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Found 21 results

  1. I was hoping y’all could help me on my decision. I have a 2019 custom trail boss 5.3 with AFM 6 speed. I called the local dealership here and asked how my warranty would be effected if I disable the AFM. They told me “as long as that tune didn’t cause the damage of whatever i bring the truck in for all is well.” So they recommended me to a local tuner here in town which was surprising. I called him and he said to disable my AFM it would cost around 500. I do know about the range device but I don’t want to to deal with the battery issues it can cause if you mistakenly leave it plugged in. My other option is the hand held tuners such as a diablo. I have zero experience with them but I am going to put in a cold air intake and flow master 44 exhaust in the future. Would my best bet be the Diablo tuner to disable the AFM and use it to adjust my truck to my other mods or go with the professional tuner?
  2. Evening y'all, I know the subject of AFM either deletion or disabling has been beat with a stick but as I was doing some digging I came across a couple of articles that had me wondering. So I recently just ordered a Range for my '16 5.3 and am/ was eager to install it but.... I read that when disabling AFM in the long run it can hurt the motor i.e. lifters. My question is, has anyone been running a AFM disable tune/ flash for a few years and had any issues? Thanks guys
  3. Does a Range AFM disabler work on a 2017 model? Their website indicates it goes up to 2016. I can't see what should be different... but I think they are overpriced to begin with, so I don't want to shell out the dollars for it if it's a paperweight. My truck is a 2017 1500 with a 5.3L & 6 speed. I only want it so that custom exhaust won't sound stupid. Had an i2 programmer for my 16 and it won't work on my 17... so I quit with the programmer, I'll stick with plug and play if it is truly that.
  4. So I have recently purchased a Range AFM disabler for my 2017 Silverado 1500 E-assist because of the constant stopping and starting at stop lights, exhaust drone from V4, weird shifting from V4 to V8 and my transmission liking to jerk/shifting hard every so often. After installing the Range device, it has solved my transmission issues, disabled stopping and starting at stop lights, and has been keeping it in V8 mode 24/7! The only thing I have noticed is that when I am decelerating from a speed of around 50 MPH or more, the engine will have a fast repetitive backfiring popping sound until i either get back on the gas pedal or have reached a speed of 35 MPH. It seems to happen when i am decelerating slowly and not fast, starts to backfire when it starts to downshift at around 900-1100 RPMs I have a flowmaster Super40 cat-back dual 2.5 inch exhaust with the third "cat" still on. It used to not backfire when the AFM was active BUT when decelerating, it would switch back into V4 mode. is there a way to fix this? Is there too much freeflowing exhaust? Can this backfiring through the exhaust cause any damage if left unfixed? Thanks, -Hunter
  5. Range AFM Disabler - Version 8.6 (Plugged it into my new truck and got 8 and 6 flashes) Fits 2014 - 2019 Legacy https://rangetechnology.com/afm-disabler/ $50.00 Buyer pays for shipping from 48611
  6. Installed a 3" Motofab level on my truck last weekend. Rear is stock. Added 20x12s with 33x12.5 tires. Minor plastic and metal trimming, no rub at all. Smoked my tails and 3rd brake light. Will smoke my front turn signals and corner markers this weekend. Will also vinyl wrap the chrome mustache on the bumper, unless someone wants to trade for all black. Going to do a muffler delete (leaving resonators) and clamp the flapper valve open, will also add a Range AFM delete. Has 30% tint now, will eventually do 15% this summer. Will post more pics as I make progress.
  7. ****PRICE DROP**** Just sold the Silverado and have a in great condition AFE Stage 2 intake and Range Technology unit for sale. Both items will be shipped in the original boxes and work great. Both items were from my 14' 5.3L Both items are located near Raleigh, NC. The intake was over $400.00 new. Asking for 310.00 Shipped. Only issue I had to slightly cut the end of the air hoses to make them fit. Absolutely sounds great under load. Asking 115.00 shipped for the range unit. Idea of what it does, I used it when towing to block out the cylinder deactivation. http://www.rangetechnology.com/pages/v8 If someone wants them both I'll ship them together for 340.00....which I think is a pretty solid deal. Payments are preferred and if sent through PayPal as a gift payment, I'll drop $10.00 from above prices.
  8. Have a range module for sale. Bought it for my 2016 5.3. Ran it for a couple of weeks and decided I just didn't want it. Basically brand new, selling it for $125.00. Let me know if you're interested.
