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  1. In about 20 minutes, you can increase the performance, power, sport factor, and economy for your 2017+ Chevrolet Colorado / 2017+ GMC Canyon. The TRIFECTA Advantage Powertrain Calibration for the MY2017+ Chevrolet Colorado is intended for stock vehicles, and includes a TRIFECTA flash loader The TRIFECTA Advantage+ Powertrain Calibration for the MY2017+ Chevrolet Colorado allows speedometer recalibration for aftermarket wheels and tires (among other certain calibration adjustments), and includes a TRIFECTA flash loader The TRIFECTA Elite Powertrain Calibration with Individualization (Custom Profiling) for the MY2017+ Chevrolet Colorado / GMC Canyon LGZ includes calibration individualization, remote diagnostics, and comprehensive aftermarket hardware software integration support. (Includes a TRIFECTA flash loader) Key Features of the TRIFECTA Performance MY2017+ Chevrolet Colorado / GMC Canyon powertrain calibration software reprogramming: While on the outside, the 2017+ trucks look the same (save for a red V6 on the tailgate), underneath the hood, its a totally new truck. Sporting an application-specific 3.6L V6 of the new HFV6 generation (read more about the differences here: TRIFECTA: We love the Colorado/Canyon. We love the 2017 model even more.) and 8 speed automatic transmission, our engineers had to start from scratch in building the successor to the already best-in-class product for the 2015-2016 Chevrolet Colorado / GMC Canyon. Dyno-proven gains in power Using a chassis dynamometer, TRIFECTA has established proven gains in torque and horsepower! https://vimeo.com/207718866 3.6L LGZ dyno graph(on 91 octane pump gas) (this vehicle is a 2017 GMC Canyon CrewCab 2LT with a 3.6L LGZ engine) - stock wheels/tires: Telemetry-proven gains in acceleration Using professional grade industry-standard telemetry equipment, TRIFECTA has also established proven gains of up to .5 seconds in 0-60MPH acceleration times versus the factory calibration through power gains, throttle ramp rates, and shift schedule optimization. Driver Selectable Vehicle Modes (also known as “DSVM” or “Shift-on-the-fly”): The ability to change the driving behavior of a truck has always been of great interest to the truck community. TRIFECTA exclusively offers the ability to change between three driving modes, on the fly. Three profiles offered: Sport, Eco, and Tow/Haul Sport mode offers aggressive pedal response, more progressive downshifts, extended shift points (selected when cruise control system is disarmed) Eco mode offers economy-centric pedal response and shift points (selected when cruise control system is armed) Tow/Haul offers the factory tow/haul mode (selected when tow/haul button is pressed / mode engaged) Accelerator Pedal Detent Delete (Sport Mode): The LGZ-equipped vehicles, along with most other trucks equipped with an 8 speed automatic transmission have a “detent” at the bottom of the accelerator pedal travel. On the factory calibration, the driver must consciously press through this detent in order to achieve maximum acceleration and full downshifting. While in TRIFECTA's SPORT mode, maximum acceleration and full downshifting can be achieved without passing the detent. This allows for a level of throttle modulation during sporty driving maneuvers not possible on the factory calibration. TRIFECTA Performance Active Fuel Management (PAFM) (Advantage+ or Elite package) The LGZ offers V6/V4 mode. GM has succeeded in making V6/V4 transitions (AFM, or Active Fuel Management as GM calls it) extremely smooth, such that in most cases they can't be noticed. However, some customers may have exhaust or other modifications that cause the truck to produce an undesirable exhaust note while in V4 mode. TRIFECTA exclusively offers three options with regard to adjusting AFM parameters with this product: AFM available/active in all drive modes (default) AFM disabled in Sport mode AFM disabled entirely Advantage+ and Elite customers may request AFM behavior changes when ordering their product. Optimum shifting improvements for your transmission – without “unlocking” the TCM The LGZ equipped vehicles come mated to an 8 speed automatic transmission (8L45). A TRIFECTA exclusive-feature allows recalibration of the transmission's behaviors WITHOUT requiring an expensive, and inconvenient “unlocking” service. Specifications of the TRIFECTA Performance Chevrolet Colorado MY2017+ and GMC Canyon MY2017+ 3.6L LGZ ECM software reprogramming: Gains of up to +41 ft-lbs and +28 WHP under the curve (and +18 ft-lbs and +10 WHP 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 TRIFECTA Octane Adaptive MKIII featureset will bias for lower octane fuels (multi dimensional airflow knock zoning and timing decay tables, not just high/low) Specifications of the TRIFECTA Performance MY2017+ Chevrolet Colorado / GMC Canyon 8L45 8-Speed automatic transmission TCM calibration software reprogramming: Supplementary 8L45 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 Installation Notes: Estimated installation time of ~20 minutes Premium fuel is recommended, but not required Additional information and availability: Powertrain calibrations currently exist for North American vehicles only, with more regions to follow This powertrain calibration includes a TRIFECTA powertrain calibration file specific to your vehicle and includes a flash loader device View this product in our store! Chevrolet Colorado GMC Canyon
  2. TRIFECTA's Active Rail Pressure Management Introduction – Direct Injection Over the last 10 years, General Motors (GM) has been converting all of their engines to use what they call SIDI (Spark Ignited Direct Injection), oft referred to as just DI (Direct Injection). DI promises improved fuel economy, improved engine power and lower vehicle emissions versus the traditional MPFI (Multi Point Fuel Injection) that has been in use since the late 1980s on General Motors vehicles. However, DI equipped engines present unique challenges for those wishing to modify and increase the power output of their vehicles while maintaining proper operation. TRIFECTA is a leading manufacturer of aftermarket calibrations (tuning) for DI engines and has consistently been the pioneer of technologies that allow greater power output from DI based vehicles. One of those technologies is called Active Rail Pressure Management. To understand why it's a critical part of calibration work when working outside the design specifications of a DI engine, let's first dig into how DI works. Direct Injection – how does it work? Since the introduction of DI on the 2007 Pontiac Solstice GXP and 2007 Saturn Sky Redline, GM's implementation of DI has generally followed the same architecture. DI fuel systems work very similarly to diesel direct-injection systems in that the fuel injector, which provides fuel for combustion, is