J2534 Gm Software

A J2534 Pass-thru Device is an interface that acts as a gateway between a vehicles controller and the technician’s PC. Its purpose is to translate the messages back and forth between the PC and controller into a protocol that is understood by the vehicle.
ACDelco Technical Delivery System is General Motors’ service information, diagnostics, and service programming portal to the automotive aftermarket. We share a common goal with you about delivering the best services possible to our customers. The offerings available through this portal are established to satisfy your varied business needs.
MaxiFlash for GM. The MaxiFlash is designed to be a full J2534 reprogramming tool for a specific car manufacturer. It features ergonomic design, rugged case, faster performance and low cost.
GM Gen III LS PCM/ECM: Tuning Software and Equipment includes instructional photos, checklists, and step-by-step instructions on upgrading to the GM Gen III LS-Series PCM, ECM, Electronics, and POWERTRAIN CONTROL SYSTEMS.

Gm Computer Reprogramming Software
Gm Reprogramming Website

For access to SAE J-2534 information go to the General Motors service information website www.acdelcotds.com. ACDelco TDS account login is required to view information. Technicians must purchase a subscription the Techline Information System (TIS2Web) to gain access to service and programming information. TIS2Web is the web-based. A J2534 Reprogramming & Diagnostic Pass-Thru Device Providing Mechanics, Technicians, Locksmiths & Vehicle Security Professionals Complete Automotive Coverage for Engine, Brakes, Transmission & Body Vehicle reprogramming tools are becoming an essential auto diagnostic tool in automotive repair shops.

Although Gen III PCMs are powerful control modules, they are of little use without tuning software tochange engine (and transmission) operating parameters. You may find that the best results involve a blend of tuning services at an experienced dyno facility and final do-it-yourself tweaking using a popular scan-and-tune software package. The aftermarket offers all the tuning tools necessary for a successful LS1 PCM conversion.

This Tech Tip is From the Full Book, HOW TO USE AND UPGRADE TO GM GEN III LS-SERIES POWERTRAIN CONTROL SYSTEMS. For a comprehensive guide on this entire subject you can visit this link:

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GM Tuning

Prior to use in a production vehicle, each GM PCM is flashed with a calibration specific for its application. Vehicle options such as air conditioning, electric fans, transmission type, throttle type, etc. have different settings from one vehicle to another. Just as a new (or used) PCM installed into a production vehicle requires the latest GM calibration for that vehicle, a new (or used) PCM purchased for an engine/transmission conversion requires an initial calibration to be flashed into the PCM’s memory that closely matches the features of the vehicle.

GM repair technicians use a web-based subscription service to access on-board control module calibrations. When an on-board module is replaced during service, the technician uses TIS2Web for service programming. Occasionally, a vehicle may receive a calibration update due to an undesirable performance behavior noted by owners of similar vehicles.

Service technicians have access to the latest vehicle calibrations through an online subscription-based service. This service is limited to flashing on-board modules with the latest GM calibrations. Gen III engine conversions always require calibration changes to a GM calibration, so this service is nothing more than a first step in preparing a PCM for an engine conversion. Unfortunately, service technicians having access to this GM service are often unwilling to use it for an enthusiast because it requires the vehicle to be present for a connection to the OBD-II DLC.

Software

GM’s Technical Information System (TIS)—Service Programming System (SPS), (commonly referred to as TIS2Web) is an Internet utility used by service technicians to reprogram control modules with the latest GM calibration. The software is accessed through the Internet and opened as a Java applet launched on the technician’s local laptop or desktop PC.

The Tech2 is the scan tool used by GM repair technicians to troubleshoot, diagnose, and reprogram on-board modules. Because of its price, many owners choose an alternative tool for retrieving and clearing OBD-II codes. (Photo Courtesy Keith McCord).

For TIS2Web on-board programming functions only, General Motors offers a calibration service that does not require an expensive Tech2. The Mongoose cable allows repair facilities to use TIS2Web.

To reprogram a module, the technician first chooses the vehicle type (year, make, model, engine size). Then the technician enters the vehicle identification number (VIN), which provides a list of on-board modules available for programming. After choosing an on-board module for programming, the technician is prompted to select from among several available calibrations. The calibration data is temporarily downloaded to the local laptop or PC (so that an interruption in Internet service does not interrupt programming) and then the on-board module is programmed.

