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LS swap tune checklist

What has to change in a donor computer before the swap will run and drive right, and the parts that have to match it.

Last updated November 8, 2026

Tune checklist for your build: pick engine, computer, trans →

In the tune

VATS: delete it, or the engine won't start.
Injectors and MAF: match the injector size and MAF scaling to what's installed. Stock data by part number: injector flow and GM MAF sensors.
Transmission: match the transmission settings to what's bolted on.
Donor leftovers: emissions monitors and speed limiters from the donor are still there.
AFM: PCM must be recalibrated to stop commanding deactivation; aftermarket cams also need idle, fuel, spark and torque-model changes.

In short: Every donor PCM needs reprogramming: delete VATS (or the engine will not start), match injector size and MAF scaling, and match transmission settings; emissions monitors and speed limiters from the donor are also present.

Parts that must match the computer

Crank reluctor: 24x (Gen III: LS1, LS6, LQ4, LQ9, Vortec trucks through 2006) uses a 1x cam sensor; 58x (Gen IV: LS3, LS7, L76, L92, 2007+ Vortec trucks, and the 58x LS2s: 2006–07 Corvette and CTS-V, 2007–09 TrailBlazer SS, 2008–09 Saab 9-7x Aero) uses a 4x cam sensor. Exception: the 2005 Corvette, 2005–06 GTO and SSR and 2006 TrailBlazer SS LS2s are 24x, so they need a 24x harness and computer. PCM, harness and sensors must match; a Gen III PCM on a 58x engine needs a conversion box.
How to tell: Crank reluctor is 24x or 58x; the ECU must match. Tell by the crank sensor (behind the starter): early black 24x, later gray 58x.
Sensors: Gen III: black crank sensor, cam sensor at the rear of the block. Gen IV: gray crank sensor, front-mounted cam sensor, EV6-style injectors, six-pin drive-by-wire throttle.
Throttle: Drive-by-cable: throttle opened mechanically (early Gen III trucks, Camaro LS1). Drive-by-wire: PCM opens the throttle from a pedal-position sensor (all Gen IV). A DBW swap needs the pedal wired and calibrated. (Check your exact application: the C5 Corvette LS1 was drive-by-wire while the F-body LS1 was cable.) Wiring a Holley ECU? See the drive-by-wire pedal & throttle body pinout.
Not an LS: Gen II LT1/LT4 (1992–1996) are not LS engines: cable throttle, EV1 injectors, different harnesses.

What the computer does

The PCM reads crank, cam, MAF, coolant, IAT and O2 sensors to control fuel, spark and idle (and shifts on automatics); on drive-by-wire engines it also controls the throttle.

The details

Specifics depend on your computer and operating system.

