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Has anyone found a blanket that fits the lm2 turbo or modified one to fit? Amazon has some inexpensive blankets for other turbos I wouldn't be against modifying. https://a.co/d/8BgHzyR

"Opinion ‘Car Talk’ host: Independent auto shops deserve the right to repair your car September 28, 2022 at 7:00 a.m. EDT (Washington Post staff illustration; images by iStock) Ray Magliozzi is one half of NPR’s show “Car Talk,” a longtime independent repair-shop owner, a Dear Car Talk columnist and a car reviewer on CarTalk.com. When your car breaks, what do you do? Okay, after you utter a certain word? You have to decide where to take the car to get it fixed, right? You really have two choices. You can go to the dealership or an independent repair shop. However, some car manufacturers don’t want to share key information for diagnosing and fixing cars with independent shops — and that’s something that’s not only bad for repair shops but also bad for you. As a radio host who has advised thousands on their car problems and as an independent shop owner myself, I know all too well that car owners benefit when they have more choices. Congress is considering a national “right-to-repair” law, and lawmakers need to pass it to protect your rights as a consumer. Story continues below advertisement Back in the old days, when people were still switching over from traveling by mastodon, you repaired cars with your eyes, ears, nose and hands — and, if you were desperate, a Chilton repair manual. Now, you often repair a car by first plugging a computer into the on-board-diagnostics port and seeing what the computer tells you is broken. So, what’s the problem? Carmakers and their dealerships want to maintain control of modern diagnostic tools, which forces customers to come to them for repairs. Even though independents are willing to pay to license these tools, dealers see an advantage in exclusivity. Dealerships have always had certain advantages. They have better coffee in their waiting rooms. Heck, they have waiting rooms. They have clean restrooms that don’t double as auxiliary air-filter storage. They also work on your particular make of car all day, every day. So they might be familiar with an oddball problem because they’ve worked on 4,000 Camrys. Story continues below advertisement Independent shops are small businesses, run by individuals — some of whom are terrific people and mechanics and some of whom will blame your car troubles on demonic possession and give you essential oils to fix it. But independent shops have their own advantage: price. Their labor and parts costs are usually much lower — hey, who do you think is ultimately paying for the dealerships’ coffee and fancy couches? Some research has found that dealers, on average, charged as much as 20 percent more than independent shops for the same repairs. This article was featured in the Opinions A.M. newsletter. Sign up here for a digest of opinions in your inbox six days a week. There’s also the matter of distance. Not every town in the United States has a stop light, let alone a dealership for every car brand. There are 16,752 franchised car dealers in the United States, according to the National Automobile Dealers Association, but there are nearly 240,000 repair shops — meaning that for a lot of people, an independent shop is the only nearby option. Story continues below advertisement At Car Talk, there are times we’ll strongly recommend an independent shop for standard work like brakes, shocks, the engine and regular service. And there are times we’ll recommend going to the dealership, like when you have a particularly rare problem that might be unique to your make and model. But at the end of the day, you should take your car to the dealer to be fixed because you want to not because dealers have hoarded all the key information. Beyond the information needed to diagnose and fix your car, dealerships also want to maintain control of your car’s telematics. What are telematics? Well, now that everything is connected to the internet, your car can notify your dealer when your car needs an oil change or has a blown sensor. Using the software they’re denying to independent shops, the dealer can then diagnose the trouble code, call you and schedule a repair. Most modern cars already have this ability. Car manufacturers point to the importance of keeping your car’s data safe — including your location, say — as a reason to deny independent shops access to these tools and codes. They are right about the need for data security, but part of privacy is that you should be the one to decide who has access to your data. Story continues below advertisement At least 17 states have laws on the books stating that your vehicle’s data belongs to you. Many independent repair shops will need to invest in tools to keep customer data secure, but just because they’ll need to invest doesn’t mean they can’t compete with dealers. Lack of choice — and competition — is never good for the consumer. So consumer groups and independent shops are promoting what they call right-to-repair legislation, guaranteeing consumers more choice by requiring automakers to license their data with independent repair shops. The voters in my fair state of Massachusetts approved just such a law in 2020. In 2021, 27 states introduced or passed similar legislation. Beyond those state laws, there’s a national push to protect consumers and independent shops. H.R. 6570, a national right-to-repair bill, has been sitting with the House Energy and Commerce Committee for months. My Car Talk colleagues and I know not everyone will support right-to-repair laws. Dealerships won’t like the level playing field. Mechanics might not like how much work they’ll actually have to do. Still, this is an issue everyone else can get behind. If you own something, you should be able to choose where to repair it. "

