Up and go tuning

16/10/2026

🔥 SEVEN TUNERS COULDN’T GET IT RIGHT. NOW IT’S OUR TURN. 🔥

🇦🇺 STEVE’S 1989 HSV VN SV LE — BUILD NUMBER 039 OF JUST 110 PRODUCED.

This is no ordinary VN Commodore. It’s a rare piece of Australian performance history, and one that’s had some serious money poured into it.

Under the bonnet is a Holden 308 stroked out to 355 cubic inches, topped with VN Group A 65/80 mm twin throttle bodies, backed by a Crane 288-spec solid camshaft and fed by Bosch 42 lb/hr Ford turbo injectors.

Engine management? An LS1 411 PCM.

Transmission? A T56 six-speed manual.

Old-school Holden muscle meets LS-based engine management — and this combination deserves to be dialled in properly.

Despite visiting SEVEN DIFFERENT TUNERS, Steve is still battling issues that should have been sorted: a cold-start misfire, closed-loop fuelling problems and an engine that continues to run in open loop.

That’s a lot of time, money and frustration invested without getting the outcome he’s after.

SO STEVE HAS BROUGHT IT TO UP & GO TUNING.

We’re not here to throw another file at it and hope for the best. We’re here to get into the calibration, examine the data and address the problems at their source.

From injector characterisation and fuel pressure through to cold-start fuelling, idle quality and closed-loop operation, the goal is to get the engine management working properly with the hardware it’s controlling.

Because a build like this deserves more than a tune that simply gets it running. It deserves a calibration that takes the entire combination into account.

HSV VN SV LE. BUILD #039. 355 STROKER. T56 SIX-SPEED. LS1 ENGINE MANAGEMENT.

Seven tuners have had their opportunity. Now we get to work.

We know what this car means to Steve, and we’re looking forward to showing you how we get on.

THE CAR IS SPECIAL. THE BUILD IS SERIOUS. NOW LET’S GET THE CALIBRATION SORTED. 💪🔥

📩 UP & GO TUNING
LS-based engine calibration — Australia-wide.

16/10/2026

RUNNING AN LS WITH HP TUNERS, HOLLEY EFI OR HALTECH TERMINATOR X? LET’S TALK. 🔧

Not every LS runs the factory ECU, and not every combination is tuned the same way.

Some vehicles run factory GM engine management through HP Tuners. Others have been converted to a standalone ECU such as Holley EFI or Haltech Terminator X.

The important thing is knowing what system is actually controlling your engine before we get started.

HP TUNERS

Running a factory GM ECU in your LS-powered Commodore or another supported vehicle?

We work with HP Tuners for supported applications, using the appropriate interface, calibration files and data logs to assess the combination.

HOLLEY EFI

Running a Holley EFI system on your LS build?

Standalone engine management has its own configuration, setup requirements and logging process. We need to establish exactly which Holley system you’re using before confirming what’s involved.

HALTECH TERMINATOR X

Converted your LS to a Haltech Terminator X?

We’ll need to know the exact ECU and setup, along with the available calibration and logging information, before discussing the work required.

HERE’S WHAT WE NEED FROM YOU.

Tell us:

* Your vehicle and LS engine combination.
* Which ECU or engine management system you’re running.
* Your known modifications.
* What the car is doing and what you’re trying to achieve.
* What tuning hardware and data logging capabilities you have.

You don’t need to know every camshaft specification to start the conversation. We need accurate information about the setup and the data required to assess it.

IMPORTANT: Different engine management systems require different software, access and tuning workflows. Contact us with your exact setup so we can confirm whether we can support your application before you pay.

At Up & Go Tuning, our focus is LS-based engine and transmission calibration. We want to establish what you’re running first, then work out the right approach for your combination.

📩 SEND US YOUR ECU, ENGINE SETUP AND MOD LIST TO GET THE CONVERSATION STARTED.

UP & GO TUNING — LS CALIBRATION AUSTRALIA-WIDE AND WORLDWIDE.

