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  5. TRIFECTA 2018+ GMC Terrain
    2.0L Turbo
    9-speed automatic

     

    Detailed power gains (measured at the wheels, dynojet chassis dyno)

     

    2.0L gains: up to +48 ft-lbs torque, +49 horsepower (peak gains of up to 43 ft-lbs torque, +42 horsepower)

     

    TRIFECTA's 2018+ Terrain recalibration is complimented by a fully developed 9-speed automatic transmission calibration to support the increased power delivery profile and to offer dramatically improved driving characteristics for everyday driving maneuvers. The complete powertrain calibration also includes ESC (Stabilitrak) program enhancements.

     

    Specifications of the TRIFECTA Performance 2018+ Terrain ECM software reprogramming:

     

    -Fuel economy is improved dependent on fuel grade and driving conditions
    -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
    -Return to stock functionality included with flash loader
    -Tested on all available grades of fuel (87, 89, 91, 92, and 93 octane).

     

    Specifications of the TRIFECTA Performance 2018+ Terrain 9-speed automatic transmission TCM calibration software reprogramming:

     

    - "T87A" 9-speed automatic transmission controller does not need to be removed from the vehicle or "unlocked"
    -Improved shift times in adverse shift patterns
    -Improved shift logic - shifts are progressive and purposeful
    -Does not shorten transmission life or increase cooling requirements
    -Retains all OE diagnostics and TCM functionality
    -Retains all OE error code reporting and functionality

     

    Supplementary Featureset of the TRIFECTA Performance 2018+ GMC Terrain powertrain calibration software reprogramming:

     

    -TRIFECTA DSVM (Driver Selectable Vehicle Modes):

     

    Modify driving profiles based on the cruise control enable setting (vehicles equipped with cruise control only)

     

    Cruise Control ON (armed) = Vehicle responds to pedal input and shift logic similar to factory programming

     

    Cruise Control OFF (disarmed / TRIFECTA mode) = Vehicle responds more aggressively to throttle input, shifts are optimized for performance*

     

    * - Fuel economy observed in TRIFECTA mode was observed to be similar to original factory fuel economy figures assuming “regular” driving style is adhered to

     

    -TRIFECTA PASM (Performance Auto Stop Mode):

     

    When the cruise control subsystem is armed (via the steering wheel button), auto-stop works normally, just as it did from the factory. When the cruise control subsystem is disarmed, auto-stop events are re-calibrated with sport and performance strictly in mind (available only with vehicles equipped with cruise control from the factory).

     

    Furthermore, the feature can be enabled and disabled at any time. For example:

     

    If the vehicle is auto-stopped, switching the cruise control subsystem off causes the engine to restart immediately.

     

    If the engine is running because no auto-stop event could occur due to the cruise control system being disabled, enabling it will cause the engine to stop immediately, provided all of the other auto-stop criteria are met as well.

     

    This article discusses "PASM" in further detail:

     

    TRIFECTA: Making Auto Stop more performance oriented. Meet Performance Auto Stop Mode.

     

    2.0L Turbo LTG dyno (on 91 octane pump gas) (this vehicle is a 2018 GMC Terrain with the 2.0L Turbo LTG engine) - stock wheels/tires

     

    gallery_1_88_211553.jpg

     

    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

     

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

     

    The TRIFECTA Elite Calibration offers premium tier-1 support. With this product, customers can request specific calibration changes and support for third party hardware. Remote-tuning services are offered with this tier.

    $688.00

  6. TRIFECTA 2018+ GMC Terrtain
    2.0L Turbo
    9-speed automatic

     

    Detailed power gains (measured at the wheels, dynojet chassis dyno)

     

    2.0L gains: up to +48 ft-lbs torque, +49 horsepower (peak gains of up to 43 ft-lbs torque, +42 horsepower)

     

    TRIFECTA's 2018+ Terrain recalibration is complimented by a fully developed 9-speed automatic transmission calibration to support the increased power delivery profile and to offer dramatically improved driving characteristics for everyday driving maneuvers. The complete powertrain calibration also includes ESC (Stabilitrak) program enhancements.

