The Moates RoadRunner real-time tuning emulator for Gen III engines is based on a modified factory PCM. The RoadRunner communicates with the PCinterface through a standard USB connection or a wireless BlueTooth transmitter. The optional BlueTooth kit includes a USB receiver dongle for those PCswithout built-in BlueTooth connectivity.

tuning capability. In early 2006, Craigintroduced the long awaited RoadRunnerLS1 Emulation PCM.

Moates’ unit is actually based on amodified factory PCM. The emulatorelectronics are grafted onto the PCM’s maincircuit board in place of the original flashROM (read only memory). The resultantPCM functions equally as a stand-alone PCMor as a powerful real-time emulating PCM.Besides the harness hookup connectorpoking out of the PCM body, theRoadRunner is practically indistinguishablefrom the exterior.

Moates offers the RoadRunner technologya few different ways suitable for variousbudgets and needs. The ready-to-go, plug-n-play complete package is available in threeversions, 512KB ($599.95), 1024KB($599.95), or LB7 diesel ($649.95). The RAMsize is based on the application. LS1 F-bodiesuse a 512kb version while 2003+ LS1 andtruck applications require a 1024KB version.

In addition to the hardware, you’ll alsoneed a software license for EFI Live ($199.00)or Tuner Cat (starting at $125) if desired.Moates also offers two thriftier Roadrunneroptions: a PCM exchange program allows aconsumer to send in a donor PCM inexchange for the RoadRunner equipped-PCM. The exchange version ($549.00) offersthe exact same functionality, but saves theinitial cost of the base PCM. For the hard-coreDIY’er, Moates offers a solder-in guts kitRoadRunner ($489.00). Installation requiresdissecting your PCM, de-soldering a 44 prongchip, soldering in the emulator chip, anddrilling the case for the cable connector. Forall RoadRunners, the standard includedlaptop connection cable is USB.

For a big shot wireless hookup, a BlueToothtransmitter and receiver kit ($95.00) isoptionally offered. For the GMHTP testing,we opted for the 512KB plug-n-play unit,which comes in black powder-coat, andswankier BlueTooth kit.

To install the RoadRunner, the factory PCMmust be removed. Before removing the

factory PCM, it is important to read the tuneout of it first. This tune will be used as thestarting point for the new RoadRunner. If youare building a custom tune, or do not have afactory PCM to replace, you can get basetune from the Internet. A few places to lookon the Internet include www.moates.net orwww.efilive.com. Both sites have messageforums full of fellow users, and archives offactory tunes. The forums are an excellentplace to chat with other users, learn aboutupdates, and search for information.

The RoadRunner is a direct bolt-inreplacement for the factory PCM. It can beused as a permanent stand-alone PCM or onlyas a tuning tool to be replaced with theoriginal factory PCM updated with the tunemade using the RoadRunner. To communicatewith the unit, the USB cable or BlueToothcable must be connected to the RoadRunnerand routed to the desired laptop connectionpoint. For tune-and-replace use, theconnection cable can be carefully snaked outunder the back of the hood cowl and through

a window into the cab. For permanentinstallation, the connection cable can berouted through the firewall into the cab. Theincluded USB cable is plenty long enough toroute into the car and provide enough slack tocomfortably connect to a laptop computer.The BlueTooth transmitter also includes a longenough cable to reach inside the car. It maybe tempting to leave the transmitter underthe hood, but for the most stable connection,routing it through the firewall is the bestchoice.

To get though the firewall, a .5-inch hole(big enough for the plug end) must be found,or drilled if desired. On Fourth Gen F-bodies,the main factory harness located under thePCM routes through a large hole in thefirewall with an integrated weather seal andgrommet. This is the best route into the carfor the RoadRunner cable since it is alreadyprotected and sealed. Once inside the cab,the cable can be routed and stored wheredesired. The trick (and cleanest) location for theUSB cable is in the center console or glove box.