15/10/2026

WANT A REMOTE LS TUNE? HERE’S WHAT YOU NEED BEFORE YOU PAY. 🔧🇦🇺

Want to get your LS tuned but don’t have a reputable tuner nearby? That’s where Up & Go Tuning comes in.

Before we get started, here’s what you need to know.

1. PAYMENT AND TURNAROUND TIME

Payment is required before we begin preparing your base tune.

Please allow 24–48 hours from payment for your base tune file to be prepared.

This is the turnaround time for the initial base file, not a guarantee that the entire tuning process will be completed within that timeframe. Further revisions depend on your setup, the data provided and what the car needs.

2. YOUR TUNING HARDWARE

You’ll need compatible tuning hardware for your vehicle and ECU.

Using HP Tuners? Let us know which interface you have and confirm you’ve got the necessary software and access to read and write your calibration.

Not sure what you need? Message us before paying and we’ll discuss your setup.

3. YOUR MOD LIST

You don’t need to know every specification inside your engine.

Tell us what you know about your LS, including the intake, exhaust, injectors, fuel system, camshaft if known, and whether it’s naturally aspirated, turbocharged or supercharged.

Also let us know whether you’re running a manual or automatic and what modifications have been made to the transmission.

4. YOUR CURRENT TUNE FILE

If the car has already been tuned, tell us.

We need to establish what calibration is currently in the ECU and obtain the relevant file where required. Let us know if the vehicle has developed any problems or if modifications have been made since its last tune.

5. A GOOD DATA LOG

This is where we assess how your engine is actually operating.

Depending on your combination, we’ll need suitable data covering relevant channels such as RPM, throttle position, MAF or MAP, fuelling, ignition timing, knock re**rd and engine temperatures.

Automatic transmission tuning may require additional transmission and converter information.

Don’t know your exact cam specs? That’s alright. That’s why we use data logging — to assess what the engine is doing rather than relying on guesswork.

The required channels and logging conditions depend on the vehicle and the work being carried out. If we need more information, we’ll explain what’s missing.

If the vehicle has a mechanical fault or isn’t safe to drive, that needs to be addressed before attempting risky logging runs.

THE PROCESS IS STRAIGHTFORWARD:

1. Message us with your vehicle and known modifications.
2. Confirm your tuning hardware and what’s required for your setup.
3. Arrange payment.
4. Allow 24–48 hours for your base tune file.
5. Follow the logging instructions and provide the required data for assessment and further calibration.

READY TO GET STARTED?

Send Up & Go Tuning your LS setup, modifications and tuning hardware. We’ll talk you through what’s needed before you pay.

UP & GO TUNING — REMOTE LS ENGINE AND TRANSMISSION CALIBRATION AUSTRALIA-WIDE AND WORLDWIDE.

15/10/2026

DON’T KNOW YOUR CAM SPECS? THAT DOESN’T MEAN WE CAN’T START. 🔧

Bought a modified Commodore? Had a cam fitted years ago? Maybe you bought the car already built and the previous owner couldn’t tell you exactly what’s inside it.

That’s alright. You don’t need to know every camshaft specification before we can start looking at your LS.

THAT’S WHY WE DATA LOG.

Rather than guessing what the engine is doing, we look at the information the ECU is giving us and assess how the car is operating.

A good data log can show us things like:

🔧 ENGINE RPM AND THROTTLE POSITION — How the engine responds to driver input and behaves across different operating conditions.

🔧 MAF OR MAP DATA — Depending on your setup, these help us assess airflow readings and engine load.

🔧 FUELING INFORMATION — Commanded lambda, oxygen sensor readings and fuel trims where applicable help us evaluate fuelling behaviour.

🔧 IGNITION TIMING AND KNOCK RE**RD — Useful information when assessing spark behaviour and potential knock activity in context.

🔧 ENGINE TEMPERATURES — Coolant and intake air temperatures help us understand the conditions the engine is operating under.