  9. Hello Ordered a RANGE AFM Disabler today after reading through this forum and others. I don't drive many miles per year - my '14 has a little over 23,000 miles on her - purchased August '14. Truck goes in and out of V4 a lot. Just can't see it helping much with the hills around here and my short trips.
  10. Hey Guys, I have had my 2015 Sierra for a year and a half now and I cannot stand how the truck shifts through the gears. I have been researching the forums for different fixes or something to help make the truck drive smoother. Long story short, I find that the Range AFM v4 disabler is the best solution available that avoids voiding my warranty. I do not use my truck as my primary vehicle and only put about 7,000 miles on it a year, so I do not want to void my warranty far before it expires considering all the quirks, Direct injection, and other things the warranty could save me $thousands if something breaks. I find that the truck drives around town much smoother without it going in and out of v4/v8 modes and the trans does a much better job managing city driving. So what is the major downfall of the Range AFM Disabler? It drains the battery, especially for someone like me who only drives on weekends. Between Christmas and New Years I had the time to figure something out. In our truck one of the pins in our OBD2 connector provide a constant 12v, which the RangeAFM uses for power. I came up with a relay design that only provides power to this obd2 pin only when the ignition is on, theoretically preventing the RangeAFM from draining my battery when the truck sits. ***Please beware this is a mod I decided to do to my truck and so far I have not had an issues. Modifying your own truck is your responsibility, not mine.*** Some Key points about the mod: 1. Provides the same power source as always, but only allows the OBD2 pin to access the power source when ignition is on. 2. I have an optional switch that will provide the original constant power to that pin in the OBD2 plug. The reason I did this is because I have dealer oil changes and I want everything to operate as the truck is designed to when they connect to my OBD2 port. The switch bypasses the relay control, therefore allowing factory operation. Before my dealer visits, I removed the RangeAFM, and flip the switch. You can place your switch anywhere, mine is hidden. 3. When cutting the wire from pin 16, I soldered and heat shrink my connections, and wrap it back up with the same fabric tape GM uses. The reliability of this mod depends on your ability and skills. 4. Not that this is a big deal, but when I get my GMC email/report every month it does not show there are issues since the RangeAFM is off while the truck is sitting. Thanks again to everyone on the forms for your input that led me to this decision. When my warranty is up I cannot wait to program/tune the truck, but for now I am happy with these results.
  11. Hi - can anyone tell me what the half filled fuel pump and half filled "left" circle means on the Fuel Range Screen? photo attached
  12. I have a Range AFM Disabler that I removed from my 2011 Silverado with 5.3L engine. Works perfectly. Even have original box that it came in. I'm asking $100 OBO and I'll cover shipping. You can text me at 606-438-6610 or email me at [email protected] if you need more info. I prefer payment via paypal but I'm flexible. I can post or send pics if you'd like. It looks brand new.
  13. John Goreham Contributing Writer, GM-Trucks.com 9-13-2016 Chevy and the Bolt EV put a smack-down on the folks at Tesla today and it isn't the first time. First, it was GM releasing a production version of the Bolt to the press, something Tesla has not yet done with its fourth model, which it calls the Model 3. Next, Chevy came off the top rope with news that its Bolt would be on sale by Fall 2016, possibly years ahead of the Model 3. However, the news today that the EPA has already given its estimate of the Bolt's range at 238 miles was the big finish. Tesla has not provided firm specifications for its Model 3 yet, but has hinted that 215 miles is the target range. Tesla came up with idea that an EV with 200 miles of range would be immune from the range-anxiety that lesser EVs instill in shoppers. Both Chevy and Tesla are planning to sell these new 200-plus-mile models in the "affordable" range. Chevy reiterated today that its base Bolt will come in under $30K when the federal $7,500 taxpayer give-away is added to the mix. Throw in a state taxpayer incentive of $2K and the Bolt is suddenly priced very close to some gasoline-powered cars its size.
  14. Picked up my 2015 silverado z71 5.3 crew cab not long ago and im sick of the AFM already. The truck is so sluggish coming out of v4 and does some strange shuddering every once in a while under light acceleration. Has anyone with a 2014 or 2015 used the range device? Or should i get some sort of tuner? A tune is out of the question in my area. I only have 3000 miles and dont want to void my warranty if possible. I wont this truck to be a little more responsive. If anyone of you have tunersm which one did you buy?
