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Professional Tuning,
Powered by AI

text2tune is an AI that has mastered HP Tuners VCM Editor. Tell it what mods you've done, and it walks you through building a complete calibration — spark, fuel, airflow, cam timing, transmission, cold start, and more — with real-time previews and one-click approval. Professional-grade tuning for GM, Ford, and Dodge. No guesswork. No waiting.

The Platform

Three Ways to Tune

Whether you want the AI to guide you, prefer hands-on control, or want to start from community-proven content — text2tune has you covered.

AI Tuning Agent

A conversational AI that knows 34 platforms, 1,300+ knowledge base articles, and 78 specialized tuning tools. Tell it "I put a BTR Stage 2 cam in my 2017 Camaro SS" and it auto-detects your platform, walks through every affected subsystem — spark, VVE airflow, cold start, torque model, ETC, shift calibration, DTCs, VCT, idle, power limits, torque management — shows inline visualizations of every table change, and asks your approval before writing anything. It's like having a master tuner in your laptop.

Conversational

Pro Tools Workspace

For experienced tuners who prefer direct control. Full visual editors for spark and fuel tables, VVE airflow model, shift calibration, injector scaling, boost control, and more. 3D drag-edit surfaces, real-time injector and airflow calculators, and "From Your Library" integration so you can start from proven community presets and customize from there.

Hands-On

Community Marketplace

Browse and install presets, playbooks, scanner configurations, and datalog recipes created by verified professional tuners. Free and paid content across 15+ platforms. Publishers earn 70% revenue share. Every preset runs through a safety-gated CI pipeline that validates against real stock files and blocks dangerous table writes before anything goes live.

Community
See It Work

A Real Cam Swap Session

This is an actual AI Tuning Agent conversation — walking through all 12 subsystems of a cam swap on a 2017 Camaro SS with a 10-speed auto.

text2tune — AI Tuning Agent
I just installed a BTR Stage 2 cam (228/232 .585 lift 112 LSA) in my 2017 Camaro SS. Stock everything else. 10-speed auto, has AFM.
I've loaded your stock file. Here's what I see:

• Platform: GM Gen V LT1 (6.2L)
• Transmission: 10L80 10-speed automatic
• AFM: Active — I'll disable this since the aftermarket cam is not compatible with cylinder deactivation

A BTR Stage 2 (228/232 duration, .585 lift, 112 LSA) is a solid street/strip cam. The increased overlap and lift mean we need to touch 12 subsystems. I'll walk you through each one with previews. Ready?
Let's do it
1/12 — Diagnostic Trouble Codes

First things first. The aftermarket cam will trigger several codes that need to be disabled:

• P0011/P0014 — Cam position timing over-advanced (intake/exhaust). The new cam's centerlines don't match stock.
• P0300, P0301–P0308 — Misfire codes. The extra overlap causes low-speed misfire the ECU misinterprets.
• P06DA — AFM oil pressure performance. Disabling AFM means this monitor is irrelevant.
• P3400/P3401 — Cylinder Deactivation System codes.
• Crankshaft Variation Relearn — Disabled. Aftermarket cams cannot pass a CASE relearn; attempting one can set permanent DTCs.
Note: Disabling any emissions-related DTCs may violate applicable laws. By approving, you accept responsibility for compliance in your jurisdiction.
Approve DTC changes?
Approved
2/12 — Spark Timing

With 228/232 duration and .585 lift, the improved cylinder filling means we can run more timing up top, but need stability at idle where the overlap hurts combustion efficiency.

• Spark — Idle: Setting base idle spark to 26° BTDC (stock 18°) for stability with the cam overlap
• Spark — High Octane WOT: Adding +2° above 4,800 RPM where the cam's breathing advantage peaks
• Spark — Low Octane WOT: Adding +1° above 4,800 RPM (conservative for 87 octane fallback)
• Knock Retard Recovery: Unchanged — stock KR recovery rates are appropriate

Preview: Spark High Octane table — green cells show modified zones
Approve spark changes?
Approved
3/12 — VVE Airflow Model

This is the big one. The VVE table is how the ECU calculates cylinder airflow — it directly controls fueling. The BTR Stage 2's higher lift and duration move significantly more air above 3,000 RPM.