     

    Specifications of the TRIFECTA Performance 2018+ Terrain ECM software reprogramming:

     

    -Fuel economy is improved dependent on fuel grade and driving conditions
    -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
    -Return to stock functionality included with flash loader
    -Tested on all available grades of fuel (87, 89, 91, 92, and 93 octane).

     

    Specifications of the TRIFECTA Performance 2018+ Terrain 9-speed automatic transmission TCM calibration software reprogramming:

     

    - "T87A" 9-speed automatic transmission controller does not need to be removed from the vehicle or "unlocked"
    -Improved shift times in adverse shift patterns
    -Improved shift logic - shifts are progressive and purposeful
    -Does not shorten transmission life or increase cooling requirements
    -Retains all OE diagnostics and TCM functionality
    -Retains all OE error code reporting and functionality

     

    Supplementary Featureset of the TRIFECTA Performance 2018+ GMC Terrtain powertrain calibration software reprogramming:

     

    -TRIFECTA DSVM (Driver Selectable Vehicle Modes):

     

    Modify driving profiles based on the cruise control enable setting (vehicles equipped with cruise control only)

     

    Cruise Control ON (armed) = Vehicle responds to pedal input and shift logic similar to factory programming

     

    Cruise Control OFF (disarmed / TRIFECTA mode) = Vehicle responds more aggressively to throttle input, shifts are optimized for performance*

     

    * - Fuel economy observed in TRIFECTA mode was observed to be similar to original factory fuel economy figures assuming “regular” driving style is adhered to

     

    -TRIFECTA PASM (Performance Auto Stop Mode):

     

    When the cruise control subsystem is armed (via the steering wheel button), auto-stop works normally, just as it did from the factory. When the cruise control subsystem is disarmed, auto-stop events are re-calibrated with sport and performance strictly in mind (available only with vehicles equipped with cruise control from the factory).

     

    Furthermore, the feature can be enabled and disabled at any time. For example:

     

    If the vehicle is auto-stopped, switching the cruise control subsystem off causes the engine to restart immediately.

     

    If the engine is running because no auto-stop event could occur due to the cruise control system being disabled, enabling it will cause the engine to stop immediately, provided all of the other auto-stop criteria are met as well.

     

    This article discusses "PASM" in further detail:

     

    TRIFECTA: Making Auto Stop more performance oriented. Meet Performance Auto Stop Mode.

     

    2.0L Turbo LTG dyno (on 91 octane pump gas) (this vehicle is a 2018 GMC Terrtain with the 2.0L Turbo LTG engine) - stock wheels/tires

     

    gallery_1_88_211553.jpg

     

    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

     

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

     

    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

  7. Includes TRIFECTA Flash Loader (EZ Flash Cable)

    $200.00

  8. Includes TRIFECTA Flash Loader (EZ Flash Cable)

    $200.00

  9. Includes TRIFECTA Flash Loader (EZ Flash Cable)

    $200.00

  10. TRIFECTA Performance

    TRIFECTA presents: Cadillac ATS-V MY2016+ Performance Calibration

    Hi @joe1278, The EZ Flash User Guide contains step by step instructions, as well as screen-captured videos of the EZ Flash installation and flashing process recorded in real time: https://www.trifectaperformance.com/ezflash
  11. joe1278

    TRIFECTA presents: Cadillac ATS-V MY2016+ Performance Calibration

    Is there a video that shows how the calibration is accomplished?
  12. K&N Manufacturer Details:

    P/N: 69-4537TS

    The K&N 69-4537TS Typhoon air intake system is a free-flowing, mandrel-bent aluminum tube air induction system. The restrictive factory air filter and air intake housing are replaced by the K&N Typhoon air intake which is designed to dramatically reduce air flow restriction as it smoothes and straightens air flow. This allows your engine to inhale a larger amount of air than the factory air intake. More air means more usable power and acceleration throughout the engine’s RPM range. The 69-4537TS air intake comes with a black rubber topped K&N high-flow air filter and a heat shield that installs into the previous air box space. Air is directed through the intake tube into the engine’s throttle body for a guaranteed power gain. The intake tube has an attractive silver powder-coated finish that's made to last and accommodates the factory mass air sensor. The oversized cone shaped air filter can be used for up to 100,000 miles before servicing is needed depending on driving conditions. This air intake is relatively easy to install usually in 90 minutes or less using existing factory mounting points. The tools needed are a couple of screwdrivers, pliers, ratchet set and an Allen wrench. Some Typhoon air intakes are not legal for sale or use in California and other states adopting California emission standards while others are CARB exempt and 50 state legal. Check the K&N catalog or website for vehicle applications and specific CARB status for each vehicle and air intake. 