Hardware Interface

TIS2Web requires a J2534 programming interface such as the GM Tech2, Drew Technologies Mongoose cable, or other compatible programming interface. The programming hardware interface is a link between the vehicle’s OBD- II diagnostic connector and a laptop or desktop PC. The Tech2 is a powerful handheld device used by GM service technicians for advanced vehicle diagnostics and programming. Note that the Mongoose cannot perform the advanced diagnostic procedures of the Tech2.

Custom Tuning and Data Acquisition

Preparing a PCM for use with any engine conversion requires custom programming. A new PCM does not contain a calibration ready for use and a PCM pulled from a used vehicle contains parameters preventing fuel delivery without satisfying vehicle antitheft system (VATS) requirements. VATS eliminator modules exist in the aftermarket but they do nothing more than supply the PCM with a signal to satisfy the VATS requirement and allow fuel delivery. Additional parameters must be changed for proper engine operation and appropriate diagnostic trouble code (DTC) processing and notification. See Chapter 15, Project 1, on page 112 for a list of DTCs after a Gen III PCM conversion.

PCM calibration data tables and parameters are used to mathematically apply injector and spark timing. A misconception is that the calibration data follows engine hardware (cubic inches, cylinder head specs, fuel injector size, and camshaft profile). In reality, engine hardware influences table and parameter settings that must be adjusted (by a tuner) for an engine to run properly. Incorrect calibration settings result in an engine that runs poorly.Many owners choose to ship their PCM to a tuner who offers a mail-order calibration service. They typically fill out an order form with questions related to engine hardware (cubic inches, cylinder head specs, fuel injector size, camshaft profile, etc) and send it along with the PCM. The tuner opens a calibration from a vehicle he has previously tuned that had similar engine specs and uses it as a template for the new calibration.

This Gen III PCM calibration table represents the main spark advance values when no detonation is present. The PCM switches to an equivalent low-octane spark table when knock is present. The PCM determines which values to use based on engine RPM and calculated airflow. The actual spark advance is based on other spark tables and parameters that take into consideration engine operating conditions such as coolant temperature and intake air temperature.

At best, the new calibration runs your engine as well as it did the previously tuned engine. However, because it is uncommon for one modified engine to be the same as the next, the new calibration may only serve to start the engine so the vehicle can be loaded on a trailer and taken to a local dyno tuning facility for final calibration work. Expect to have the dyno shop make final calibration changes using feedback from a wide-band oxygen (O2) sensor and real-time data from a quality scan tool.

Tuning Software

The tuner’s view into the PCM calibration is through a software application that presents the calibration data as tables and parameters. Only a few software applications are available that allow reading, viewing, and changing a Gen III PCM calibration.

The EFILive Tuning Tool (commonly referred to as simply EFILive) is one of the more popular software applications for Gen III tuning. Just as any other tuning software, EFILive allows you to “read” the calibration out of the PCM, view and edit a large set of tables and parameters, and “write” the updated calibration back to the PCM. While a Gen III PCM calibration has thousands of tables and parameters, tuning software exposes only a portion of these tables and parameters. The hidden tables and parameters are not necessary for engine conversions.

Gen III PCM calibration spark parameters are used in the calculation to determine actual spark advance. The PCM determines spark advance by adding, subtracting, or multiplying values with the main spark tables.

Here, the PCM calibration is being retrieved and then loaded into EFILive tuning software. The software goes through a series of checks to identify an attached interface cable and determine the readiness of the PCM. Retrieving the calibration stored in the PCM’s flash memory takes only a few minutes with a GM PCM and only moments with an upgraded Moates.net emulation PCM.

EFILive can either update or replace the PCM flash memory. An update is used to make calibration changes only. If the operating system (OS) must be changed (for example throttle type or transmission type), a full flash is required. For Gen III PCMs, once the OS has been flashed into the PCM, only updates are required to finish the calibration work.

EFILive supports nitrous calibration through the activation of an arming switch. When the PCM sees the arming signal, it is ready to apply spark and fuel delivery multipliers when certain parameters (such as throttle position) are met.

Gen III PCM tuning software allows the tuner to replace the PCM’s current operating system and calibration segments with another vehicle’s operating system and calibration segments. To put it another way, you can turn a 2002 Express Van PCM into a 2002 Corvette PCM. Because the PCM service number (GM# 12200411) is the same for both vehicles, the calibration can be interchanged.