located in the cylinder head and feeds the fuel pulse directly into the combustion chamber for a given cylinder. This is in contrast to MPFI systems which use a fuel injector (for each cylinder) typically located in the intake manifold, just prior to the intake valve. On a simple level, DI systems utilize the following components: 1. Fuel tank (fuel storage) and fuel filter 2. Low pressure fuel pump and pressure regulator (generally 40-70psi) 3. High pressure fuel pump and pressure regulator (up to 3000psi) 4. DI fuel rail and DI fuel injector (one per cylinder) Fuel stored in the tank is pressurized to a low pressure, and provides the fuel to the high pressure pump. The high pressure pump raises the fuel pressure and delivers it to the DI fuel rail, and ultimately, the DI fuel injector. The low pressure pump is the same type that's used in typical MPFI systems. It's an electric pump and uses a closed-loop pressure control system, with a discrete ECU (either a chassis control module, or a fuel pump control module) to manage the low pressure side pressure and flow rate. The high pressure pump is a mechanical pump, which, much like in a diesel engine, is driven mechanically. Diesel engine pumps may use a variety of drive mechanisms, but the gasoline DI engines use a camshaft as the drive mechanism. Pressure (and, in later models, fuel temperature) is monitored by the ECM (engine control module), and the pressure is controlled by the ECM as well. Fuel injector timing and pulsewidth is calculated in part by the ECM's calibration, and in part by the immediate fuel demands of the engine. All of these inputs and outputs are calculated thousands of times per second to ensure precise fuel delivery. Fuel injector flow rate, low pressure pump, and high pressure pump capacities are carefully calculated by GM engineers to provide adequate fueling (within certain operational margins) under all operating conditions. However, the aftermarket is focused specifically on increasing the power output beyond factory specifications. DI can pose unique challenges in this regard. (2.0T LNF ECM, Fuel Rail, High Pressure Fuel Pump - Source: GM Media) Concerns with raising fuel demands of the DI engine On MPFI equipped vehicles, addressing increased fuel demands (due to increasing supercharger or turbocharger boost levels, utilization of ethanol blends of fuel, utilization of “richer” fuel mixtures, and/or adding forced induction) was largely centered around ensuring the low pressure pump can provide adequate fuel volume and that the fuel injectors themselves could provide this increased fuel volume quickly enough. Fueling an engine using DI, however, poses some unique challenges compared to MPFI, the two largest being: 1. DI systems, due to their design have a much smaller “window” of time during which fuel can be injected optimally. 2. Partly due to #1, and also because the fuel pressure must be higher than the combustion chamber pressures, DI systems must operate at relatively high pressures vs MPFI systems which must only overcome the intake manifold pressures. It's not enough on a DI engine to just increase the fuel injector size, and the volume of fuel that can be provided by the low pressure pump like it is with an MPFI system, and in many cases, neither of these are the first limiting factor DI engines with power adders run into. Quite often, the high pressure pump's ability to provide sufficient fuel volume at sufficient pressure becomes the limiting factor. This is why the aftermarket tuners are so concerned with “fuel rail pressure” levels (e.g. the pressure of the fuel in the rail just prior to the fuel injector under high loads). Modifications, whether they be software, or hardware (or both), which cause the fuel rail pressure to fall short can lead to fueling errors (both fuel quantity and injection timing events), which can lead to possible engine destruction. Engine destruction is actually rare, though, because improper fuel rail pressure generally causes the engine to run at drastically reduced power levels. The design of DI is inherently self-limiting this way. (2.0T LTG Low Pressure Fuel Pump) The relationship of injection timing, fuel pulse width and fuel rail pressure With GM's DI implementation, an injection event begins with two basic calibrated parameters – the desired fuel rail pressure, and the DESIRED start of injection angle (relative to the piston's position in the cylinder, in degrees). The ECM references certain tables in its calibration and then commands the high pressure pump to provide a DESIRED rail pressure for the specific operating conditions at the time. Next, the ECM first determines the immediate fuel demand. This is largely a dynamic factor of the amount of air entering the cylinder, and the commanded air to fuel ratio. Once the ECM calculates the required fuel volume, it checks the ACTUAL rail pressure (which should be the same as the DESIRED rail pressure) to calculate how long the injector needs to be opened for (the injector pulse width) to provide the required fuel volume. Finally, the ECM determines when to open the injector (ACTUAL start of injection angle). In a perfect world, again, this would be the same as the DESIRED start of injection angle. (3.6L LFX High Pressure Fuel Pump) Dynamic compensation of fuel injection start angle Unfortunately, it's not always a perfect world. Here's a list of certain scenarios where the ACTUAL start of injection angle may not be the same as DESIRED: 1. The engine's fuel demands are higher (due to increased airflow, a richer fuel mixture, and/or variances in operating conditions) than they were at the time the rail pressure and injection timing tables were calibrated originally. 2. The ACTUAL fuel rail pressure is less than the DESIRED fuel rail pressure. 3. The commanded ignition timing (spark advance) is more advanced than it was when the rail pressure and injection timing tables were calibrated originally. 