    Guaranteed to increase horsepower
    Designed to improve throttle response and engine sound
    Low restriction aluminum tube
    Easy to install, usually in 90 minutes or less
    Lasts up to 100,000 miles before service is required (depending on driving conditions)
    Replaces stock air intake system
    Washable and reusable lifetime air filter
    K&N Million Mile Limited Warranty

    Not CARB legal: Not for sale or street use in CA & CARB states

    Available Information:

    Installation Instruction Sheet

     

    $280.99 $509.89

  13. TRIFECTA Performance

    TRIFECTA: LE2 Engine - Intake Manifold

    Also, note there appears to be an internal PCV system like the Gen1, and also this intake manifold has a LOT of oil in it (this engine has less than 1000 miles on it). It makes us wonder if the oil ingestion has to do with the piston problems the LE2 has? Could a catch can help?
  14. TRIFECTA Performance

    TRIFECTA: Introducing the big compressor-upgrade turbo available for your Gen1 1.4T. 58mm!

    91 octane is all that is needed, and in fact the car will run on 87 octane if needed. Power will simply scale down accordingly. This turbo will actually be packaged as a kit which will include 60lb injectors, giving you all the headroom you'd need for E85. Our ability to control fuel pressure via reprogramming the Fuel Pump Control Module (FPCM) negates the need for an upgraded pump as well. You can read more about our research into injector options and reprogramming the FPCM here:
  15. Will this require fueling (like e85 or pump) or water meth upgrades?
  16. This will delay the launch of our turbo just a bit longer, we need to calibrate with the larger compressor, but we're expecting better gains over the 55mm turbo! Stay tuned!
  17. The 2019 model year for the Chevrolet Colorado and GMC Canyon is largely a “carryover” from 2017 and 2018 model year, with the 2017 model year introducing the “next generation” 3.6L V6 (RPO: LGZ) engine as an update of the previous 3.6L V6 (RPO: LFX) and the 8L45 8 speed automatic transmission. The TRIFECTA performance calibration for the 2019 Chevrolet Colorado and 2019 GMC Canyon is unchanged versus the 2017 and 2018 Chevrolet Colorado / GMC Canyon product. Below is a list of feature highlights (V6): Gains of up to +41 ft-lbs and +28 WHP under the curve (and +18 ft-lbs and +10 WHP peak on 91 octane) Full 8 speed transmission recalibration WITHOUT TCM removal and/or unlocking Three way Driver Selectable Vehicle Modes (DSVM): Sport, Eco, and Tow/Haul Support for aftermarket modifications and hardware Performance Active Fuel Management (PAFM) – no V4 transitions in Sport Mode (Ad+, Elite) Full restore-to-stock functionality included Product updates provided at no charge (includes support for OE software updates) To order your TRIFECTA performance recalibration for your 2019 Chevrolet Colorado or 2019 GMC Canyon, please visit our store: https://www.trifectaperformance.com/store/category/66-colorado/ https://www.trifectaperformance.com/store/category/150-canyon/
  18. The 2019 model year for the Chevrolet Sonic is largely a “carryover” since the 2017 exterior and interior update, with one key change: the 1.8L I4 (RPO: LUW/LWE) engine is no longer available. The TRIFECTA performance calibration for the 2019 Chevrolet Sonic and 2019 GMC Canyon is unchanged versus the 2012 through 2018 Chevrolet Sonic product. Below is a list of feature highlights: Gains of up to +51 ft-lbs and +44 WHP Full transmission recalibration (automatic transmission vehicles) “No Lift Shift” feature retains boost through performance shifts (manual transmission vehicles) Two way Driver Selectable Vehicle Modes (DSVM): Sport, and Eco Support for aftermarket modifications and hardware Full restore-to-stock functionality included Product updates provided at no charge (includes support for OE software updates) To order your TRIFECTA performance recalibration for your 2019 Chevrolet Sonic, please visit our store: https://www.trifectaperformance.com/store/category/125-14l-turbo/
  19. Michael

