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  2. No change in daily drivability/reliability once properly calibrated.
  3. How does the aftermarket wastgate actuator everyday drivability?
  4. Advantage Tune Package includes one diagnostic log. (not required)

     

    If desired, diagnostic logs are reviewed by our experts and any necessary adjustments are made to the tune based on local environmental factors. Diagnostic logs are a sanity check only, and are not used to fulfill requests for customization / personalization of the tune.

    $599.00

  5. Probably not. The Sonic was a perfect candidate for this given it and the Trax are both on the Gamma II chassis. While it wasn't a direct swap, it was no doubt exponentially easier than trying to do this with a Cruze. For the Cruze, we'd need to source a donor vehicle that uses AWD on the Delta II chassis, but unfortunately none exist.
  6. Are you guys going to try it on a Cruze
  7. What is “Lean Cruise”? From the late 1990s through the mid 2000s there was this mysterious feature enabled in some non-US V8 (LS1) engine software calibrations that was purported to improve fuel economy. Some of the aftermarket calibration product suites referred to it as “Lean Cruise” and what it did was it allowed the vehicle to operate at fuel mixtures leaner than stoichiometry (14.7:1 air to fuel ratio on non-ethanol gas) under certain light-load conditions (such as steady state cruising) – generally up to 17:1 or 18:1. How does “Lean Cruise” improve fuel economy? “Lean Cruise” has positive impacts on fuel economy, but not largely for the reason most people think. It's widely believed that running a leaner mixture means less fuel is being consumed, and hence the fuel economy improves. This is true, but it is by far the smaller effect versus another: reducing pumping losses. Pumping losses occur, particularly on large displacement engines while the engine is under light load because a gasoline engine's power output is currently regulated by a throttle blade (though newer engine designs are beginning to use variable valve lift technology as an alternative). In the steady-state cruise scenario, the throttle blade needs to be mostly closed to maintain a specific vehicle speed. Because the throttle blade is mostly closed, the pistons operating on the intake stroke are literally fighting against the throttle blade to pull a full cylinder's worth of air in but cannot. “Lean Cruise” reduces pumping losses because it requires the engine to operate with the throttle blade opened further than it would otherwise if it were operating at stoichiometry. The engine cannot generate power as efficiently at leaner mixtures, so the engine needs to be operated under a higher load at the leaner mixture. Naturally, the LS1 engine was a perfect choice to implement “Lean Cruise” on. “Lean Cruise” is not allowed by US EPA / CARB regulations “Lean Cruise” was only enabled in certain non-US software calibrations where the emissions standards allowed it. Running the engine at a leaner mixture increases combustion chamber temperatures and dramatically increases the amount of “oxides of Nitrogen” (also known as NOx) emissions. The other emission-related issue is that the catalytic converters used on modern day vehicles, (also known as Three Way Catalysts) require the engine management software to oscillate the fuel mixture between slightly lean and slightly rich in order for it to be able to do its job. TWCs cannot function properly if the fuel mixture is run in the ranges that “Lean Cruise” utilizes. Newer engine designs lose the pumping losses benefit from “Lean Cruise” Remember what we said about pumping losses? GM's answer to that issue was to solve it using two other technologies (though only one of which is relevant to the LF4): 1. Variable valve timing (VVT), and 2. Active fuel management (V4 mode on the V8 engines). The LF4 enjoys a great benefit from VVT because both the intake and exhaust camshafts can be independently phased. Under light load cruising conditions, the engine control module (ECM) sets the camshafts for more “overlap”. “Overlap” is the amount of time both the intake and exhaust valves are open. By setting both valves to be open, instead of fighting against the throttle blade, the intake stroke can pull exhaust gasses back into the combustion chamber, thus reducing pumping losses with the added benefit of inducing Exhaust Gas Recirculation (EGR) which is also beneficial for controlling emissions. The other way VVT can help reduce pumping losses – a technique that is also used on