely valuable in tuning, allowing a calibrator to see exactly what needs to be changed and under what conditions (RPM, temperature, etc). To make changes, a tuner will download the current calibration and start making changes. Once completed, the modified tune file is saved and uploaded to the ECM, rewriting the calibration. As wonderful as that sounds, once you open up the software it is immediately apparent that it isn’t as simple as adding or subtracting a little timing and a few percent of fuel. HP Tuners software is incredibly user friendly, however, there are simply too many tables to jump right in without knowing what you are doing. This is exactly why we’d recommend getting some EFI background; CarTech Books has a number of great resources. However, once you are ready to start playing around, The Tuning School is the best way to get your hands dirty under supervision. The Odessa, Florida-based school has both live seminars and at-home learning to walk you through HP Tuners software and the process of tuning a vehicle. Certificates are available for various levels of training, and excellent customer support. Bob Morreale gave us a taste of the school’s Level 1 GM Tuning course by introducing the method and demonstrating on the painfully stock Trailblazer SS. Note: the following is not meant to be a step-by-step tuning guide. It is only meant to introduce basic GM EFI tuning and what is capable on even a stock vehicle. We’d recommend training before attempting EFI tuning.
1997-2004 C5 Corvette (LS1) Tuning Sort by Featured Best Selling Alphabetically, A-Z Alphabetically, Z-A Price, low to high Price, high to low Date, new to old Date, old to new Grid view List view.
Once Bob Morreale of The Tuning School downloaded the 2008 Trailblazer SS’s stock tune to his laptop via the HP Tuners interface (hardware) and VCM Suite (software), we took a look at the Torque Management tab under the navigation for Engine. The OEM calibration wants to limit engine output (via spark advance) to protect the transmission and other components. There is a hard cap on the input and output as well as per gear. Notice that six gears are listed, even though the TBSS only has four. The TBSS’s E38 ECM is also used on the fifth-gen Camaro and C6 Corvette, which both offer a 6-speed automatic. If you wanted to convert from a 4- to a 6-speed, the framework already exists in the software to control it.
Brake Torque Limit is another cap that prevents you from making a hard launch from a standstill. If you plan on stalling the converter with a little left foot braking, you’ll want to ditch these limits.
Easily the most noticeable aspect of Torque Management is the tip-in limiting. You punch the throttle, and the timing seems lazy. But we’re inpatient and we want all 395hp right now! Here you can see exactly why this happens – the computer limits the output until near the top of the table. By modifying this table you will really feel the difference from stoplight to stoplight.
The OEM tune-up also retards timing at 86-degrees of Intake Air Temperature (IAT). The Tuning School says up to 122-degrees is safe without any change to spark advance, and from 131 to 149-degrees it needs only half as much timing retard.
Now let’s turn our attention to the Fuel tab, under Power Enrich. There are several limiting factors before the ECM lets the engine get into Wide-Open Throttle (WOT) and Power Enrich mode. Bottom left is the PE Delay, and just above that is the Enrichment Ramp In, EQ Ratio, and Hot PE Throttle/Pedal. Hot PE is set from the factory at 87% throttle.
Power Enrich EQ Ratio is essentially the commanded air/fuel ratio. By leaning out this table you can pick up some power, but fuel mileage is the major advantage. And this pig needs all the help it can get! If these values seem odd, keep in mind that they are Fuel/Air multipliers. The stoichiometric ratio of E10 is 14.13, which is divided by this value to achieve the commanded AFR.
Here are the tuned Torque Management tables. With all the Gen III/IV engines the basic concept is to max out each value. You’ll see 6,042 ft-lbs is the max for Brake Torque, Engine Torque vs. RPM vs. Gear, and ETC Tip-in as well as Trans Input and Trans Output. The Front Axle, Front Propshaft, Rear Axle, and Rear Propshaft are maxed at 96,672 ft-lbs. On the Gen V, this is radically different.
The tuned IAT Spark Advance Correction table was zeroed out up until 122-degrees, and the values from 131 to 149-degrees were cut in half using the multiply function.
