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  1. 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?
  2. 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!
  3. We started with a 2017 Chevrolet Cruze hatch. We took the original engine and transmission out, and swapped in an engine and transmission from a 2017 Chevrolet Malibu Premier. This is the 2.0L turbocharged engine coupled with the 9T50 front wheel drive 9 speed automatic transmission. With proper calibration work, this engine and transmission in its stock form can deliver about 300HP at the flywheel. This equates to around 240HP at the wheels, which is about 70WHP more than the LE2 can produce with a proper tune. We didn't stop there, though. We also installed aftermarket cams to increase airflow and fuel pump supply. And we added our "T40" turbocharger, which produced darn near 400HP when we tested on a Chevrolet Malibu recently. We have an aftermarket front mount intercooler for tuned up 2.0T engines, a cold air intake, and a custom dual-outlet exhaust system. The challenges were many in building this car. Which axles to use? Which mounts? Where to move the radiator to make room for the turbocharger? The wiring! The engine may fit in this car like it was designed for it, but there couldn't be much more different with the wiring harness on the Cruze vs the Malibu. But, in the end, it all works, as if Chevrolet themselves built the car. You push the start button and the engine roars to life through the custom exhaust system with an aggressive yet tasteful note. It may seem like the little things, but it's the little things that matter: The gauges work. The heater works. The brakes work. Shift it into Drive, and you're off. The 9sp automatic transmission peels through the gears smoothly. Put the pedal down, and hold on. The car is a work in progress, there's still a few things that need to be done with it (like fabbing a bracket for the ECM instead of using zip ties lol), but make no mistake, the Cruze has entered a new age.
  4. TRIFECTA Performance

    TRIFECTA: 1.4T w/ 100hp shot of nitrous??

    Our Cruze RS with a 100hp shot of nitrous, for your enjoyment!
  5. TRIFECTA Performance

    TRIFECTA: Go big(gest), or go home.

    Initial testing puts this on par with a tuned LE2, and will cost a heck of a lot less than it would cost to trade up to one. Stay tuned as we move forward on this project!
  6. 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/
  7. 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/
  8. 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!
  9. TRIFECTA Performance