John Goreham Contributing Writer, GM-Trucks.com 10-11-2018 Following our report yesterday on the new GM 2.7-Liter turbocharged gasoline engine, Mike Ofiara from Chevrolet Communications confirmed to GM-Trucks.com that GM will recommend Regular Unleaded fuel for the engine. This will have a major impact on the fuel economy of the vehicle. Many automakers launch new boosted engines with high compression as replacements for larger normally aspirated engines, only to then require premium fuel. Premium fuel has an average cost 16% higher than regular unleaded fuel according to today's average prices. While this may not seem like a big deal at first, do the math on a typical truck with a base engine and you will find the 10-year fuel cost can be around $23,000. 16% of that is around $3,700. With the new gasoline engine rated for the least expensive fuel in America, the cost comparison to operating a comparable diesel may tip in favor of the new gasoline engine from GM. The EPA has yet to publish the final official fuel economy numbers for the Silverado 1500 with the new 2.7-Liter engine. Once they are available, we will post them.

Okay, after 11 months of agonizing mishaps, set backs and over all triumph, I figured it was time to immortalize my truck in a new post. Please welcome my 2014 GMC Sierra 1500 7.0 (427) Turbo Build! Block: Texas Speed and Performance Darton sleeved boost ready block; 7.0L (427). TSP Forged wet sump crankshaft 4.0" stroke 6.125 Boost specific billet I-Beam Rods CP 4.125 -12cc Dish Pistons w/upgraded wrist pins. Clevite main bearings Clevite rod bearings ARP Main stud kit Cylinder Heads/ Intake Precision Race Components ported Cylinder Heads w/ valve job PAC spring/ Valve Kit. Comp Cams rocker arms/trunion Texas Speed & Performance SV Camshaft +30% fuel lobe TSP AFM delete kit Lingenfelter ported 95mm throttle body Ported L86 intake manifold. All ARP bolts or studs. Fuel: GM ZR1 high volume fuel injectors GM ZR1 fuel pump (high side) Armageddon 465 LPH in tank fuel pump (low side) Snow Performance Stage 3 Meth Kit with controller and braided lines. Turbo: Borg Warner S480 T6 Turbo 1.32 AR billet 110/96mm. Turbo smart 50mm BOV Turbo Smart 60mm waste gate Pro Boost controller fully titanium wrapped exhaust Cooling/Oil separators Mishimoto fully aluminum Radiator Mishimoto R-Line Intercooler 31x 12x 4” Mishimoto HD Trans Cooler 2X Mishimoto Black Aluminum catch cans. Mishimoto 180 degree thermostat. Transmission/driveline: Circle D pro 3 torque converter 2700 stall. Custom 5" 6061 aluminum driveshaft rated for 1,200hp 7,300trq MORE to come. I need to get the final tune with the new block. Still runs very well on the old 6.2 tune however, going up to 7.0 adds a layer of goofy on vacuum or under boost.. Next steps Get the PATC Stage 4 transmission kit stuffed into my 6L80E and retune to 900+ whp! Hoping to have that underway around March! Let me know what you all think. Ask any question. I'm open to where I purchased parts, cost of build etc. especially my opinion getting into a build like this.