The last few years have been seriouslyrousing for the ever-expanding andcontinuously evolving Gen III custom

tuning market. In the beginning of the GenIII era, we were elated with just the ability tocrank up spark advance and to turn off peskyDTC codes. Since then, we’ve been spoiledwith powerful interfaces, advanced software,speedy USB connections, custom operatingsystems, bi-directional controls, auxiliaryinput/outputs, and powerful data loggingcapabilities. One thing we’ve yet to see is anaffordable, factory PCM-based, real-timeemulator. Emulators quite simply allowtuning modifications to be made “in real

time” while an engine is running, forpractically instantaneous results. We’ve beenstuck tuning in “guess and test” mode—otherwise known as the tedious process ofmaking some changes (the guess part), re-flashing the computer, and testing (the testpart) the new tune. When results end up notexactly as expected, the engine must be shutdown, the tune file must be further modified,and the computer re-flashed. No tuningchanges can be made while the engine isrunning. This is as good as it’s been forfactory PCMs. Sure, we have bi-directionalcontrols, but they are very basic, work withlimited success, and still require translation toactual tune data. Advanced logging andinterpreting scan data has really helped cutdown on tuning time, but it still can’t touchthe finesse of real-time emulation. Until now,

honest real-time emulation and tuning forGen III engines has been exclusive toexpensive aftermarket engine controllers.Considering that old GM “chip” engines, asfound in TPI cars and Turbo Buicks (and’Stangs …gulp), have enjoyed real-timeemulators for years, it’s safe to say real-timeemulation for Gen III engines is overdue.

In late 2003, Craig Moates of Moates.net,a long time chip tuner, was approached byfellow Louisianan, LS1 tuner Geoff Skinner,owner of Thunder Racing, with the challengeto develop an LS1 emulator. Craig was nostranger to tuning or performance and hadbeen a DIY-EFI (do-it-yourself electronic fuelinjection) pioneer for years. Craig latchedonto the project and set out to deliver whatthe Gen III tuning market lacked and craved,an affordable and fully functional real-time

R O A D R U N N E R R E A L -T I M E L S 1 T U N I N G

BY BRIAN REESEPHOTOGRAPHY BY THE AUTHOR

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In a Flash Side-by-side, the RoadRunner is onlydistinguished by the black powder coat,Moates label, and connection port. When notin emulation mode, the RoadRunner functionsperfectly as a regular PCM, so continualswapping is not necessary.

The RoadRunner looks right at home installed on the SLP engine dyno rig. Our BlueTooth transmitterworked flawlessly through the dyno cell wall (one-foot-thick concrete block and dual-pane safety glasswindow).

The BlueTooth transmitter will serve best securedunder the dash and without the trouble ofrouting into the boxes.

After installing the hardware, the softwareinstallation ritual must be completed. The installis a multi-step process of downloading andinstalling four software patches and drivers. Ifyou are starting fresh, you’ll need to install theEFI Live software and licensing and then installthe RoadRunner gear. The instructions forsoftware install are flawlessly detailed includingscreen shots of literally every step. Knuckle-draggers and mouth-breathers will have noproblem installing the software, assuming theycan read and follow instructions.

Our first impression of the RoadRunnerwas one that made us never want to livewithout it. The real-time tuner was put to teston a big cammed SLP 402 engine. Themassive change in MAP (manifold absolutepressure) behavior and commanded fuelneeds associated with a big cube and bigcam engine make it one of the mostchallenging to tune and to tune properly.Idle behavior is arguably the mostchallenging aspect of an engine tune to dialin correctly.

The low speed nature of idling makes itless forgiving than high-speed operation.Nothing is worse than rolling up to a busystoplight and having the engine speeduncontrollably race away while those aroundyou give you that look, like “Yeah, I’m reallyimpressed…jackass!” Besides looking like afool at stop lights, poor idle tuning alsoresults in any number of problems includingstumbling, hunting, or stalling. Engine idle iscontrolled by several tune parameters andtables. Using the real-time RoadRunner, wewere able to tweak the parameters up anddown with simply key-strokes, all the whilemonitoring engine behavior. This quick andintuitive approach made idle tuning fairlyeasy and extremely fast.