• VE Normal — Constant Coefficients: Adjusting the c0 polynomial term per RPM band: -5% low RPM (overlap hurts fill), +5% mid, +8% top (where the cam really breathes)
• Initial VE Correction Factor: Reset to 1.0 so the ECU starts from the new baseline instead of fighting with learned corrections from the stock cam

These are starting values. After you drive 50 miles and upload a datalog, I'll refine the polynomial fit based on actual long-term fuel trims so the model matches your exact engine.

Approve VVE changes?
Approved
4/12 — Cold Start & Cranking

Aftermarket cams are notorious for hard starts. Two separate fixes — pull fuel AND add commanded air:

• Cranking VE: Pulling by 5% (x0.95). Stock Cranking VE over-estimates cylinder fill at cranking RPM with the cam's overlap — over-fuels the engine past the flammability limit, causing plug wash and flooding
• Crank Mode Airflow: Raising by 10% (x1.10). Opens the throttle blade more during cranking so the engine actually gets more air to compensate for overlap scavenging losses
• Cranking Spark: Advancing to 28° (stock 22°) for faster light-off with the overlap

Approve cold start changes?
Approved
5/12 — ETC Driver Demand

The LT1 is torque-based — your pedal doesn't directly control the throttle blade. It commands a torque REQUEST through the Driver Demand tables, and the ECU figures out what throttle position delivers that torque. With the cam making more torque than stock, the demand ceiling needs to go up or the ECU will close the throttle at WOT:

• Driver Demand A (Normal): Raising high-pedal region (70–100%) by +12% so the ECU allows the cam's full torque output
• Driver Demand B (Sport): Same +12% raise in the high-pedal region
• Driver Demand C (Track): Same treatment
• Max Engine Torque: Raising ceiling from 455 to 520 Nm so the torque governor doesn't clip WOT power

Approve ETC changes?
Approved — keep going
6/12 — Torque Model & Power Limits

The torque model is the ECU's internal estimate of how much torque the engine makes at any given RPM/airflow. If it's wrong, the transmission shifts at the wrong points and traction control overreacts.

• Engine Torque Coefficients: Refitting the VT polynomial so the model's predicted torque matches the cam's actual output curve. This keeps shift quality correct and prevents traction control from cutting power prematurely
• Rev Limiter: Raising from 6,600 to 6,800 RPM — the cam's improved high-RPM breathing supports the higher ceiling
• Power Enrichment Threshold: Lowering from 92% to 85% pedal so WOT enrichment engages earlier

Approve torque model changes?
Approved
7/12 — Idle Control

This is where most cam swaps go wrong. The 228/232 cam bleeds air through the overlap window at idle, killing combustion stability:

• Idle RPM Target: Raising from 600 to 850 RPM in park, 750 RPM in drive — the cam needs more RPM to maintain stable combustion
• Idle Spark Authority: Widening from ±5° to ±9° — the ECU uses spark advance/retard as its primary idle RPM correction tool; wider authority = more room to stabilize
• DFCO (Decel Fuel Cut-Off): Raising re-enable RPM from 500 to 700 — the cam's rough idle can confuse DFCO re-entry and cause stalls on decel
• Idle Torque I-Gain: Reducing by 20% to prevent RPM hunting (slower integral correction = steadier idle)

Approve idle changes?
Approved
8/12 — VCT (Variable Cam Timing)

The LT1 has intake and exhaust cam phasers. With the BTR Stage 2's 112 LSA, the stock VCT targets need adjustment so the phasers don't fight the cam's intended timing:

• Intake VCT — Part Throttle: Retarding 4° at idle to reduce overlap and stabilize combustion
• Exhaust VCT — Part Throttle: Advancing 2° to improve scavenging at cruise
• VCT WOT Targets: Optimized for peak airflow based on the cam's 228/232 duration split