Found out I need to replace my fuel system control module In my 2009 GMC Sierra 1500 , I bought the truck which has a after market turbo charger in it but if there is a tune on the truck and the FSCM needs to be programmed to the vin number will it still work properly if I install a new one like that ? Or will I need to get the new fuel module programmed differently ? I also am under the idea that it may be the reason the last one went anyway

i have a 17 l5p and took off the intercooler pipe for the turbo on the driver side to replace some parts and i everything back together as soon as i got on the highway the bottom connection fell of the intercooler and ran for a couple minutes after realizing it had disconnect, after that the truck didn’t accelerate and turned off, i secured the pipe and turned the truck on but only runs for a couple seconds and powers down, the turbo starts making unusual noises and it blows off air thru out the air filter suggestions what the problem is?

Greetings. New guy here, so please freely call me out an any forum missteps. I started out with a base model 2018 GMC Sierra 4wd, regular cab, standard bed. It has a snow plow package and 3.42 gears. Onyx Black. No frills. I'll try and remember the order in which I did everything. All work do date has been done in my driveway, which I'm reasonably proud of because I work a job where I mostly send emails and sit in meetings. -- Debadging happened the first day of ownership... just my thing, costs nothing. -- Blacked out my front badge with with plasti dip -- Removed the air dam -- Cover King carpeted dash mat added, in the color of 'wine'. -- Cover King saddle blanket seat covers added in wine/whiteish.... returned after about a month because they were coming apart at the seams in a quite literal sense. Back to my grey cloth seats. -- Added a Rough Country 2 inch level (those cheap spacer things that are shaped like 'C' -- Brow tint on the windshield and multiple layers of Collinite way done by Motoring Images in Lee NH (ok, this wasn't in my driveway) -- Airaid modular intake and filter added. Sounds great, I'm a fan. -- Borla ATAK cat back system with polished tips. Sounds wonderful. -- Diablo Intune3 handheld tuner, custom (non dyno, remote) tuned further for 91+ and some extra oomph by Lew. -- Mudflaps installed and ultimately removed because they were the no drill kind and drilling would have helped from losing one in a carwash or who knows where, so those are gone.

I have a lot of questions for anyone that has done the on3preformance kit. What modifications did you have to do/ move things out of the way? How much power did you make in stock fueling? How long did it take u to install? And any tips before buying/ installing?

I want to turbo my soon be mine 05 2500hd, and I mostly need this for better towing but the extra power would be nice as well. I'm going to get new fuel pump, oil return, new intercooler and pipes, etc and I'm looking to like maybe 500hp out of the 6.0. Any advice for extra parts for reliability? I dont want to go crazy, this will be my daily driver.

After being down nearly 6 months the Denali is almost finished. The shop based out of Hudson, NH “Granite State Dyno and Tune” has been incredible. Super professional with absolutely top notch craftsmanship. Here is the build. 2014 Sierra Denali 6.2L Block: GM 6.2L. Forged crankshaft Forged rods Diamond 10:7:1 Pistons. Precision Race Components ported Cylinder Heads w/ valve job PAC spring/ Valve Kit. Comp Cams rocker arms/trunion Texas Speed & Performance Stage 1 Camshaft +30% fuel lobe TSP AFM delete kit Lingenfelter ported 95mm throttle body Ported L86 intake manifold. All ARP bolts or studs. Fuel: GM ZR1 high volume fuel injectors GM ZR1 fuel pump Armageddon 465 LPH in tank fuel pump Snow Performance Stage 3 Meth Kit with controller and braided lines. Turbo: Borg Warner S480 T6 Turbo 1.32 AR billet 110/96mm. Turbo smart 50mm BOV Turbo Smart 60mm waste gate Pro Boost controller fully wrapped exhaust Cooling/Oil separators Mishimoto fully aluminum Radiator Mishimoto R-Line Intercooler 31x 12x 4” Mishimoto HD Trans Cooler 2X Mishimoto Black Aluminum catch cans. Mishimoto 180 degree thermostat. Transmission: Circle D pro 3 torque converter 2700 stall. I think that sums it up... I will post tuning videos and some driving as they come around.