As an example, someone using an LS1 Corvette engine need not source the PCM directly from a Corvette. A tuner can simply begin with a calibration file pulled from a Corvette PCM, make necessary changes, and then perform a full flash into any PCM with a matching service number.

Gen IV ECMs cannot be fully overwritten with custom tuning software. If, for example, you are working with an LS2 engine pulled from a 2005 Pontiac GTO and source an ECM from a 2005 Corvette, the ECM must first be reprogrammed with GM’s TIS2Web software using a 2005 GTO VIN. This replaces all calibration segments and turns the ECM into a 2005 GTO ECM. Without reprogramming the ECM with GM’s TIS2Web, the GTO pedal assembly would not be compatible with the 2005 Corvette ECM calibration. Gen IV ECMs can only be used with engines equipped with a 58x crankshaft reluctor.

EFILive offers free custom operating system (OS) upgrades for features such as nitrous control and 3-bar forced induction support. Applying a custom OS begins by flashing (full write) the custom OS file supplied by EFILive. This enables features of the PCM that are not available with a GM calibration. A PCM calibration is then flashed (update only) into the custom OS-equipped PCM.

Data Acquisition Software

Before making changes in tuning software, you should first monitor real-time data while the vehicle is running so the changes are based on actual operating conditions. Some tuning software packages include data acquisition software. EFILive’s FlashScan Scan Tool software allows the user to choose standard and GM enhanced parameters (PIDs) for data monitoring and recording (see Chapter 14 for more details on PID selection). EFILive’s FlashScan Scan Tool software also includes customizable maps for organizing and analyzing data, diagnostic trouble code retrieval, bi-directional service tests, and more.

EFILive supports 2- and 3-bar MAP sensors and can account for forced induction (boost). The standard 1-bar MAP table (the Volumetric Efficiency table) is limited to a maximum MAP value of 105 kPa. Without the Boost VE table, tuning for a turbo or supercharged engine becomes difficult.

EFILive Scan software allows for customizable maps for logging data. These maps display data in columns, rows, and cells. To build a map, PID choices are available for rows, columns, and cells. Cell values at each row/column intersection may be toggled between averages and operation event counts. To focus on an issue, the table resolution may be defined for both rows and columns.

PID selection and data retrieval are standard among most OBD-II scan tools. EFILive presents meaningful descriptions and parameter identifiers for selected PIDs. PID values are shown in real-time and stored, per session, as minimums, maximums, and averages. Parameter names (such as SAE.RPM for engine speed) are helpful to identify which PID is necessary for data tracing through EFILive’s tuning software.

EFILive supports the retrieval and clearing of DTCs. This feature is common to OBD-II scan tools found at auto parts stores. Early OBD-I system DTCs could be cleared from memory by disconnecting the battery from the vehicle’s wire harness. OBD-II DTCs are cleared through the use of an OBD-II scan tool, not by disconnecting the battery.

EFILive supports certain bi-directional service bay tests only offered through high-end OBD-II scan tools. Bi-directional controls are useful in many situations. As an example, when preparing to start an engine for the first time, it is helpful to know your fuel pump is generating the required system pressure with no leaks in the fuel lines. By toggling the fuel pump on while the engine is not running, you can safely check for any leaks.

EFILive is one of the few OBD-II tools that allow for CASE learning, which is a procedure required by the PCM when a timing cover, crank sensor, crankshaft reluctor, or PCM has been replaced.

Hardware Interface

The data communication between a laptop and the vehicle is processed through a hardware interface. Custom tuning software packages include an interface cable that is not interchangeable with other tuning packages. EFILive bundles a high-end interface cable that features an LCD display and keypad for data functions such as black box logging and diagnostic trouble code retrieval. Although not all interface cables feature an LCD display, most include inputs for adding data from external sensors such as a wide-band O2 or thermocouple.

Handheld Tuners

Handheld tuners are simple devices that allow limited calibration changes to the PCM. These handy devices are tailored toward individual vehicle use, as the device is locked to that vehicle once calibration changes are made. They allow updates related to spark timing, fuel delivery, idle speed, transmission shift behavior, and other basic parameters.