Approve VCT changes?
Approved
9/12 — Transmission Shift Calibration

Your 10L80 needs shift points recalculated to keep the engine in the cam's power band. The BTR Stage 2 makes peak power higher in the RPM range than stock:

• 1→2 WOT Shift: 6,250 → 6,450 RPM
• 2→3 WOT Shift: 6,200 → 6,400 RPM
• 3→4 through 9→10: Calculated per-gear to land at ~4,100 RPM after each shift (just above the cam's torque curve inflection)
• Part-Throttle Upshifts: +3 MPH across all gears for better response
• TCC (Torque Converter Clutch) Slip: Setting to 0 RPM (aftermarket converter not required with Stage 2, but TCC should lock fully)
• Shift Pressure: +15% line pressure on 1→2 and 2→3 for firmer shifts under load

Approve shift changes?
Approved
10/12 — AFM/DFM Disable

• AFM (Active Fuel Management): Fully disabled. Cylinder deactivation is incompatible with the aftermarket cam's lobe profile. AFM solenoid commands zeroed, V4 mode tables cleared, transition logic disabled.

11/12 — Torque Management

• Delivered Torque Reduction on Shifts: Reducing from 40% to 15% reduction. Stock torque management is too aggressive with the updated torque model — it chokes the engine during shifts.
• TC Slip-Based Torque Reduction: Raised threshold so traction control doesn't cut power prematurely on launches

12/12 — Fuel System

• Closed-Loop Fuel Targets: 14.68:1 at cruise (stock), 12.5:1 at WOT (slightly richer for safety with the cam)
• Power Enrichment AFR: 12.5:1 (stock was 12.8:1 — richer for the increased airflow at WOT)
• Injector Pulse Width Limits: Verified stock injectors have sufficient headroom for the cam's airflow — no injector upgrade needed

Approve final three subsystems?
Approved — send it
All 12 subsystems complete. Your tune is saved as Revision 2.

Here's what to do next:
1. Download the .hpt file and flash it with VCM Editor + your MPVI
2. Let the car warm up fully — the cold start enrichment needs a full thermal cycle
3. Drive 50+ miles with a mix of city, highway, and a few WOT pulls in 3rd/4th gear
4. Upload the datalog (.hpl file) and I'll analyze your AFR, knock retard, and VE corrections
5. I'll refine the VVE model and spark timing based on what your engine actually did

Most cams take 2–3 revision cycles to get fully dialed in. The first revision gets you running safely. The datalog revisions get you running perfectly.
How It Works

Three Steps to a Better Tune

Upload your stock file, tell the AI what you did to the car, and flash the result. Iterate with datalogs until it's dialed in.

01

Upload Your Stock Tune

Load your .hpt file from HP Tuners VCM Editor. text2tune auto-detects your platform, engine, transmission, and current calibration state. Works with any GM, Ford, or Dodge file that VCM Editor supports.

02

Tell the AI What You Did

Describe your modifications in plain English. The AI searches the marketplace for matching content, identifies every affected subsystem, and walks you through each change with previews and approval gates. Nothing is written without your say-so.

03

Flash, Drive, Iterate

Download your tuned .hpt, flash with VCM Editor + MPVI2 as normal. Upload datalogs after driving and the AI analyzes AFR, knock retard, and VE corrections — then proposes refinements until your calibration matches your actual engine.

Supported Platforms

GM. Ford. Dodge.

From LS1 to LT4, Coyote to Predator, 5.7 HEMI to Hellcat. If HP Tuners supports it, we probably do too.