4. There's been a malfunction of the fuel control system (mechanical or electrical). The ECM has been designed to know that the end of the injection pulse must occur before the spark plug ignites. It knows (in degrees before top dead center) when it's going to ignite the spark plug, so it determines that the end of the pulse must occur before the plug ignites, plus a certain margin. It also knows by now how long the injection pulse is going to be, and can calculate, based on engine RPM at the time, when the injection pulse must begin. It will use the DESIRED injection start angle as long as the pulse will complete by the time it needs to. However, the ACTUAL injection start angle used may be earlier because of these compensatory factors. Skewing of the injection start angle is normally not a problem (on an unmodified vehicle being operated within its design parameters), and this process is designed to be dynamic. Extensive self-diagnostics performed by the ECM will detect systemic failures and employ safety measures to avoid engine failure and/or potential vehicle operation safety issues. (1.4T LE2 Direct Injector in head) Effects of aftermarket modifications on fuel demands As previously mentioned, virtually any sort of power adder is going to increase fuel demands. After all, we're making more power generally by putting more oxygen into the engine, which in turn requires more fuel. On top of that, in many cases the fuel mixture has to be made “richer” in order to provide engine reliability at increased power levels. With regard to TRIFECTA's products, the main concern generally has to do with recalibrating the ECM to increase the boost levels provided by the factory turbocharger(s) and studying the impact that will have on the fueling demands under a wide variety of operating conditions. There can also be “downstream” effects of raising the boost levels on the engine. For instance, the ECM employs mechanisms to calculate the temperature of the catalytic converters. It also employs mechanisms to calculate the temperature of the turbocharger units, and in both examples here, may dynamically choose a richer fuel mixture in order to control the temperature of these components to avoid component failure, and/or engine failure (due to excess heat build-up in the pistons or exhaust valves). As mentioned above, these vehicles are generally designed to operate under the most extreme conditions without exceeding the capacity of the fuel system – at factory power levels. At higher power levels, however, the vehicle's fuel system may have insufficient capacity to provide accurate and timely fuel delivery if any of these “downstream” enrichment mechanisms are triggered. In this way, the manufacturer is making it exceedingly difficult to run these engines at higher power levels under all operating conditions. Symptoms of exceeding fuel system capabilities On traditional MPFI engines, the symptom of exceeding the fuel system's capability would be simply that the ACTUAL air to fuel ratio would not equal (would be leaner than) the DESIRED air to fuel ratio. This can be quite disastrous because it would tend to happen when the engine was under the highest load. The leaning out of the fuel system under heavy load will almost certainly cause catastrophic failure of the engine due to the mixture being too lean. On DI engines, this can happen also, but generally what happens is the start of injection angle is so far advanced that the ECM is trying to inject fuel while the exhaust valve is still open from the previous combustion cycle, and/or the ECM is trying to inject fuel while igniting the spark plug at the same time. This results in a terrible combustion pattern, extreme loss of power, and emission of black soot (unburned fuel) out the exhaust. This is, by no means a good operating condition, but the loss of power effectively reduces the likelihood of a major engine failure. However, prior to the loss of power, soot, etc., a fuel system capacity issue can be identified by observing the fuel rail pressure. If the rail pressure starts to drop, it's because the high pressure pump's capacity is being exceeded, the low pressure pump's capacity is being exceeded, and/or some other component of the fuel supply system is not capable of providing the required fuel volume. Furthermore, the ECM has diagnostics for the high pressure pump – if the ACTUAL rail pressure is less than the DESIRED rail pressure for enough time, the ECM will set a trouble code, and generally reduce the available power (reduced engine power mode). This is why there's a fixation on fuel rail pressure in the aftermarket, and rightfully so. Resolving fuel system capacity issues At the end of the day, fuel system capacity issues can be resolved by either reducing fuel demands, or increasing fuel system capacity. Fuel demand reduction (without sacrificing power) can come about by either employing a leaner fuel mixture (generally not feasible) or the disabling of the “downstream” enrichment mechanisms. Some entities may offer “cat delete” pipes and feel that disabling the catalyst protection scheme is an adequate means to reduce fuel demand. We don't agree with this, however, as those schemes are put in place as a whole system (with or without cats) to manage engine component temperatures. Another approach to reducing fuel demand is to simply lower the power levels. This is counterproductive, though, since the intent is to increase power demands. The aftermarket has been slow to produce reliable high pressure pumps with a higher capacity. At the time of writing, there was only recently the introduction of an aftermarket high pressure pump, and only for the Gen 5 V8. There has been some work in the area of modifying the camshaft that drives the high pressure pump to either add more lobes (thus increasing the number of pump cycles per revolution), or increase the pump stroke length (thus increasing the volume of fuel pumped per pump event) by either reducing the camshaft lobe's base circle, or by increasing the lobe size. Any of these are fairly costly modifications, however, and provide only modest increase in fuel system capacity. (2016 Cadillac ATS-V "Cat delete" pipe testing) Active / dynamic rail pressure management TRIFECTA has taken an innovative approach to dealing with potential fuel system capacity constraints. We recognize that the majority of people wishing to turn the boost (and, hence, power) up on their turbocharged DI engines wish also to have non-invasive and reversible modifications to their vehicles. As such, we have developed a software-based solution which resides in the ECM, as part of some of our recalibration products, which actively and dynamically manages the fuel demand vs the fuel system capacity. After tirelessly studying the sources of “downstream” enrichment, we've engineered a solution that allows the ECM to adjust boost and power levels on the fly (hence, dynamically adjusting fuel demands) in response to the other factory-designed enrichment-protection mechanisms that may otherwise cause the fuel system capacity to be exceeded, without requiring the installation of any aftermarket hardware. The factory ECM software, for as excellent as it is, does not provide any sort of construct or mechanism to offer this sort of control over the engine operation. Our embedded software experts developed a customized ECM operating system which analyzes the fuel demands the same thousands of times per second that the ECM does for other functions, and makes boost limit adjustments based on those fuel demands to prevent the fuel system capacity from being exceeded. One of our calibration products to receive this technology is our 2016+ Cadillac ATS-V (with the 3.6L twin turbo V6 engine) calibration product. Being that it’s a “track car”, there may be special concern about whether this technology results in an inconsistent performing vehicle. However, at the time of writing, we had tested the vehicle exhaustively on the street, at the quarter mile track, and under loaded dyno pulls to over 150MPH without seeing a reduction in boost due to engagement of “downstream” enrichment mechanisms. (Cadillac ATS-V undergoing dyno testing) TRIFECTA Research & Technology Group