EFILive’s early V1 (Version 1) hardware supports the Gen III PCMs, but not the later Gen IV CAN bus systems. EFILive’s V2 (Version 2) hardware supports both Gen III and Gen IV ECMs and PCMs. Both V1 and V2 use the same scanning and tuning software.

HP Tuners’ scan-and-tune package supports both Gen III and Gen IV ECMs and PCMs (bottom). The C.A.T.S. OBD-II Tuner is a tuning package only. Early versions of the C.A.T.S OBD-II Tuner supports the Gen III PCMs, (middle) but not the later Gen IV CAN bus systems. The later version of the C.A.T.S. OBD-II Tuner supports both Gen III and Gen IV ECMs and PCMs (top).

Before purchasing a handheld tuner, consider the modifications you want to make to your engine and transmission and consult a professional tuner to determine if the device is sufficient to fully tune your engine and transmission. An inexpensive handheld tuner may only be able to adjust the spark and fuel tables by 10 percent. Priced at nearly half the cost of a laptop tuning package such as EFILive FlashScan, you may be better off spending the extra money on a professional scan-and-tune package to gain much more access to the PCM and be able to monitor and log real-time data.

Tuning Equipment

Having the right tools for the job goes a long way in getting your Gen III PCM-controlled engine swap running well. A professional tuner has the equipment necessary for providing a quality tuning solution. Due to the high costs associated with some tuning equipment, you may choose to only purchase some of the equipment related to custom tuning and PCM data acquisition.

Laptop PC

Most modern tuning and data acquisition software are compatible with Microsoft Windows operating systems. For this reason, most tuners rely on either a laptop or desktop PC. With the OBD-II diagnostic connector located inside the vehicle, it is most common for tuners to use a laptop PC. Although most hardware cables rely on a USB connection, some require a serial port connection with a PC, so it is important to review the requirements of the tuning equipment before purchasing a PC.

Data Acquisition

Making changes to the PCM calibration requires knowledge about engine and transmission operation. You simply cannot make assumptions about engine and transmission performance to make accurate changes to the PCM calibration. While OBD-II parameters reveal much of the needed information to make changes to a PCM calibration, additional information is required from data acquisition equipment such as a wide-band O2 sensor and dynamometer.

Innovate Motorsports offers a laptop or gauge wide-band O2 sensor solution (LC-1, left) and a handheld wide-band O2 sensor solution (LM-2, right). Either type is an important tool in the tuning process to determine how rich or lean the exhaust gases are. With no defects in engine hardware and use of a flow-matched set of injectors, the air/ fuel ratio should be very similar for bank 1 and bank 2. Some technicians use a wide-band O2 sensor in both bank 1 and bank 2 for increased accuracy. When you need to adjust the fueling for individual cylinders, a wide-band O2 sensor (middle) may be installed after each exhaust port.

With both tuning software and scanning software open at the same time, you can monitor real- time data within the tuning software to recognize where the engine is operating within the tuning software’s tables and parameters.

The DashDAQ XL is an advanced OBD-II scan tool that allows for retrieval of GM-specific DTCs. It also features generic and enhanced PID selection through customization of gauge settings, data logging, and GPS navigation. (Photo Courtesy Drew Technologies, Inc.)

Narrow-band O2 sensors (left) are used by the Gen III PCMs to monitor an air/fuel ratio of approximately 14.7:1. The narrow-band O2 sensors are unable to accurately indicate a wide range of air/fuel mixtures. Wideband O2 sensors (right) are capable of indicating a wide range of air/fuel mixtures, which is a requirement of the custom PCM tuning process.

Scan-and-Tune Package: High-end tuning software packages such as EFILive, HP Tuners, and LS1Edit include data logging scan software. Having both tuning and scanning software in one package is very convenient. EFILive presents users with the ability to monitor real-time data within the tuning software to identify where the engine is operating within the graphical representation of the PCM’s calibration.

Gm Computer Reprogramming Software

Low-end tuning software packages such as Tuner Cat OBD-II Tuner and JET Performance Dynamic Spectrum Tuner only offer tuning software and require additional tools for monitoring data logging. If you are already familiar with standalone scanning equipment you may find the lower cost of these tuning packages to be attractive. Comparatively, with integrated real-time data logging, some scan-and-tune packages have more features to offer within the tuning software.

