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About X25

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    '17 Silverado 3500HD Crew Cab LWB 4x4 LTZ
  1. That L/100km 'nonsense' is a linear scale unit, and what we should've got as well. Instead, we have to deal with the grossly misleading MPG, where 1 MPG difference might mean a whopping 20% more fuel during towing.
  2. I've got multiple PMs regarding the TPMS system, so I wanted to share. It's just an aftermarket TPMS system that uses special tire valve caps that measure the pressure. There are also versions that are installed inside tire (like the factor units), but why bother. The only important detail to look for is the ma pressure range of the sensor. Some of the kits can't measure beyond 70 PSI, so be careful to that. These below are good up to 120 PSI. FYI, you can set alarms for low and high pressure ranges as you wish. http://www.carchet.com/carchet-tpms-tire-pressure-monitoring-system-with-4-external-sensors-cigarette-lighter-p3.html I got them on eBay for $58 shipped (made an offer): http://www.ebay.com/itm/like/401111557799?lpid=82&chn=ps&ul_noapp=true
  3. I honestly just washed it; it might be the fact that I took the pics in shade, which gave it much more depth in reflections : )
  4. Most of us do have the G80 locking diff at the rear, what about the front; is it open diff, or does it have a kind of limited slip? Also, the locker becomes an open diff past 25 MPH. So, I presume we suffer traction if we're driving through mud, etc. past 25 MPH?
  5. I presume it has to do with the much higher torque and more severe duty these trucks have to go through; it also seems to be the reason why we don't have the buttery smooth A8 transmissions on HD trucks. They probably could not come up with a robust design to withstand abuse of severe duty / high torque expected daily from HD trucks. Judging from the gear whine I hear when 4x4s are engaged, it must also be using much bigger gears.
  6. I found this to be a good discussion on gas vs. diesel. The discussion is mostly for the purpose of towing, and I suppose you might want to skip the half ton discussion part of it.
  7. Efficient and clean (emissions) are two different things. Running dirty reduces emissions; not the other way around. It's not feces we feed; it's fart : P Looks like there was a huge gap between efficient and clean, and the new systems seem to bring them together much closer. The latest engines are much cleaner, and yet they are very efficient, too. It looks pretty similar to the gas emissions that evolved over the decades, even though it will never be as simple as gas, since we're essentially burning oil. I for one, am grateful that I can have a monster engine at 445HP 910lb.ft, while keeping the emissions very low.
  8. I really don't know much about these trucks' ECUs. If this was, say, a smart phone, the operating system packages would be digitally signed, so if you changed the ROM files, even by one digit, it would show. Anyway, you might be right and they might not be able to detect except the flash count (which they can't say much about unless you do a hundred flashes). I am certainly going to be looking around for a solution.
  9. https://www.arb.ca.gov/diesel/verdev/verdev.htm Somewhere at this site, you can see that the combined 2011+ diesel emissions systems clear about 97-98% of the PM and NOx emissions, etc. This translates to 30-50 times less emissions, and this is not even taking extra fuel squirted by hot tunes into the account : ) Modifying the stock tune could void warranty, though. I wish there could be an easy way to avoid getting the engine to ever run it, while not touching the tune. I would by no means touch any other emissions systems, but more I read about EGR, more I feel that this system might even be removed altogether in future engines anyway.
  10. Thanks for the explanation. Considering DEF hopefully does most of the reduction anyway, disabling EGR (hopefully without having to touch the stock tune) could be a great compromise for us. The perfect mod would fool the truck (without any side-effects) that the EGR should not be opened, but I'm not sure how it could be done. Disabling EGR with a simulator in place of the solenoid plug might not be ideal, if the engine changes the fueling, etc. as well since it now expects the EGR gases in cylinders. I wonder if fooled altitude sensor or something similar could keep it shut without any other adverse effects, but it's hard to know without looking over all the tune tables and what kind of compensation tables the truck comes with. Perhaps someone who tunes these trucks could help on this.
  11. Do you guys know if there's a way to disable EGR not by tune, but by, say, unplugging the solenoid, and attaching a simulator to the harness? By the way, I'm not sure why EGR (disabling) would reduce regens. Wouldn't burning things again in high heat of the cylinder burn down the ash and reduce the particulates? I might be wrong on this; just wondering.
  12. A bit? The emissions go up by 40 times or so when you delete the emissions equipment. There is a reason why all these different types of equipment are required to be able to run these engines. Europe has traditionally had more relaxed emissions requirements for diesel, and they are now paying for it. The diesels running everywhere in Europe now create enough smog to block sunlight in metropolitan city centers, and the pollution agencies call it the biggest blunder of EU (besides handling of the 2008 crisis). Anyway, my point is, deleting these trucks is like operating 30-40 trucks every day; the impact is huge. I don't think it's worth it for 1 more MPG, or more bragging HP/TQ numbers.
  13. As far as I've seen from the review videos, '17+ models now have a metal cage and a plastic cover on the top of it. It's still sticking out, but at least it's now protected.
  14. Of course, you can do whatever you'd like with your engine. As you've also alluded to, though, it's not necessary for 6.0. I don't know much about that CTS engine, but 1 quart every 3000 miles is a bit excessive; it might be a sign of something wrong with your engine. Long time ago, there was a similar issue I've read about in Miata forums. It turned out, in that case, the evap line was either blocked or ruptured, causing this issue with the PCV line.

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