🔧 TRANSMISSION DATA — Where relevant, gear changes, converter behaviour and other transmission information can help us assess the complete combination.

The exact channels we need depend on the ECU, the tuning strategy and what we’re trying to achieve.

A DATA LOG DOESN’T TELL US EVERYTHING ABOUT THE ENGINE, BUT IT GIVES US EVIDENCE TO WORK WITH.

It doesn’t magically identify every camshaft or prove the engine is mechanically healthy. What it does is help us understand the engine’s behaviour, identify areas that need attention and decide what information or checks are needed next.

We still need an honest list of the modifications you know about, your tuning hardware and any problems the car is experiencing. If the data points towards a mechanical issue, that needs investigating before we start making calibration changes.

That’s the difference between making random adjustments and working from actual information.

At Up & Go Tuning, we specialise in LS-based engine and transmission calibration, with remote tuning available Australia-wide and worldwide.

DON’T KNOW EVERY SPEC OF YOUR ENGINE? DON’T LET THAT STOP YOU FROM GETTING STARTED.

Send us your vehicle details, the modifications you know about, your tuning hardware and any symptoms you’re experiencing. We’ll let you know what data we need to assess your setup.

UP & GO TUNING — LESS GUESSING. MORE DATA.

15/10/2026

WE NEED YOUR MOD LIST AND A GOOD DATA LOG BEFORE WE TUNE YOUR LS. 🔧

You don’t need to know every camshaft specification or have every part number written down.

What we do need is an honest list of what’s been changed on your engine and a useful data log so we can see how the car is actually operating.

THE MOD LIST TELLS US WHAT’S BEEN DONE. THE DATA LOG SHOWS US WHAT THE ENGINE IS DOING.

When you’re getting a remote tune through Up & Go Tuning, we need to know the basics:

🔧 ENGINE SETUP — LS1, LS2, LS3, L98, L76, L77 or another LS-based engine.

🔧 ENGINE MODIFICATIONS — Intake, headers, exhaust, camshaft, injectors, heads, supercharger or turbocharger. If you don’t know the exact cam specs, just tell us it’s cammed.

🔧 FUEL SYSTEM — Injector details and any fuel system changes you know about.

🔧 TRANSMISSION — Manual or automatic, gearbox type, and any relevant modifications.

🔧 TUNING HARDWARE — What ECU and interface you’re using, such as HP Tuners, and whether you have the current tune file.

THEN COMES THE DATA LOG.

A useful log gives us information about how the engine behaves under the conditions being assessed.

Depending on the setup and the job, that can include RPM, throttle position, MAP or MAF readings, commanded fuelling, oxygen sensor data, ignition timing, knock re**rd and engine temperatures.

For automatic transmission work, relevant gear, speed, converter and transmission data may also be needed.

The channels we need depend on the vehicle, the calibration strategy and what we’re trying to diagnose. One random screenshot or a log with missing information might not tell us enough.

And safety comes first. Logs should be collected under suitable conditions, with a wideband or other additional equipment where required. Don’t carry out a risky road test just to get us data.

WE DON’T NEED YOU TO KNOW EVERYTHING ABOUT YOUR ENGINE. WE NEED ACCURATE INFORMATION AND DATA WE CAN ACTUALLY WORK WITH.

If the log reveals a possible mechanical fault or a problem that needs investigating first, we’ll need to address that rather than blindly changing the calibration.

At Up & Go Tuning, we specialise in LS-based engine and transmission calibration, with remote tuning available Australia-wide and worldwide.

📩 MESSAGE US YOUR ENGINE SETUP, MOD LIST AND TUNING HARDWARE, AND WE’LL EXPLAIN WHAT DATA WE NEED FOR YOUR COMBINATION.

LESS GUESSING. BETTER DATA. A CALIBRATION BASED ON WHAT YOUR LS IS ACTUALLY DOING.