Show all

E92; LT4; 2015-2020: The Chevrolet Performance LT4 E-Rod controller has a tachometer output of four pulses per engine revolution (square wave); some tachometers need a 5,000-ohm pull-up resistor.
E92; LT4; 2015-2020: The LT4 E-Rod controller provides a vehicle-speed output intended for self-scaling speedometers, but it requires a variable-reluctance speed sensor on the transmission to function.
0411, 1181; LM7, LQ4, LQ9, LS1; 1999-2007: The official segment swapper copies transmission calibration data from a donor file to a recipient file only when both files share the same main operating-system number, and the full write is what installs the transferred transmission data.
0411, 1181; LM7, LQ4, LQ9; 1999-2007: A proper 4L60E-to-4L80E segment swap moves both the transmission segment and the transmission-diagnostics segment from the donor file.
0411, 1181; LM7, LQ4, LQ9; 1999-2007: The segment-swapped transmission calibration requires a full write to the controller to take effect; a calibration-only write does not install it.
0411, 1181; LM7, LQ4, LQ9; 1999-2007: The donor file for a segment swap should come from a factory application similar to the swap, and its operating system should already support the desired transmission.
E38; LS2, LS3, L96; 2006-2015: On the E38, a VATS removal uses the Write-VIN/Tunerlock/VATS flash routine, which differs from other modules where a write-entire generally handles tuner-lock and VATS changes.
0411; LM7, LQ4, LQ9, L31; 1999-2002: The 12200411 service-number PCM is the P01-generation Gen III controller; 0411 units sourced from different factory applications can function once loaded with a calibration matched to the swap.
0411; LM7, LQ4, LQ9; 1999-2002: No single donor application of the 0411 is inherently better; any 0411 can run a swap when flashed with the right tune.
0411; LM7, LQ4, LQ9, LS1; 1999-2002: The 0411 hardware can operate both drive-by-cable and drive-by-wire throttles, but the calibration must be configured to match the throttle type installed.
0411, 1181; LM7, LQ4, LQ9; 1999-2007: A calibration written for a cable-operated engine cannot operate a drive-by-wire throttle; the PCM needs a complete operating-system reflash matching the throttle architecture.
0411; LM7, LQ4, LQ9, LS1; 1999-2002: The 0411 requires the matching 1999-2002 truck Throttle Actuator Control module for drive-by-wire; the visually identical 1997-2004 Corvette TAC module carries a different part number and is not interchangeable.
0411, 1181; LM7, LQ4, LQ9; 1999-2007: 1999-2002 truck electronic-throttle systems use all three accelerator-pedal position signals, while 2003 and later systems use only two of the three pedal sensors.
0411, 1181; LM7, LQ4, LQ9; 1999-2007: The 2003-up Gen III throttle body, TAC module and PCM are not backward compatible with 1999-2002 equipment, so pedal, module and throttle must come from a matched year range.
0411; LM7, LQ4, LQ9, LS1; 1999-2002: Not every Gen III PCM carries idle-air-control driver hardware; the 12200411 is the recommended service number for cable-throttle swaps because its hardware and availability are known.
0411; LS1; 1999-2003: 0411 PCMs found in 1999-2003 Corvettes left the factory set up for drive-by-wire only, so they must be reprogrammed before use in a cable-throttle swap.
0411; L31; 2002: A 2002 Chevrolet Express van operating system 12212156 is a common 0411 base file for Vortec L31 conversions because it was factory-built for the van application.
0411; L31, LM7, LQ4; 1999-2002: A typical 0411 swap base calibration disables VATS, suppresses alternator/generator fault codes that the swap harness does not wire, adjusts fuel-tank-pressure and post-catalyst O2 diagnostics to the installed hardware, and carries the correct VIN.
0411, 1181; LM7, LQ4, LQ9, LS1; 1999-2007: A swap tune must correct the calibration for the actual injector flow rates, volumetric efficiency, spark advance, axle ratio and the presence or absence of EGR, EVAP and secondary-air devices.
0411; LM7, LQ4, LQ9, L31; 1999-2002: Example 0411 swap base files exist for 4L60E 2WD and 4WD, 4L80E 2WD and 4WD, and manual-transmission combinations.
E40; LS2; 2005-2006: The E40 is the short-lived 2005-2006 Gen IV controller for 24x-reluctor engines; it integrated throttle-actuator control into the ECM itself, eliminating the separate TAC module of Gen III.
E40; LS2; 2005-2006: The E40 pairs only with the 90mm silver-blade four-bolt throttle body; the visually similar gold-blade units are not electronically compatible.
E40; LS2; 2005-2006: The E40 carries tall black plus short blue/gray connectors and the controller appeared only in a narrow set of 2005-2006 applications such as the SSR, GTO, early Corvette, TrailBlazer SS and midsize SUVs, making used units comparatively scarce.
E40; LS2; 2005-2006: The E40 only controls the engine; transmission control moved to the separate T42 controller, an architecture that continues through Gen IV.
E40; LS2; 2005-2006: E40 hardware retains 24x crank triggering and is incompatible with later 58x hardware, so the engine's reluctor generation must match the controller.
E38, E67; LS2, LS3, LS7, L96, L92; 2006-2015: Gen IV engines generally moved to a 58-tooth crank wheel controlled by the E38 or E67, and the physical identifier is the crank sensor: black connectors on 24x sensors, gray on 58x.
0411, 1181, E38, E67; LS2, LS3, LS7; 1999-2015: A Gen IV engine cannot be run by a Gen III controller without converting the reluctor wheel and adapting the cam sensor and throttle hardware.
E38, E67, E78; LS2, LS3, LS7, L96; 2006-2015: Gen IV controllers communicate over CAN bus, and the separate engine and transmission controllers must run compatible operating systems to exchange torque and speed data.
E38, E67; LS2, LS3, LS7, LS9, LSA, L96; 2006-2015: The E38 is a two-connector engine controller and the E67 a three-connector engine controller; the E67 offers wider capability and was used on factory-supercharged LS9 and LSA engines, making it attractive for boosted swaps.
E38, E67; LS3, L96, LS7, LSA; 2006-2015: E38/E67 gold-blade throttle bodies share a four-bolt pattern and six-pin connector but have different electronics: the LS truck 87mm and car 90mm bodies are not interchangeable with each other.