General Motors

LS & LT Engines

Gen III, Gen IV, and Gen V platforms
  • Gen III: LS1, LS6 (Corvette, Camaro, GTO)
  • Gen IV: LS2, LS3, LS7, L76, L99, LSA
  • Gen V: LT1, LT4, L83, L86, LT2 (C8)
  • Transmissions: 4L60E, 6L80, 8L90, 10L80, 10L90
  • Features: AFM/DFM, VVT, E85 flex fuel, boost
Ford

Coyote & EcoBoost

Mustang GT, GT500, F-150, and more
  • Coyote Gen 1: 2011–2014 Mustang GT
  • Coyote Gen 2: 2015–2017 Mustang GT
  • Coyote Gen 3: 2018–2023 Mustang GT, Dark Horse
  • Coyote Gen 4: 2024+ Mustang GT
  • GT500 Predator: Supercharged 5.2L cross-plane
  • EcoBoost: 2.7L & 3.5L (F-150, Raptor)
Dodge / Stellantis

HEMI & Hellcat

Challenger, Charger, RAM, Durango
  • 5.7L HEMI: Challenger R/T, Charger R/T, RAM 1500
  • 6.4L 392: Scat Pack, SRT 392
  • 6.2L Hellcat: Hellcat, Redeye, Jailbreak, Demon
  • RAM TRX: Supercharged 6.2L
  • Transmissions: ZF 8HP (8-speed auto)
We're adding new platforms every month. Our knowledge base covers 34 ECU families and growing.
Marketplace

Tuning Content, Built by Pros

A growing library of community-created calibration content validated by our safety pipeline.

For Tuners

Cam swap playbooks, bolt-on presets, scanner configurations, datalog recipes. Created by verified professional tuners who know these platforms inside and out. Free and paid content. Publishers earn 70% revenue share.

Safety First

Every piece of marketplace content runs through our CI pipeline before it goes live — validated against real stock files, tested across supported platforms, and hard-blocked from writing to tables that could brick your ECU. No untested content ever reaches your vehicle.

We're hand-selecting our first wave of publishers. If you're a professional tuner interested in creating and selling tuning content, reach out.

Pricing

Coming Soon

We're finalizing pricing during the beta period. Beta testers get early access and will help shape our plans.

Beta Access

Join the waitlist to be first in line. Beta testers will get full platform access, direct input on pricing, and a founding member rate when we launch.

Ask AI

The Tuning Knowledge Base

Our AI knows more about HP Tuners calibration than any single tuner could — table interactions, tuning strategies, platform quirks. Sign up for the waitlist and verify your email to try it free.

Ready to Tune Smarter?

Join the waitlist for early access to the AI tuning platform that actually understands your engine.

Garage

Garage

Clients

My Garage

Drop .hpt or .hpl file here, or click to browse

Vehicle

Vehicle

ECU

TDN Status
Checking...

How to get started:

  1. Go to Settings and connect your TDN account (enter your invite code)
  2. Open the HP Tuners Connect app on your phone
  3. Plug your MPVI/RTD into the OBD-II port and tap Read
  4. Your stock tune uploads automatically — come back here and click Start Tune Session

Tune History

No tunes yet. Read your ECU with HP Tuners Connect to get started.

Recent Datalogs

No datalogs yet. Generate a datalog with VCM Scanner or the Connect app after flashing your tune.

Already have an .hpt file? Upload manually

Drop your .hpt file here or click to browse

Supports all HP Tuners .hpt files

Tune Session

Vehicle
Session started. Describe your tuning goals.

Datalogs

Upload and analyze your datalog files

Scanner Channel Configs

Get a pre-built channel config for VCM Scanner tailored to your vehicle.

Drop your datalog file here or click to browse

Supports .csv and .hpl formats

No datalogs yet

Upload a datalog to get AI-powered analysis

History
T2T
T2T
Online

Build My Tune

Tell us about your build and we'll generate your tune.

No build sheets yet

Start a new build to tell us about your mods

VT Torque Model

The VT polynomial is your ECU's torque calculator — it estimates engine torque at every operating point to control shifts, traction, idle, and torque converter lockup. Upload your tune to see how your ECU models torque.

Drop .hpt file here or browse
What is the VT Polynomial?

Your ECU doesn't have a torque sensor. Instead, it uses a mathematical model — a 5th-degree polynomial — to estimate how much torque the engine is producing at any given RPM, airmass, and spark advance. This estimate is called VT Desired Torque.

