Carputing ECM Editing Software - In A Flash

The power enrichment versus rpm table controls the target equivalency ratio during WOT. This tends to be the main air-fuel-ratio (AFR) tuning table used during dyno tuning. We've found actual engine AFRs do vary from the target settings, so using a wide-band meter is a necessity when making changes to this table. We also toggle "COT" off when tuning PE, and re-enable it once tuning is complete.

Each table in LS2-edit can also be viewed in graphical format. Here we show the PE versus rpm in graphical format.

Fuel injector flow rate can be adjusted to correct for a change of injector size. The injector slope should be the first table adjusted for injectors, prior to tuning other fuel delivery parameters. A little metric conversion math will be necessary to dial in your "lb/hr"-rated injectors.

The main fuel mapping, or Volumetric Efficiency table, is fairly intimidating at first glance. The tables are organized by MAP reading and range from 20 to 100 MAP. Theoretically, any change in an engine's volumetric efficiency will require work on these tables. However, the tables probably won't need work if your changes are within the correction limits (most bolt-on parts) of the feedback control from a good working factory O2 setup. Mods such as big cams or increased displacement are going to require VE table tuning.

'Edit graphs can be simplified to show less rows of a table. Under the 'Select Rows' tab, the user can select those rows desired to be shown. Here we've selected only the 70 MAP line.

The graph shows the resultant VE plot, with only the 70 MAP line drawn.

The MAF table tuning can be used to correct for modified MAFs or induction routing. A good tune starts with a good and accurate MAF table. We like to use the MAF tables only for dialing-in the correct MAF output, and not as the "main" fuel tuning.

The "Skip Shift" tab clearly allows one to shut off CAGS. You'll also find the defined allowable torque converter slip limit on this tab.

The engine calibration "Ignition" tab exposes spark delivery and retard tables. The final delivered spark advance is actually a sum of various parameters, so no one single table will define absolute spark advance. Understanding how these tables interact is necessary to make productive changes on these pages. Only make small changes to start with, until you become familiar with how the tables interact.

The "High Octane Timing" table is the basis for most of the spark delivery. Typically, the factory setting is a few degrees lower than peak performance potential in this table. Making changes in this table will take time, as the spark curves are not straight lines and will require blending.

Making a backup of the base tune is imperative. Using that backup to check your progress is smart. 'Edit allows two similar files to be loaded simultaneously and the difference between the two files can be viewed using the comparison block as shown at the bottom. Here we're comparing a stock table versus our tuned table.

Launch spark retard is analogous to the burst knock we've seen in older LS1-edit. The launch retard is one factor added in the process of figuring final spark delivery timing.

The "Maximum Brake Torque" timing table gives an idea of where the factory is calling for peak torque production. These numbers will practically always be higher than the High Octane table.

Idle spark advance will come into play for head/cam and stroker engines. Bumped up idle timing will usually help smooth a cammed engine idle. Too much timing can cause a runaway or racing idle.

More torque management is found under the "Torque" section. Traction control and launch control can be toggled on this page too. And again, another rear axle ratio scalar.

Torque management by rpm for a selected gear tables will look like this from the factory. Each table shows the maximum allowable torque for a certain rpm.

A last few odds and ends are found under the "Parameters" tab.

Dyno testing on SLP Performance Parts' Superflow dyno in Toms River, New Jersey, resulted in peak gains of 10.0 SAE rwhp/7.1 SAE rwft-lbs. We also gained a few ponies across the whole curve. Power gains were only part of the result, we can't put a dyno value on the pumped up shifting, removed torque management, or eliminated DTC light.