  15. The Volt has its ups and downs in terms of sales. Mostly downs of late, but the new 2016 model is significantly improved in so many ways it is hard to ignore. For example, the Volt now has an EPA-rated range of 53 miles. That is a whopping 40% increase in range over the first-generation Volt. EV enthusiasts (EVangelists) like to state at any given opportunity, that most drivers don't drive more than 40 miles per day. Typically that argument comes up when EV fans are trying to explain why we should not have range anxiety. That has never been an issue for the Volt, since it can run on gas and gas is everywhere and takes less than five minutes to fill up a Volt. In July Chevy sold 1,313 volts, topping the Nissan Leaf's 1,174 units sold. The Volt therefore was either the top-selling EV, or the top-selling affordable EV. Tesla doesn't say what it sold month to month, so we are never sure until it is forced to report by SEC rules. Either way, the Volt had a hell of a month (for an EV). The Chevy Volt has increased its sales in each of the month of 2015 and its run rate is now almost triple what it was in January. The Leaf's sales have declined significantly since last year when it had four 3,000+ unit months.
  16. John Goreham Contributing Writer, GM-Trucks.com 8/4/2015 Love it or not, the Chevy Volt was a unique approach to meeting the demands by CARB and a tiny number of auto buyers that want cars that use less gas, or no gas. Many Volt owners consider their car an "Electric car." We don't disagree. GM tracks the miles of EV operation by Volt owners and says that it is at 80%. Most Volt owners use their car as an EV. The Volt has its ups and downs in terms of sales. Mostly downs of late, but the new 2016 model is significantly improved in so many ways it is hard to ignore. For example, the Volt now has an EPA-rated range of 53 miles. That is a whopping 40% increase in range over the first-generation Volt. EV enthusiasts (EVangelists) like to state at any given opportunity, that most drivers don't drive more than 40 miles per day. Typically that argument comes up when EV fans are trying to explain why we should not have range anxiety. That has never been an issue for the Volt, since it can run on gas and gas is everywhere and takes less than five minutes to fill up a Volt. In July Chevy sold 1,313 volts, topping the Nissan Leaf's 1,174 units sold. The Volt therefore was either the top-selling EV, or the top-selling affordable EV. Tesla doesn't say what it sold month to month, so we are never sure until it is forced to report by SEC rules. Either way, the Volt had a hell of a month (for an EV). The Chevy Volt has increased its sales in each of the months of 2015 and its run rate is now almost triple what it was in January. The Leaf's sales have declined significantly since last year when it had four 3,000+ unit months.
  17. SuperSize

    Range682

    From the album: MPG pic

  18. Zane & Josh Merva Copyright, GM-Trucks.com GM’s Active Fuel Management technology is somewhat controversial. Some people love it and some people hate it. There’s been long discussions regarding how to turn the system off but almost no mention of reprogramming AFM to run more often for increased fuel savings. However today, we unbox and give our first impressions of a product designed to do just that… the Range. What does it do? Range works with the active-fuel-management system (or AFM for short) in your GM truck or SUV. The device will work on nearly all GM vehicles with AFM technology. That includes engines in the Chevy Silverado, GMC Sierra, the Cadillac Escalade, as well as the Yukon, Suburban, Avalance, and Tahoe. The Range attaches to your OBD-II diagnostic port. Through the port, it temporarily modifies the software that runs the active-fuel-management system in your engine. Without any permanent modification or software flashing, the device allows your AFM engine to run in V4 mode more often. When plugged in, the system forces four-cylinder operation through a wider range of load. When unplugged, the engine reverts to stock and nothing is left changed. Range Technology describes it best: The theory is by forcing your engine to run in V4 mode more often, you can get better fuel economy in your truck. Range says an average owner can save 65 gallons a year, more than paying for the device’s $199 cost. The product comes from the former CEO of Superchips, so the engineering and development behind Range appear to be of top quality. The Range is clearly not an enthusiast’s garage hack. Instead, it’s a quality product that has undergone comprehensive testing. Because the Range does not override any engine safety parameters, Range Technology claims the device cannot harm your vehicle at all. Unboxing Good packaging is always important for any new product. When a consumer is paying nearly $200, the look and feel of a product’s box is critical. Range Technology seemed to recognize this and made unboxing the Range a satisfying experience. The Range comes in a high quality soft-touch cardboard box with minimal exterior logos and stickers. Just a silver range logo and product serial number adorn the outside. Cutting two clear stickers allow the top half of the box to separate from the bottom. Inside, you’ll find the Range front and center. A simple instruction card is slid behind the device. The product is displayed nicely and is easy to access. In short, the Range is packaged in a modern manner