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  • TRIFECTA Performance - Performance Tuning, Engine Calibration

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  1. 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!
  2. 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!
  3. 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!
  4. Offering driver-selectable vehicle modes is an exclusive feature of TRIFECTA calibrations, that, prior to TRIFECTA's innovation, only exisited in the most expensive and premium vehicles that GM offers (Chevrolet Corvette Stingray, Cadillac CTS, etc). Utilizing a custom operating system, we have brought this premium feature to virtually every vehicle type we offer calibrations for. TRIFECTA's DSVM II, on the Chevrolet Sonic, is activated by the cruise control system arming switch. When the cruise control system is enabled, the vehicle operates in STOCK mode. When the cruise control system is disabled, the vehicle operates in SPORT mode. Vehicle modes can be switched at any time, as many times as the driver wishes. Cruise control system functionality is completely retained and unaffected by DSVM II. In SPORT mode, the vehicle responds much more quickly to accelerator input. Automatic transmission shift patterns are optimized for maximum performance and responsiveness. During "everyday" driving manuevers, the vehicle feels very much like it did from the factory, but rolling into the pedal quickly reveals a vehicle that wants to GO. Attentive, but without being "twitchy", power delivery is linear and transmission shifts are purposeful. The vehicle produces maximum TRIFECTA power! In STOCK mode, the vehicle behaves just like it did from the factory, under all driving conditions! More than PAL (previous Sonic calibration) + STOCK, this is a whole new calibration We announced several months back that our calibration engineering team was working on the 2016 Chevrolet Sonic Turbo. Just like any other large scale software project, GM typically uses a common "code base" within an ECU type, and this "code base" is generally updated every model year. After studying the 2016 Chevrolet Sonic ECU code in our engineering center, we discovered some improvements in calibration constructs that had not existed in previous model years, which we determined could be "back ported" to previous model years to offer an exceptionally improved driving experience not possible prior to the 2016 "code base". This discovery, combined with feedback on the PAL calibration led to a complete "redo" of the TRIFECTA Sonic calibration. SPORT mode is all new, redesigned from the ground up. Availability: TRIFECTA's DSVM II for the 2012+ Chevrolet Sonic (LUV) is available immediately and is incorporated into all new product orders. Exisiting TRIFECTA customers may request and receive the DSVM II calibration update at absolutely no charge by submitting a request at the following link (be sure to include your vehicle's VIN): Contact Us
  5. When a customer buys TRIFECTA, they are tapping into over 6 years of 1.4L Turbo (LUJ/LUV) calibration experience. No other company has calibrated as many Chevrolet Cruze or Chevrolet Sonic vehicles, with experience calibrating stock vehicles all the way to fully upgraded turbochargers. TRIFECTA has always prided itself on offering complete, ongoing, remote-calibration and individualization to customers that purchase the TRIFECTA Elite product. Process and support infrastructure improvements and consolidation have led to both a lower overhead and better ability to provide excellent service to our customers. Additionally, the market spoke to us about price when we set sales records, moving the TRIFECTA Elite product at the recent Black Friday special. Moving forward there will be the following TRIFECTA products: 2011 - Present Chevrolet Cruze (LUJ/LUV) $298 + s/h - TRIFECTA Advantage Calibration for 2011+ Chevrolet Cruze (LUJ/LUV) $398 + s/h - TRIFECTA Elite Calibration for 2011+ Chevrolet Cruze (LUJ/LUV) 2012 - Present Chevrolet Sonic (LUJ/LUV) $298 + s/h - TRIFECTA Advantage Calibration for 2012+ Chevrolet Sonic (LUV) $398 + s/h - TRIFECTA Elite Calibration for 2012+ Chevrolet Sonic (LUV) What's the difference between the two products? Advantage = Meant for 100% stock vehicles. No individualization 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). No remote tuning. Elite = Same as Advantage, however, we will individualize the calibration for parts already installed at the time of purchase and provide updates for modifications installed after the fact. Full diagnostic log review when needed. This package is the premium full support package. Both Advantage and Elite include a flash loader device
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