Turning VATS off in the software

Values depend on your computer, operating system and combination. Use them as reference points, not settings to copy.

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VATS

HP Tuners VCM Editor: Launch VCM Editor, connect to the vehicle and read the current tune with the 'Read Vehicle' option.
HP Tuners VCM Editor: After editing a tune, save the file as a backup in case you need to revert to the stock configuration.
HP Tuners VCM Suite: VCM Suite (VCM Editor and VCM Scanner) is a free download from HP Tuners.
EFILive V7 Tuning Tool: When transplanting the engine into an older chassis without a BCM, you should switch off the security system by setting calibration {G1201} Anti Theft Configuration to "None".
HP Tuners VCM Suite: HP Tuners' VATS relink feature is only needed on vehicles with Serial VATS systems.
HP Tuners VCM Editor: In VCM Editor, an operating-system modification starts with a stock or existing tune read from the PCM, then the modification (such as the VATS 1/VATS 2 patches), and finishes with a Write Entire.
HP Tuners VCM Editor: To disable VATS on non-Alloytec V6 car PCMs in HP Tuners, set the VATS value to "PWM" and set DTCs P1626 and P1629 to "3 - No Error Reported".
HP Tuners VCM Suite: Set up the new operating system with all the required VIN, Tunerlock and VATS information, then choose "Write Entire" for the first write.
HP Tuners VCM Suite: HP Tuners uses a credit-based licensing system: credits are the currency used to purchase licenses for the different modules in a vehicle.
EFILive V7 Tuning Tool: If you replace your PCM or BCM, you must reestablish the trusted link between the PCM and the BCM, and EFILive can do that via the VAT relink process.
EFILive V7 Tuning Tool: GM's security system requires the PCM and the BCM to negotiate electronic messages until they agree the cranking attempt is legitimate.
EFILive V7 Tuning Tool: Clicking EFILive's VAT relink button tells the PCM to set a flag so it relinks to any BCM it can see when the ignition is next switched on.
EFILive V7 Tuning Tool: In EFILive's VAT relink procedure, if the target BCM is already wired into the vehicle, switching the ignition back on lets the PCM relink to the BCM.
EFILive V7 Tuning Tool: To link a PCM to a BCM in a different vehicle, disconnect the PCM from the current vehicle or bench harness, connect it to the vehicle with the target BCM, and switch on the ignition.
HP Tuners VCM Suite: For HP Tuners' Relink VATS, put the key in the ignition and turn it to ON without starting the vehicle.
HP Tuners VCM Suite: HP Tuners' VATS relink works on any vehicle HP Tuners supports.
HP Tuners VCM Suite: Don't program a vehicle with battery voltage lower than 11.5 volts.
HP Tuners VCM Suite: Use HP Tuners' Rewrite VIN/Tunerlock/VATS option when you've updated the VIN, are relinking VATS, or are applying Tunerlock to lock or unlock the VCM.
HP Tuners VCM Suite: For everyday tuning changes, flash with Write Calibration Only. It is the quickest write and the least likely to leave you with a computer that won't talk.
EFILive V7 Tuning Tool: With EFILive you only license a PCM the first time you reflash it; after that, FlashScan reflashes it without restriction.

What we recommend

Pull the complete electronics. A complete pullout includes the wiring harness, PCM, MAF and the DBW pedal if the donor was drive-by-wire. Get the matching transmission if you can, and avoid 1998 engines with their harder-to-tune PCM.

How to do it

Check this first

Check the PCM service code on the donor before you buy — you want 12200411 (0411) or a P59.

Try this, then this

Grab the complete pullout: harness, PCM, MAF, DBW pedal if equipped, and the matching transmission. — Matched electronics save a tuning and wiring headache later.. Worked if: Everything on the donor came from one vehicle.
If the donor is a 1998, swap in a 99-02 PCM (0411/P59) with its harness pinouts. — The 98 PCM has poor tuning support and is not pin-compatible.. Worked if: HP Tuners reads and licenses the PCM.