you’d expect from a $199 device. Installation Installing the Range is super easy and takes only a couple seconds. Just take the range out to your vehicle and open the drivers door. Look under the steering wheel and find your diagnostic port. Plug the Range into the diagnostic port while the vehicle is off. You should see a blue LED light up on the device and you’re good to go! Uninstalling the Range is just as easy. With the vehicle off, just unplug the device. Your vehicle’s active-fuel-management system will revert back to stock operation. First impressions As with any product that only takes a few seconds to install, it’s initially hard to believe that the Range could make any negligible difference. With the claims being made, we were initially skeptical. A few miles behind the wheel and down the road, our skepticism dissolved. Once the 5.3L V8 in Project Sierra warmed up, the Range kicked in. Our Sierra’s engine kicked down to V4 mode, just as always, but there was a noticeable difference in the time the system would stay engaged. No longer does a slight tip of the throttle “deactivate” AFM. The Range device held V4 mode longer, through more throttle, and even allowed us to travel up hills and accelerate. It’s a huge difference from stock, when any little incline or acceleration used to kick the engine into all eight cylinders with ease. Staying in 4 cylinder mode substantially longer does come with a few drawbacks. With only half the engine running noise, vibration, and exhaust drone are increased. It’s not harsh but very noticeable. These are the standard complaints we’ve heard of active-fuel-management in the past and part of the reason why some people detest it. We’ll consider these compromises as we continue to test the Range. Does it actually work? It’s immediately obvious that the Range does substantially increase the time Project Sierra runs in four-cylinder mode. Will that work out to increased fuel economy? Current Range customers say yes but we’re going to find out for ourselves firsthand. During the coming weeks we’re going to run the Range on Project Sierra. After a couple tanks of gas and a few calculations, we’ll see what effect it has. Because we’ve kept records of every single fill up in our truck any change in fuel economy, good or bad, will be easy to see. We’re report back when we have our final results. While we’re out testing, check out the product on the Range Technology’s website for yourself. We’ve also got a discussion going on this article in the GM-Trucks.com forum. We’ll be updating forum members with fuel economy numbers on a tank by tank basis, so cruise on over to our Project Sierra section and get the inside scoop on how things are progressing.
  19. I purchased a 2014 sierra, so I am selling a range afm disabler for the 07-13. $120 + shipping Unit was used for approx 7 months Thanks
  20. I have for sale my Range V8 module that keeps the AFM in V8 mode. It is about a year old and i was using it on my 2012 Silverado 5.3L. This item has been sold!!!!!!
  21. Zane & Josh Merva Copyright, GM-Trucks.com A few months ago we gave you our first impressions of the Range, a device designed to enable the active-fuel-management system on your GM 5.3L engine to run more often. Since then we’ve been using the device and recently ran a fuel economy comparison to see how well it works. Since January we’ve been driving our 2011 5.3L Sierra using the Range AFM extender module plugged into our OBDII port. It has made a significant difference in the way our truck drives in nearly all circumstances. We’ve driven over a thousand miles with the device and here’s what we can tell you about our experience with it. First off, the Range does exactly what it states it will do. With the device, our Sierra always tries its hardest to use the active fuel management system (AFM) and engages V4 mode more aggressively than stock. How the device works through the diagnostic port is a little bit of a company secret but the change is entirely reversible, untraceable, and does not damage your engine. When plugged in, the device slightly modifies the signal to your vehicle’s computer, but leaves no lasting changes when unplugged. We’ve long noticed our AFM equipped 5.3L V8 is a fickle beast to keep on four-cylinders, even when we try really hard. The Range “changes” the way AFM works, making it easy to take advantage of the feature. In our experience once AFM is engaged using the Range, the truck fights to stay on four-cylinders through a much wider spectrum of throttle than you’d experience normally. On flat or slightly uphill grades, we could easily keep speed and even accelerate while on four-cylinders using the Range. That’s something we could never do with stock AFM programming. So, while stock AFM always seemed hesitant to stay in four-cylinders, the Range makes our 5.3L act different . With the Range V4 Max, our truck tries to run with four cylinders whenever possible. What makes the Range work, keeping AFM active more often, does come with some minor drawbacks. Most noticeably, the transition between V4 and V8 mode can be harsh and abrupt at times. Where GM engineering designed stock AFM tuning to work smoothly, Range engineers focus on keeping AFM engaged longer for better fuel economy at the expense of refinement. Not surprisingly, in four-cylinder mode our Sierra also felt underpowered. After all, it is running on 1/2 the engine size and longer than GM had intended. On