The tuned PE tables reflect a target AFR of 12.0:1, and a Hot PE at 35% throttle. The end result is that the truck feels much more crisp off the line with increased MPG. Plans are in the works to start modifying this grocery-getter, so stay tuned.
Sources
HP Tuners
The Tuning School
727/264-8875
This March Performance accessory drive pulley kit fits the LS1, LS2, and LS7 engines, demonstrating the interchangability of the LS engine universe, which has played a significant role in the ever-growing popularity of using LS engines for new car builds and engine swap projects. (Image/Hot Rod)
[Editor’s Note:This LS1 engine upgrade guide is the first in a series of LS engine upgrade guides assembled by a team of LS experts at Summit Racing. The LS1 engine is a Gen III 5.7L aluminum-block V8 car engine that first appeared in the 1997 Chevrolet Corvette. The LS6—introduced for the 2001 Chevy Corvette Z06—is also a Gen III 5.7 aluminum-block V8. While the LS6 emerged from the factory with more power than the LS1, both engines can make the same power with common upgrades. You’ll see plenty of LS6 references below as a result. For a primer on the LS engine universe, read LS Engines 101: An Introductory Overview of the Gen III/IV LS Engine Family.]
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Intro to LS1 Upgrades
On a stock LS1 engine, the following upgrades can improve performance and fuel economy:
- A cold air intake kit
- An aftermarket exhaust system
- A computer programmer
A stock LS6—a Gen III 5.7L aluminum block V8, just like the LS1—has more power than a stock LS1, but both can make the same power with common upgrades.
[Every engine spec you’ll need for an LS1 project can be found here:LS1 Engine Specs: Performance, Bore & Stroke, Cylinder Heads, Cam Specs & More.]
The aluminum blocks are not as strong as the LS-based iron-block Vortec truck engines like the LQ4 and LQ9, but both the LS1 and LS6 can be pushed to over 850 horsepower with upgraded internals.
If you’re on the hunt for the best mods for your LS1 engine, you’re in the right place. Here’s the path to upgrading your powerplant to achieve maximum performance.
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Open asd file. (Summit Racing’s Paul Spurlock contributed to this article.)
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Upgrading the LS1 Intake Manifold and Throttle Body
- If you have an LS1, upgrading to the LS6 intake is inexpensive and popular.
The throttle body diameters are identical. Aftermarket intakes can produce strong gains with a 90mm (LS2) throttle body. Short-runner intakes are better from 5500 rpm and up. Long-runner intakes make more power through the entire range. These are generally better for cars with stock gearing and a mild converter.
- When changing intakes, take note of the throttle body and the number of bolt holes in the mounting flange.
F-body cars and the 2004 GTO were cable-operated. The Corvettes came with electronic throttle control (drive-by-wire).
LS1 and LS6 throttle bodies were both 78mm and had a three-bolt mounting flange. Aftermarket manifolds usually have a four-bolt flange.
- If hood clearance isn’t an issue, tunnel rams produce big gains at 6,000+ rpm.
![Ls1 Ls1](https://cdn11.bigcommerce.com/s-8b6wr/images/stencil/500x659/products/1405/1397/derive_advantage_fordsoftware__60700.1455168512.png?c=2)
Single-plane intakes don’t make as much torque or power as the tunnel rams. But, for engines turning 5,500+ rpm (minimum), or are subject to nitrous backfires, they begin to make more sense.
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[Trying to find an LS engine for a swap or build? Check out Part 1 and Part 2 of our LS Spotter’s Guide.]
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Upgrading the LS1 Fuel System and Tuning the Engine
(Image/Cavills Dyno)
- Fuel injectors: The standard 28-pound injectors only support about 390 hp at 90-percent duty cycle. Upgrading to larger injectors is required if you’re planning more power.
- Fuel pumps: The factory pump becomes a limitation at 450 hp. Drop-in dual pumps are a common upgrade.
Custom tuning will be required to properly adjust the fuel and ignition systems.