The ECU feeds this estimate into four critical systems:

Shift Scheduling
The transmission uses VT to decide shift timing and apply the right clutch pressure during each shift.
Traction Control
Compares VT torque estimate to wheel speed to detect and limit wheel spin.
Idle Control
Targets a specific torque to hold idle RPM. Wrong VT at idle = rough idle or stalling.
Converter Lockup
Lockup and slip control use VT to manage converter clutch pressure and prevent shudder.

When you install a cam, add forced induction, or change fueling, the relationship between airmass, spark, and torque changes — but the stock polynomial doesn't know that. This tool reads your tune's spark map and cam tables, then refits the polynomial so the ECU's torque estimate matches your actual engine.

MAF Axis Tool

Clean irregular MAF breakpoint spacing and extend the frequency range for bigger MAF sensors or forced induction builds. Upload your tune to analyze the current MAF transfer function.

Drop .hpt file here or browse
What is the MAF Transfer Function?

The MAF (Mass Air Flow) sensor measures how much air enters the engine. It outputs a frequency signal (Hz) that the ECU converts to airflow (g/s) using a transfer function table. This table is a 1D lookup: for each frequency, there's a corresponding airflow value.

Clean Breakpoints
Redistribute irregular Hz breakpoints to even spacing while preserving the calibration curve through interpolation.
Extend Range
Add Hz breakpoints beyond the current max for bigger MAF sensors or forced induction. Extrapolates using the curve's natural quadratic shape.

The MAF curve is approximately quadratic (airflow grows with the square of frequency). Upload your tune file to see the current curve and breakpoint spacing.

Injector Swap Tool

Upload your tune file, select your new injectors from 98 aftermarket and factory profiles, and download with the injector data swapped and scaled for your platform.

Drop .hpt file here or browse
How It Works

When upgrading fuel injectors, the ECU needs updated characterization data so it can accurately calculate fuel delivery. Each injector has unique flow curves, deadtime offsets, and short pulse compensation that vary with fuel pressure and voltage.

1. Upload
Upload your .hpt tune file. We detect the platform and read the current injector tables.
2. Select
Pick your new injector from 98 profiles. We show compatibility, flow rates, and specs.
3. Download
We resample and write the new injector data, run safety checks, and give you the modified tune.

Supports GM Gen III (P01), Gen IV (E38/E67/E40), Gen V (E92/E99), Dodge HEMI (GPEC), and Ford Coyote platforms.

Shift Schedule & TCC Lockup

Upload your tune file to analyze and optimize shift points, WOT shift RPM, and torque converter lockup schedule for your vehicle setup.

Drop .hpt file here or browse
How It Works

The transmission's shift schedule determines when gears change based on vehicle speed and throttle position. The WOT (wide-open throttle) shift points are critical for performance — shifting too early leaves power on the table, shifting too late risks hitting the rev limiter.

1. Analyze
Upload your .hpt file. We detect the transmission platform and read current shift tables, gear ratios, and TCC lockup settings.
2. Configure
Enter your tire size, final drive, power level, converter specs, and shift firmness preferences.
3. Calculate
We calculate optimal shift points and TCC lockup, write to the tune, and give you the modified file to download.

Supports GM 8L90 (T87), 10L80 (T87A), and 10L90 (T93) transmissions. Ford 10R80, Dodge ZF 8HP, and GM 4/6-speed support coming soon.

DTC Manager

Upload your tune file to view, search, and batch-toggle Diagnostic Trouble Codes. Supports GM, Ford, and Dodge platforms.

Drop .hpt file here or browse
How It Works

Every ECU has hundreds of Diagnostic Trouble Codes that trigger check engine lights. After mods like headers, cam swaps, EVAP deletes, or DPF/DEF removal, you need to disable the right codes to prevent false check engine lights without masking real problems.

1. Upload
Upload your .hpt tune file. We detect the platform and read every DTC with its current enable/disable state.
2. Search & Toggle
Search by code or description, filter by category, or use one-click presets for common mods like cam swap, headers, EVAP, or DEF delete.
3. Download
Download your modified tune with all DTC changes applied, safety checks passed, and ready to flash.

Supports GM E38/E92/E99/E67/P01, Ford Coyote/EcoBoost, and Dodge HEMI/NGC platforms.