  3. 2012--2016 Cadillac SRX 3.6L (LFX)
  4. 2017 Cadillac XT5 3.6L (LGX) 2017 Cadillac XT5 2.0L Turbo (LTG)
  5. The 2017 Chevrolet Camaro V6 (LGX) product offers the same performance and features the 2016 model year product offers, including: * Up to 17 lb-ft of torque gain, and up to 23 horsepower gain * Performance AFM mode (formerly known as “select-a-AFM”) - disables AFM (V4 mode, if applicable) entirely while vehicle is in SPORT mode for improved exhaust note and responsiveness * Retains use of all drive modes, winter / snow / ice mode retains factory characteristics * Linear and attentive power delivery and throttle response * Progressive and purposeful downshifting for top performance under any driving condition * Support for aftermarket modifications available Estimated availability: Early February 2017 (manual transmission support available now) Read our original Camaro V6 (LGX) product release: TRIFECTA presents: 6th Gen Chevrolet Camaro MY2016+ 3.6L (LGX) Powertrain Calibration Read more about the NEW LGX V6 engine in the Camaro: TRIFECTA: The next generation of V6s from GM (RPO: LGW, LGX, and LGZ)
  6. The 2017 model is a game changer, though. The 2017 V6-equipped Chevrolet Colorado / GMC Canyon, while externally, is identical to the earlier models (save for a new V6 badge on the tailgate), in fact received two major powertrain updates: the new 3.6L LGZ engine, and the 8L45 8 speed automatic transmission. For our write-up on the comparison between the older V6 and the new one, see our article here: TRIFECTA: The next generation of V6s from GM (RPO: LGW, LGX, and LGZ) Right off the bat, we noticed that the transmission shift strategy is improved. With the addition of two gears and a wider gear ratio-spread, the new 8 speed transmission is much more capable at finding the ideal gear to be in, depending on what the driver wants to do. Downshifts are more progressive (though we patently dislike the detent in the accelerator pedal at the end of its travel, the threshold of which must be passed to get the transmission to downshift to the lowest possible gear), and gear changes are smooth and efficient. Furthermore, all of this and the transmission allows the vehicle to run at a lower RPM, improving fuel economy. Out of the box, the new LGZ engine (which is a variant of the 3.6L LGX engine offered in the 2016+ Chevrolet Camaro and most 2016+ Cadillac vehicles) offers 3HP gain over the outgoing LFX engine, and torque is improved by 6 lb-ft. This might not sound like much, but when combined with the more favorable gear ratios the rest of the powertrain offers, the truck accelerates impressively while being able to tow up to 7000 pounds. The LGZ engine also introduces active fuel management (AFM) to the Chevrolet Colorado / GMC Canyon. AFM allows the vehicle to disable two of the cylinders under light load to further improve fuel economy. We found the AFM transitions to be smooth and, frankly almost unnoticeable. We are in the midst of our development cycle for the 2017 Chevrolet Colorado / GMC Canyon and are working tirelessly to analyze the factory drivability experience to look for ways to make a great truck even greater! Expect to see updates from TRIFECTA as we work through our performance tuning product for the 2017 Chevrolet Colorado / GMC Canyon, and search for every bit of extra power we can wring out of it! View our product for the 2015--2016 Colorado/Canyon here: Chevrolet Colorado GMC Canyon
  7. Easily add up to 97 lb-ft of torque and 59 horserpower, measured at the wheels, for your 2016 and 2017 Cruze, including the all-new performance-inspiring 2017 Cruze Hatchback Fuel economy gains showed versus factory tuning, depending on driving style. TRIFECTA driver selectable vehicle modes (DSVM) allow "on the fly" switching between the stock drive character, and TRIFECTA's performance calibration. TRIFECTA performance auto-stop mode (PASM) allows the essential disabling of auto-stop, on the fly, for a more responsive and sporty experience. Easily reversible to stock programming for service visits Chevrolet Cruze - 1.4L Turbo Read more about TRIFECTA's 1.4T LE2 Support: TRIFECTA: More power, more fun for your 2016+ Chevrolet Cruze 1.4L Turbo (LE2) TRIFECTA: Making Auto Stop more performance oriented. Meet Performance Auto Stop Mode. TRIFECTA: Baseline dyno testing of the 2016 Chevrolet Cruze RS 1.4 Turbo (RPO LE2) TRIFECTA: 1.4L Turbo Throttle Body Comparison LE2 to LUJ/LUV TRIFECTA: Meet the GM LE2 Engine
  8. 1.4L vs 2.0L turbocharged engines Looking at the numbers from the 1.4T engine vs the 2.0T engine, you can see why people that want to go really fast with a Cruze might want to do this. The 1.4T engine, from the factory produces 139HP (the new 1.4T “LE2” engine produces 154HP), and the 2.0T engine produces anywhere from 220HP to 272HP depending on which engine and variant is used. Put an aftermarket calibration on these engines and they approach 200-220HP, and 300-330HP, respectively. (Source: media.gm.com) So, let's swap the engine already! Great! So we know we want a 2.0L turbo engine in our Cruze, let's just swap one in! Unfortunately, it's not even close to being that simple. The 1.4T and the 2.0T are of different physical sizes, and are of varying architecture, specifically being that the earlier 2.0T (the LNF/LHU engine) has the turbocharger on the opposite side of the engine as the 1.4T does. The newer 2.0T (LTG engine) has the turbocharger on the correct side, but still has the challenge of being physically larger than the 1.4T. Right off the bat, custom engine mounts would have to be developed, coolant and oil hoses would need to be customized, new exhaust would have to be fabricated, front to back, wiring harness would have to be customized. Now, we would surmise that swapping in a 2.0T (LHU engine) from a Buick Verano, being that the Verano is of the same chassis as the Cruze, might allow the use of factory harnesses and parts that would make the swap much easier, but every element listed above should still be of concern. But that's just the engine. Then there's the transmission. Particularly in front wheel drive applications like the Cruze, GM has no less than eight different transmissions supporting varying levels of torque. The Cruze with the 1.4T is equipped with the 6T40 transmission, and the Verano, for instance, is equipped with the 6T50 transmission. One might get away without swapping the transmission, but for completeness's sake, we're going to assume this