At RPM-Motorsports we have been working with the GM Ecotec Platform since 2004, and have seen a few different generations of ECUs come and go over the years. We started off with tuning the Ecotec way back when the little Chevy Cavalier gave you practically less options to adjust than a common household VCR. Over the years we evolved with the platforms, to the more advanced Chevy Cobalts and their introduction of the MAF sensor to the Ecotec family, followed by the Bosch torque-based ECU found in the Pontiac Solstice GXP, Saturn Sky Redline, Chevy Cobalt SS, and HHR SS.
That first torque-based ECU was a curveball to the typical dyno tuner back in its first year of introduction. Some more complicated concepts that were typically only seen in Diesel engine applications were now starting to make their way into the engine management of gasoline powered engines. Things like Torque-based Airload, and Direct Injection settings started to look like a foreign language to most. We quickly adapted, and got ourselves at the forefront of tuning the LNF engine, and quickly adopted the LTG engine when it was introduced too.
The LTG brings a lot more complication to the process of tuning an automobile, and even though it has been around for more than 3 years there are still a lot of people puzzled by it’s inner workings. This logic now applies to even the mighty LS series V8 engines, which has come as a shock to those shops that have not been keeping up with the times in the 4-cylinder and 6-cylinder direct injection world.