Forum HP Tuners Bulletin Board

While we've added the pats switch to virtually all EECV operating systems the results have been inconsistent. On Mustangs it should work but on other applications we've found it to be hit or miss with no workaround. Additionally on at least some Mustang applications the Theft light will be on and blink, however it should not effect the pats being disabled. There is no workaround or patch for the blinking light.

I swapped an 08 Escalade 6.2l and 6l80 with T case into my 01 s10 crew cab 4wd. I am trying to find the vats to turn off but it is not in the systems tab, did it get moved? My current editor ver is 5.0.4

Hey Yall. Have a mechanic shop here in south Florida with a 2017 Chevrolet 3500 HD Cab n Chassis 6.6 Auto that they deleted three years ago for a landscape company which has been a absolute beaute. Recently needed the Glow Plug Control Module replaced. After they replaced it the annoying P1337 Came On. Tried ALL of the TSB suggestions in both documents. 4 hour nonsense. whole 9 yds... When attempting the Learn in the GPCM (NEW BTW) it runs for about 10 seconds then just says aborted. However, there's 8 or so PIDS for why the abort occurred and all say NO. Checked the connector for CAN hi/lo 18-19 25-26 both show 120 Ohm. Pin 10 Ground can hold a 15A headlamp no problem. Same on X1 the 100A B+. X2 B+ on PIN33 Same. The ACC + on PIN40 seems 11.99 always Data says voltages agree. ALL 8 GP's from Ground PIN10 to each in connector show .5 Ohm. Using GDS2 on a GM MDI2 Genuine (I am a mobile Diag and Programming Company). My Orig plan was to sell a new tune exact specs - DTC 1337 but it isn't working just stuck in limp mode. At this point shop threw a BRAND NEW ECM in it to rule out its part in this with the same SH*T :doh: Not sure if the darn emissions system or lack of may prevent it. If anyone has any idears they'd be mighty welcomed.

Has anyone done a successful flex fuel tune on a s650 or is there parameters that are required to be purchased to make it work, last time I tried it on a gt350 it was unsuccessful.

This is my first tune so don't rake me too badly. The car seems good, idles and drives as I had hoped. Before I get into the meat of the power band with WOT pulls I'd like to have some experienced eyes look the tune over. I'm looking suggestions and where/how it might be improved and to be sure it safe and ready to be pushed. Any pointers for working through power pull tuning is welcome. Attached is the latest tune, a data log, and details about the car; if I've missed anything let me know. Thanks for your help and insight. Attached Files 2000 Camaro SS LS1.hpt (235.6 KB) 2000 Camaro SS LS1.hpl (1.25 MB) 2000 Camaro SS LS1 Details.txt (2.4 KB)

As the title says, I swapped a 5.9 from a 2000 Durango R/T into my 1978 Jeep J10. I used an engine harness from a 1997 Dodge Ram 1500, for simplicity. Kept all the factory sensors, injectors, throttle body. It will run, somewhat OK on the 1997 Ram PCM, but will only run for a couple seconds on the Durango PCM. As far as I can tell, all the engine wiring is the same. The Durango did not have the grey skim key, it had a black key, but is there some other module that is keeping it from running? I already have a tuning credit on the Durango PCM (I swapped a 5 speed into the durango before it rusted out and donated its drivetrain), and I have security disabled. Is there anything else I should be looking for? The R/T pcm was significantly more spicy when I was driving the Durango, now that it's in the J10 with the 97 ram pcm, it's not as fun. Would really like to get the R/T pcm working if possible. Thanks for any input! 20251220_183841.jpg Attached Images 20251220_183841.jpg (1.15 MB)

Wondering if we will ever get full flex fuel sensor integration for the m156 cars. I hate having to run the tank low to swap back to 93 from e85 and vise versa.

I'm trying to squeak out all of the LT4 fuel system that I can on ethanol. It's probably fine as is, but my quest for perfection will never be satisfied. I decided to try a leaner PE on alcohol to see if I can get all the fuel in on the intake stroke. But I noticed in the log that even with 72% ethanol, it's following the gas PE table. I suspect there is an alcohol multiplier or a switch that isn't defined in HP tuners. Does anyone know if something like that exists in other gen V ecm's that I might point HP tuners to or try to find on my own with user defined parameters? L84 magnuson.hpt E85 PE.hpl Attached Files L84 magnuson.hpt (3.31 MB) E85 PE.hpl (85.9 KB)

I have been at this issue for several days. My 2002 Pontiac Firebird TransAm was a stock engine and 4-speed auto. I have replaced the engine, installed a Magnum 6-speed manual, and Moser 12-bolt with 4-channel ABS sensors. The car is originally equipped with Traction Control and it seems to work. I used the pedal assembly from my wrecked 2001 Firebird Formula. The car drives fine overall. The issue is I can't get the cruise control to engage because HP Tuners Scanner is showing YES on the CRUISE LOCKOUT. I performed the following for this transmission swap: Added Starter Safety Switch Wiring on the Clutch Pedal to the Park/Neutral Switch original wiring. Added Clutch Pedal Position Switch and wiring by running a wire to Pin 32 of the Blue PCM Connector and ground. I fully tested the connection from the PCM pin 32 to chassis ground. Also confirmed the indication with a OBD-II reader. Pulled out Pin 33 and 34 from the Blue PCM Connector that was originally for the TCC/Brake switch and Park/Neutral Switch. Since the car is now manual transmission I feel they are no longer needed and didn't want to create a conflict for the PCM. I added the Reverse Lockout Solenoid by providing IGN 12V to one side of the Solenoid. I also ran a wire from the other side to Pin 44 of the Red PCM Connector. Performed function check and verified on scan tool that it locks out when over 3mph. I changed the Trans Type to Manual in the Editor. Even after all of this and driving down the road at 50mph, I

Yeah, normally fuel trim difference from one bank to the other bank being different would be caused by a leak or something common. Heres the weird thing thats happening. Left (odd) bank is adding 5-10% but have seen it up to 25-30%. 5% is most the time tho. Right (even) bank is subtracting 5-12% but almost seems that its almost subtracting what left bank is adding. Fuel pressure is 59 lbs. out regulator into the rails. Not feeling any misfires however, I feel its not smooth cruising above 2k r.p.m.s. and I did have a spit or cough when I started to accelerate on this las log. Around 6:46:77 Checked wiring and connectors are on the correct bank. GM labeled harness shows Odd is on Left and Even is on Right.:yay: Swapped O2 GM sensors bank to bank with no change.:confused: Smoke tested Intake system and had no visible leaks.:confused: Smoked Exhaust system and only leaks were at clamps after the sensors in the headers.:rolleyes: Sprayed brake clean around intake with no changes.:confused: Changed Left bank header gasket anyways.:shrug: Changed all injectors from stock LS7 to stock LSA injectors and data. Still no change.:mad: Changed fuel rail routing from entrance on Right bank to entrance on Left bank. Still no change.:banghead: Danced around the car a couple times... its raining now.:p Im at a loss because it doesnt appear to be mechanical but I dont believe in the E67 ECM you can add or subtract fuel bank to bank. Attached Files Drive w- LSA Injectors w Cough 22.hpl (1.59 MB

has anyone had success using the G-force trigger at the drag strip to start logging? I am worried I may lose my launch data if there is a delay on when it starts logging.

Hello, I had my truck tuned earlier this year and its been good, but I wanted to get some opinions on the tune to see if it might need some tweaking. 06silverado-4.8L-12psi-built4l60e.hpt Sept2026.hpl Attached Files 06silverado-4.8L-12psi-built4l60e.hpt (332.7 KB) Sept2026.hpl (2.24 MB)