Ford Timing Stack

Visualize how 15+ timing tables combine to produce the effective spark advance. Upload a Ford Coyote tune to see the complete timing stack.

Drop Ford .hpt file here or browse
How Ford Timing Works

Ford MG1 ECMs use 15+ individual timing tables that stack and interact to produce the final spark advance at any RPM/load point. The effective timing is the minimum of MBT (best torque) and BKL (borderline knock), further limited by preignition and cylinder pressure caps.

BKL (Borderline Knock)
Maximum timing before knock. The primary table tuners modify.
MBT (Best Torque)
Timing for maximum torque. More timing past MBT loses power.
Limits & Modifiers
Preignition, cyl pressure, IAT/ECT corrections cap or adjust timing.
VCT Mapped Points
BKL/MBT at each cam position. "Optimum Power" is what runs at WOT.

Supported: Ford Coyote Gen1 (2011-2017) and Gen2+ (2018+).

VVE Zone Editor

Visualize and adjust the GM VVE (Virtual Volumetric Efficiency) polynomial airflow surface. GM E92/E38 ECUs use a 30-zone polynomial to estimate engine airflow based on RPM, MAP, and cam position.

Drop .hpt file here or browse
What is the VVE Polynomial?

GM Gen IV/V ECUs use a Virtual Volumetric Efficiency system to estimate engine airflow. The ECU evaluates a 15-coefficient polynomial for each of 30 zones (5 RPM x 6 MAP ranges).

3D Surface View
See the VE surface as a 3D map with zone overlays.
Per-Zone Adjustment
Fix fueling errors by adjusting VE in specific zones.
Before/After
Compare original and modified surfaces.

Supported: GM E92 (LT1/LT4/L83/L86), GM E38 (LS2/LS3/L76/L99).

Airflow Model Tool

Unified airflow analysis and editing across all platforms. Upload any .hpt file and we auto-detect the airflow model type.

Drop .hpt file here or browse
Cross-Platform Airflow Analysis

Upload any tune file. We auto-detect the airflow model type and show the appropriate tools.

GM VVE Polynomial
E92/E38: 15-coefficient polynomial per zone. E38 runs MAF+VVE simultaneously; VVE drives torque model and transients.
GM/Ford MAF Transfer
P01 (MAF-only, no VVE), E67, Ford Gen1/EEC-V: frequency-to-airflow curve.
Ford SD Quadratic
Gen2-4, GT500 (SD-only), EcoBoost (+compressor model): quadratic with 16-28 VCT points.
Dodge HEMI ANN
GPEC: real 3-layer neural network (4->8->8->1). Cam sensitivity analysis included.
SD Conversion
GM E38/E67: convert MAF-primary to VVE/SD-primary for FI or MAF-delete. P01 needs OS patch.
GM E99 Neural Net
LT2 C8: 20-neuron MLP. Tuning via VE Correction Factor (+/-15%). Weights read-only.

Supported: GM E92/E38/E67/P01/E99, Ford Coyote Gen1-4/GT500/EcoBoost/EEC-V, Dodge HEMI GPEC/NGC.

Fan Schedule Builder

Set electric cooling fan on/off temperatures, AC override, and dual fan staging. Works across GM, Ford, and Dodge platforms.

Drop .hpt file here or browse
What Are Fan Schedules?

Your ECU controls cooling fans based on engine coolant temperature (ECT). Stock settings are conservative. Performance builds benefit from lower fan activation temperatures to keep IATs down.

Fan Staging
See when low/high speed fans activate.
AC Override
Configure fan behavior with A/C on.
Cross-Platform
GM, Ford, Dodge all supported.

Spark & Fuel

View and edit spark timing, fuel targets, PE, and E85. All GM, Ford, and Dodge platforms.

Drop .hpt file here or browse
Spark + Fuel Editor

Upload your tune to view/edit spark and fuel calibration. Auto-detects all platforms.