needs to be swapped as well. Then there's ECU swap, the potential for needed customized drive axles, upgraded radiator size, etc. Cost of engine swap In any event, let's just assume, for simplicity's sake that the entire engine, transmission, harness, and ECU can just be swapped from the Verano. We couldn't find any specific salvage pricing on this, but we'd expect it to be in the $2000-$4000 range for all of the components required. Then there's the labor of doing the swap. Maybe an enthusiast would undertake this on their own, in which case tangible labor cost would be zero. Miscellaneous parts, exhaust fabrication, etc., we estimate would add another $2000 or so to the project cost. But then there's the resale value of the vehicle itself. If someone were to perform a swap like this on a Cruze, its value would plummet. This vehicle, even assuming it ran perfectly, would require a special buyer when the time came to sell it. The oldest Cruzes available in the United States sell for between $8500 and $15000. We'd expect a swap like this to cause a 30% loss in value, so, let's say $2500 just to pick a round number. Total cost of engine swap: about $7500 or more Yes, we said it: buy a Malibu instead of a Cruze As mentioned above, this is a bold idea. Most current or potential Cruze owners, right off the bat would scoff at this idea. Buying a “family hauler” instead of the more-sporty Cruze?? After all, Malibus are built for the rental car agencies, right? A Malibu lacks style at all. It's big. It's heavy. It's slow. There's no aftermarket for it. And it's more expensive. However, starting with the 2016 model year, Chevrolet introduced both an all-new Cruze and all-new Malibu. The aesthetic differences between the two are much fewer than with the previous generation. Malibu vs Cruze Indeed, Chevrolet is now using fairly common design language between the Cruze, Malibu, and the larger-yet Impala. If we are to assume that the looks of the all-new Malibu are acceptable to a potential Cruze owner, let's move on to a more detailed analysis of the likenesses and differences between the two models. Performance: You can get a 2.0T with a Malibu. And also an 8 speed automatic. The new Cruze, for 2016, only offers one engine: the 1.4L Turbo LE2 engine, which produces 154HP and 177 lb-ft of torque. The new Malibu offers two engines (exc. the Hybrid model), a 1.5L Turbo LFV engine (163HP / 184lb-ft torque), and a 2.0L Turbo LTG engine (250HP / 260lb-ft torque). For the purposes of this writing, however, we are only going to look at the 2.0L Turbo engine. While the fact the Malibu doesn't offer a manual transmission (whereas the Cruze does) would be a deal-breaker for some people, the truth is most Cruzes are built and sold with an automatic transmission. A 6 speed automatic transmission. The Malibu, in contrast, with the 2.0L Turbo engine, is equipped with a smooth shifting 8 speed automatic transmission (also used in the Buick LaCrosse, and the Cadillac XT5). And for the 2017 model year, the Malibu 2.0L Turbo is stepping up to GM's all-new 9 speed automatic transmission. Not only does the Malibu 2.0T offer 96HP and 83lb-ft of torque more than the Cruze, with the 8 speed automatic transmission, there is a greater gear ratio spread which also contributes to both quicker acceleration compared to a 6 speed automatic, but also improved highway fuel economy vs a 6 speed automatic. How does the rest of the car match up? For sake of comparison, we will compare a 2016 Cruze LT Automatic/RS Package/Sun and Sound Package with a 2016 Malibu 2LT. For the Cruze, the LT Automatic/RS Package/Sun and Sound package is by far the most popular model at the dealerships, and the Malibu 2LT is the lowest trim level which is equipped with the 2.0T. Also, this gives us an apples-to-apples comparison. Don't get us wrong. The Malibu is a bigger car than the Cruze. It's more spacious in every way, but it also weighs more. But not THAT much more. The Cruze, in its lightest form weighs in at about 2600lbs. The Malibu weighs in at about 3100lbs. For those that love sunroofs, the Malibu's sunroof is quite superior. It's roughly double the size of the Cruze's sunroof (though only the front half of it opens). The Malibu comes with leather at this trim level, whereas the Cruze does not. The Malibu comes with 18” wheels, the Cruze with 16” wheels. Both have disc brakes on all corners. One area we feel the Cruze is superior, however, is in the handling-feel department. The Cruze has a stiffer ride, and experiences less “body roll” in the corners than its larger brethren, the Malibu. Economy-wise, the Cruze is rated up to 42MPG, and the Malibu up to about 35MPG with the 2.0T. Cost comparison At the end of the day, it comes down to cost. The Malibu is more expensive, for certain, but by significantly less than what it would cost to do an engine swap. According to Chevrolet.com, the 2016 Cruze LT Automatic, with the RS package, and the Sun and Sound package (which requires other packages such as the Convenience package) has an MSRP of $25335. The 2016 Malibu 2LT “base model”, which is similarly equipped to the Cruze LT Automatic, with the RS package, and the Sun and Sound package is $29495. This is a difference of only $4160. More car, a heck of lot more power, with similar styling. However, we found, at the time of purchase for both our Cruze 1.4T and our Malibu 2.0T, there were significantly better incentives available on the Malibu. At that time, one could lease a Malibu Premier, with every option under the sun, far beyond even the Malibu 2LT's option load-out, for about $275/mo and $3600 down payment, for 24 months. This works out to a total cost of $10,200 for two years. The Cruze, in contrast, was offered with the same lease terms for about $265/mo, and $2400 down payment. This works out to a total cost of $8760. This is only a difference of $1440 over the course of two years, and this is for a Malibu that is even more well-equipped than the Malibu 2LT we used for comparison. Were one to compare terms on the Malibu 2LT, it might actually be cheaper to acquire the Malibu than the Cruze! Conclusion We're making a very strong case for the Malibu vs the Cruze, here, for those that like the Cruze styling but want more power than the Cruze has to offer. Both the Cruze and the Malibu are especially exciting vehicles to drive with an aftermarket calibration, but, we have to be honest, the Malibu 2.0T with an aftermarket calibration blows the doors off a Cruze with an aftermarket calibration. Hence, we call the tuned Malibu 2.0T, “The 300HP Cruze”. Those considering a new Cruze, particularly those that want to go fast, should take a hard look at the Malibu. With the previous generation Malibu, we would have agreed with you: Are you kidding? But the new Malibu is a world's worth of improvement over the previous generation, and the differences between the Cruze and Malibu have been largely blurred. As is the pricing difference. TRIFECTA Calibration Engineering Team