    Press Images

    Forum Content
  20. TRIFECTA Performance

    TRIFECTA: 2016 Sonic 1.4T MT Development Vehicle

    The manual transmission is the hard one to find, most dealerships won't carry them, and we couldn't find any new ones with the 1.4T and also a manual transmission.
  21. Michael Plummer

    TRIFECTA: For your ATS-V. More power. Meaner sound. Zero rasp.

    I guess, I'll wait.
  22. TRIFECTA Performance

    TRIFECTA: For your ATS-V. More power. Meaner sound. Zero rasp.

    Hi @Michael Plummer, The units shown in the article were created for testing, but did not contribute any appreciable gain to power, nor did the packing in the resonators hold up to the heat after extended abuse on the dyno. We are looking into testing a unit with a different design.
  23. Michael Plummer

    TRIFECTA: For your ATS-V. More power. Meaner sound. Zero rasp.

    Is this product ever coming to market? I have a 2016 ATS-V with your tune but I'm looking for more power.
  24. TRIFECTA Performance

    TRIFECTA: More fuel for your direct-injected engine!

    Changing the injectors on the LTG engine isn't as straightforward as changing injectors on most MPFI engines. As you can see, we had to remove the intake manifold to gain access to the fuel rail. Also note how much more "beefy" the fuel rail and injectors are compared to MPFI fuel rails an injectors. That's because SIDI injectors routinely have to operate in the 2000-3000psi range, sometimes beyond 3000psi even. That's compared to 45-60psi on most MPFI rails!
  25. An HSN** means that the part was installed and tested for correct functionality on a TRIFECTA development vehicle, with the TRIFECTA calibration product, and if any specific calibration changes are necessary to support or optimize it, these changes have been established and finalized. As such, customers wishing to install this part on their vehicle may do so under the Advantage line product and will not require any customization beyond, in some cases, a parts-specific calibration update. The following is the manufacturer's description of the product: (For full info, please see the manufacturer's website here: MPFab Intake System for 2011-2015 Chevy Cruze 1.4L Turbo) During our testing, we found this intake system to deliver accurate airflow metering with the OE mass air flow calibration meaning this intake can be used with our without a performance / custom tuning / calibration. We found the sound and the quality of the kit to surpass most of the other mass market intake systems available for this vehicle. Future or existing TRIFECTA customers interested in purchasing this product may be able to do so through TRIFECTA, please contact our support team for more info! **Please note: A Hardware Support Notification (HSN) from TRIFECTA is a statement that we tested the product with our calibration products, and in some cases may include performance data collected and/or ad-hoc comments on the product by TRIFECTA. TRIFECTA is not specifically affiliated with, nor specifically endorses (or is endorsed) by the product listed in this HSN. TRIFECTA makes no warranty or claims regarding the quality or performance of the product listed in an HSN. In some cases, TRIFECTA may act as a reseller of hardware described in an HSN and as such may receive a profit by reselling said hardware. TRIFECTA always recommends that hardware be installed by an experienced and certified shop or facility. Unless otherwise specified, customers purchasing hardware from TRIFECTA would need to work directly with the manufacturer in the event there is a question regarding installation. Unless otherwise specified, all hardware available through TRIFECTA will “drop ship” from either the manufacturer, or a distributor.
  26. bobchannel