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

    Figure 1 – Racer X Manifold for the 1.4L Turbo (RPO:LUJ/LUV) Summary We found, with appropriate recalibration, the Racer X Fabrication intake manifold increases power as measured on the dyno, by up to 12 horsepower as measured at the wheel. Torque output peak was unchanged, but did shift up the RPM band by about 200 RPM (e.g. it took 200 RPM more to reach peak torque). Figure 2 – Dyno sheet showing Stock vs Racer X performance Beyond the power gains, it is our opinion this product will be popular in this market because it also permanently and effectively addresses the PCV issues this engine is known for, provides a custom upgrade part (and look) for these vehicles, and also allows for future expansion, as there are several unused ports in the end of the manifold which could be utilized for additional instrumentation, or water, water/methanol, and/or nitrous injection directly into the manifold. Comparison to Ported Intake Manifold (OE) Prior to the arrival of the Racer X manifold, the only other intake manifold modifications that had been widely used were the porting of the intake runners of the stock intake manifold, the so-called ported intake manifold, and the PCV system modification. Figure 3 – Stock Intake Manifold with “air tumblers” The OE intake manifold has a restriction in the runner near the intake port. It is believed these are actually air tumblers and are meant to induce intake charge swirl for more efficient combustion. However, it is also theorized that these air tumblers reduce and restrict airflow when higher levels of airflow are introduced (e.g. turning up the boost, upgraded turbocharger, etc.). We had performed a preliminary test on a ported manifold versus a stock manifold several years back and saw negligible change in power on the dyno, but a possible loss of efficiency (more timing advance was required to maintain similar power levels to unported manifold). Ironically, while the effect is the ECM reports the power output level has increased due to the additional timing advance (despite a wash on the dyno), the loss of efficiency could be attributed to less efficient mixing of the air and fuel charge due to the lack of tumblers, but a more conclusive test is needed. Figure 4 – OE Ported Intake Manifold The PCV system modification addresses PCV system failures that are prevalent on this engine by utilizing an external, and more robust check valve for introducing PCV vapors back into the intake manifold. This is achieved by installing a brass fitting in the bottom of the PCV chamber in the intake manifold, routing the PCV vapors either to a throttle body spacer, or the brake booster fitting. Figure 5 – OE Manifold PCV Modification While both of these modifications are popular in the community, they are also considered do it yourself (DIY) modifications which require special tools and skill. At the time this test was conducted, we did not have a ported intake manifold available, but we plan to do a comparison to it in the future. TRIFECTA Calibration Support We are pleased to announce immediate and full support for the Racer X manifold for the GM 1.4L turbo engine in our full custom calibration tier (Elite). Additionally, we will offer a free update for any TRIFECTA customer of record on or before 05/31/2018, regardless of which product tier they purchased! Test Vehicle The test vehicle is a 2016 Chevrolet Cruze Limited LT, equipped with the 1.4L Turbo engine (RPO: LUV), and the six speed automatic transmission. The vehicle has approximately 18,500 miles on the odometer, and aside from the manifold is also equipped with a catless down pipe, cat less mid pipe, and K&N cold air intake system. There were no other pertinent modifications to the vehicle. “92 octane” fuel, considered premium unleaded in the Seattle, WA area was used for all tests. Figure 6 – Test Vehicle Test Procedure In order to keep the test results as accurate as possible, we tested both manifolds on the same day, on the same vehicle, on the same chassis dyno, back to back. We tested the Racer X manifold first, since we had installed it previously for calibration procedure. After performing several test “pulls” on the dyno, in manual 4th gear, we let the car cool down, installed the stock manifold, warmed it to operating temperature, and performed several test “pulls”. From the beginning of the test procedure, to the end, the ambient air temperature only changed about 2*F. The dyno used was a Dynojet 424xLC all wheel drive dyno equipped with eddy current load cells (but were not used for the test). The vehicle was operated in manual 4th gear for all test pulls. After the dyno brake was released, the vehicle was put in manual 3rd gear, run up to 20 MPH, shifted to manual 4th gear, then decelerated to 1100 RPM, and then a wide open throttle maneuver was executed. The vehicle was operated until 6200 RPM, and the dyno “pull” was concluded. Figure 7 – Test Vehicle on the dyno, with Racer X manifold Installation The installation of this manifold is fairly straightforward, but isn't 100% “reversible” (more on this later). The manifold has an optional PCV system “add-on”, but we couldn't see how this manifold could be installed without it, unless one chose to simply