15/10/2026

WHAT IS CYLINDER AIR MASS, AND WHY DOES YOUR ECU CARE? 🔧

This is one of those things that gets overlooked when people talk about tuning an LS.

Everyone wants to talk horsepower, ignition timing and how much fuel an engine needs. But underneath a lot of those calculations is something the ECU needs to estimate correctly: how much air is entering each cylinder.

That’s cylinder airmass, and it has a big influence on how the ECU calculates engine load and controls the engine.

Let’s get into it.

WHAT EXACTLY IS CYLINDER AIRMASS?

It’s the estimated mass of air entering an individual cylinder for a combustion event, generally expressed in grams per cylinder.

Your ECU uses its airflow strategy and calibration data to estimate how much air the engine is taking in. That estimate helps determine the amount of fuel required, and it can also influence ignition timing, calculated engine torque and other control strategies.

The more air an engine traps in its cylinders, the more fuel it generally needs to maintain the same air-fuel ratio.

But here’s the important part: the ECU needs a reasonably accurate estimate of that air mass.

If the estimate is wrong, the calculations that depend on it can be wrong as well.

HOW DOES YOUR LS CALCULATE IT?

That depends on the airflow strategy being used.

MAF-BASED CALIBRATION

On a MAF-equipped LS, the ECU interprets the mass airflow sensor signal using its calibrated airflow curve.

The resulting airflow information helps the ECU estimate the air entering the engine.

If the MAF calibration doesn’t accurately represent the sensor and intake setup, the reported airflow can be wrong. That can affect calculated airmass and the fuelling and torque calculations that rely on it.

This is why changing an OTR, MAF housing or sensor arrangement can matter. The physical setup and the calibration need to agree.

SPEED DENSITY — MAFlESS

On a speed-density setup, the ECU estimates airflow using inputs such as manifold absolute pressure (MAP), intake air temperature, engine speed and a volumetric-efficiency model.

That VE model represents how effectively the engine fills its cylinders under different operating conditions.

Change the camshaft, cylinder heads, intake manifold or other engine hardware and the airflow characteristics can change.

A calibration that doesn’t represent the actual engine can produce inaccurate airmass estimates in parts of the operating range.

Removing the MAF doesn’t remove the need for accurate airflow modelling. It changes how the ECU estimates the air entering the engine.

WHY DOES CYLINDER AIRMASS MATTER FOR FUELING?

The ECU needs to estimate the air entering the cylinder so it can calculate the fuel required for its commanded mixture.

If the airmass estimate is inaccurate, the commanded fuel quantity can be affected, depending on the ECU’s active strategy and feedback corrections.

Closed-loop fuel control can compensate for some errors under supported conditions. But those corrections don’t automatically prove that the underlying airflow model is accurate everywhere.

Fuel trims that look good at idle don’t, by themselves, validate the calibration at high load.

WHAT ABOUT IGNITION TIMING AND TORQUE?

Cylinder airmass can also influence ignition calculations and estimated engine torque.

The ECU uses its calibration and operating inputs to determine appropriate spark timing. Load and airmass are important parts of that process, alongside RPM, temperature, fuel characteristics and knock control.

Calculated engine torque is also relevant to electronically controlled transmissions, including how torque reduction and shift strategies are managed.

If the engine’s calculated airmass or torque doesn’t represent reality accurately, that can complicate engine and transmission control.

That doesn’t mean every poor shift or timing issue is caused by airmass. It means the airflow model is one of the fundamentals worth understanding when diagnosing the whole combination.

WHY CAMMED LS ENGINES CAN MAKE THIS MORE COMPLICATED

A camshaft changes the engine’s breathing characteristics. Duration, overlap, intake valve closing, cylinder-head flow and the rest of the combination all influence how much air the engine traps.

At low RPM, cam overlap can make manifold pressure behaviour more complicated, which can make speed-density modelling particularly challenging around idle and light load.

At higher RPM and load, the engine’s airflow requirements change again.

