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  2. Just ordered one myself for a 2019 GMC Terrain 2.0L with the LTG engine. Going to put it on while I wait for the November sale to pick up a tune. I'll update once I try it out.
  3. Introduction In recent years, GM has been augmenting the driving experience for some of their vehicles with a variety of technologies which modify the natural noise from the powertrain and from the vehicle as it travels down the road. The idea behind these technologies is to enhance the sound of the vehicle, as experienced by the driver, while utilizing exhaust systems that meet certain noise requirements. Mechanical Engine Sound Enhancement On some of the 6th Generation Camaro vehicles (2016 – present Chevrolet Camaro), there is what GM refers to as an Air Cleaner Resonator assembly. Effectively, this is an isolator with a tube that plumbs into the throttle intake just prior to the throttle body, with the other tube (on the isolated side) being piped directly into the passenger compartment. Here, the objective is to pipe some of the “intake noise” into the passenger compartment to augment the driver experience. Electronic Engine Sound Enhancement (ESE) On the 2016 – 2019 Cadillac ATS-V, and the 2014 – 2019 Cadillac CTS VSport, an electronic form of ESE was implemented. Using a sophisticated array of microphones, real-time data from the vehicle, and application specific software in the entertainment system, the natural sound of the twin turbocharged engine is enhanced and broadcast through the speakers in the passenger compartment in real-time. Active Noise Cancellation Most late model GM vehicles include some form of active noise cancellation, even in applications which do not have electronic ESE. Again, using a sophisticated array of microphones located in various locations of the passenger compartment, specific software algorithms, the entertainment system can broadcast certain frequency tones through the speakers in the passenger compartment which reduces the level of road noise heard inside the vehicle. Undesirable Aspects of ESE and Active Noise Cancellation While the vast majority of GM vehicle owners will probably never even know their vehicle has ESE and/or Active Noise Cancellation, there are some that may consider these features to be undesirable. Performance enthusiasts will frequently modify the exhaust system on their vehicles as a means to customize the driving experience by increasing and tuning the exhaust sound of the engine. Unfortunately, both ESE and Active Noise Cancellation can, in some cases, negatively affect the driver’s experience by applying the “fake engine sounds” in a manner which does not sound natural with the exhaust modifications. The same can be said of Active Noise Cancellation, as it works to reduce perceptible noise external to the passenger compartment. There is also a subset of human population that are incredibly sensitive to noise cancellation technology. In some cases, the symptoms can be severe, which include dizziness, nausea, eardrum pain, and headaches. The causes of these symptoms in sensitive individuals still are not fully understood, but the general solution is to not use Active Noise Cancellation technologies. Disabling ESE and/or Active Noise Cancellation Unfortunately, as far as we know, GM does not provide any means to disable either of these technologies. For some applications, the entertainment manuals do reference the ability to adjust whether the system changes the volume level of audio playback based on vehicle speed, but nothing about either ESE or Active Noise Cancellation. TRIFECTA is, however, pleased to announce that, through our calibration products, we can disable ESE and/or Active Noise Cancellation as a pair! We’ve recently tested this on both of our Cadillac ATS-V vehicles, which have the Borla exhaust system, and we’re proud to say disabling this feature does indeed provide a more natural sound from the exhaust system inside the vehicle. Available immediately for all Cadillac ATS-V and CTS VSport customers! More applications to be available later!
  4. Has there been any further development on this? I have a 2013 GS and I would be interested in this feature.
  5. I hope this is still happening.. I'd love to have an upgraded turbo
  6. I personally would love to know the progress on this. The stock charger is far from the best I've seen and this could be a very easy way to make much needed improvements.
  7. Introduction: Turbocharger Bypass (or blow off) Valves Unless it’s an extreme racing application, gas engines utilizing a turbocharger typically need some way to “blow off” the boost pressure in the event there’s a sudden reduction in power request from the driver. Consider the scenario where an engine that is operating under full boost pressure, the turbocharger is spinning at full speed, and the driver suddenly takes their foot off the accelerator pedal. In order to slow the engine speed down, the throttle blade will close. However, the turbocharger is still spinning at full speed and continuing to compress air. Eventually, the compressed air behind the compressor will build up so much pressure that it will push back through the compressor (this is called compressor surge). Compressor surge can destroy a turbocharger in short order, so to avoid this scenario, automakers incorporate a mechanical valve that diverts the compressed air coming out of the compressor outlet back into the compressor inlet. Old School: Pressure-Mechanical bypass valves Bypass valve found on 1.4L Turbo (RPO: LUJ/LUV) Historical