1998-2002 LS1 F-Body Tuning Tools

This is the RoadRunner, which is a replacement PCM that allows realtime tuning for the LS1 PCMs. It works with the 1999-2002 F-Body LS1 setups as well as many of the 2000+ V8 trucks.  Comes with a 6-foot weatherproof USB cable for PC connectivity. Bluetooth capable, but requires add-on module. PLEASE NOTE! Software is required to interface with the RoadRunner. Please acquire a license for your RoadRunner. If EFI Live, it needs to MATCH your RoadRunner serial number. Also, PLEASE supply your VIN so that we can pre-load the RoadRunner with a 'starter' file for you so you'll hit the ground running! Otherwise, it will be preloaded with a "default" LS1 stock M6 Camaro 2002 binary.

FlashScan V2 can be ordered via EFILives online store.

• Standalone black box logging to FlashScan V2 internal memory and SD memory card
• Standalone reading and flashing of ECMs
• Standalone scanning/logging of data to LCD screen
• Storage of tunes to SD memory card
• Audible alarms when PIDs go out of user defined ranges
• High Speed USB 2.0
• Power off button and/or timer based sleep mode
• 4 x 5v analog inputs
• LCD backlight brightness control
• Data logging from external serial input. i.e. Supported Dyno software, WBO2

Gen IV Vehicle Support

The Timing Tuner is a device that is installed on LS1 and derivative engine equipped vehicles for adjusting the spark advance 'timing' to extract improved engine performance. The unit installs 'in-line' with the crankshaft sensor wiring and alters the signal that is received by the PCM (Powertrain Control Module, 'engine computer'). By shifting the crankshaft signal ahead or behind in time the spark timing in the engine is changed.

The Timing Tuner is used to adjust the Spark Advance to improve engine response and power. Assuming sufficient octane fuel is used, most production engines will make more power with a few more degrees of spark advance. However when Nitrous Oxide or superchargers/turbochargers are used to raise horsepower the spark advance must be reduced (retarded) to prevent detonation. Detonation (pinging, spark knocking) is very destructive and is to be avoided. Always run high enough octane fuel for the power levels desired.

The Timing Tuner also has a Nitrous Oxide (N2O) control feature. The unit features activation delay, timing retard, and activation controls based on RPM (programmable window switch). The setup can be optimized for non-N2O driving and when the trigger wire is energized the secondary settings are activated. This ensures the optimum setting is always available both with and without N2O.

THE TIMING TUNER KIT CONTAINS THE FOLLOWING PARTS:

• Timing Tuner control box
• Timing Tuner wiring harness (3 feet long)
• N2O connection harness (18 inches long)
• Service jumper plug
• Tie-wraps
• Instruction manual

ADJUSTMENTS AND LED'S:
The Timing Tuner has several adjustments:

• Spark Base: Adjusts the spark advance/retard at all RPMs
• Spark WOT: Adjusts the spark advance at RPMs over 3000
• RPM: Adjust the minimum RPM to activate the N2O relay
• RTD: Adjusts additional spark retard when N2O is activated
• MODE: A series of switches to set the N2O activation delay and maximum RPM

The Timing Tuner has 2 indicator LED's: Both LED's turn on for a moment when the unit is powered up, this is for checking LED operation. The Green LED will blink once when the settings are changed to indicate that the change has be recognized.

• Green: Indicates that the unit has synchronized with the crankshaft and is controlling spark advance timing.
• Red: indicates that the N2O relay has been turned on and the RTD spark advance setting is active.

The LED's also are used to indicate various detected error conditions within the Timing Tuner System.

• Green: 1 blink - Crank sensor pulses detected out of order.
• Green: 2 blinks - Noisy crank sensor signal (reroute wiring)
• Red+Green alternating - Incorect connection or operation is detected with the N2O pilot relay. The relay must be connected as shown in the Connection Diagram.

Turning the engine off resets all detected error conditions.

N2O TRIGGER AND DELAY
The Timing Tuner has several features for control of N2O:

• Activation Delay
• Minimum RPM
• Maximum RPM

Activation Delay is used to delay the activation of the N2O system so the car's suspension has a chance to react and plant the rear tires before the N2O 'hits'. The delay is adjusted by setting Mode switches 1-3, see the table below. The delay happens once in a race, if the N2O is deactivated during a race and the engine RPMs do not drop below 3000, the delay is bypassed when the N2O is retriggered. This is useful when bracket racing and trying to stay ahead of the competition without 'breaking out'. Or when traction is lost and the driver 'lifts' to stop the wheelspin.