vent PCV gases to the atmosphere, or perhaps someone wanted to fabricate their own PCV solution. Installation requires transferring (from the stock manifold): 1. The fuel rail and fuel injectors to the new manifold, 2. The EVAP solenoid, and 3. The Manifold Absolute Pressure (MAP) sensor. The installation instructions also call for retaining the turbo bypass valve (BPV) control solenoid so the Engine Control Module (ECM) won't set the check engine light, but we chose to skip this step and devised a means of installing the manifold without the BPV control solenoid without any negative effect via the ECM calibration. While we say this kit isn't 100% “reversible” (more like 90% “reversible”) it's of little consequence, in our opinion, because it would be unlikely an end customer would want to, or ever go back to their stock intake manifold. It's not fully reversible, because it requires cutting of some of the hard plastic lines that route to the brake booster and the PCV vent to the turbocharger inlet in order to complete installation. Initial Test Drive Our test vehicle was equipped with the production TRIFECTA Advantage calibration. On the first test drive, we noticed two issues with the vehicle, one was a hesitation and “dip” in power, in some cases accompanied by audible spark “knock” in the 5000 RPM range under full acceleration, and what seemed to be a somewhat laggy pedal response. While the manifold manufacturer states the manifold will work without issue on the stock calibration, it was clear to us that some additional calibration work would be needed for vehicles that have a more powerful aftermarket calibration. One net effect of using this intake manifold, which sports a larger intake plenum volume than the factory intake manifold is that actual manifold pressure levels end up lower than stock (while moving a higher amount of airflow due to flow and efficiency improvements). These changes in airflow and pressure dynamics showed us more in depth recalibration would be required. Dyno Calibration Session We spent most of a full day addressing the vehicle performance issues we had noted previously (the most time consuming being the full recalibration of the wastegate duty cycle table). We were able to resolve all of the performance issues and were able to regain the throttle response we experienced with the stock manifold. After completing the dyno calibration session, and resolving some minor calibration issues with street testing, we put approximately 1000 miles on the vehicle as a short term reliability test. No further issues were experienced. Airflow and Pressure Statistics When we performed the final back to back test on the dyno with the Racer X manifold vs the stock manifold, the following airflow and pressure statistics were observed: Airflow (mass air flow sensor) lb/min, 6020 RPM and Manifold Absolute Pressure: Compressor inlet pressure: 98 kPa RacerX: 18.55 lb/min, 211 kPa (113 kPa, 16.385 psi boost) Stock: 18.32 lb/min, 227 kPa (129 kPa, 18.705 psi boost) At 6020 RPM, in both cases, maximum pressure is obtained from the compressor. However, despite the manifold being at almost 2psi less boost pressure RacerX vs stock, the airflow is still higher, which is a more accurate measure of performance. We also sampled the data at 5500 RPM, the airflow differences were more pronounced (with similar manifold pressure): Compressor inlet pressure: 98 kPa RacerX: 18.62 lb/min, 229 kPa (131 kPa, 18.995 psi boost) Stock: 17.52 lb/min, 225 kPa (127 kPa, 18.415 psi boost) Conclusion Our testing has shown this product increases power, addresses several long-term issues with this platform (PCV system issues) all while offering a unique and customized look to the enthusiast's Chevrolet Cruze or Chevrolet Sonic! We believe it will continue to be a popular choice for people seeking the best for their vehicle!
  10. 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)
  11. Old School Fuel Injectors Ironically, the relatively modern LUJ/LUV uses the relatively old-school “EV1” style fuel injector connector. As such, aftermarket fuel injector choices are somewhat limited unless costly harness adapters are used. Bosch “Green Giants” 42# Fuel Injectors These fuel injectors have been popular in the aftermarket for some time. This a very good, general purpose fuel injector for the 1.4T engine, because they're not so large that they cause injector misfire or over fueling problems at idle. They are available with an “EV1” style connector, so harness adapters are not necessary. They are large enough to support full E85 on the stock turbo, and mild turbo upgrades (e.g. compressor wheel upgraded units). However, there are three problems with them: Fakes / non authentic replicas: When we first started testing these injectors back in the 2011-2012 time frame, the first set we received worked fantastic. Then, our supplier sent us a new set which were “much cheaper”. Despite looking the same, these did not work well, at all. The engine had misfire problems at idle. Upon investigation, we determined that this second “cheaper” set of fuel injectors was in fact a replica and was built using very poor manufacturing tolerances. Price: Why are there replicas / knock offs? The answer is simple: the authentic units are expensive! As