Up and go tuning

10/10/2026

MAF vs MAFLESS: STOP TREATING IT LIKE A RELIGION.

There’s still a ridiculous amount of debate in the LS community about whether MAF or mafless is the better way to tune an LS engine. The truth is, neither strategy is automatically better in every application. It comes down to the combination, the operating conditions and how well the calibration is developed.

Let’s get into the technical side.

MAF — MASS AIR FLOW

A MAF sensor measures the mass of air entering the engine. The PCM uses that measurement, along with the relevant fuel and airflow calculations, to determine how much fuel is required.

The advantage is that the ECU has a direct measurement of incoming airflow. When the sensor is correctly scaled and operating within its limits, the system can compensate for changes in airflow without relying entirely on the VE model.

But the MAF isn’t magic.

Incorrect MAF transfer data, turbulence caused by intake geometry, sensor placement, contamination or exceeding the sensor’s measurement range can all create problems. Just bolting on an OTR intake doesn’t guarantee the MAF is reading accurately.

MAFLESS — SPEED DENSITY

With a conventional LS speed-density calibration, the PCM calculates airflow using the VE model, manifold absolute pressure (MAP), intake air temperature, engine speed and other relevant inputs.

Instead of relying on the MAF signal to calculate airflow, the calibration estimates how much air the engine is ingesting under different operating conditions.

This is where the VE calibration becomes critical.

If the VE model doesn’t represent the engine’s actual airflow, the calculated cylinder airmass can be wrong. That affects fuelling calculations and can influence load-based spark and torque calculations, depending on the operating strategy.

A camshaft change, altered intake manifold, cylinder-head work or forced induction can substantially change the engine’s airflow characteristics. The model needs to be validated against the actual combination.

And no, disabling the MAF doesn’t automatically make the tune more accurate.

WHAT ABOUT A CAMMED LS?

A larger camshaft changes valve timing and overlap. That can create unstable manifold pressure at idle, reversion and airflow behaviour that differs significantly from a stock engine.

A good calibration needs to account for those changes. Idle airflow, spark control, VE modelling and transient fuelling all matter.

Simply switching to mafless and calling it a day doesn’t solve any of those problems.

Likewise, retaining a MAF doesn’t mean a cammed LS can’t run properly. The suitability depends on the sensor, intake arrangement, calibration strategy and how the vehicle is used.

SO WHICH ONE MAKES MORE POWER?

Neither system automatically makes more power.

At wide-open throttle, both strategies can deliver an effective calibration when the airflow model, fuelling and ignition are correct. Peak power comes down to the engine combination and the quality of the calibration, not whether someone has unplugged a MAF sensor.

A properly calibrated MAF system can perform exceptionally well. A properly calibrated speed-density system can do the same.

Both can also perform poorly when the underlying data is wrong.

HERE’S WHAT ACTUALLY MATTERS.

✔ Correct airflow modelling and a validated calibration.

✔ Accurate injector characterisation and appropriate fuel pressure.

✔ Correct ignition timing for the engine, fuel and operating conditions.

✔ Proper transient fuelling and idle control.

✔ Understanding how load, calculated torque and torque management interact.

✔ Data logging under the conditions the vehicle actually experiences.

At Up & Go Tuning, we work with LS-based engines. The objective isn’t to follow a trend or win an internet argument. It’s to calibrate the combination properly and make the car perform as it should.

Stop treating MAF vs mafless like a religion. Understand the strategy, understand its limitations, and get the calibration right.

Because a badly calibrated mafless LS isn’t automatically better than a properly calibrated MAF LS.

And a MAF delete isn’t a substitute for knowing what you’re doing.

10/10/2026

You’ll spend $20,000–$30,000 building an LS, but when it comes to the calibration that ties the entire combination together, suddenly everyone wants the cheapest option.

Let’s talk about what you’re actually paying for.

An LS calibration is a lot more than adjusting the fuel table and adding ignition timing until the engine makes a good number.