Minimum RPM is a setting for tuning the turn-on RPM for the N2O. This setting is checked after the Activation Delay has expired. It is used in place of, or in conjunction with Activation Delay to control the point at which the N2O is triggered in relation to torque converter stall speed.

Maximum RPM is selected with the Mode 4 switch. It is used to de-activate the N2O system below the PCM rev limiter setting. If the engine hits the PCM rev limiter with the N2O activated, a backfire could occur.

The MAF Translator unit allows you to richen or lean out your car's fuel mixture up to 14%. It plugs in between your mass air flow sensor and the car's PCM and adjusts the rate of fuel delivery and amount of spark advance to allow you to richen or lean the air-fuel mixture to your specific needs. Installation is simple and each unit comes with detailed instructions.

The LM-2 combines an air/fuel ratio meter, a full-function 32-channel datalogger, and powerful software to deliver a complete tuning workshop for less than the cost of one dyno day. Whether you have a piggy-back fuel controller, race carb, aftermarket ECU, ODB-II tuning software, or a flash/chip programmer, an LM-2 is the tool you need to dial in maximum HP. The meter’s digital signal processing technology provides data on exactly how rich or lean an engine is running at any load. The LM-2’s self-calibrating circuitry also compensates for changes in temperature, altitude, and sensor condition.

• Patented “Direct Digital” Wideband Technology
• Wideband O2 Compatible with ALL fuel types
• Single or Dual Channel Version Available
• OBD-II Scan tool- read/clear DTCs and log up to 16 channels of CAN OBD-II Data
• Log directly to SD card (included)
• Playback log data on screen and/or with powerful LogWorks software (included)
• Large high-contrast graphics LCD
• Built-in RPM converter (direct frequency or with optional inductive clamp)
• 4 fully-differential analog inputs
• 2 configurable linear analog outputs
• Positive lock connectors for all connections
• Innovate MTS serial IN and OUT
• USB connection to your PC

The LM-2 also features two fully programmable linear analog outputs to connect to analog gauges, dyno computers, ECUs, piggyback controllers, and other devices with analog inputs. Analog output 1 comes setup from the factory ready for narrowband simulation; analog output 2 is configured as 0 volt = 7.35 AFR and 5 volts = 22.39 AFR. With the provided LM Programmer software these analog outputs may also be configured by the user.

The AuxBox attaches to the auxiliary input of the LM-1 and allows a user to log and analyze 5 critical engine metrics in addition to the air/fuel ratio native on the LM-1. The AuxBox makes the LM-1 into a complete tuning kit, allowing the user to capture, view, and analyze data on all 6 channels that the LM-1 can log internally. Correlating AFR, RPM, MAP, and CHT, for example, is essential when tuning piggy-back fuel controllers, ECU programmers, aftermarket ECUs, or racing carburetors.

The 5 internal sensors are intended for capturing Manifold Air Pressure (MAP or Boost), Cylinder Head Temperature (CHT) or Exhaust Gas Temperature (EGT), RPM conversion (from a tach signal or inductive clamp), Acceleration, and Injector Duty Cycle (or Dwell). The internal MAP sensor is a 3-bar absolute pressure sensor, providing accurate data up to 44.1 PSIA. The temperature measurement circuit features a K-type thermocouple. The internal accelerometer features 2 axis measurements for a variety of mounting options.

Another key application of the AuxBox is road testing. Even a dyno doesn’t provide as much real data as road testing. Factors like air flow, side force, and load vary significantly on a real road. With an AuxBox, a user can log 6 channels, in multiple sessions, for up to 44 minutes. Then, back at the garage, simply connect the LM-1 to you PC and view all of you log data. Use LogWorks to view fuel mapping, perform statistical analysis, overlay graphs, and playback a log on the virtual gauges. You can also view realtime data on LogWorks’ gauges if you want to take your laptop on the road.

The AuxBox also includes 5 external inputs for connecting external sensors in lieu of the internal sensors. This allows users to log data from external sensors like TPS or suspension data.

The AuxBox ships with mounting hardware, a 6’ thermocouple wire, the LM-1 connecting cable, and the user manual.

The LC-1 is a complete wideband controller built in to a sealed cable. It features the same award-winning patented digital measurement principal found in the LM-1, and includes digital input, output, and 2 programmable analog outputs.