of this writing, authentic “green giants” cost anywhere from $200-$250, retail, for a set of 4. Availability: For reasons not yet determined, the availability of the “green giants” has diminished as of late. Most retailers have them back ordered. Bosch 52# Fuel Injectors As of more recently, the Bosch 52# fuel injector has become an option for the 1.4T. They share most of the same benefits that the “green giant” does, however, there are two problems with these fuel injectors: Not “EV1” connector: This one's simple. They won't directly plug in to the engine harness of the 1.4T. As such, to use these, you need to add bulky, costly harness adapters. Price: Looking around at various retailers, a set of these injectors, with the required harness adapters will run you anywhere from $250 - $300 for a set of four. Siemens-Deka 60# (SD-60) Fuel Injectors You can throw a stone and hit five gear heads that know what these injectors are. They were one of the first widely-available “EV1” style aftermarket fuel injector upgrades for the LS1 engine dating back to the end of the last century. These fuel injectors are high performance with enough fuel flow to solve the fueling problems of almost any streetable high performance build. They are readily available, being very easy to source. They are also one of the lowest cost high performance aftermarket fuel injector available, with a set of four pricing in at $150-$200. Because they are available in the “EV1” style connector, they can be used on the 1.4T without harness adapters. If they could be used on the 1.4T, they'd be the perfect choice. However, they are also notoriously finicky in some regards, and based on our early research, were ruled out as feasible. That's changed now, though. First, a discussion about the problems with them. Curse of the SD-60s One of the issues that's plagued tuners since the SD-60s became available is their short pulse width operation. The larger (higher flowing) a fuel injector is, the more fuel it moves for a given amount of “open” time (pulse width). Also, the larger a fuel injector is, the more difficult it is to control at extremely short pulse widths, because the internal parts are larger, and therefore, heavier. If a fuel injector is operated at too short a pulse width, the injector can “misfire”. The ECU tries to open and close the injector so fast, it cannot do so reliably. When it fails to open and close, no fuel is injected, and the cylinder misfires. These two issues confluence to make idle operation with SD-60s extremely problematic and challenging. On larger engines, like the LS1, for instance, which displaces .7125L / cylinder, the SD-60s are relatively close to providing the correct amount of fuel for idle operation. However, on smaller engines, like the 2.0L SC MPFI (LSJ) – which displaces .5L / cylinder – the SD-60s cannot run at a short enough pulse width for proper fueling. So a tuner is left with making a choice between two not-so-good scenarios. Either they can live with the injector misfiring at idle, or they live with pinning down the minimum injector pulse width to avoid misfiring, but which causes the idle mixture to be too rich. The 1.4T is EVEN SMALLER, clocking in at .35L / cylinder. In other words its fuel demand per cylinder is roughly HALF of the LS1 engine. This means the problems seen on the 2.0L are even worse. We figured this out back in 2011-2012 and quickly eliminated the SD-60s as a viable choice for the 1.4T at the time. However, we recently revisited it, and now we think it's the best choice. Here's why... The LUJ/LUV Chassis Control Module Did you know that your Gen 1 Cruze / Gamma II has a variable speed fuel pump? It's true. And it's controlled by a discrete ECU called the Chassis Control Module (CCM). The CCM receives messages from the Engine Control Module (ECM) that dictate what the fuel pressure supplied to the injector rail should be. Why? The answer is that because these vehicles are both MPFI and turbocharged, the fuel pressure supplied to the injector rail needs to be varied based on how much boost there is in the intake manifold. The factory calibration varies the pressure between 300kPa (43.5 psi) and 400kPa (58psi) depending on the operating conditions. In our earlier research, we experimented with SD-60s and a lowered commanded fuel pressure in the ECM calibration. However, at the time, the CCM would not honor requests from the ECM to run the pump at a pressure level that was low enough to work with the SD-60s. Less is More More recently, however, we decided to look into whether we could change the CCM's calibration to honor requests from the ECM to run the fuel pressure at a level that was low enough to support the SD-60s. Here's the deal: Yes, the SD-60s flow way too much fuel (at idle) for the 1.4T – but that's at 43.5psi. If you lower the fuel pressure, the flow rate goes down. And as a result, the pulse width can be increased. With a specific CCM calibration, matched with an ECM calibration, we found we were able to run the SD-60s on the 1.4T with NO problems. No injector misfire. No rich idle. In fact, our engineers thought the 1.4T idled SMOOTHER with the SD-60s than even the stock injectors, or the “green giants”! SD-60s are Looking Like the Best Option The ECM/CCM is simply a reflash (software update) for the vehicle. If you're switching injectors, you're going to be flashing the ECM anyway. We always thought if the SD-60s could be made to work, they'd be the best fuel injector for the 1.4T. They're the cheapest and easily available. With TRIFECTA's ECM/CCM calibration, now the SD-60s are a real option for 1.4T tuners!