AIRFLOW MODELLING

Whether the engine is running a MAF or a speed-density configuration, the PCM needs an accurate representation of the air entering the cylinders. In a MAFless setup, that means getting the Virtual VE model right across the operating range, not just making the numbers look good in one section of the map.

A camshaft changes cylinder filling, manifold vacuum, reversion and idle airflow requirements. If the airflow model isn’t accurate, you can end up with incorrect load calculations, unstable fuelling, poor transient response and inconsistent torque estimation.

FUEL DELIVERY AND INJECTOR CHARACTERISATION

Injector flow rate is only one part of the equation. Offset versus voltage, short-pulse behaviour and the correct injector data all affect fuel delivery.

Get that data wrong and you can spend hours trying to correct the symptoms in the fuel tables instead of fixing the underlying problem. The result can be inconsistent fuelling across different operating conditions, particularly at idle and low pulse widths.

IGNITION TIMING AND COMBUSTION

More timing doesn’t automatically mean more power. The correct spark advance depends on cylinder filling, mixture, combustion characteristics, fuel quality, inlet air temperature and engine load.

Knock re**rd is useful information, but zero knock re**rd doesn’t automatically prove an engine is operating safely. A proper calibration needs to consider the complete operating condition, not just one channel in a log.

CAMSHAFT AND IDLE CALIBRATION

A larger cam changes the engine’s airflow requirements at low RPM. Idle airflow, base running airflow, spark control, throttle follower behaviour and transient fuelling all influence how the engine starts, settles into idle and responds when you open the throttle.

Simply raising the idle speed and adding fuel isn’t the same as calibrating the engine properly.

TORQUE MANAGEMENT AND TRANSMISSION CALIBRATION

On a 6L80-equipped LS, the PCM’s calculated torque influences much more than throttle response. Torque modelling interacts with transmission shift scheduling, pressure control, torque reduction during shifts and torque-converter clutch operation.

If engine and transmission calibrations aren’t working together, you can end up with poor shift quality, inconsistent shift behaviour or unnecessary driveline stress. Disabling every torque intervention isn’t automatically the answer either. Those strategies exist for a reason.

TRANSIENT FUELLING AND REAL-WORLD DRIVABILITY

What happens when you snap the throttle open? What happens when you lift, coast, reapply the throttle or transition between different loads?

Transient fuelling, airflow prediction, deceleration fuel cut-off, idle recovery and throttle control all influence how the car behaves outside a steady-state dyno pull.

A car can look impressive at wide-open throttle and still drive terribly everywhere else.

DATA LOGGING AND VALIDATION

RPM, MAP, airflow, throttle position, commanded and measured lambda where available, spark advance, knock re**rd, fuel trims, injector pulse width, coolant temperature and intake air temperature all help build a picture of what the engine is doing.

The important part isn’t collecting a log and looking for one number. It’s understanding how the channels relate to each other, identifying inconsistencies and validating changes under the conditions the car will actually experience.

And no calibration can compensate for incorrect mechanical clearances, inadequate valve springs, a failing fuel system or an engine that’s already damaged.

So when you’ve spent $20,000–$30,000 on an LS build, ask yourself this: why would you cut corners on the calibration that determines how all those components work together?

The cam, heads, injectors, intake and exhaust are only parts of the combination. The calibration is what makes them work together.

At Up & Go Tuning, we specialise in LS-based engine and transmission calibration, with remote tuning available Australia-wide and internationally.

Don’t just chase a dyno number. Get the entire combination working properly.

08/10/2026

🔥 ALEX JUST HIT THE 12s IN A STOCK VY SS!

Yep — you read that right.

A STOCK VY SS. 🏁

Alex has been chasing this number from the beginning, starting with a 13.4-second pass completely untuned.

We then worked through the ECU and transmission calibration, getting the car into the 13.0s @ 104.96 mph.

After more track time, weight reduction, slicks and refining the combination, Alex has now taken the car into the 12s.

The latest pass:

60 ft — 1.733
330 ft — 5.208
1/8 mile — 8.118 @ 83.44 mph
1000 ft — 10.628
Trap speed — 106.17 mph

And the final ET?