The job isn’t to make one section of a table look good. It’s to ensure the calibration represents the engine across the operating conditions that matter.

SO HOW DO YOU KNOW IF THE AIRFLOW MODEL IS RIGHT?

You don’t assume it’s right because the car starts, idles or makes a decent dyno number.

You assess the actual setup and the available data, including the relevant airflow inputs, calculated load or airmass, fuelling information, engine speed, temperatures and operating conditions.

You also need to consider fuel pressure, injector characterisation, sensor accuracy and mechanical condition. A faulty sensor or fuel delivery problem can produce symptoms that look like a calibration issue.

A proper diagnosis separates those possibilities before changes are made.

THE BOTTOM LINE

Cylinder airmass isn’t just another number on a scanner. It’s one of the important pieces of information your LS ECU uses to calculate how the engine should operate.

Get the airflow estimate wrong and you can end up chasing fuelling, spark or transmission symptoms without addressing the underlying cause.

At Up & Go Tuning, we specialise in LS-based engine and transmission calibration. Whether you’re running an LS1, LS2, LS3, L98, L76, L77 or another LS-based combination, the calibration needs to suit the actual hardware.

Got a modified LS that isn’t running the way it should? Send Up & Go Tuning a message with your engine, modifications, ECU setup and symptoms. If you’ve got useful data logs, include those too.

Let’s look at what the engine is actually doing instead of guessing.

UP & GO TUNING — REMOTE LS TUNING AUSTRALIA-WIDE AND WORLDWIDE.

15/10/2026

14/10/2026

YES, A BAD TUNE CAN THROW AN ENGINE LIGHT. HERE’S WHY. 🔧

I’ve seen people assume that once a car has been tuned, any engine light that comes on must be a faulty sensor or a mechanical problem.

That’s not always the case.

YOUR ECU IS STILL MONITORING THE ENGINE AFTER IT’S BEEN TUNED.

The calibration changes how the engine operates, but the ECU still runs diagnostic checks. If a reading falls outside an expected range, or a monitored system doesn’t behave as expected, it can trigger a diagnostic trouble code (DTC).

Here’s where the calibration can come into it.

1. INCORRECT MAF OR VE CALIBRATION

If the airflow calculation doesn’t accurately represent the engine, it can contribute to fuelling errors and diagnostic faults, depending on the conditions and monitoring strategy.

2. FUELING THAT DOESN’T MATCH THE HARDWARE

Incorrect injector data, unsuitable fuelling calibration or an underlying fuel delivery problem can contribute to fuel-trim or mixture-related faults.

3. CHANGES TO ENGINE HARDWARE

Fitting a camshaft, changing the intake or altering the emissions equipment can affect how the engine operates and what the ECU sees. Some changes can cause diagnostic monitors to behave differently or flag a fault.

4. INCORRECT DIAGNOSTIC SETTINGS

If diagnostic thresholds or enable conditions are changed incorrectly, the ECU may set faults unexpectedly — or fail to report a problem it should detect.

Disabling a diagnostic code doesn’t fix the underlying fault. It can simply hide the warning.

5. NOT EVERY ENGINE LIGHT IS CAUSED BY THE TUNE

This is important.

A faulty oxygen sensor, vacuum leak, ignition misfire, wiring problem or mechanical fault can trigger an engine light on a perfectly reasonable calibration.

The code tells you what the ECU detected, not automatically what caused it.

The correct approach is to read the DTC, check the conditions in which it occurred and investigate the relevant system before deciding whether the calibration is responsible.

A TUNE SHOULD NOT BE USED TO COVER UP A FAULT THAT NEEDS FIXING.

At Up & Go Tuning, we specialise in LS-based engine and transmission calibration. If your LS develops an engine light after tuning or modifying the engine, the first step is to establish why it happened — not blindly clear the code and hope it stays away.

Got an LS with an engine light on? Send us the fault code, engine setup and any recent modifications.

DIAGNOSE THE PROBLEM. DON’T JUST HIDE THE WARNING.