flat roads and highways, that turned out to not be a problem. However, driving with the Range required slightly more mental effort to keep our Sierra moving at speed whenever we drove uphill or through hilly terrain. Whenever we did need extra power,the Range always engaged V8 mode quickly without delay. We also tried towing a small trailer while using the Range but would not recommend it for longer periods of time when engine performance is critical. Heavy loading seems to cause the system to switch between V4 and V8 too often. Thankfully, unplugging the Range while you’re towing is easy. Another oddity was that since it’s always plugged into the vehicle’s diagnostic port, we had false errors show up in our monthly OnStar Vehicle Health Report while using the Range. Most noticeably, OnStar could not read for trouble codes and RemoteLink could not access tire-pressure data. While annoying, there was no damage done and these errors fix themselves when the device is removed. We’re told this is expected behavior, as devices connected to a vehicle’s diagnostic port have the ability to override other vehicle computers. For all the change in the way our Sierra drove, without a daily commute (we work from home), our short and irregular trips around town made it hard to see any direct fuel economy improvement during the winter. While we could always feel the Range working, we quickly realized that through short trips and 4×4 use, our fuel economy actually dropped. Combined with cold temperatures and winter grade gas, the deck was stacked against us getting any real world improvement. We knew that the Range should be producing fuel economy gains but our driving schedule, style, and inclement weather made it impossible to see in hard data. So, as the weather has gotten warmer, we wanted to do a little test. While not scientific, our first idea was to perform a back to back driving loop. We wanted to get an idea of how the Range stacked up to stock, outside of the random short trips and winter driving we had encountered over the last few months. We drove Project Sierra over a predetermined rural and highway road loop to gauge how well the Range worked versus stock AFM programming. Driving the same roads back to back, allowed us to compare fuel economy using the same driver, road conditions, and weather. Both runs started and ended at a gas station so each loop would be tested using the same fuel weight. Our Sierra was also fully warmed up before starting. For consistency, we completed each loop in nearly identical time and average speed, measured via GPS. Through concentration and a little bit of luck, only 50-seconds and 0.6mph differed between the two back to back runs. All effort was made to drive our Sierra in the same manner for each loop. After only 60 miles, the results came out clearer than we expected for an unscientific test. Stock, we completed a 30.8 mile loop in 44:21 minutes at an average speed of 41.64mph. During this loop our Sierra recorded an average fuel economy of 20.9-mpg, as displayed via the driver-information-center. With the Range, our 30.8 mile loop was completed in a comparable 45:10 minutes at an average speed of 40.9mph. With the same driver, same road, and same weather, we saw a DIC reported average of 21.4mpg. That comes to a healthy ½-mpg improvement. Also impressive, considering we’ve never gotten fuel economy that high out of Project Sierra in the past during any time of the year. Until now, our lifetime fuel economy average for our 2011 Sierra has been around 16mpg, as reported by OnStar. During the winter with our short trips and four-wheel-drive use, we often saw that figure dip to 14mpg or worse. While we always caution folks to not rely on driver-information-center fuel economy, a number north of 21mpg is impressive for comparisons sake. So is 30 miles enough to say the Range definitively works? Scientifically, no. However we wanted to see, under a controlled route, if the Range made any improvement at all. Not surprisingly it did. Since our quick loop we’ve burned several tanks of gas with the Range V4 Max and our experience remained consistent. Depending on what type of rear end gears, transmission, and what route you drive, the average driver should see a fuel economy improvement while the device is in use. Since everyone’s driving style is different, it’s hard for us to tell you exactly how much the Range will effect your own fuel economy. Our 6-speed automatic equipped Sierra ran great with the Range V4 Max Module but if you have an older 4-speed automatic, try out the company’s Range V4 Plus module. The V4 Plus is described as better tuned on the highway for vehicles with less transmission gears. Don’t take our word for it, read this thread for other member experiences with the line up of Range Modules. Do you have a Range? Comment and let us know. We want to hear what other Range owners are experiencing. Do you loathe AFM? If you’re looking for the exact opposite effect, disabling AFM entirely, we’ll be testing Range’s V8 only option in the near future. GM-Trucks.com Range V4 Max Hands-On Conclusion The Range does exactly what it claims to but it’s not a magic bullet. Used as a tool, the device allows you to take advantage of your trucks ability to run on fewer cylinders. In our personal experience that can lead to better fuel economy depending on how and where you drive your truck.
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