Because of the popularity of LS upgrades, chassis dyno tuning with the factory ECU is most common.
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Upgrading LS1 Cylinder Heads
The LS1 heads were good, but the LS6 heads were better. Both respond well to custom machine work:
- Porting: CNC-machined factory heads (LS1 or LS6) can flow over 320 cfm.
- Milling/Decking: Without modifying the intake manifold, LS1 heads can be taken to 62cc chamber volume. The LS6 can be taken down to 60cc. This will create up to 11:1 compression on pump gas. However, be aware that piston-to-valve clearance will be reduced.
- Aftermarket cylinder heads offer a range runner and chamber volumes. Additional deck thickness helps head gasket sealing with power adders.
- Lightweight LS3 valves can be cut to fit the seats.
- Performance valve springs will reduce valve float.
A four-corner steam kit can reduce hot spots that cause #7 piston ring gaps to butt.
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Upgrading the LS1 Camshaft and Valvetrain
(Image/LSX Magazine)
- LS engines respond extremely well to cam swaps.
Just match the other parts you choose to support it. This isn’t just valve springs and rockers. It includes intake, heads, exhaust, torque converter, rear-end gears, etc.
- The trunnion bearings in the stock rocker arms are another known weak point.
Retrofit trunnion kits fix this. Upgrading to full roller rockers is recommended for over 0.600-inch lift.
Upgrading the LS1 Rotating Assembly
- The stock pistons are a known weak point.
As horsepower increases, so does heat. The stock cooling system wasn’t designed to handle the added heat.
The excess heat can cause the top piston ring to expand. Under enough heat, it will close the ring gap and the ends will butt together. When they do, a broken ring land can result.
Broken ring lands can happen with as little as 450 hp in road racing, or 600 hp in drag racing.
- Another weak point of the stock pistons is that they don’t have valve reliefs.
This will limit piston-to-valve clearance. A set of forged pistons should be high on your priority list.
- 1997-2000 LS1 connecting rod bolts are another weak point.
In 2001, the LS1 used the stronger LS6 bolts.
Rods with the 2001+ bolts are good to 500 hp and 7,000 rpm (naturally aspirated). With boost or nitrous, 700+ hp can be achieved if rpm is limited to 6,500.
- Forged connecting rods are another popular upgrade.
The stock crankshaft can handle about 900 hp and 7,000 rpm (for a limited time).
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- A forged crankshaft upgrade will add strength to the bottom end.
Stroker cranks also add extra displacement. If rods and pistons are replaced, it makes sense to upgrade the crank at the same time.
Performance balanced rotating assemblies make the job easier.
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Upgrading the LS1 Engine Block
(Image/RMC Engine)
The 1997-1998 LS1 blocks had thin cylinder sleeves. Honing them 0.005-inch oversized is the safe maximum.
Later blocks had thicker sleeves that can be honed 0.010 inch.
- Upgrading to a four-inch stroke ups the displacement to 383 cubic inches or 6.3L.
Another way to increase displacement is to re-sleeve the block.
Generally, the 1999-2000 LS1 block is the preferred starting point. It has solid main webbing and better rear oil galley passage than the earlier blocks. The 1997-1998 LS1 blocks have solid main webbing, but less desirable oiling.
- LS6 blocks are not good candidates for re-sleeving.
These blocks have windows cast into the bulkheads for improved breathing. When machining for larger liners, there is less material to support the cylinder which results in a weaker engine block.
- Using the proper sleeves, the bore can be increased to 4.125 inch, and with a four-inch stroke, the displacement increases to 427 c.i. or 7.0L.
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With boost, sleeved blocks have been pushed to over 2,000 hp. These blocks have added bracing, oiling upgrades, and provisions for six head studs per cylinder.
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(Information for this article originally appeared in thisUpgrading the Gen. 3, 5.7L, LS Car Enginesarticle atSummit Racing’s searchable database of FAQ tech info. Go there and search “LS engines” for a comprehensive collection of LS engine tech information.)