  9. 2016 Chevrolet Camaro 3.6L (LGX) (source media.gm.com) Choose your displacement At the time of writing, there are three known Gen IV HFV6 engines being produced, in two different displacements: LGW: 3.0L (twin turbocharged) LGX: 3.6L LGZ: 3.6L (referred to as 'variant 2' by GM VIN cards) All engines share the same stroke, at 85.8mm. The LGW has a bore of 86mm (making it almost a “squared” displacement), and the LGX/LGZ has a bore of 95mm. The LGX and LGZ engines are basically identical, with the exception that the LGX was designed with car applications in mind and the LGZ is designed for the 2017+ mid size truck (Chevrolet Colorado and GMC Canyon). Horsepower and torque numbers quoted by GM's press releases seem to confirm this, with the LGZ bringing in slightly higher torque at 1000-1300 RPM lower than the LGX at a slightly cost of high RPM horsepower. Applications At the time of writing, the Gen IV HFV6 is either available currently, or will be in the future, in the following applications: 2017 Buick LaCrosse (LGX) 2016-2017 Cadillac ATS (LGX) 2016-2017 Cadillac CT6 (LGW, LGX) 2016-2017 Cadillac CTS (LGX) 2017 Cadillac XT5 (LGX) 2016-2017 Chevrolet Camaro (LGX) 2017 Chevrolet Colorado (LGZ) 2017 GMC Acadia (LGX) 2017 GMC Canyon (LGZ) What's changed since the Gen III HFV6? The question that most people want answered at this juncture is this: What has changed with these new engines (e.g. the LGX) versus the engines they are replacing (such as the LFX)? The answer? Virtually everything. While building on the success of the Gen III HFV6, and sharing many similar design patterns, GM claims the GenIV HFV6 is a “clean sheet redesign” of the HFV6 family emphasizing some of the following goals: Improved fuel economy (up to 9% vs the LFX when used with start/stop systems and 8 speed automatic transmissions) Improved power output (up to 335HP with the LGX vs 323HP with the LFX) Improved noise dampening Engine Architectural Similarities All High Feature V6 engines are 60 degree angled 6 cylinder engines arranged in a V formation. All HFV6 engines have 24 valves (2 intake valves, 2 exhaust valves) driven by double overhead camshafts (DOHC). The earliest HFV6 engines used MPFI (multi point fuel injection), but were all direct-injected (DI) by the time they reached the Gen III phase. They use a common firing order of 1-2-3-4-5-6. Engine Components Interestingly, the third generation of the HFV6 also came in both a 3.0L (LFW, LF1) and 3.6L (LFX) displacement, but the bore and stroke are all changed (especially in the case of the 3.0L): Engine Displacement Bore Stroke LF1, LFW (Gen III) 2994 cc (3.0L) 89mm 80.3mm LGW (Gen IV) 2989 cc (3.0L) 86mm 85.8mm LFX (Gen III) 3564 cc (3.6L) 94mm 85.6mm LGX, LGZ (Gen IV) 3647 cc (3.6L) 95mm 85.8mm GM says the engine block is all-new, utilizing an increased bore spacing (up from 103mm on Gen III, to 106mm on Gen IV). The block is stronger, and stiffer, “with increased structure in the bulkheads for superior rigidity” (source: GM media). On top, the cylinder head is redesigned for higher airflow and power levels, using intake and exhaust valves that are 6% larger each in the LGX than in the LFX. However, some of the most drastic changes in the Gen IV engine are part of the cylinder head (see Active Fuel Management section below). The Gen IV engines continue to use an integrated exhaust manifold design in that there is a single exhaust port on each cylinder head. Also, changes to the variable valve timing (VVT) system were implemented to allow for a wider range of control over valve timing. This is particularly the case on the intake camshaft, which, from the “parked position”, can be phased in either direction (as opposed to only one direction on the outgoing Gen III engines) The patented cooling system design was completely redesigned to allow for so-called “targeted cooling”. “This new, parallel-flow design maximizes heat extraction in the area of the upper deck, intake and exhaust valve bridges in the heads and integrated exhaust manifold with a minimal amount of coolant. The result is more even and consistent cooling, which enhances performance, and faster engine warmup, which improves cold-start efficiency and reduces emissions.” (Source: GM Media). Also, efficiency improvements in the cooling system allow GM to use a coolant pump that uses 50% less power to turn, leading to improved economy. Other changes include a dual-stage oil pump (similar to the Gen V V8 engines), redesigned oil pan for improved noise abatement, and simplified chain-based cam drive systems, to increase service life and also reduce noise. Active Fuel Management (AFM) One of the most astounding changes with the Gen IV HFV6 is the utilization of the same cylinder displacement technology that's used on the Gen V V8 engines and the newest 4.3L V6 used in the full size trucks (Chevrolet Silverado and GMC Sierra). GM calls this Active Fuel Management (AFM). On a basic level, AFM works by seamlessly disabling multiple cylinders, under light load conditions, on the fly, to reduce pumping losses. When a transition to AFM is occurring, the cylinders that are being disabled are allowed to complete a combustion event, but, beginning at the end of the power stroke, the intake and exhaust valves are disabled to keep the combusted charge in the cylinder, turning it, in effect, into a “gas spring”. When a transition from AFM is occurring, the exhaust valve is first allowed to open, to expel the previously trapped combustion charge, then the intake valve is enabled to begin normal operation on the next cycle. From a mechanical standpoint, AFM was much simpler to design on engines utilizing in-block camshafts (OHV V6 and V8s). We consider the deployment of AFM on a DOHC engine, like the Gen IV HFV6 to be an engineering feat. Furthermore, our engineers have found that AFM implementations on the Gen IV HFV6 are far more smooth and seamless than even on the current OHV engines. Turbocharging the HFV6 When the Gen III HFV6 was introduced in 2010 (with the LF1), it seemed twin-turbocharging was an eventuality based on some design decisions that were made (particularly the move to an integrated exhaust manifold in the cylinder head). This design allows a turbocharger to be directly bolted to the cylinder head, reducing the overall size footprint, reducing parts count and cost, and improving turbocharger response (reducing so-called “turbo lag”). 