Spark
HO/LO, BKL/MBT, modifiers, min spark.
PE / Fuel
EQ ratio, lambda, FAR, stoich AFR.
CL Fuel
LTFT limits, CL at WOT, O2 config.
E85 / Flex
Blend tables, spark adders, cold start.

MAP Sensor Swap Tool

Upload your tune file, select your new MAP sensor (1-bar through 5-bar), and download with the MAP calibration values updated for your platform.

Drop .hpt file here or browse
How It Works

When adding forced induction (supercharger or turbo), the stock MAP sensor can only read up to ~105 kPa (atmospheric pressure). A higher-rated MAP sensor (2-bar, 3-bar, etc.) allows the ECU to read boost pressure. The ECU needs updated calibration values so it correctly interprets the new sensor's voltage output.

1. Upload
Upload your .hpt tune file. We detect the ECU platform and read the current MAP sensor calibration.
2. Select
Pick your new MAP sensor. We show pressure range, max boost PSI, and platform compatibility.
3. Download
We write the new MAP sensor calibration, run safety checks, and give you the modified tune.

Supports GM P01, E38, E67, E92, E99, Ford Coyote/EcoBoost/GT500, and Dodge HEMI GPEC/NGC platforms.

Cylinder & Torque Management

AFM/DFM/MDS delete, torque management tuning, and traction/stability control. Upload your tune to get started.

Drop .hpt file here or browse
Three Systems, One Tool

Modern ECUs manage cylinder deactivation, shift torque, and traction intervention through interconnected calibration tables. This tool analyzes all three systems and lets you configure them together.

AFM / DFM / MDS Delete
Disable cylinder deactivation. GM AFM (Gen IV V4/V8), DFM (Gen V 17-pattern), Dodge MDS. Includes all solenoid DTCs.
Torque Management
Control how much the ECU cuts power during shifts. Stock through race-delete, with per-gear torque limits and shift reduction tables.
Traction & Stability
Adjust intervention thresholds for street, track, or drag. Controls torque cut rate and wheel slip targets.

Supports GM E92/E38/E67/E99/P01, Ford Coyote, and Dodge HEMI platforms.

Idle & Drivability Builder

The most critical tool for cammed engines. Combines idle controller (RPM/airflow/spark), electronic throttle mapping, and DFCO settings in one place.

Drop .hpt file here or browse
How It Works

Aftermarket cams are the #1 cause of drivability issues. Bigger cams have less vacuum at idle, need more airflow, and struggle with deceleration fuel cut. This tool handles all three subsystems together.

Idle Controller
Target RPM (park/drive/AC), idle airflow tables, idle spark retard for stability, IAC or ETC cracker position.
Throttle Response
Pedal-to-throttle mapping for stock, sport, or aggressive response. Tip-in enrichment for cam transient needs.
DFCO (Decel Fuel Cut)
Enable/disable RPM thresholds, speed gates, CylAir qualifiers. Prevents stalling on deceleration with big cams.

Supports all platforms: GM Gen III (P01), Gen IV (E38/E67/E78/E40), Gen V (E92/E99/E90), Ford Coyote (all gens), and Dodge HEMI.

Power & Limits

Rev limiter, speed limiter, boost controller, and launch control. All platforms.

Drop .hpt here or browse
What This Tool Covers

Upload your tune file to see and edit all power delivery limits with safety guardrails.

Rev Limiter
Set RPM ceiling, per-gear limits, Park/Neutral limit.
Speed Limiter
Remove or adjust top speed governor.
Boost Control
FI only: boost targets, wastegate, MAP sensor.
Launch Control
Enable/disable, set RPM. Platform-dependent.

VCT Cam Phaser Editor

Visualize and edit cam phaser target tables. Zero all targets for locked cam phaser delete, or fine-tune cam timing for aftermarket cams.

Drop .hpt file here or browse
What Are Cam Phaser Targets?

Modern engines use Variable Cam Timing (VCT/VVT) to optimize intake and exhaust valve events across the RPM range. The ECU commands cam phaser positions via target tables indexed by RPM and load.