UP & GO TUNING — REMOTE LS TUNING AUSTRALIA-WIDE AND WORLDWIDE.

14/10/2026

BIGGER INJECTORS, WORSE IDLE. WHAT WENT WRONG? 🔧

You fitted bigger injectors to your LS because the engine needs more fuel. Makes sense, right?

But now it won’t idle properly. The fuel trims are all over the place, it smells rich, the idle is inconsistent or you can’t get the thing to behave no matter what you change.

So what happened?

THE INJECTORS MIGHT BE BIGGER, BUT DID THE ECU GET THE CORRECT DATA?

This is where injector calibration matters. Entering the advertised flow rate and calling it done isn’t always enough.

1. INJECTOR FLOW RATE

The ECU needs to know how much fuel the injector delivers under the relevant operating conditions.

If the entered flow rate doesn’t match the actual injector characteristics and fuel pressure, the ECU’s fuel calculations can be inaccurate.

Too much or too little fuel can be commanded for the engine’s requirements.

And remember, injector flow ratings are only meaningful when you know the pressure and test conditions they were measured at.

2. INJECTOR OFFSET — THE OPENING DELAY MATTERS

An injector doesn’t open instantly when the ECU commands it to.

The delay depends on factors including injector design and electrical voltage. The ECU uses injector offset data to account for this behaviour.

At idle, the commanded injection time is relatively short, so errors in the offset data can make up a significant proportion of the total pulse duration.

That’s why an engine can behave differently as voltage changes or electrical loads switch on.

3. SHORT-PULSE CHARACTERISATION

Here’s another detail that gets overlooked.

At very short pulse widths, injector delivery may not increase linearly with commanded pulse duration.

The ECU needs appropriate short-pulse characterisation for the injectors and the calibration strategy being used.

Get this wrong and you can struggle to achieve consistent fuelling at idle and light load, even if the injector’s advertised flow rate looks correct.

4. FUEL PRESSURE MATTERS

An injector’s effective flow depends on the pressure difference across it.

If the fuel pressure differs from the conditions assumed by the calibration, the actual delivered fuel may not match what the ECU expects.

Before changing tables, make sure the fuel system is operating correctly and that the injector data matches the installed hardware.

5. DON’T IGNORE THE REST OF THE CALIBRATION

Changed injectors on a cammed LS?

You’ve got to consider the complete setup, including airflow modelling, idle control, fuelling and the way the engine behaves at low load.

But don’t automatically blame injector data for every rough idle. Vacuum leaks, incorrect MAF or VE calibration, ignition problems, sensor faults and mechanical issues can produce similar symptoms.

BIGGER INJECTORS DON’T AUTOMATICALLY MEAN BETTER FUELLING.

The right injectors need to suit the engine’s requirements, and the ECU needs accurate characterisation data to control them properly.

At Up & Go Tuning, we specialise in LS-based engine and transmission calibration. We look at the actual combination and the evidence rather than randomly changing tables until the idle looks better.

IF YOU’VE SPENT MONEY ON INJECTORS BUT YOUR LS NOW RUNS WORSE, DON’T KEEP GUESSING. FIND OUT WHAT’S ACTUALLY WRONG.

Send us your engine combination, injector make and model, fuel system details and symptoms. Let’s work out where to start.

UP & GO TUNING — REMOTE LS TUNING AUSTRALIA-WIDE AND WORLDWIDE.

14/10/2026

YOUR FUEL TRIMS LOOK GOOD. DOES THAT MEAN YOUR LS IS TUNED PROPERLY? 🔧

I see people post scanner screenshots showing fuel trims close to zero like it’s proof the entire tune is spot on.

But here’s the problem.

FUEL TRIMS ARE ONLY ONE PIECE OF THE PUZZLE.

You can have fuel trims sitting around zero and still have a calibration that needs work. You need to understand what the ECU is correcting, under what conditions it’s operating and what the rest of the data is telling you.