Key numbers

What	Value
1998 PCM is worse for tuning	Swappers specifically seek 99-02 PCMs for HP Tuners support
1999 PCM better with HP Tuners	98 PCM dead; 99 PCM from a wrecked C5 expected to be better for tuning
1999 PCM is not interchangeable with the 1998	Redesigned PCM, vastly different pinouts; plugging a 99 PCM into an older harness can damage it

Every option we know of

We may earn a commission when you buy through links on this page.

Maker / product	Part #	Fits	Price	Where	Status / notes
GM 0411 PCM	12200411	1999-2002 LS trucks and F-bodies		Buy	used
GM P59 PCM	12586242	2003-2007 Gen III trucks		Buy	used

Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

Time and cost: Junkyard PCM roughly $50-150; harness repin or swap adds time.

Match the DBW pedal and TAC to the PCM. The pedal, TAC module and throttle body must match the PCM and tune, not just the engine; a mismatched same-year pedal can set a code and refuse to run. Use the pedal and TAC from the same donor; Gen IV (2008+) has no TAC module.

How to do it

Check this first

Confirm whether your donor PCM expects a TAC module (Gen III/P59/E40) or is direct-wire (E38 Gen IV).
If you get pedal/TAC codes, check part numbers — same year is not the same as same match.

Try this, then this

Keep the pedal, TAC, throttle body, PCM, and tune from the same donor. — The whole DBW chain is matched to the PCM/OS, not the engine.. Worked if: No pedal/TAC codes and the throttle responds.
On a 2007+ Gen IV (E38) swap, skip the TAC entirely and wire the pedal direct to the ECM. — Gen IV E38 PCMs have no TAC module.. Worked if: Pedal signal reaches the ECM with no TAC in the loop.

Key numbers

What	Value
Mismatched same-year pedal sets a code and refuses to run	Needed an exact ECM/engine match after the ECM rejected the pedal
TAC, pedal, and throttle body must match the PCM and tune	Not just the engine — the whole DBW chain follows the PCM
Wrong-year TAC module = REP mode	'05 TAC incompatible with '06; all components must match

Every option we know of

Maker / product	Part #	Fits	Price	Where	Status / notes
GM DBW pedal + TAC module from the same donor vehicle		Must match PCM and tune year/OS		junkyard / donor pullout	used Same-year-different-match pedals set codes
GM Gen IV E38 direct-wire DBW pedal (no TAC)		2007+ Gen IV trucks/SUVs with E38		junkyard / donor pullout	used

Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

Time and cost: Free if it comes with the donor pullout; a wrong guess costs a tow and a second junkyard trip.

Cable throttle is the simpler path. If the vehicle had a cable throttle, reusing a cable intake and throttle body avoids the pedal, TAC module and extra ECM wiring that DBW requires.

How to do it

Check this first

Decide cable vs DBW before buying the intake — the throttle body, pedal, and ECM wiring all follow that choice.

Try this, then this

If the vehicle had a cable throttle, run a cable intake and throttle body. — No pedal, no TAC, no extra ECM wiring — the DBW failure modes disappear.. Worked if: Throttle opens with the pedal and the PCM never knows the difference.

Key numbers

What	Value
DBW adds failure modes a cable setup never has	Mismatched pedal or TAC = codes, no-run, or REP mode
Swappers rate Gen IV DBW-era electronics as a pain	One swapper would go back to Gen 3 cable-era stuff for the next swap

Every option we know of

Maker / product	Part #	Fits	Price	Where	Status / notes
GM LS1/LS6 cable throttle body and cable intake		Gen III 24x combos with P01/P59 PCM		junkyard / used	used Needs cable brackets
Aftermarket Cable conversion brackets for LS throttle bodies		LS cable throttle bodies		Summit / dealers	active

Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

Time and cost: Usually cheaper than sourcing a matched DBW pedal/TAC set.

Handle VATS and settings in one flash. Delete VATS in the tune, and set 4L60E shift points and the tach cylinder output in the same session so you only pay for one visit.

How to do it

Check this first

Read the PCM first (free) and save the stock file — it is the most important file of all.
List everything you want changed before the tuner (or you) writes: VATS, shift points, tach output, fans, speedo.

Try this, then this

Batch every change — VATS delete, 4L60E shift points, tach cylinder output — into one write. — One license covers unlimited flashes to that computer, and a shop charges per visit.. Worked if: Engine starts without VATS, shifts where you want, tach reads right — one trip.