2016 Cadillac CT6 3.0L TT (LGW) (source: media.gm.com) At the time of writing, there were four twin-turbocharged variants of the HFV6 in use, three of them belong to the Gen III family, and one to the Gen IV family: Engine Displacement Application(s) Horsepower Torque Boost Level (observed) LF3 (Gen III) 3.6L 2014+ Cadillac CTS VSport 420HP 430TQ 12psi LF3 (Gen III) 3.6L 2014+ Cadillac XTS VSport 410HP 369TQ 12psi LF4 (Gen III) 3.6L 2016+ Cadillac ATS-V 464HP 445TQ 15psi LGW (Gen IV) 3.0L 2016+ Cadillac CT6 404HP 400TQ 15psi The turbocharged HFV6 engines have unique features that allow them to sustain the increased cylinder pressures and loads experienced by turbocharged engines including: Specialized engine blocks with specific oil and coolant passages to provide lubrication and cooling to the turbocharger assemblies Application-specific pistons to better withstand the loads of a turbocharged engine Increased valve sizes to allow for increased airflow Improved crankshaft and rod strength Spanning Generations of Engine Controllers An engine is only as capable as the electronic control unit (ECU) that controls it. Engine Controllers: E39, E92, E82 (source: TRIFECTA media) It was the arrival of the Gen III HFV6 in 2010 which ushered in a new era of both ECU software and hardware. The E39 (left) was the first Delphi-based controller to be capable of driving both DI engines and turbocharged engines. It was extensively deployed in 4 cylinder and V6 applications, and continues to be in use today (though its use is waning in favor of the newer E80, E81, and E82). The E92 (center) arrived in 2014 to drive the then-debuting Gen V V8s (LT1, L83, L86), new V6 (LV1, LV3), and a few of the HFV6 Gen III engines (LF3, LFX with 8sp auto). In 2015, the E92 was also used in the then-new Chevrolet Colorado and GMC Canyon with the LFX engine, and in 2016, the E92 was chosen to drive the new LF4 engine debuting in the 2016 Cadillac ATS-V. While the E92 is essentially an upgraded E39, sporting a larger EEPROM (flash) and a CPU with a higher clock speed, it is largely pin-compatible with the E39. The newest ECU family additions include the E81 (not shown) and E82 (right), which are now the standard ECUs driving the Gen IV HFV6 engines. While the ECU hardware has changed over the years (gradually increasing in EEPROM flash size, increasing CPU speed, and increasing the number of and types of inputs and outputs), it is interesting to note that the underlying software which controls the ECU itself has its roots all the way back to the original E39 introduced in 2010. Aside from needing to support ever-more complex engines, newer ECU technology was required to communicate with other vehicle ECUs which were increasing in both complexity and speed of communications (particularly with the adoption of 8 speed automatic transmissions). Conclusion The future of the HFV6 certainly looks bright and exciting! These V6 engines are producing more power than V8s 15 years ago were, at a fraction of the fuel consumption. The most exciting future prospect is “what is the Gen IV 3.6L twin turbo engine going to make for power”. Is there an LG3 and LG4 on the horizon, to replace the LF3 and LF4? ...or perhaps even more exciting… An 8 cylinder engine utilizing the design and strengths of the HFV6? Across GM's line, there is no other engine architecture that packs in as much advanced technology, efficiency, economy, or power per liter than the HFV6. An 8 cylinder version (HFV8?) would indeed to be a force to be reckoned with. Particularly a twin-turbo version… TRIFECTA High Feature V6 Engineering Team
  10. Thank you for the feedback! This article actually explains why you are seeing such low boost: https://www.trifectaperformance.com/forums/page/index.html/_/articles/trifecta-have-an-aftermarket-data-gauge-read-this-r73 In a nutshell, it is because GM has changed the way boost is reported, and your gauge likely needs an update from the manufacturer.
  11. Starting with some MY2016 GM software, TRIFECTA engineers noted that how the ECM reports manifold pressure through the “SAE defined PID (Parameter ID)” was changed. In prior years, this PID would report an 8 bit value, and that 8 bit value would directly correlate to manifold pressure. This means the ECM could report between 0 and 255 kPa of manifold absolute pressure (MAP). In more recent times, it's fairly typical to see in excess of 255 kPa of manifold pressure (approx. 22psi at sea level) on turbocharged vehicles, so there were changes made to the way this PID reports pressure (e.g. it reports less than it used to, in exchange for being able to report a higher number, offset and scaling changes). All of the aftermarket gauges we've seen that calculate “boost” pressure do so by querying the SAE defined PID for barometric pressure, then subtracting it from the MAP. Positive values would be considered “boost” situations. Because of the changes in this MAP PID reporting, these gauges are now making erroneous calculations. In fact, to work around this problem, internally, we switched away from using the SAE defined MAP PID in our datalogging software to a mechanism that has been consistent for years and allows for greater resolution in its reporting. But, yes, the issue here is simply the gauge isn't reporting the boost levels properly – on the stock calibration, or the TRIFECTA calibration because it doesn't understand how the SAE defined MAP PID has been changed for the software in this vehicle. -TRIFECTA SGE Performance Team
  12. Power Gains Specific gains over factory calibration are up to (uncorrected) 97lb-ft of torque and 59 horsepower, with peak gains showing at up to 74lb-ft of torque and 51 horsepower, with no vehicle modifications beyond the calibration. A Sportier Driving Experience Beyond power gains, and often overlooked by other tuning outfits, TRIFECTA expended a herculean effort to make the new Chevrolet Cruze drive better. Pedal response is dramatically improved across all driving maneuvers. Transmission shifts become predictive, adaptive, and purposeful. With TRIFECTA, the Cruze just wants to go. The car is ready to deliver performance, when you need it, without a big fuss. TRIFECTA Exclusive Features With TRIFECTA's calibration, you also get the kind of features you expect from TRIFECTA. Performance Auto Stop Mode (PASM) recalibrates the auto-stop feature on the fly to deliver instant off-the-line performance by inhibiting auto-stop (when PASM is enabled). Driver Selectable Vehicle Mode (DSVM) allows you to revert to a largely stock-responding vehicle when you feel like just putting around. Both features are activated based on the cruise control arming state (factory cruise control required for both features). More to come Now that TRIFECTA has brought their calibration only package to market, we look forward to developing hardware modifications for the vehicle. High flow exhaust components, and cold air intakes are part of our hardware road map looking forward. Also, support for the 2017 Chevrolet Cruze (including the long-awaited hatch) will be arriving soon! For more detailed information and pricing, see the product page. For inquiries, please feel free to send email to info@trifectaperformance.com or Contact Us.