Changes were made in real-time byfactors of 2 percent. With the engine reactingto our changes instantaneously, it was easy

to surmise what and how much adjustmentwas needed to nail down the idle. Besides thestatic idle, we also sharpened the off-idlethrottle response and return to idle decay.Reaching a stable idle immediately after athrottle transience is especially elusive andmost reflective of the tune’s accuracy.

Idle tuning was just the beginning withRoadRunner. After getting our feet wet, westarted dialing in the tedious sections of thetune mapping we normally dread, like VE(volumetric efficiency) tables. Granted, theSLP engine dyno setup clearly helped withthe tune as well, as throttle and load wasvery controllable. However, we’re confidentthe same work could have been completedjust as well in the car with the help of afriend or driver.

The speed and dexterity gained from thereal-time access was simply phenomenal.Since changes (and their effects) were made

in real-time, there was not much need forlengthy and extensive data-logging orcomplete analysis. Within a couple hours,we successfully mapped the whole enginewith factory precision. We also spent sometime testing the effects of various obscuresections of the factory tune. The processhelped clarify what is and what is notaffecting the engine at any particularoperating point.

Throughout the entire tuning process, theRoadRunner performed without hiccup, justas a factory PCM would. The real-timeRoadRunner coupled with EFI Live truly givesthe feel of an aftermarket control system,but retains the advanced controlsophistication of the factory PCM structureand algorithms. Go ahead, have CraigMoates’ cake and eat it too!

Connection to the RoadRunner can be made bytraditional USB cable connection or withBlueTooth wireless communication. Our laptopdid not have a built-in BlueTooth receiver, so weused the supplied receiver dongle shown. Thedongle plugged into one of the USB ports on therear of the laptop.

To connect our PC to the RoadRunner, wefollowed the BlueTooth connection instructionsincluded with the kit. The included BlueToothutility controlled the connection and monitoredsignal strength.

The RoadRunner interface is simply a windowinside EFI Live. Besides the RoadRunner controlwindow, the EFI Live tuning software isunchanged and navigates as we are familiar.The RoadRunner toggles are marked withintuitive icons for uploading and downloadingtunes to and from the emulator. One buttontoggles emulation on and off, allowing full PCMreset if needed when changing operatingsystems. Transition between modes isinstantaneous, and a full 512K upload takes only12 seconds on the USB cable. Once in emulationmode, the RoadRunner window can beminimized to the toolbar showing only the controlbuttons needed.

EFI Live’s data scanner offers readingsviewable as numerical tables, strip chart form,or as a virtual dashboard. We found thedashboard to be the easiest to use. Thesoftware includes a dashboard to get startedwith and it can be customized to suit particularneeds. Scanning engine parameters is a mustwhile tuning in real time. Engine performancechanges must be monitored during tuning toconfirm and validate tune changes. Betweenthe dyno and the scan software, we hadeverything covered. Plan at a minimum to keepan eye on the basics, such as enginetemperature, knock retard, fuel trim, and AFR.

The EFI Live tuning software package used withthe RoadRunner also includes a powerful scannertool. The scanner still utilizes the EFI Live modulefor now, but eventually will run through theRoadRunner directly. It is important to make surethe scanner units match the tune units. We foundout the hard way that a units conflict is possible.We had the scanner set for MAP readings of in Hg,while we viewed tunes by kPa. The conflict waseasy to notice as WOT (wide open throttle) wasonly bringing a little over 30 kPA MAP readings(should have been over 100 kPa for a naturallyaspirated engine).

The real-time tuning power of the RoadRunnerpaid immediate dividends during idle tuning. Wehad the SLP 402 engine purring like a stockerwithin minutes. The process of dialing in a newengine combination for the first time can easilytake hours, and probably days (to catch differentengine and atmospheric conditions). With theRoadRunner installed, we can tweak idleparameters with a few keystrokes in real time,any time.