bypass valves were pneumatic-mechanical devices. They would use the pressure supplied to the intake manifold while the engine is under boost to push the bypass valve closed, and keep it closed. If the pressure in the manifold drops because of a throttle closure, the pressure from the compressor would push the bypass valve open to avoid compressor surge. On most modern applications, there’s also a bypass control solenoid that allows the ECU in the vehicle to disable the pressure signal even if there’s positive pressure in the manifold. It might do this because of a boost control system failure to ensure the engine is not allowed to develop any boost. One drawback to the legacy system is its complicated and failure-prone. There’s plumbing from the manifold to the control solenoid, and more plumbing to the bypass valve assembly itself. It’s always possible the bypass valve itself could fail, as well. Modern Era: Electronic bypass valves Bypass valve found on 1.4L Turbo (RPO: LE2) The newer turbocharger designs from General Motors aim to reduce system complexity by utilizing an electronic air bypass valve on the turbocharger. Here, a self-contained electromagnetic-mechanical device attached directly to the turbocharger compressor housing can bypass the air by simply receiving a signal from the ECU. One of the two pins is connected directly to a fused +12v source, and the ECU controls the ground pin. The default position (unpowered) results in the valve staying closed (through spring pressure). In order to open the valve, the ECU supplies the ground signal, which energizes the coil and pulls the plunger against the spring to open the valve. GM 2.0T (RPO: LTG) and 1.4T (RPO: LE2) engines use the electronic bypass The 2.0T LTG engine made its debut in the 2013 Cadillac ATS, and 2013 Chevrolet Malibu, and so far as we know, is the first application to use the electronic bypass valve. Later, in 2015, the overseas Chevrolet Cruze arrived with the 1.4T LE2 engine which also uses the same electronic bypass valve. In 2016, the US and other global markets received the 1.4T LE2 engine in the Chevrolet Cruze and certain models of the Buick Encore. 2016 was also the first model year of the Gen6 Chevrolet Camaro that has the LTG as an option. Virtually every known “next generation” GM turbocharged engine design at the time of writing has, or will have an electronic bypass valve, including: 1.2T RPO: LIH 1.35T RPO: L3T 2.0T RPO: LSY 2.7T RPO: L3B 3.0T RPO: LGY 4.2T RPO: LTA Limitations in the OE electronic bypass valve design The OE bypass valve relies on a relatively weak spring to keep the bypass valve closed when it isn’t energized by the ECU. While it may be adequate for OE boost levels, performance enthusiasts that are looking for higher boost or are using a modified turbocharger may run into issues with the bypass valve leaking. The other limitation related to the return spring is that when there’s a transition from an open bypass event to closed bypass event, again, it relies on this spring’s ability to push the valve closed. GFB (GoFastBits) DV+ bypass valve upgrade kit Several aftermarket companies have approached solving the limitations in the OE electronic bypass valve in various ways, but GFB has taken a unique approach. With the DV+, rather than just beefing up the original design, they redesigned the entire valve control system to leverage the compressor boost to open the valve during an open event, and to hold the valve shut when it’s supposed to be closed. In our testing, we have not observed any issue with the OE bypass valve being blown open by excess boost. We compared boost levels on the OE bypass valve versus the DV+ (as well as another aftermarket bypass valve upgrade) and found no differences. This isn’t to say that as the vehicle components age, they won’t develop problems. In fact, we’ve seen a few LE2 engines lately appearing to not hold boost correctly, and we’re looking into whether the bypass valve might be causing the problem. Where these valves can really shine, particularly the DV+, is during bypass open-to-close transitions. Not only does the piston have a stiffer return spring, but the piston travels a shorter distance, and the valve design leverages the compressor boost to get the valve closed more quickly. This results in a noticeable improvement in boost response when going from off pedal to on pedal. Installation of the valve is straightforward. Simply remove the OE valve by disconnecting the battery, disconnecting the electrical connector, and removing the three screws that attach it to the compressor housing. After partial disassembly of the OE valve, the DV+ is assembled on the OE coil assembly and is reattached to the turbocharger with the three new bolts they provide with the kit. Installation took approximately 20 minutes and required no tuning changes. Conclusion The GFB DV+ is a great modification if you’re looking for the best performance you can get out of your 2.0T LTG or 1.4T LE2 engine! It’s a simple, low cost way to improve the vehicle’s boost response. For this application, the part number is T9363 and is available at any of GFB’s distributors. Link: https://gfb.com.au/products/blow-off-and-diverter-valves/dv-plus/t9363/ NOTE: The web site does not list the LE2 as compatible with this product, but we have tested and confirmed it is, on our development vehicles.
  8. Did this ever get completed?
  9. Would this big turbo work on the 2019 buick regal preferred ii 2.0l turbo
  10. TRIFECTA presents: Chevrolet Malibu Turbo MY2013--2015 Powertrain Calibration Reprogramming