  12. 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: “The K&N 63-3097 AirCharger air intake system replaces the restrictive factory air filter and air intake housing on specific Chevrolet Malibu models. K&N air intakes are designed to dramatically reduce air intake restriction as well as smooth and straighten air flow. This allows your engine to inhale a larger amount of air than the factory air filter assembly. More air means more usable power and acceleration throughout the engine’s RPM range. The air intake comes with a chrome topped K&N high-flow air filter and a heat shield that installs into the original air box space. Air is directed through an aerodynamically engineered intake tube into the engine’s turbo inlet for a guaranteed power gain. The tube accommodates the factory mass air sensor and crank case vent hose. 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 your vehicle’s existing factory mounting points. This air intake system can be installed easily with common tools.” (For full info, please see the manufacturer's website here: https://www.knfilters.com/mobile/mProduct.aspx?prod=63-3097) In general, our hardware team found the unit to be easy to install, and easily reversible for dealership visits. It increases “intake noise”, so turbocharger “whine” and “bypass” events are more easily heard. The serviceable filter element reduces long term air filter element replacement costs. 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 merely 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.
  13. More boost for your turbo Equinox While the all-new Chevrolet Equinox 2.0T performs well out of the box, the TRIFECTA recalibration result is nothing short of amazing. The new 9 speed automatic transmission is geared to take full advantage of the power curve of the LTG engine, and with an extra 50 horsepower at the wheels on tap, with TRIFECTA, the Equinox turns into a tire shredding machine. FUN FACT: The engineering team that developed the all-new Equinox product had just wrapped up the Cadillac ATS-V tuning program. Despite just working with a 600HP Cadillac, by the time they were done with the Equinox, they were giggling everytime they took off from a stop with a heavy pedal! 2.0L Turbo LTG dyno (on 91 octane pump gas) (this vehicle is a 2018 Chevrolet Equinox with the 2.0L Turbo LTG engine) - stock wheels/tires Instilling sport in the Equinox's DNA Raw power is great, but how that power is delivered is almost more important. When you're dealing with a transmission that has so many gears, purposeful, intelligent, and confident shifting is critical, as is pedal response. TRIFECTA's driveability engineers worked tirelessly to instill a sporty driving character without making the vehicle feel busy-shifting, laggy, or twitchy. Milder manners, when needed We also understand there may be times when a milder persona is desired. As is found on most of GM's most expensive vehicles, with TRIFECTA, you can switch back to a more docile pedal response and transmission shifting, on the fly, with TRIFECTA's exclusive Driver Selectable Vehicle Modes ("DSVM") feature, using the cruise control button. A show of hands, how many in this room want to be able to disable "auto stop"? "Auto stop", "start stop", or whatever you want to call it, you know what we're talking about. It's when the engine shuts off entirely (and sometimes disconcertingly) when the vehicle comes to a stop. Its meant to help with fuel economy, but in many cases its more of an annoyance, than anything. Some vehicles have a discrete button to disuade the vehicle from auto stopping, but the all-new Equinox is not one of them. With TRIFECTA's exclusive Performance Auto Stop Mode ("PASM"), now you, too, can say to your Equinox, "No sir, I don't want auto stop right now." No, we won't give you a button to tape to the console for this. PASM, like DSVM, is also controlled by the cruise control button. Calibration customization, for those who need it Need support for a wicked dual-snorkel cold air intake kit? With TRIFECTA's Elite calibration tier, customized calibration support is available** for modifications which are not compatible with the factory calibration. ** Support for modifications is subject to specific terms and conditions TRIFECTA MY2018+ Chevrolet Equinox Performance Calibration Key Features: - Specific power gains of up to +48 ft-lbs of torque, +49 horsepower measured at the wheels - Dramatically improved drivability characteristics for everyday driving maneuvers - Exclusive Driver Selectable Vehicle Modes ("DSVM") for switching performance profiles on-the-fly - Exclusive Performance Auto Stop Mode ("PASM") for disabling Auto Stop when in Sport mode - Installs in about 20 minutes - Flash back to stock functionality included For more info, see here: https://www.trifectaperformance.com/store/product/2401-2018-chevrolet-equinox-20l-turbo-advantage/
  14. TRIFECTA Performance

