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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. 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)
  3. 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
  4. 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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