    TRIFECTA presents a complete powertrain power delivery profile recalibration for the MY2013--2015 Chevrolet Malibu Turbo 2.0T LTG engine and corresponding 6T70 automatic transmission reprogramming. The TRIFECTA Performance Chevrolet Malibu Turbo 2.0T MY2013--2015 powertrain calibration is an easy to install software performance recalibration with an included flash loader device that will yield specific power increases of up to +83 ft-lbs and +62 WHP (Peak vs peak gains of up to +38 ft-lbs and +66 WHP) to a completely stock Chevrolet Malibu Turbo 2.0T MY2014.

    The TRIFECTA Elite Powertrain Calibration with Individualization (Custom Profiling) for the MY2013--2015 Chevrolet Malibu Turbo includes calibration individualization, remote diagnostics, and comprehensive aftermarket hardware software integration support. (includes a TRIFECTA flash loader)

    Specifications of the TRIFECTA Performance Chevrolet Malibu MY2013--2015 2.0T LTG ECM software reprogramming:

    -Specific power increases of up to +83 ft-lbs and +62 WHP under the curve (Peak vs Peak gains of up to +38 ft-lbs and +66 WHP on 91 octane)

    -Powertrain calibration has been tested and validated for various environments, such as cold/heat, elevation, and variations in fuel quality

    -Extended testing of more than 100,000 miles with 100 hrs + of wide open throttle testing

    -Power feels linear and immediately responsive

    -Retains all GM OE diagnostics and ECM functionality

    -Retains all OE error code reporting and functionality

    -Emissions readiness checks are present; emissions compliant

    -Maintains functionality of ABS and TC systems

    -Knock detection mechanisms and OE engine knock detection sensitivity is retained

    -With the current generation of TRIFECTA's flash loader solutions and the TRIFECTA Transparency featureset, when flashing your vehicle, the TRIFECTA flash loader does not increment the ECM write counter or increment entries in the flash history

    -Return to stock functionality included with flash loader

     

    Specifications of the TRIFECTA Performance MY2013--2015 Chevrolet Malibu Turbo 6T70 6-Speed automatic transmission TCM calibration software reprogramming:

    -Supplementary 6T70 transmission TCM reprogramming compliments the ECM reprogramming and completes the TRIFECTA Powertrain Calibration: designed to work in unison with the ECM reprogramming for optimized performance

    -Improved shift times in adverse shift patterns

    -Improved shift logic

    -Does not shorten transmission life or increase cooling requirements

    -Retains all OE diagnostics and TCM functionality

    -Retains all OE error code reporting and functionality

    -Improved fuel economy with improvements made to torque converter slip profiles

     

    Installation Notes:

    -Estimated installation time of ~20 minutes

    -Premium fuel is recommended for maximum power output, but not required

     

    Additional information and availability:

    -This powertrain calibration includes a TRIFECTA powertrain calibration file specific to your vehicle and includes a flash loader device

    -Powertrain calibrations currently exist for the US, CA, EU, and Asia areas, with more regions to follow

    -The TRIFECTA Advantage Calibration is designed for a 100% stock vehicle. Any aftermarket hardware designed to work on a stock vehicle may work without issue, but there is no official support for it with this calibration.

    -Advertised gains are quoted as 'up to' and may be less for a vehicle operated at altitudes higher than near sea level.