Key numbers

What	Value
VATS delete is a checkbox	Tuner quote around $200 to do it all in one go
One license covers unlimited changes to that PCM	All changes to the licensed file are free; unlimited flashes
Reading costs nothing; you pay when you edit	Read the PCM free, pay to license and write

Every option we know of

Maker / product	Part #	Fits	Price	Where	Status / notes
WAIT4ME Performance Mail-order programmed PCM		LS swaps		web	active
DIY HP Tuners MPVI2/MPVI3/MPVI4 + credits		Supported LS PCMs	2 credits per PCM typical for trucks	hptuners.com	active

Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

Time and cost: Roughly $200 at a shop for the bundle; 2 HP Tuners credits if you DIY.

Verify 24x or 58x before buying. Gen III is generally 24x and Gen IV is 58x, and the ECM must match. To run a Gen IV block on Gen III electronics, use a Gen 3 crank sensor with the 24x reluctor, a Gen 4 front cover and cam sensor, and a 1x cam sprocket, and swap pins A and C on the cam sensor harness.

How to do it

Check this first

Identify the reluctor before buying: crank sensor at the rear = 24x (black connector), on the side = 58x (grey connector).
Match the ECM to the reluctor — a 24x PCM will not run a 58x crank signal.

Try this, then this

Verify 24x or 58x on the donor before money changes hands. — The ECM must match the reluctor; finding out after the purchase is expensive.. Worked if: You know the reluctor and have the matching PCM plan.
For a Gen IV block on Gen III electronics, use the TRG-002 or the mechanical 24x conversion recipe. — Both are proven paths; the box is bolt-on, the mechanical route is cheaper.. Worked if: PCM sees a clean 24x crank signal and the engine runs.

Every option we know of

Maker / product	Part #	Fits	Price	Where	Status / notes
Lingenfelter TRG-002 58x-to-24x conversion module	TRG-002	Gen IV 58x engine on Gen III 24x PCM	$254.95 MSRP	Buy lingenfelter.com	active
DIY/mechanical Gen III 24x crank + reluctor, Gen IV front cover and cam sensor, 1x cam sprocket, repin cam sensor harness		Gen IV block on Gen III electronics	parts cost only		DIY Page should cite Lingenfelter's pinout docs for the A/C pin swap

Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

Time and cost: TRG-002 $254.95 MSRP; mechanical route is parts + labor.

Never starve the ECM of VSS. The ECM uses vehicle speed for fueling and idle control, and without it the engine can stall or buck. Split the raw signal to the PCM and a converter such as the Dakota Digital SGI-100BT for the gauges; a mechanical trans needs a 40-tooth reluctor and a two-wire sensor with a twisted-pair run.

How to do it

Check this first

If the engine stalls or bucks on decel, check whether the PCM is seeing VSS at all.
Confirm the signal type the PCM expects (two-wire AC on E38) before buying a sender.

Try this, then this

Get a raw speed signal to the PCM first — 40-tooth reluctor with a two-wire sensor on a twisted-pair run, or a bolt-in sender like the SEN-01-128. — The ECM uses VSS for fueling and idle; without it you get stalling and bucking.. Worked if: VSS reads correctly in the scanner.
Split the signal to the gauges with the SGI-100BT. — One signal can feed both the PCM and the speedometer if it is conditioned and split properly.. Worked if: PCM and gauges agree on speed.

Key numbers

What	Value
40-tooth reluctor = 40 pulses per tailshaft revolution	Standard on 4L60E/4L80E output
E38 expects a two-wire AC speed signal	Two-wire (variable reluctance) sensor
Dakota SEN-01-128 is the bolt-in sender for older transmissions	128,000 pulse-per-mile sine wave, direct replacement for the stock GM internal speed sensor; 7/8 in male thread fits TH350/TH400/700R4/2004R

Every option we know of

Maker / product	Part #	Fits	Price	Where	Status / notes
Dakota Digital SGI-100BT signal interface	SGI-100BT	Any LS swap needing VSS conversion/splitting		Buy dakotadigital.com / Summit	active
Dakota Digital SEN-01-128 speed sender	SEN-01-128	TH350, TH400, 700R4, 2004R (7/8 in male thread)		Buy dakotadigital.com / Summit	active
DIY Mustang speed sensor in the NP205 transfer-case location		NP205-equipped 4x4 swaps	cheap	junkyard	used One user reports no stalling or idle issues

Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

Time and cost: SGI-100BT roughly $100-150; sender roughly $50-100; wiring time.