the V8 engines, is by retarding the intake valve event such that it begins as late as possible after top dead center (ATDC). This effectively shortens the length of the intake stroke, and the engine spends less time fighting against the throttle blade. Active fuel management (AFM) further reduces pumping losses by effectively shutting off 4 of the 8 cylinders (though newer AFM designs allow for shutting off up to 7 cylinders). It does this by disabling the camshaft lifters on 4 of the cylinders, so those cylinders are no longer fighting against the throttle blade. This feature doesn't exist in the LF4, but newer V6 engine designs like the LGW, LGX and LGZ all can disable 2 cylinders on the fly. “Lean Cruise” was removed from OE software “Lean Cruise” disappeared from OE software when the newer series of engine controllers was developed starting with the Gen IV V8 in 2005. In 2006, the L76 engine was introduced. This was a 6.0L engine that had VVT – the first of its kind. Later variants of the Gen IV V8s such as the L94 and the L99 used VVT primarily to improve fuel economy by reducing pumping losses. It is clear that GM found better results with VVT than using “Lean Cruise” without having to maintain two different emissions standards and software calibrations for various regions. Any modern “Lean Cruise” implementation would require some trickery Because “Lean Cruise” as a feature hasn't existed in the operating system of the engine controller since around 2004, any implementation that attempts to mimic the effects of it would require some amount of trickery. It's certainly possible to calibrate the ECM to go into open loop fuel mode, and command leaner mixtures, but what are the possible side effects of that? One is that many of the ECM's diagnostics won't run if the commanded EQ Ratio isn't 1.0 (stoichiometry) and in closed loop fuel control mode. O2 sensor self tests, EVAP purge events, sensor plausibility checks are just a few examples of diagnostics that require the ECM to drive the mixture specifically to test that the engine is operating properly. Another IS that it cannot operate in closed loop fuel control mode if the commanded mixture isn't EQ Ratio 1.0. The fuel trimming system is designed to detect deviations in actual engine performance vs predicted engine performance, and provide a feedback-based correction mechanism. One more is that the TWC (catalytic converters) cannot operate properly while closed loop fuel control is disabled, and the vehicle would produce emissions in excess of the limits allowed by the US EPA and CARB. And last, running the engine at leaner-than-stoichmetric fuel ratios would cause combustion chamber temperatures to rise. Direct injected (DI) engines are already prone to a phenomenon called “stochastic pre ignition” (SPI) in which the fuel charge ignites too early. While the LF3 and LF4 seem to be relatively immune to SPI, it has been known to cause pistons to break between the ring lands on other GM turbo engines. The likelihood of an SPI event occurring would be increased by both increased combustion chamber temperatures and running a leaner mixture. A lopsided trade-off between benefit and concern As stated in the introduction, we won't be offering “Lean Cruise” on our products because we don't feel the trade-off between benefit and concern is a good one – largely because we have failed to find any substantial benefits at all. We have experimented with mimicking “Lean Cruise” in the newer engines and we haven't found any substantial fuel economy gains. We can't speak for claims that others are making but when we measured actual fuel consumption changes, the improvements were within the range of statistical noise. And this makes sense: when you consider the largest benefit “Lean Cruise” offers is reduction of pumping losses, the LF4's engine design itself (smaller displacement, turbocharged, independent VVT) does far more than “Lean Cruise” did back in the LS1 days. We'd also challenge anyone who is using a “Lean Cruise” tune to check actual MPGs versus what is reported on the instrument cluster. If a modern “Lean Cruise” implementation is reliant on trickery, it stands to reason this would skew the ECM's ability to estimate the fuel economy as well. Having said all of this, aftermarket engine calibration remapping is a dynamic process. We continuously challenge our previous notions in the light of what we learn along the way. It is possible one day we will make a discovery that changes the trade-off between benefit and concern.
  8. Includes TRIFECTA Flash Loader (EZ Flash Cable)