    2016+ Cruze 1.4T (LE2) October 2017 Calibration Update

    Why the update? Some of you have provided valuable feedback regarding the drivability of our current-generation product, which we have taken into careful consideration. What is changing? This update is a drivability update specific to vehicles with an automatic transmission, which does the following: "Sport+" mode replaces "Sport" mode: Sport+ mode is an evolution of the original Sport mode which broadens the "tip-in" range in the accelerator pedal. Sport+ mode also introduces the same progressive shifting algorithm we've incorporated into vehicles with the 8, 9, and 10 speed automatic transmissions without sacrificing mid-pedal sensitivity for a more well-balanced, sporty feel! "Standard" mode replaces "Stock" mode: In transitioning from our Sport mode to Stock mode, many feel the Stock mode is much too conservative on take-off. Our original goal was to retain the stock pedal and transmission response as accurately as possible in stock mode, but the challenge is the difference is too great between Sport (and now Sport+) and Stock mode. Many customers requested that we provide a mode that's improved over stock, but still retains a more relaxed driving style. With Sport+ and Standard mode, take-off dynamics are very similar, and the transition is much smoother, especially with TRIFECTA's exclusive Performance Auto Stop Mode (selectable auto-stop enable). Are there any changes in performance / power output? This update retains the same power envelope as our current-generation TRIFECTA calibration, and is a pedal-response and transmission strategy (drivability) update only. How do I receive the update? All existing Gen II Cruze customers with automatic transmissions have already been notified by email, and their calibrations updated in their downloads. All that is necessary is to download and install the update. New customers will receive the update as our standard offering. If you have any questions, or require any assistance, please don't hesitate to email us at info@trifectaperformance.com or use the Contact Us form at trifectaperformance.com. In the mean time, stay tuned to us here at http://www.trifectaperformance.comand Facebook for the latest information from TRIFECTA! Thank you - TRIFECTA Performance View this product in our store: 2016--2018+ Chevrolet Cruze / Cruze Hatch - 1.4L Turbo Read more about TRIFECTA's Support for the Gen II 1.4T LE2 Cruze: 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
  15. TRIFECTA Performance

    TRIFECTA: For your 9th Generation Chevrolet Malibu

  16. 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
  17. TRIFECTA Performance

    TRIFECTA: The 2.0L Turbo 300HP Cruze

    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
  18. TRIFECTA Performance

    TRIFECTA: More out of your 2016--2017 Camaro V6

    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)
  19. 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
  20. 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
  21. TRIFECTA Performance

    TRIFECTA: Putting the Sport back in Sport Compact.