    $688.00 $749.00

  11. i thought the same thing, but after just a few minutes of searching i found that the trax as even less aftermarket support the the 1.8L sonic, which the fact that i live in america and have to get cat-delete headers imported from the U.K. for my american car is just sad, and yes im aware the 1.8 in the sonic is actually a opel design, so it makes since that id have to get X18XER headers for my Z18XE, but still also are you guys going to stick with the 1.4T or were you going to play around with swapping the LSJ in from the early model cobaltSS, a 2.0SC would power that AWD system alot more effeciantly than that 1.4t chevy dug out of opels trash bin, and theres also a world of support for the LSJ when compared to the Z18XE and the 1.4T
  12. We provide the ability to flash back to stock for service visits, however we cannot make any claims or guarantees regarding warranty:
  13. will this make me unable to get warranty work done on me 14” TD Cruze? Let me know asap PLEASE!!!!!
  14. what was the solution to keep it a manual instead of having to swap in the auto from the trax? Mokka X trans?
  15. I need this. Might have to wait a year. But very happy to know yall have skill/time to get most out of this awesome ride.
  16. So when you disable the cruise button or turn it off so that the icon or speed isnt posted in the lower corner of your dash screen. It turns it into "sport" setting and tells the computer the conditions for not turning off the car at a stop. So when you enable cruise it will put it into a mode that tells it to turn off the vehicle at stop.
  17. Love my tune on 2.0 AWD Equinox, but I’d really, really, really like to give you my money to have about “Only” 375-425 wheel horse power in this car. I don’t need to over do it. But 10lbs/HP or a little better would be perfect for how we use it. Please tell us you’re working on something for all LTG’s.
  18. Is the rear diff electronically controlled on the Encore/Trax? Did you need to run any wires to it, or is it self-contained? Also, is it open or posi/lsd?
  19. History of Big Wheels No, we’re not talking about the toy trike you used to have when you were a kid, we’re talking about turbo wheels, and making them BIGGER! When it comes to mods for a turbocharged engine, upgrading the compressor and turbine wheels inside an OE frame turbocharger is an easy way to get decent performance gains without much hassle. Custom “ground-up” designed turbo kits that utilize standard aftermarket turbochargers can yield impressive power, but they tend to be expensive, and in some cases require modifications that are not reversible. For enthusiasts looking for decent gains with a drop-in part need to look no further than a turbo with upgraded wheels! First, it was the Compressor Wheel The first big wheel turbo kits for the 1.4T addressed the compressor wheel size. These turbos utilized a custom machined compressor wheel and compressor housing to increase airflow on the intake (cold) side. Several companies have experimented with different compressor wheels sizes, but in many cases it was hard to justify the cost vs performance gain. Exhaust Flow Challenges On this particular engine, exhaust flow has always been a challenge. The OE turbocharging strategy aims to eliminate turbo lag as much as possible in order to make the vehicles drive as similar to a naturally aspirated engine as possible, which is what most people are used to. This requires a relatively small turbocharger (from a wheel size perspective). Small turbochargers spool very quickly and provide peak boost at a lower RPM, but there’s a trade-off: the cost is having less than spectacular high RPM performance. This is because as engine RPMs rise, so do the exhaust flow requirements, and a turbine wheel size that’s optimized for low to mid RPM operation suddenly becomes a restriction at high RPM. Next, it was the Turbine Wheel Compressor wheels (compared to turbine wheels) are relatively easy to make bigger. In most cases, you take a block of billet aluminum and cut a new compressor out of it. Turbine wheels, on the other hand, are much more challenging (and expensive) to make because they need to be made out of materials that can tolerate the excessive heat of the exhaust stream. The other challenge is whether the OE turbo frame can be bored out enough to accept a larger compressor and turbine wheel. And beyond that, yet another challenge is the core itself. The OE turbocharger on this engine can spin in excess of 250,000 RPM. Installing a larger compressor and turbine wheel adds weight to the rotating assembly, which adds stresses to the shaft and bearings. And now, it’s all about the (exhaust side) A/R “A” what?? A/R. The “internet” defines this separately as “Aspect Ratio”, “Area / Radius” and “Area Ratio”. The short of it is that the A/R describes the ratio of the area of the turbine inlet to the radius of the wheel itself. There’s an A/R characteristic on the compressor side as well. It’s the radius of the compressor wheel compared to the area of the compressor discharge. Modern day big wheel turbo offerings now offer all three upgrades: compressor, turbine and modified A/R to improve exhaust flow characteristics. Supporting the Community As the premier tuner of the 1.4L turbo engine markets, TRIFECTA considers it their duty to provide ongoing calibration support for quality parts that are popular with the community. When the big wheel V2 came out – the first modified OE frame turbo with an upgraded turbine wheel - we jumped all over it. More recently, we were approached with an offer to receive the updated exhaust housing for the V3 turbo, which includes the A/R change. We were excited to have this opportunity! 