    $449.00

  9. Includes TRIFECTA Flash Loader (EZ Flash Cable)

    $449.00

  10. Includes TRIFECTA Flash Loader (EZ Flash Cable)

    $449.00

  11. Includes TRIFECTA Flash Loader (EZ Flash Cable)

    $449.00

  12. The Sonic cousin: Buick Encore / Chevrolet Trax In a quest like this, the first thing to do is figure out which parts can be borrowed from other vehicles that have the feature you want. It turns out the Chevrolet Sonic, Chevrolet Trax, and Buick Encore all share something in common: the chassis. Known as the GM “Gamma II” chassis, it started in the US in 2010 as the Chevrolet Spark. In 2011 the Chevrolet Aveo was introduced. In 2012, the Aveo was renamed as Sonic, and in 2013 the Buick Encore and Chevrolet Trax were introduced with optional AWD. The Sonic, Encore and Trax use the 1.4L turbo MPFI engine (RPO: LUJ/LUV). Borrowing the AWD System For our project, we obtained a 2015 Chevrolet Sonic RS and an AWD Chevrolet Trax. The Chevrolet Trax has a transverse mounted 1.4L turbo engine, mated to a 6 speed automatic transmission. A transfer case attached to the transmission sends power to a rear differential via a propeller shaft. An ECU (Rear Differential Clutch Control Module) controls the amout of torque transferred from the propeller shaft to the rear differential. Not as easy as it Sounds Given these vehicles are all “Gamma II” chassis vehicles, we just need to unbolt the AWD system from the Trax and install it in the Sonic, right? Not quite. To name just a few challenges: We had to cut the spare tire well out of the Sonic to make room for the rear differential. We had to swap the rear suspension from the Trax in its entirety because the Sonic suspension doesn't have a provision for the propeller shaft. The propeller shaft will need to be shortened. Maybe a Rally Spec car instead of a Hot Hatch One other issue we've run into so far, is that the Trax suspension sits higher than the Sonic suspension. The overall ride height will be about 1.5” higher than the original suspension. Maybe we should make this into a Rally spec car instead of a Hot Hatch!
  13. TRIFECTA 2014+ Chevrolet Silverado and GMC Sierra V6 4.3L (LV3)
    - This powertrain calibration includes a TRIFECTA powertrain calibration file specific to your vehicle and includes a flash loader device
    - Powertrain calibrations currently exist for North American vehicles only, with more regions to follow

     

    The TRIFECTA Advantage+ Calibration is meant for vehicles that have modified final drive ratios and/or tire swaps. With this product, customers can request calibration adjustments to correct speedometer / shifting problems introduced by changing front/rear axle gear ratios and/or tire sizes.

    $498.00

  14. TRIFECTA 2014+ Chevrolet Silverado and GMC Sierra V6 4.3L (LV3)
    - This powertrain calibration includes a TRIFECTA powertrain calibration file specific to your vehicle and includes a flash loader device
    - Powertrain calibrations currently exist for North American vehicles only, with more regions to follow

     

    The TRIFECTA Advantage Calibration is meant for 100% stock vehicles. No individualizations or support for parts that do not function on factory calibration (if you have such modifications, be sure to check with us prior to placing order).

    $398.00

  15. TRIFECTA 2014+ Chevrolet Silverado and GMC Sierra V6 4.3L (LV3)
    - This powertrain calibration includes a TRIFECTA powertrain calibration file specific to your vehicle and includes a flash loader device
    - Powertrain calibrations currently exist for North American vehicles only, with more regions to follow

     

    The TRIFECTA Advantage+ Calibration is meant for vehicles that have modified final drive ratios and/or tire swaps. With this product, customers can request calibration adjustments to correct speedometer / shifting problems introduced by changing front/rear axle gear ratios and/or tire sizes.

    $498.00

  16. TRIFECTA presents: Cadillac ATS 2.5L I4 (LCV) 2.5L I4 (LCV) MY2013--2017 Powertrain Calibration Reprogramming

    This release post is a presentation of the software engineering capabilities of TRIFECTA Performance: TRIFECTA presents a complete powertrain power delivery profile recalibration for the MY2013--2017 Cadillac ATS 2.5L I4 LCV engine and corresponding 6L45 automatic transmission reprogramming. The TRIFECTA Performance Cadillac ATS 2.5L I4 LCV 2.5L I4 LCV MY2013--2017 powertrain calibration is an easy to install software performance recalibration with an included flash loader device that will yield gains of up to +25 ft-lbs @ 3250 RPM and +16 WHP @ 3400 RPM (Peak vs peak gains of up to +13 ft-lbs and +9 WHP) to a completely stock Cadillac ATS 2.5 I4 (LCV) MY2013.


    Specifications of the TRIFECTA Performance Cadillac ATS MY2013--2017 2.5 I4 (LCV) MY2013--2017 2.5 I4 (LCV) ECM software reprogramming:

    -gains of up to +25 ft-lbs @ 3250 RPM and +16 WHP @ 3400 RPM under the curve (and +13 ft-lbs and +9 WHP peak vs peak on 91 octane)
    -Powertrain calibration has been tested and validated for various environments, such as cold/heat, elevation, and variations in fuel quality
    -Power feels linear and immediately responsive (improved drivability and throttle attentiveness)
    -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
    -The TRIFECTA flash loader and Transparency featureset 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--2017 Cadillac ATS 6L45 6-Speed automatic transmission TCM calibration software reprogramming:

    -Supplementary 6L45 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 (improved drivability)
    -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

     


    Supplimentary Featureset of the TRIFECTA Performance MY2013--2017 Cadillac ATS 2.5 I4 LCV 2.5 I4 LCV powertrain calibration software reprogramming:


    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 North American vehicles only, 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.

    $298.00

  17. Includes TRIFECTA Flash Loader (EZ Flash Cable)

    $349.00

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