It feels like a dumb question but me and my friend want to turbo my 2002 gmc envoy slt, it's a 4.2l in-line 6 with all stock internals I'm not sure how strong the factory internals are on that engine and we want to know what we should replace if we even have to. I was thinking lower compression pistons, rods and bearings. Anything I'm missing?

I just bought my 2.7 and couldn’t be happier with it. Anybody else enjoying their 4-banger?

I have a 07 (Classic) 2500hd lq4 and I have been looking at some turbo set ups and kits for a while now. I have some questions though. I like this kit alot https://www.speed-engineering.com/ls-turbo-parts/twin-turbo-kits/silverado-sierra/silverado-sierra-twin-turbo-kit-1999-06-4-8l-5-3l-6-0l.html - They stated a 224 cam gave them 495rwhp. Can I throw in a ls3, ls6, or ls9 cam in to expect similar gains or would it be major loss? - After cam where are we with fuel? What kind of fuel rails should I run and from where? - I understand the truck intake is good, but what is a better option? -What heads should I run? I keep seeing 243 heads are a good idea considering my dished pistons. - I know a torque converter will meed to come in at some point. What do yall suggest? - Anything else I should buy or pay attention to? My truck is my DD and I can run e85 when the time comes. I am looking for some low end torque rather than hp. Thanks

John Goreham Contributing Writer, GM-Trucks.com 10-9-2018 General Motors released the preliminary specifications for the Silverado 1500 with the 2.7-liter gasoline turbocharged engine. The torque and horsepower were already known to us. 310 horsepower and 348 lb-ft of torque. That torque is delivered from 1,500 RPM all the way to 4,000 RPM. What GM added today was the fuel efficiency and 0-60 MPH time numbers and they are impressive. Chevrolet says that the new 2WD Silverado will accelerate from 0-60 MPH in 6.8 seconds. By contrast, Motor Trend recorded a 9.7-second 0-60 MPH time for the Colorado ZR2 Duramax diesel. Truck Trend's testing revealed a 9.55-second run. The much larger Silverado is much quicker than the Colorado Duramax. But who cares? Diesel isn't about quick sprints. Diesel is about fuel economy. Here the numbers are a little less easy to match up directly. One number that does match up perfectly is the City cycle fuel efficiency. GM says the new Silverado will earn a 20 MPG city rating. That matches the Colorado Diesel's rating (of 20 MPG). The Silverado 2.7L will be rated at 23 MPG Highway. The Colorado Duramax is rated at 30 MPG Highway. The question we don't know the answer to yet is which fuel, regular, or premium will be required. It matters because if the engine can use regular unleaded fuel, it will have a Combined fuel economy rating higher than the Colorado with the 2.8L diesel due to the higher fuel cost for diesel. AAA pegs the average cost for diesel fuel right now, ahead of the winter season when prices rise for diesel, at 11.4% higher than regular unleaded fuel. Premium unleaded is currently the highest-priced liquid-fuel at about 16% higher than regular unleaded. So if GM required premium fuel, the new 2.7-liter turbo's fuel economy will not be that impressive. GM is rating the Silverado 1500 with the 2.7-liter engine at 7,200 pounds. The Silverado 2.7L will reach peak torque more quickly than the Colorado Duramax diesel. However, for a short duration in the RPM band, the Duramax has a 21 lb-ft advantage in torque. We've reached out to GM and asked what fuel will be required. Of course, we are comparing a full-size truck here to a midsized truck. Imagine the comparison of a Colorado equipped with the 2.7-liter gasoline engine tuned for regular fuel vs. a 2.8-liter Duramax. GM could potentially have a midsized gasoline truck with lower fuel costs, quicker speeds, and equivalent towing capability to its diesel. The Torque and HP curves for both engines are shown below.