You’ll have to watch the video to see it. 👀🔥

This is still a naturally aspirated LS1 combination with:

• Ramjet OTR — MAFless
• LS6 intake manifold
• Extractors & full exhaust
• 3.9 diff gears
• 3500 stall
• Shift kit & Corvette servo
• Around 60 kg weight reduction
• Drag slicks
• Custom Up & Go ECU & transmission calibration

No heads. No cam. No massive engine build.

Just getting the combination working together and making the most of what it has.

13.4 → 13.0 → 12s

Now we’re posting the real results. 🏁🔥

Up & Go Tuning
Custom LS & LS-Based ECU Calibration
Road & Remote Tuning Australia-Wide 🇦🇺

📩 Got an LS that isn’t performing the way it should? Send us a message.

08/10/2026

🔥 VF GTS LSA — 650 RWHP ON 98 / 800 RWHP ON E85 🔥

This VF GTS LSA is a perfect example of why sometimes you need a dyno.

On 98 octane, it made a healthy 650 RWHP.

Switching to E85 and properly calibrating the combination, we pushed it to an impressive 800 RWHP.

That’s a 150 RWHP increase from the fuel change and calibration.

At this level of power, you don’t just throw a file in it and hope for the best. You need to monitor what the engine is actually doing under load — lambda, ignition timing, knock, IAT, boost and torque delivery.

When you’re making serious power, data matters.

650 RWHP on 98.
800 RWHP on E85.

Sometimes the dyno is exactly where you need to be. 💪

Up & Go Tuning
Custom calibration. No generic files. No guesswork.

08/10/2026

VF GTS LSA 🔥

650 RWHP on 98 octane.

Switched over to E85 and pushed it to 800 RWHP. 💪

That’s a 150 RWHP gain just from changing fuel and calibrating the setup properly.

Sometimes you need a dyno.

Not every combination can be safely dialled in by guesswork or a couple of road logs. When you’re chasing this sort of power, you need to see exactly what the engine is doing under controlled load — boost, lambda, ignition timing, knock activity, IAT, fuel pressure and torque delivery.

650 on 98 → 800 on E85.

That’s why proper data and proper calibration matter.

Up & Go Tuning — Custom calibration. No generic files. No guesswork.

08/10/2026

V8 Supercars coming in to town

07/10/2026

https://youtu.be/JlE40Smqi_c?si=jWfzKDoSrjAosoP0 🏁 FROM 13.4 TO THE 12s — WHAT A JOURNEY

Alex’s VY SS is a great example of what can be achieved when you stop throwing random parts at a car and start working on the entire combination.

The car started with a basically stock, naturally aspirated LS1 and a 13.4-second pass completely untuned.

We then worked through the ECU and transmission calibration and got it into the 13.0s @ 104.96 mph.

From there came more track testing, weight reduction, drag slicks and continued refinement of the combination.

And now…

WE’VE HIT THE 12s. 🏁🔥

We’re not giving the final result away here though.

You’ll have to watch the video to see exactly what it ran. 👀

What makes this project interesting isn’t just the ET. It’s the fact that we’re doing it with a naturally aspirated, basically stock LS1.

The combination includes:

• Ramjet OTR — MAFless
• LS6 intake manifold
• Extractors & full exhaust
• 3.9 diff gears
• 3500 stall converter
• Shift kit & Corvette servo
• Around 60 kg weight reduction
• Drag slicks
• Custom Up & Go ECU & transmission calibration

And the latest timeslip shows just how much the combination has improved:

Reaction — .617
60 ft — 1.733
330 ft — 5.208
1/8 mile — 8.118 @ 83.44 mph
1000 ft — 10.628
1/4 mile — 12s
Trap speed — 106.17 mph

That 1.733-second 60 ft is a big improvement over the previous 1.828, taking 0.095 seconds out of the first 60 feet alone.

This is exactly where proper calibration matters.