When in emulation mode, the RoadRunner statuswindow changes to bright red, as shown. Onceemulating, care must be taken before makingchanges, as their effects are practicallyinstantaneous. Running lean or jacking up sparkadvance should be avoided.

SLP’s Ken “Go-Hub” Estelle jumped in to help us run the engine dyno and link up all the computers.Ken took advantage of the EFI Live analog input channel by coupling the dyno’s wideband O2 signalinto the laptop scanner. Inputting the wideband signal directly into EFI Live allowed the real-time AFR(air fuel ratio) to be scanned directly with other engine parameters.

In aFlash

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To tune in real time, it is necessary to determine where in a tune map the engine is operating at anyparticular moment. This can be somewhat challenging, especially in maps defined by calculatedparameters (like grams/cylinder). Looking at scanner or dyno readings can be done, but continuouslyglancing between gauges and tune tables is daunting and slow, not to mention usually inaccurate.The EFI Live scanner can be configured to highlight the instantaneous operating point in any tune map.In the screen shown, the current operating cell in the main VE (volumetric efficiency) table is marked atthe intersection of the highlighted lines in the middle. To change the engine parameter at that point,we simply toggle EFI Live with the appropriate modifier. The RoadRunner confirms the instantaneouschange by sounding a jingle through our PC speaker. The tuner can also be set to make the scannedcell the active modification cell to really expedite tuning.

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In aFlashSOURCEMOATES.NET618 Carriage WayDept. GMHTPBaton Rouge, LA 70808www.Moates.Net

THUNDER RACING13779 Airline Hwy.Dept. GMHTPBaton Rouge, LA 70817877/516-7223www.thunderracing.com

EFI LIVEwww.EFILive.comNew Zealand

SLP PERFORMANCE PARTS1501 Industrial Way N.Dept. GMHTPToms River, NJ 08755732/349-2109www.SLPOnline.com

By using the engine dyno to measureinstantaneous torque production, we were able toadjust spark advance to precisely the bestsetting. To safely accomplish this, the spark wasset low and slowing increased by one-degreeincrements until torque peaked and leveled off.We tuned to the leading edge of the peakadvance setting.

Before the widespread availability and cost dropof wideband O2 sensors, EGT (exhaust gastemperature) used to be the tuner’s best friend.EGT readings can still be used effectively to tunean engine, as long as their readings areunderstood. EGT sensors are cost effective, lastlonger than wideband sensors, and can beinstalled close to the exhaust port. Addingcylinder-specific EGT probes to each headerprimary allows a tuner to watch for catastrophes,such as broken valvesprings or dead injectors.We’ve saved several engines from meltdown bymonitoring EGTs.

The correlationbetween EGT andAFR is linear in therange relevant toengine tuning. Usingthe RoadRunner, wewere able to quickly(and safely) vary AFRusing the MAF table.The resultantrelationship betweenaverage EGT andAFR is shown, alongwith formulas basedon our trend line forcalculating each. Byunderstanding howEGT and AFR arerelated, we were ableto indirectly measurethe AFR of eachindividual cylinder.

We used the MAF (mass airflow) table as a quickmethod to test various air-fuel-ratios. The MAFtable should ultimately be tuned accurately forthe selected MAF sensor and its output relative tothe engine, but serves as a quick test point to seehow various AFRs affect power production.

Using the real-time RoadRunner, we tested and recorded the affect of AFR on torque production. Thechart shows torque peaking as expected between 12.8 and 13.3 AFR. The target AFR was set for 12.8,as being on the rich side of the peak, which will help cool the engine and keep it safe. As shown,torque drops off quick as the engine leans out. At WOT, anything over 13.3 should be avoided. At partthrottle or low load, an AFR of 14.7 (stoichiometric for gasoline) is desired.