Let’s break it down.

1. WHAT ARE FUEL TRIMS ACTUALLY TELLING YOU?

On an LS operating in closed loop, the ECU uses oxygen sensor feedback to make corrections to its commanded fuelling.

Short-term fuel trim (STFT) reflects relatively immediate corrections, while long-term fuel trim (LTFT) represents learned corrections over time, where that strategy is enabled.

Positive trims generally mean the ECU is adding fuel. Negative trims generally mean it’s removing fuel.

If your trims are close to zero, that’s useful information. It suggests the ECU isn’t making a large correction in that particular operating condition.

But it doesn’t prove every part of the calibration is correct.

2. WHAT HAPPENS WHEN YOU GO WIDE-OPEN THROTTLE?

This is where people can misread the data.

Depending on the ECU strategy and operating conditions, your LS may transition away from normal closed-loop fuel-trim control during high-load operation.

That means the fuel trims you saw while cruising don’t automatically tell you whether the engine is achieving its commanded lambda under heavy load.

You need the appropriate data to assess that operating region.

3. YOUR FUEL TRIMS CAN LOOK GOOD WHILE YOUR AIRFLOW MODEL NEEDS ATTENTION

The ECU calculates airflow using its active strategy, sensor inputs and calibration data.

On a MAF setup, that includes the calibrated MAF airflow curve. On a speed-density setup, the VE model is central to the airflow estimate.

Fuel trims can help identify errors, but closed-loop corrections can also compensate for some underlying inaccuracies.

A correction that looks reasonable in one area doesn’t validate the airflow model across the entire operating range.

4. WHAT ABOUT YOUR INJECTOR DATA?

Injector flow rate, offset and short-pulse behaviour all influence how accurately the ECU can estimate delivered fuel.

Incorrect injector characterisation can contribute to fuelling errors, particularly at low pulse widths and light engine load.

But don’t automatically blame the injectors because the trims are unusual. Fuel pressure, airflow errors, exhaust leaks, sensor issues and other faults need to be considered too.

5. WHAT DOES THE REST OF YOUR DATA SAY?

A proper assessment looks beyond one pair of numbers.

Depending on the problem and the vehicle, useful information may include:

* Commanded and measured lambda, using appropriate measurement equipment.
* STFT and LTFT across relevant operating conditions.
* MAF airflow or speed-density inputs and calculated airmass.
* Ignition timing and knock re**rd, interpreted in context.
* Engine coolant and intake air temperatures.
* Throttle position, RPM and calculated load.
* Relevant transmission data if the complaint involves shift quality or drivability.

You don’t need to log every available channel just for the sake of it. You need the right information to answer the question you’re investigating.

6. A GOOD TUNE HAS TO WORK BEYOND ONE SCANNER SCREENSHOT

Does the car start properly when cold? Does it return to idle cleanly? Is the throttle response consistent? Does it cruise properly? Does it achieve its commanded fuelling under the conditions being assessed? Does the transmission behave as intended?

Those are different questions, and fuel trims alone cannot answer all of them.

And remember, a tune cannot fix every mechanical problem. Faulty sensors, vacuum leaks, exhaust leaks, fuel delivery issues and mechanical faults can all affect the data.

HERE’S THE POINT.

Fuel trims close to zero are useful. They’re not a certificate saying your entire calibration is perfect.

DON’T TUNE FOR A SCREENSHOT. TUNE FOR THE ENGINE, VALIDATE THE RESULT AND UNDERSTAND WHAT THE DATA ACTUALLY MEANS.

At Up & Go Tuning, we specialise in LS-based engine and transmission calibration. We look at the combination, the symptoms and the data rather than judging a tune by one number.

Got an LS that isn’t running the way it should, even though your fuel trims look fine? Send us your setup and symptoms.

Let’s look at the whole picture.

UP & GO TUNING — REMOTE LS TUNING AUSTRALIA-WIDE AND WORLDWIDE.