Airflow modelling. Fueling. Ignition timing. Throttle control. Torque management. Shift strategy. Converter behaviour. RPM management.

All of those things have to work together.

You don’t need to blindly throw a massive list of parts at an LS to make it perform. You need the combination and calibration working together.

If you’ve got an LS, LS-based GM, cammed setup, NA, turbo or supercharged combination that isn’t performing the way it should, let’s look at the data and find out why.

📩 DM Up & Go Tuning to discuss your setup.

Up & Go Tuning
Custom LS & LS-Based ECU Calibration
Road & Remote Tuning Australia-Wide 🇦🇺

13.4 → 13.0 → 12s

And Alex’s journey isn’t finished yet. 🏁🔥

Our VY Commodore now owes us almost exactly $15,000, still has its ...

07/10/2026

Video says it all 👌

06/10/2026

🔥 DWANE’S HOLDEN CAPRICE — ROCKYNATS BOUND! 🔥

What started as an entered Caprice is now shaping up to be one serious LS-powered street car — and Dwane is taking it to Rockynats! 🇦🇺🏁

Under the bonnet sits a 5.7L LS1, backed by a serious naturally aspirated combination:

🔴 5.7L LS1
🔴 Ported & polished cylinder heads
🔴 Stage 4 camshaft
🔴 VCM OTR intake
🔴 Long-tube headers
🔴 98 octane premium unleaded
🔴 Stage 2 4L60E
🔴 4,500 RPM lock-up converter
🔴 4.11 diff gears
🔴 Custom ECU & transmission calibration by Up & Go Tuning

And the latest data is showing 339.86 kW / 455.80 HP at the wheels, with 564 N·m of calculated torque, all while running 98 octane pump fuel.

That’s a properly sorted naturally aspirated LS combination. 💪

The calibration isn’t just about chasing a peak number either. The car has had the fuel, ignition, idle, cold start, throttle response, torque management, transmission operation, shift strategy, converter behaviour, cooling fan settings and RPM limits configured around the actual combination, with data logging used throughout the process.

Now it’s time to put it to the test.

🏁 ROCKYNATS — HERE WE COME! 🏁

Dwane’s Caprice is ready to hit the event, represent the Holden V8s and show what a properly built and calibrated LS can do.

Built to Perform. Tuned to Thrill.

🇦🇺 Up & Go Tuning
Custom LS & Holden ECU Calibration
Road & Remote Tuning Australia-Wide

06/10/2026

Whether it’s NA, cammed, turbo or supercharged, a modified LS should still be able to drive properly.

If your LS is:

❌ Hunting or surging at idle
❌ Stalling when you clutch in
❌ Falling flat when you crack the throttle
❌ Jerking through low-speed driving
❌ Hanging RPM when you lift off
❌ Running inconsistent fuel trims
❌ Hard to start when cold
❌ Poor through part throttle
❌ Pulling timing when conditions change
❌ Shifting badly or flaring between gears

The problem isn’t always the hardware.

It can be the calibration.

Once you change the camshaft, intake, exhaust, injectors, airflow system, gearing, converter or forced induction, the factory calibration is no longer necessarily representative of what the engine is doing.

A proper LS calibration needs to account for:

🔧 MAF / VE airflow modelling
🔧 Injector characterisation
🔧 Fuel control
🔧 Lambda
🔧 Ignition timing
🔧 Knock activity
🔧 Idle airflow
🔧 Idle spark control
🔧 Throttle follower / cracker
🔧 Transient fuelling
🔧 DFCO and deceleration
🔧 VVT where applicable
🔧 Torque modelling
🔧 Torque management
🔧 Transmission control

No generic file. No copy-and-paste calibration. No guessing.

Your LS gets calibrated around your actual combination and the data the engine is producing.

Because making an LS produce power is one thing.

Making it start, idle, cruise, accelerate, shift, decelerate and drive properly is where the calibration matters.

UP & GO TUNING

Custom LS & LS-Based ECU Calibration
Engine & Transmission Calibration
NA • Cammed • Turbo • Supercharged
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