Heatmap View
See cam targets as color-coded RPM x Load heatmaps.
Zero All (Phaser Delete)
One-click zero for locked cam phaser builds.
Per-Cell Editing
Click any cell to adjust cam angle precisely.
Platform Notes
GM E38: L99/L76/L77 have VVT (intake only). LS3 does NOT have VVT.
GM E92: LT1/LT4/L83/L86 have dual VVT (intake + exhaust).
Ford Coyote: All generations have Ti-VCT (dual independent).
Dodge HEMI: 2009+ 5.7/6.4 have VVT (intake only). 6.2 Hellcat does NOT.

Supported: GM E92/E38/E67/E99, Ford Coyote Gen1-4/EcoBoost, Dodge HEMI.

Valve Animation
Aftermarket Cam Swap
INTAKE EXHAUST TDC (0°) 0.000" 0.000"
0° TDC180° BDC360° TDC540° BDC720°
800 RPM
LIVE DATA
Int. Lift:
0.000"
Exh. Lift:
0.000"
Overlap:
0.0°
Stroke:
--
Valve Lift Polar Diagram
max 75% 50% 25% 0° TDC 180° 360° TDC 540°
Intake Exhaust Overlap PTV Danger
VCT Table Reference
▼ Show
Drive Simulation
Watch cam phaser angles, valve overlap, and VCT mode change in real-time through driving scenarios
-- RPM
-- INT CAM
--
OVERLAP DEG
--
LOAD %
--
THROTTLE
Select a scenario above to watch cam phaser behavior through different driving conditions.
Learn: Variable Cam Timing
Platform-specific explanations, table guides, and modification effects

Cold Start Editor

Edit cranking fuel enrichment, cranking spark timing, and startup idle RPM decay. Fix cold start issues with aftermarket cams.

Drop .hpt file here or browse
What Is Cold Start Tuning?

When the engine is cold, the ECU adds extra fuel (cranking enrichment), adjusts spark timing, and commands a higher idle RPM that decays as the engine warms up. Aftermarket cams often need more fuel and higher idle to start reliably in cold weather.

Cranking Fuel
Enrichment multiplier vs coolant temperature.
Cranking Spark
Spark advance during cranking (RPM x ECT).
Startup Idle RPM
Idle speed decay curve from cold start to warm.

Supported: GM E92/E38/E67/P01, Ford Coyote Gen1-4/EcoBoost, Dodge HEMI/NGC.

Ford SD Calculator

View and edit Ford Speed Density coefficients. Scale for intake diameter changes or refit from MAF/MAP datalog.

Drop .hpt file here or browse
Ford Speed Density Aircharge Model

Ford Gen2-4 Coyote, GT500, and EcoBoost ECUs use a quadratic aircharge model with coefficients at each VCT operating point. Each point has Offset, Slope, and Quadratic terms that define airflow as a function of manifold pressure.

Coefficient View
See all 28 VCT point SD coefficients (Offset/Slope/Quadratic).
Intake Diameter Scaling
Scale coefficients for aftermarket throttle body or intake manifold.
Datalog Refit
Upload MAF/MAP datalog to refit SD coefficients from real data.

Supported: Ford Coyote Gen2-4, GT500, EcoBoost (MG1 ECU).

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Headers + Cam (E92 LT1)

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              47 changes
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E85 Flex Fuel Conversion

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              23 changes
              Created Apr 8
              
            

          

          

            

              
Stock + Intake + Exhaust (E38 LS3)

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              31 changes
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★ LT Headers + E85 (E92)

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              HPP Racing
              52 changes
              47 downloads
              ★★★★☆ 4.2
              
            

          

          

            

              
Stage 2 Cam + Heads (E38)

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              TX Speed
              89 changes
              23 downloads
              ★★★★★ 4.8
              
            

          

          

            

              
EcoBoost Stage 2 + E30 (Ford EB)

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              Boost District
              41 changes
              18 downloads
              ★★★★☆ 4.5
              
            

          

          

            

              
Mild Cam + Bolt-Ons (P01 LS1)

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              LS1Tech Forum
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              62 downloads
              ★★★★★ 4.9
              
            

          

        

      

    


    
    

      
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