  22. 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
  23. TRIFECTA Performance

    TRIFECTA: Meet the GM LE2 Engine

    Small Gasoline Engine (SGE) SGE family engines range in displacement from 1.0L (three cylinder) to 1.5L. All use a common bore size of 74mm, and there are three stroke configurations available - 77.4mm, 81.3mm, and 86.6mm (and as such, all engines are considered "undersquare" where the stroke is longer than the bore size). At the time of writing there were four SGE engines either in use or scheduled to be in use in the United States: RPO: LV7 - 1.4L naturally aspirated, multi point fuel injected (MPFI). Used in the 2016+ Chevrolet Spark, making 98HP and 94 lb-ft torque. Bore/stroke is 74mm/81.3mm. RPO: LE2 - 1.4L turbocharged, spark ignited direct injected (SIDI). Used in the 2016+ "gen II" Chevrolet Cruze, and the 2016+ Buick Encore Sport Touring Edition, making 153HP and 177 lb-ft torque. Bore/stroke is 74mm/81.3mm. RPO: L3A - 1.5L naturally aspirated, spark ignited direct injected (SIDI). Used in the 2017+ "gen II" Chevrolet Volt, making 100HP and 103 lb-ft torque. Bore/stroke is 74mm/86.6mm. RPO: LFV - 1.5L turbocharged, spark ignited direct injected (SIDI). Used in the 2016+ Chevrolet Malibu, making 163HP and 184 lb-ft torque. Bore/stroke is 74mm/86.6mm. The SGE family is slated to replace three different, older GM engine families, S-TEC, Family 0, and Family 1. Comparison of LE2 to the LUJ/LUV (Family 0, outgoing Cruze turbo engine) When just looking at the numbers, it might be simple to conclude the LE2 is simply a direct-injected variant of the LUJ/LUV, but that's not really the case at all. The LE2 is a clean-sheet redesign, and, while it shares some characteristics with the LUJ/LUV, there's actually more different about it, than similar. In fact, even the bore and stroke are different! While both are technically called "1.4L" displacement engines, in reality the LE2 is slightly larger than the LUJ/LUV. The LE2 displaces 1399cc, and the LUJ/LUV displaces 1364cc. The LE2 uses a 74mm bore with an 81.3mm stroke, and the LUJ/LUV uses a 72.5mm bore with an 82.6mm stroke (making the LE2 closer to "square" than the LUJ/LUV). Moving on to the engine block, the LE2 uses an all-aluminum engine block whereas the LUJ/LUV uses a cast iron engine block. The LE2 uses a forged steel crankshaft whereas the LUJ/LUV is not forged. The piston wrist pins are fully floating in the LE2, in contrast, the wrist pin is pressed into the connecting rod with the LUJ/LUV. Both use an aluminum cylinder head, with four valves per cylinder, actuated by camshafts located in the cylinder head (DOHC). Both engines utilize independent variable valve timing (VVT) on both the intake and exhaust camshafts. Covering the camshafts on the LE2 is an aluminum valve cover which provides superior valve train noise suppression, whereas the LUJ/LUV uses a composite valve cover with integrated PCV assembly (which is prone to failure on earlier LUJ/LUV engines). Noise suppression was an important goal of the SGE design, and one drive of the 2016+ "gen II" Chevrolet Cruze showcases the work GM did in this area. The direct-injectors, which are normally quite loud are isolated from the valve cover using bushings, and underneath the engine cover is a large piece of noise-suppressing foam. One feature that's trickled down from the modern GM V6 (high feature V6) family into the SGE family is the integrated exhaust manifold. Put another way, there is NO separate exhaust manifold on the LE2, just one exhaust "port" in the cylinder head. This allows extremely close coupling of either a turbocharger, or a catalytic converter to the cylinder head for optimum performance and lower emissions. Because of the lighter materials and integrated engine design, the LE2 weighs in at a whopping 44 pounds less than the LUJ/LUV. On the fueling side, the LE2 uses spark ignited direct injection (SIDI) and the LUJ/LUV uses multi point fuel injection (MPFI). As such, the LE2 uses a much different piston design (featuring a toroidal / ovoidal shaped combustion cavity in the piston head for optimized SIDI operation). Because the LE2 uses SIDI, it borrows technology traditionally found in diesel engines. The LE2 features a common rail for the injectors, and a mechanically driven (by the intake camshaft) high pressure fuel pump complete with a high pressure rail pressure sensor. On the LE2, each cylinder's injector is located in the cylinder head, adjacent to the spark plug, in the valley between the two camshafts. LE2 Direct Injector On the LUJ/LUV, being the engine is MPFI, each fuel injector is located in the intake manifold, just before the intake valve, serviced by a ECU-controlled, variable (low) pressure fuel pump (the LE2 also features an ECU-controlled variable low pressure fuel pump to feed the mechanical high pressure pump). LUJ/LUV MPFI rail and injectors We also find some differences in the ignition system. The LE2 features a per-cylinder, independent "coil on plug" ignition system, with the spark plugs located at an angle in the cylinder head, again an optimization for the SIDI fuel system. In contrast, the LUJ/LUV features a single "coil pack" which houses all four ignition coils (also a common failure point on this engine). The LUJ/LUV spark plugs are not angled. LE2 Angled Spark Plug On the exhaust side of the engines, things could not be more different. While both have a "forward facing" exhaust port configuration (and, hence the turbocharger is located towards the front of the vehicle in both engines), as mentioned previously, the LE2 sports an integrated cylinder head / exhaust manifold design with a single exhaust "port" which the turbocharger assembly is directly bolted to. The LUJ/LUV features a traditional exhaust port configuration in the cylinder head, but the exhaust manifold and turbocharger turbine assembly are cast as one piece, in iron. Both use a spring-loaded-closed wastegate design (controlled by an ECM-driven boost control solenoid) with the turbocharger to control the turbine/compressor speed, but the LE2 uses a fully electronic bypass valve (like the LTG, LF3 and LF4 turbo engines) whereas the LUJ/LUV uses a more traditional mechanical bypass valve (controlled by the ECM via a solenoid). Studying the compressor maps for the LE2 turbo, we find a turbocharger that can move more air, more efficiently, at a lower compressor RPM (the LE2 turbocharger only needs to spin at ~200000 RPM to do what the LUJ/LUV does at ~270000 RPM). LE2 Turbocharger Assembly LUJ/LUV Turbocharger Assembly Catalytic converters like it hot, and with the LE2, the catalytic converter is located even closer to the turbocharger outlet for superior emissions control. The LUJ/LUV catalytic converter is located further downstream due to packaging constraints. LE2 Catalytic Converter To drive the new LE2 engine, an upgraded engine control module (ECM) is