  13. See our original release here: TRIFECTA presents: Chevrolet Malibu (1.5L, 2.0L) MY2016+ Powertrain Calibration Reprogramming (flash tune) Improved feature-set: TRIFECTA's Performance Auto Stop Mode (PASM): Allows the driver to enable a performance-oriented auto-stop mode which, in most cases, inhibits auto-stop from enabling for improved performance character, when desired (triggered by the cruise control arming button) Improved knock detection and control strategies: Reduces incidents of knock when 87 octane fuel is used, or vehicle is operated in adverse environments. Improved driving character: Vehicle responsiveness is improved: Vehicle responds more aptly to throttle input at low speeds, power delivery is more linear under performance situations Transmission shift strategies improved: Shift strategy is largely “factory” at light pedal positions to provide a familiar driving experience, but downshifts are much more progressive and purposeful at higher throttle conditions Transmission firmness improvements: Shifts remain comfortable under cruising conditions, but are more firm at higher throttle conditions This calibration update is now available for all current TRIFECTA customers at no charge, and will be included in future purchases for new TRIFECTA customers with the 2016+ Chevrolet Malibu with the 1.5L turbocharged engine! Full product details can be found here: 2016+ Chevrolet Malibu - 1.5L Turbo - Advantage See our original release here: TRIFECTA presents: Chevrolet Malibu (1.5L, 2.0L) MY2016+ Powertrain Calibration Reprogramming (flash tune)
  14. Auto-stop: Behind the technology So, now we know how auto-stop works, what's happening behind the scenes? It turns out there's much more to it than just an engine control module (ECM) controlled starter motor. However, the starter motor is a great place to start in discussing the technology. If you listen to a vehicle start up that has auto-stop technology, you'll note the starter sounds much different than a vehicle with a conventional starter. That's because an auto-stop equipped vehicle will see much higher start motor usage than a vehicle without auto-stop technology. As such, the starter motor has the following upgraded features: High performance electrical windings and characteristics Improved-strength starter pinion gear engagement system Improved design to both reduce starter noise and decrease engine start times In addition to improving the starter motor, battery monitoring technology must be improved as well, to more accurately measure the state of the battery charge. A modest count of auto-stop cycles can lead to a discharged battery relatively quickly since the starter motor requires so much current to operate. In order to more accurately measure the state of charge in the battery, there is an intelligent battery sensor connected to the battery which continuously monitors both the charge state and the overall health of the battery itself. Another major component of the auto-stop system is an auxiliary fluid accumulator for the automatic transmission. This is an ECM-controlled unit which accumulates and captures transmission line pressure from the transmission, and then allows it to be supplied to the transmission to begin clutch engagement when the vehicle is transitioning from auto-stop to engine running mode. Beyond these major components, many subsystems are monitored in order to determine either whether an auto-stop event can be allowed, or if a transition to engine-running should be performed. Conditions to allow auto-stop to occur General vehicle state: Hood is closed Driver's door is closed Driver seatbelt is buckled Vehicle operating conditions: Vehicle is moving less than 3MPH Initial drive cycle reaching 12MPH Engine speed is below 1500 RPM Engine is not in an overheated conditions Transmission is in DRIVE (L or M range disables auto-stop) Brake is depressed No pending or set diagnostic trouble codes for auto-stop (and related) subsystems Auto-stop active for less than 2 minutes Environmental conditions: Warmer than 40*F outside Battery temperature warmer than 32*F and less than 131*F High demands on HVAC system are not requested (inc. defrost) All of the above conditions are continuously monitored, and if any of the criteria fail to be met, the engine will restart. TRIFECTA Performance Auto Stop Mode How it works is simple: 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. 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 above is met as well. All of this, and there is no effect on the operation of the cruise control system. Conclusion We have always prided ourselves on providing value-added features to vehicle owners through our calibration products. TRIFECTA Performance Auto-Stop Mode is no exception, and we believe it will become very popular as more vehicles incorporate auto-stop technology! - TRIFECTA Advanced Software Division
  15. https://vimeo.com/168252702 This automatic transmission development vehicle put down a peak of 125.18 horsepower (HP) and 133.63 lb-ft of torque (TQ) at the wheels (uncorrected) using a dyno-jet chassis dyno. Given drivetrain losses, this is generally in-line with the manufacturer's rated power of 153HP and 177TQ at the crankshaft, particuarly comparing to what a first generation Cruze with an automatic transmission will put down as well. After our engineers collect all of the data from the stock vehicle, the fun part begins - modifying the calibration to find the potential power gains! As we've discussed previously, the LE2 engine represents part of the future for GM, and their small gasoline engines! Stay tuned for more development and progress as we continue developing for the 2016+ Chevrolet Cruze 1.4 Turbo (RPO: LE2)! -TRIFECTA SGE Performance Team
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