    TRIFECTA: Test results of Racer X LUJ/LUV intake manifold

    What about heat soak?
  27. jromey3

    Truck

  28. kennethlaskey

    TRIFECTA: Malibu 1.5L Turbo - Performance Calibration Update

    I really hope this program is all it says it is
  29. Some consumers choose to modify their vehicles, for many reasons. In some cases, it's to add or enhance function (e.g. a truck lift kit to provide better off-road clearance). In other cases, it's to customize the look of the vehicle (e.g. aftermarket wheels and tires, lowering suspension, etc.). And in some cases, it's to enhance the performance of the vehicle (e.g. aftermarket 'tuning', exhaust system upgrades, cold air intake systems). So, the question becomes: Is a vehicle manufacturer obligated to cover “warranty issues” on vehicles that have been modified with parts or software that were not designed by the manufacturer? The short answer is “yes, so long as the warranty claim is for a part which is shown to have a manufacturing defect.” However, given the increasing complexity of vehicle designs and the inter-dependence of cross-vehicle systems and components, it's getting easier for the manufacturer to claim that ANY modification could have wide-reaching consequences and lead to the failure of a part which is, in fact, not defective. We commonly joke about manufacturers denying a warranty claim because of the installation of aftermarket lug nuts, but here's an example of how a manufacturer might rationalize this: Let's say there's a wheel hub bearing failure. The vehicle is towed to an authorized service center, they inspect the vehicle and find there are aftermarket chrome lug nuts installed. At this point they could reasonably claim that the aftermarket lug nuts are not known to be manufactured to the same weight, and balance tolerances that the factory lug nuts use, and as such, their installation lead to unusual forces on the wheel hub bearing which lead to its “unnatural” failure. As such, the warranty claim is denied because there's a plausible theory as to how the bearing failure could in fact be due to the installation of an aftermarket part. It would be in the domain of the vehicle owner to prove the manufacturer's theory is false. The above scenario is assumed to be fictional, but this one appeared in automotive media in 2016: A customer buys a brand new Chevrolet Silverado pick up truck, and as part of the sales contract purchases an aftermarket frame lift kit for the truck, which is installed by the dealership. After he takes delivery of the truck, he drives it for some period of time, then the Service Airbag light comes on. He brings it in for service at the same dealership that he purchased the truck from and to the very service department that had installed the lift kit. The dealership refuses to fix the issue under warranty. The stated cause? The aftermarket lift kit caused changes in the way certain airbag sensors operate (because the suspension and frame geometry were modified), causing a false-positive condition in the airbag sensor diagnostics. In both of these scenarios, it would be difficult (and expensive) to push back on these assertions the manufacturer is making. At the same time, it also leads one to wonder whether the manufacturer ever engages in abuse of this power? At the end of the day, it's murky, because in some cases, vehicle owners are trying to stick the manufacturer with the cost of making warranty repairs to the vehicle that they almost certainly caused via modification, and in others the manufacturer is hiding behind the aftermarket parts argument to avoid making repairs to a legitimately defective part. In some cases, a dealership service department may even have incentive to refuse to honor a warranty claim when they could, by procedure, have it honored. The economics behind a dealership service department are not well known, but it is possible that service departments receive a different compensation rate from a warranty claim than they would from a direct-pay customer. The following scenario may illustrate this: The owner of a new (and warrantied) Chevrolet Cruze buys and installs an aftermarket intake system. He gets the vehicle tuned by an aftermarket company. At some point later, one of the pistons fails and replacement is required. The piston failure issue is a WELL known and WELL documented issue with this engine, and between the dealership and the manufacturer there would be almost no question that this failure is in fact because of whatever defect leads to the failure in the first place (which the manufacturer has made no formal statement on). However, instead of repairing this vehicle under warranty, the dealership instead effectively cancels the rest of the power train warranty and says the modifications to the vehicle are the cause of the failed piston. This vehicle owner now has no power train warranty left, and is on the hook to pay for piston replacement. Is this treatment justified? Or is it an abuse of power? Again it is murky. Dealership service centers are the “gatekeepers” in many cases to the policy of what gets fixed under warranty and what does not. They are the ones that may make the decision to look deeper (or the manufacturer may request it). When an obviously-modified Cruze comes in with broken pistons, whether its a known issue or not, the very fact the car is visibly and obviously modified may give cause to look into it deeper (or flat out deny