required. The new generation "E80" SIDI ECM has seen service in vehicles starting in 2015, and in the Cruze, is replacing the "E78" MPFI ECM used to drive the LUJ/LUV. LE2 E80 ECM One feature that the LUJ/LUV has, which the LE2 does not, is an ECM-controlled variable thermostat. In the LUJ/LUV engine, the ECM dictates the desired engine coolant temperature and can control it by applying current to an electronic thermostat to either cause it to open at a lower, or higher temperature, depending on driver demand, cooling system demand, and other criteria. Fuel Economy Because of the efficiency of the new LE2, the new 2016+ Chevrolet Cruze does not offer an ECO-specific variant, only the choice of manual or automatic transmission (as well as several trim levels: L, LS, LT, and Premier). According to GM, the manual transmission reaches up to 42MPG on the highway and the automatic transmission reaches up to 40MPG on the highway. With the LUJ/LUV, according to GM, fuel economy is up to 42MPG with the ECO manual transmission and up to 38MPG on the highway with the ECO automatic. Also, the new 2016+ Chevrolet Cruze features start/stop technology. When the vehicle is stopped, provided other criteria are met, the engine shuts off to avoid wasting fuel while sitting at a stop light. When the driver takes their foot off the brake, the engine starts again, seamlessly. So, what about power? The LE2 is factory-rated at 153HP (5600 RPM) and 177lb-ft torque (2000-4000 RPM). The LUJ/LUV is factory-rated at 139HP (4900-6000 RPM) and 149 lb-ft of torque (1850-4900 RPM). TRIFECTA's testing suggests that calibration changes will yield similar gains in the LE2 vs the LUJ/LUV. Summary An exciting new era is upon us! GM says the SGE family will replace all of the existing small gasoline-powered engines in their lineup by the end of the decade, so look to find the LE2 (or some variant of it) in all LUJ/LUV applications over the next few years, as well as more wide-spread use of the LFV (1.5L SIDI turbocharged SGE). TRIFECTA is more than excited to lead the aftermarket of the SGE family into the future!
  24. TRIFECTA's 6th Generation Chevrolet Camaro MY2016+ recalibration is complimented by a fully developed 8-speed automatic transmission calibration to support the increased power delivery profile and to offer dramatically improved driving characteristics from everyday driving maneuvers to track performance. The complete powertrain calibration also includes ESC (Stabilitrak) program enhancements. With the current generation of TRIFECTA's flash loader solutions and the optional TRIFECTA Transparency featureset, when flashing your vehicle, the TRIFECTA flash loader does not increment the ECM write counter or increment entries in the flash history. Specifications of the TRIFECTA Performance 6th Generation Chevrolet Camaro MY2016+ ECM software reprogramming: -Fuel economy is improved (up to 2MPG observed), 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 Specifications of the TRIFECTA Performance 6th Generation Chevrolet Camaro MY2016+ 8-Speed automatic transmission TCM calibration software reprogramming: -Improved vehicle drive modes (Tour, Sport, Winter) -Improved shift times in adverse shift patterns -Improved shift logic - shifts are progressive and purposeful -Full integration with factory predictive-shifting algorithm in Sport mode -Does not shorten transmission life or increase cooling requirements -Retains all OE diagnostics and TCM functionality -Retains all OE error code reporting and functionality Additional Features: -Extended testing of more than 100,000 miles with 100 hrs + of wide open throttle testing -Powertrain calibration has been tested and validated for various environments, such as cold/heat, elevation, and variations in fuel quality -Octane Adaptive construct enables multi-phased timing tables: Five distinct timing tables replace the OE GM implementation of high/low octane tables -Multi-dimensional Airflow Coefficient tables, adds air pressure bias and knock history overlay for enhanced accuracy in boost scenarios -Virtualized torque prediction coefficients recalculation model added -Airflow based commanded fuel ratio strategies added -Multi-stage knock sensor decay and recovery rate tables added 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). 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. 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. -This powertrain calibration includes a TRIFECTA powertrain calibration file specific to your vehicle and includes a flash loader device -Premium fuel required for maximum performance and economy -Powertrain calibrations currently exist for the US, CA, EU, RUS/CIS, MEC, and Asia areas, with more regions to follow.
  25. TRIFECTA presents a complete powertrain power delivery profile calibration for the 6th Generation MY2016+ Chevrolet Camaro 3.6L (RPO: LGX) engine and corresponding 8-speed 8L45 (RPO: M5T) automatic transmission reprogramming. The TRIFECTA Performance Chevrolet Camaro 3.6L LGX powertrain calibration is an easy to install software performance calibration with an included flash loader device (EZ Flash Cable) that will yield gains of +17 ft-lbs and +23 WHP (Peak gains of +8 ft-lbs and +22 WHP) to a completely stock Chevrolet Camaro 3.6L LGX. The TRIFECTA Powertrain Calibration for the 6th Generation MY2016+ Chevrolet Camaro includes a TRIFECTA flash loader. Specifications of the TRIFECTA Performance 6th Generation MY2016+ Chevrolet Camaro 3.6L LGX ECM software reprogramming: -Gains of +17 ft-lbs and +23 WHP under the curve (and +8 ft-lbs and +22 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 Specifications of the TRIFECTA Performance 6th Generation MY2016+ Chevrolet Camaro 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 -Retains all factory drive modes: Tour, Sport, Winter, and Track (if applicable) Supplementary Featureset of the TRIFECTA Performance 6th Generation MY2016+ Chevrolet Camaro powertrain calibration software reprogramming: -TRIFECTA DSVM (Driver Selectable Vehicle Modes) "Select-a-AFM": Actuate AFM (Active Fuel Management) via the Drive Mode Selector. Tour Mode = AFM (V4 Mode) Enabled Sport Mode = AFM (V4 Mode) Disabled Installation Notes: -Estimated installation time of ~20 minutes -Premium fuel is recommended, but not required 3.6 LGX dyno (on 91 octane pump gas) (this vehicle is a 2016 Chevrolet Camaro with the 3.6 LGX engine) - stock wheels/tires Official dyno video: https://vimeo.com/164187884 Dyno video showcasing gear-to-gear power-drop testing for shift optimization: https://vimeo.com/164187883 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 - Estimated availability in North America: 05/15/16 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). 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. 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.
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