2016 Chevrolet Sonic 1.4T Manual Transmission Test Vehicle We have several 1.4T equipped vehicles in our test fleet, but for this development process, we chose our 2016 Sonic as the test vehicle mainly because it’s largely stock. We pondered the question: How would a turbocharger like this perform on a vehicle that has few other modifications? Can we make a case for this turbocharger as a “sooner” rather than “later” upgrade? (we plan to add more mods to this vehicle and re-evaluate gains at each mod) Vehicle Specs: 2016 Chevrolet Sonic LT 1.4L turbo (RPO: LUV) engine Manual transmission TRIFECTA ECM and FPCM calibration 60lb Siemens-Deka fuel injectors RacerX cold air intake system Spec upgraded clutch WaveTrac limited slip differential ~22000 miles on the vehicle Installation Notes Well, there’s not much to note! This turbocharger is a drop-in replacement for the OE turbocharger. It took a DIY mechanic about 4 hours to do. The turbocharger replacement procedure calls for new gaskets and seals, but given the relatively young age of this car, we reused all of the gaskets and seals without issue. The only item we needed was some coolant to replace the coolant lost when disconnecting the turbocharger’s coolant lines from the block. Dyno Test Notes After installing the turbocharger, we took the car over to our local dyno. All pulls were done in 3rd gear, and were performed on a Dynojet 424xLC2 chassic dynamometer (with the load cells disabled). For turbocharged applications, we provide results as UNCORRECTED. Below are some highlights from the dyno sheet: Vehicle Config Max HP Max TQ HP Gained vs stock TQ Gained vs stock Stock turbo / cal 132 156 – – V3 / cal – 2000 RPM 44.6 117.2 - 5.1HP - 13.39TQ V3 / cal – 2750 RPM 78.8 150.5 - 0.87HP - 1.65TQ V3 / cal – 3000 RPM 95.2 166.7 + 8.18HP + 14.29TQ V3 / cal – 3750 RPM 170.6 239.1 + 66.54HP + 93.27TQ V3 / cal – 3892 RPM* 182.5 246.3 + 75.47HP + 101.85TQ V3 / cal – 4183 RPM** 193.0 242.3 + 82.4HP + 103.1TQ V3 / cal – 4891 RPM* 203.5 218.6 + 79.01HP + 84.9TQ V3 / cal – 6000 RPM 190.2 166.2 + 64.4HP + 56.28TQ * - PEAK HP and TQ RPM samples ** - Maximum gain vs stock (HP AND TQ) Additional Notes: Stock turbo / cal configuration includes upgraded clutch and Wavetrac LSD All V3 samples include TRIFECTA calibration V3 is ZZP Big Wheel V3 turbocharger Discussion of Test Results In general, we were quite impressed with the results. This particular dyno is notoriously “stingy” and we managed to break 200WHP and hit almost 250WTQ. We noted a slight drop in power below 3000 RPM (likely due to the increased exhaust flow required to spool the turbo), but by around 2750RPM, the power levels were almost the same. The power curve is surprisingly flat. We expected to see the power take a nose-dive at higher RPM, but with proper calibration we were able to get the power to hold decently - past 6000 RPM. We have further dyno results that show a smoother curve at higher RPM, but we chose this dyno chart to highlight the gains. For a vehicle that has so few mods, it performs amazingly. We would, however, caution that anybody planning on purchasing this turbocharger also upgrade their clutch – slippage on the stock clutch at these power levels is almost certain. We also noted that we could not achieve a manifold pressure much beyond 280kPa. The pre-throttle body pressure can rise as high as 310kPa, but even with the throttle body wide open, the manifold pressure would not rise beyond 280kPa. We believe either/both of the following are true: 1. Throttle body is causing a pressure restriction, and/or 2. There’s turbulence inside the intake manifold disturbing airflow. If this issue is resolved, we believe the peak torque numbers could rise even higher, though high RPM horsepower numbers aren’t likely to change much. Fuel injector upgrade is a requirement for this turbocharger. At the time of writing we had only evaluated the 60 lb/hr Siemens-Deka fuel injectors, but we suspect 42 lb/hr or larger will be necessary. This vehicle has the OE intercooler and exhaust system (including the OE catalytic converter). We used the wastegate actuator provided with the V2/V3 turbocharger. We plan to retest the vehicle with additional modifications. Calibration Availability The V3 turbocharger is popular this season. A number of our customers have either installed it or are planning on it. At the time of writing, our calibration is still under development but is largely complete (past 90% completion). TRIFECTA customers may contact our support team and request calibration support for the V3 at this time. As always, any future refinements will be available to our customers at no charge.
  20. All the modifications done to my Z71: 5” Pro Comp Lift Kit and spacers, 18x9 Helo wheels 18mm offset, Falken Wildpeak AT 265/70R18, AMP Research Power Step running boards, afe Momentum GT cold air intake ( dremmeled out engine cover to fit new intake), Airdesign body kit https://airdesignusa.com/2016-2018-colorado-off-road-bodykit-crew-cab-short-box.html
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