Without a doubt, GM's LS Series engines are the hottest thing going right now. Thousands of enthusiasts are either modifying their cars factory equipped with these engines, supported by a robust aftermarket, or converting their vintage muscle cars to run with these efficient and powerful engines. Of course, with technology comes complexity. To get the maximum performance and efficiency out of any modern engine, you have to have a solid understanding of the technology involved and how to make the most of it.

In How to Use and Upgrade to GM Gen III LS-Series Powertrain Control Systems, the benefits, advantages and nuances of this robust and efficient control system are thoroughly examined. Do you have a vehicle already equipped with an LS Series engine but want to do a transmission swap? Do you want to convert from a cable throttle to an electronic throttle, and make systems like cruise control integrate? Do you want to eliminate the dreaded Optispark distributor from your LT1/LT4? Perhaps convert your Gen I small-block to distributor-less ignition? Or convert to universal OBD-II diagnostics? Do you want an affordable control system to run fuel injection, ignition timing, cooling fans, air conditioning, and electronic overdrive transmissions while swapping all if this into your classic muscle car?


TABLE OF CONTENTS:

• Understanding the Small-Block Generations 
• Generation I, with Multi-Port Fuel Injection 
• Generation II, 1992–1997 LT1 and 1996–1997 LT4 
• Generation III, 1997–2007 LS Series 
• Generation IV, LS Series 

• Comparing Gen III Controllers 
• Tuned Port Injection ECMs 
• Generation III Powertrain Control Modules 
• Throttle Actuator Control Modules 

• Crankshaft and Camshaft Signals and Ignition Systems 
• High-Resolution Crankshaft Signal 
• Low-Resolution Crankshaft Signal 

• Tuning Software and Equipment 
• GM Tuning 
• Custom Tuning and Data Acquisition 
• Handheld Tuners 
• Tuning Equipment 

• Sensors and Inputs 
• Throttle Position Sensor 
• Idle Air Control Valve 
• Engine Coolant Temperature Sensor 
• Air Temperature Sensor 
• Mass Airflow Sensor 
• Manifold Absolute Pressure Sensor 
• Knock Sensor 
• Oxygen Sensor 
• Oil Pressure Sensor 
• Vehicle Speed Sensor 
• Camshaft Position Sensor 
• Crankshaft Position Sensor 
• Accelerator Pedal Position Sensor 
• Park/Neutral Indicator 
• Gear Select Switch 
• Brake Switch 
• Clutch Pedal Position Switch 
• Fuel Enable Control 

• PCM Signal Outputs 
• Engine Control Output 
• Fuel Pump Relay Control 
• Malfunction Indicator Lamp Control 
• Tachometer Output 
• Vehicle Speed Output 
• Electric Fan Control 
• Air Conditioning Control 
• Generator Control 
• Emissions Control 
• Skip Shift Solenoid Control 
• Reverse-Inhibit Solenoid Control 
• Transmission Control 
• Serial Data Output 

• Changing the Firing Order 
• Injectors and Ignition Coils 
• Modifying Calibration 

• Electronic Throttle Equipment 
• 1997–2004 Corvette 
• 2004–2005 Cadillac CTS-V 
• GM Truck 
• EFI Connection 24x Throttle Body Assemblies 
• Chapter 9: Electric Fan Operation 
• Air Conditioning Considerations 
• PCM Calibration 
• Camaro, Firebird and Corvette 
• Trucks
• PCM Operation 

• Transmission 
• Automatic Transmissions 
• Manual Transmissions 

• Air Conditioning 
• Base Calibration 
• Operation Overview 
• PCM Conversion Recommendations 

• Cruise Control 
• Cable Throttle Systems 
• Electronic Throttle Systems 

• Wire Harness Selection 
• Used Wire Harnesses 
• New Wire Harnesses 

• On-Board Diagnostics and Troubleshooting
• Assembly Line Diagnostic Link 
• OBD-I System 
• OBD-1.5 System 
• OBD-II System 
• Troubleshooting Diagnostic Trouble Codes

• Gen III LS PCM Conversions 
• Project 1: 24x Small-Block Chevy in a 1933 Willys 
• Project 2: Twin-Turbo Small-Block Chevy in a 1998 GMC Truck 
• Project 3: Turbo 4.3L V-6 3x Conversion 
• Project 4: 24x LT1 Conversion to Eliminate Optispark in an F-Body 
• Project 5: Big-Block Ram Jet 502 24x Conversion 

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