Tuners not using a scan-and-tune suite use some other method of data retrieval. Drew Technologies offers the DashDAQ, a high-end scan tool for OBD-II vehicles. By default, the DashDAQ comes with standard OBDII PID monitoring and has the add – on option of enhanced GM PIDs. Up to two analog and two digital input devices can be added for additional monitoring.

Wide-Band O2 Sensor: The Gen III PCMs use two narrow-band O2 sensors to determine if the engine is operating at a 14.7:1 air/fuel ratio. One O2 sensor is located in the exhaust for each bank of cylinders. Due to its design, a narrow-band O2 sensor returns a signal voltage between 0 and 1V that can only indicate rich or lean based on a target air/fuel ratio of 14.7:1, which is an air/fuel ratio ideal for idle, moderate acceleration, and cruise conditions. To tune for heavy acceleration, wide open throttle (WOT), and lean cruise, an air/fuel ratio other than 14.7:1 must be targeted, which is a job for a wide-band O2 sensor. For this reason, any professional tuner relies on one or more wide-band O2 sensors during the tuning process. Once the PCM has been calibrated, wide-band O2 sensor(s) are removed.

Engine or Chassis Dynamometer: A dynamometer (or dyno) is a tool used by professional tuners to operate the engine (on an engine dyno) or vehicle (on a chassis dyno) through its RPM range to receive feedback data, apply calibration changes, and test applied calibration changes. Not all dynos have the ability to apply a load to the engine/vehicle through the RPM range, so in some cases fully tuning the PCM may require a load-bearing dynamometer. A common use for any dyno is to determine peak horsepower and torque. Tuners who use a dyno ought to pay just as much attention to cold-start and idle tuning as they do to WOT tuning.

This engine dyno is used by TPIS to break in new engines, tune engine controllers, and test for maximum horsepower and torque. An engine dyno allows the tuner to operate an engine in a safe, controlled setting while making changes to the engine controller’s calibration settings. By applying a load to the engine, the tuner can adjust calibration settings for operating conditions that are not possible without installing the engine into a vehicle and going for a drive.

A chassis dyno (this one used by Smokey’s Dyno & Performance) allows the tuner to simulate certain driving conditions by applying a load to the rotating drum being turned by the vehicle’s wheels. This load is transferred through the drivetrain to the engine and allows the tuner to adjust calibration settings for operating conditions that are not possible without driving on the road.

Emulation PCM: Flashing a PCM with an updated calibration takes about 30 seconds and requires the engine to be stopped (ignition off) and then restarted after the programming process has been completed. An efficient alternative is to use an emulator that allows direct access to the PCM’s flash memory through a USB connection with a laptop PC. The Moates.net 16-Bit Realtime Emulation PCM is used by both professionals and enthusiasts with either EFILive or Tuner Cat software to make quick work of reprogramming an LS-series PCM. (See Chapter 4 for more information on tuning software.)

Benchtop Programming Cable

Many tuners find reasons to reprogram PCMs out of the vehicle. Professional tuners sell calibrations through mail-order PCM tuning services. The Gen III PCMs require a 12V battery, switched ignition, ground, and a serial data circuit for programming. Many wire harness shops offer benchtop programming harnesses to power up and reprogram the PCM outside the vehicle. If you are in the market for such a solution, consider your current and future programming needs before making a purchase.

EFI Connection offers a few different solutions for powering an ECM or PCM outside a vehicle. A hobbyist solution (right) is specific to Gen III and Gen IV GM systems while a professional solution (left) supports the SAE J1962 OBD-II recommendation for all vehicle manufacturers.

Most Gen III PCM benchtop programming harnesses are fully sufficient to reprogram the PCM out of the vehicle using a simple 12V power supply hookup. These harnesses pass through the 12V battery, switched ignition, ground, and serial data circuit. An OBD-II diagnostic connector is included for the programming interface cable connection. Some benchtop programming harnesses include a convenient AC to DC regulated 12V power supply.

A high-end benchtop programming solution, such as EFI Connection’s Professional Series OBD-II Programming System, uses an enclosed circuit board to support J1962 compliance. The J1962 specification is implemented by automobile manufacturers as a standardization of the OBD-II connector cavity assignments. What this means is that as long as manufacturers continue to implement the J1962 specification, this benchtop programming solution is compatible with all 1996- newer OBD-II interface cables and programming equipment.

Written by Mike Noonan and Posted with Permission of CarTechBooks

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