the claim on the basis alone). If it's what appears to be a completely stock Cruze with broken pistons in the manner described in the technical bulletin, there's likely to be no question about it. The level of aggression the manufacturers might display in this regard is almost certainly related to the cost of the warranty repair. It's one thing for the manufacturer to be looking at having to replace pistons in a 4 cylinder engine, it's quite another to be looking at having to replace an entire V8 diesel truck engine because there's a connecting rod hanging out of the side of the block. As such, manufacturers have taken up certain countermeasures, some are known publicly, to identify when a vehicle has been tampered with, be it via hardware (parts), software (tuning) or some combination thereof. On top of that, there's been (as far as we know, unsubstantiated) rumors that manufacturers are even turning to social media to identify people who have openly discussed modifying their cars. Unfortunately, nobody in the aftermarket can ever be sure what tampering countermeasures are being taken by the manufacturer at any point in time, nor what countermeasures may be taken in the future. Nobody can be sure what “non official” countermeasures are being taken, either. A good example of this is GM's OnStar. Think of your vehicle as having a communications backbone, for all the ECUs to communicate with one another, as well as diagnostic tools and aftermarket flashing tools. The OnStar module can effectively operate as a bridge between your vehicle's network and GM's OnStar network in any location that the OnStar's connection to the network can be established (it operates over the cellular phone network). This means, on a technical level, at least, anytime an ECU in the vehicle is flashed, as long as the vehicle is active on the OnStar network, the manufacturer may know about it, and/or make a log of it. They may even know the contents of the flash itself. The above scenario is unproven, just a technical analysis of what's possible, but here's another one that shows to what extent countermeasures may be deployed. On the diesel truck engines, massive gains can be made in power with just tuning alone, mainly by changing the fuel rate and increasing the turbocharger boost. With the availability of low-cost commodity tuning software, one could recalibrate their diesel truck for about $500 plus the cost of a laptop computer. No training in diesel tuning is required. The unfortunate reality is that while it's “relatively straightforward” to make more power with tuning in your diesel truck, to do so reliably requires a much higher level of engineering skill, in some cases outside the scope of what the factory ECU software is even capable of. The manufacturer started getting suspicious when they saw all of these diesel truck engines coming in for warranty repair with melted pistons. Suspecting they might be caused by poor quality aftermarket recalibration, they devised a new technique for identifying whether the tuning had been tampered with. They added a new parameter to the transmission control module where it would record and “remember” the highest amount of torque the transmission was subjected to. How does this work? The engine control module has to estimate how much torque it's making mainly for the purpose of having the transmission shift with the correct amount of line pressure and also with regard to the traction control system operation. Every time the engine controller transmitted its estimated torque output to the transmission controller, the transmission controller would compare the value to the previous highest value, and if the new value was higher, it'd remember that one. The new procedure involved scanning this parameter out of the transmission controller if melted pistons in a diesel engine showed up at the service center. This number SHOULD never be higher than the factory specs of the engine, and if it was, it was considered possible evidence of tampering. The bottom line is there are upwards of 70 ECUs in modern day vehicles, and any one of them is capable of reading (and storing) information transmitted by other ECUs. Tampering “counter-countermeasures” of any type may afford some protection against abuse of power by an over-zealous (or morally impure) service center, but ultimately if there's some sort of suspicious vehicle component failure despite the lack of any evidence of modifications, the service center will almost certainly try to use social engineering to find out if the vehicle is or was modified previously: “Have you ever tuned this vehicle?” “Have you ever installed any performance parts on this vehicle?” “Our techs found some anomalous ECU data string widget constructs and say it was tuned.” “Are you Joe Smith on Facebook also?” Questions and statements like these put the vehicle owner in a potentially tricky situation. If it was modified, and they tell the truth, their warranty's probably gone and they're on the hook for repairs. If they lie about it, then they may have just committed fraud. Refusal to answer the questions at all may be construed as suspicious as well. The only true way to be sure the manufacturer power train warranty remains in effect for the full duration with regard to aftermarket modifications, is to not aftermarket-modify the vehicle. Not even the lug nuts. -TRIFECTA Performance, Inc.
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