Adapt the tach and senders. The LS tach signal is too weak for many stock tachs; use a Dakota box or a 10k resistor to key-on power, dialed in with a potentiometer first. Oil and coolant senders need adapters like the Autometer ATM-2268, and verify speedo accuracy against GPS.

How to do it

Check this first

Try the tach on the PCM tach output bare first — later PCMs may drive it fine.
If the tach reads weak or not at all, dial in with a potentiometer, then solder the fixed resistor.

Try this, then this

Wire the stock tach to the PCM tach output and test it bare. — Later PCMs may drive it without help.. Worked if: Tach reads correctly against a known RPM.
Add the pull-up: 10k to key-on 12V (or 2k to 5V), dialed in with a potentiometer first. — Confirmed working values for weak LS tach signals.. Worked if: Tach reads steady and matches the scanner.
Fit oil/coolant senders with thread adapters like the ATM-2268; verify the speedo against GPS. — LS ports are metric; the speedo needs a reality check after any VSS change.. Worked if: Gauges read true and the speedo matches GPS.

Key numbers

What	Value
Pull-up is the standard fix when the tach does not read	Run a pull-up resistor if the tach signal is too weak
Older PCMs need it; later ones may not	97-99 ECUs typically needed the resistor; later ones often did not

Every option we know of

Maker / product	Part #	Fits	Price	Where	Status / notes
AutoMeter ATM-2268 adapter	ATM-2268	LS oil pressure port behind intake (M16x1.5)	$18.01	beefcakeracing.com	active
AutoMeter 5284 LS gauge install kit (adapters + 10k resistor + instructions)	5284	LS swaps		Buy AutoMeter dealers	active
DIY 10k ohm resistor to key-on 12V (or 2k to 5V), dialed in with a potentiometer first		Any weak LS tach signal	pennies	any electronics supplier	DIY
Dakota Digital Tach signal interface boxes		Stubborn stock tachs		dakotadigital.com	active

Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

Time and cost: Resistor pennies; ATM-2268 $18.01; an afternoon of wiring.

Skip the throttle-body hype. The stock throttle body supports 500+ hp and a ported one is worth roughly 5-10 hp. If you do the bump-stop mod, stay just shy of 90 degrees or it sets an SES code, and any throttle body change needs ETC scaler and idle-airflow adjustments.

How to do it

Check this first

Before buying a throttle body, ask whether the combo is actually airflow-limited at the blade — under ~500 hp it usually is not.

Try this, then this

Keep the stock throttle body unless the combo is past ~500 hp. — It flows enough and costs nothing.. Worked if: No power left on the table at the blade.
If you do the bump-stop mod, stop just shy of 90 degrees. — A full 90+ degrees sets an SES code.. Worked if: Blade opens further with no code.
After any throttle body change, adjust the ETC scaler and idle-airflow settings. — The PCM's airflow model follows the blade size.. Worked if: Idle is stable and desired vs actual airflow agree.

Key numbers

What	Value
Stock throttle body power ceiling	Good to 500+ hp
Bump-stop mod limit	Grind the stop so the blade opens closer to 90 degrees but stays shy of it; a full 90+ degrees sets an SES code
Any throttle body change needs tune work	ETC scaler and idle-airflow settings must be adjusted

Every option we know of

Maker / product	Part #	Fits	Price	Where	Status / notes
Porting shops Ported stock throttle body		Stock-location upgrade		various	active Worth roughly 4-6 rwhp
Nick Williams 90mm / 102mm throttle bodies		Big-intake combos (FAST 90/102 etc.)		dealers	active Needs ETC scaler and idle-airflow tune work

Prices are approximate as of September 2026. We list every option we know of, including small shops and used parts we can't link to. Confirm fitment with the seller.

Time and cost: Free to keep the stocker; ported units and aftermarket TBs run $150-500+.

Based on what we've seen work across our own builds, our friends' builds and the wider LS community, reviewed by our lead shop tuner (over 20 years of LS and LT tuning experience). Every combination is different, so use at your own risk and check our safe tuning limits before any wide-open pass.

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