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Found 18 results

  1. 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.
  2. I just bought my 2.7 and couldn’t be happier with it. Anybody else enjoying their 4-banger?
  3. 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.
  4. 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
  5. 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.
  6. 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.
  7. If this is posted in the wrong spot, please let me know as I am new. I am looking for some advice from some other guys who have gone down the same path I am about to go down. I have a 2015 Silverado 5.3 and next week I am ordering an on3 76mm ball-bearing turbo kit for it, Snow Performance Stage 2 water meth kit, 4'' exhaust and a converter (not sure the stall, HELP!) My goal is 620-650 rwhp. I have a friend who put down 614 on meth with a 70mm kit and a 3200 stall precision converter. My questions are this because I am not as familiar with this L83. What will factory fuel support? will I need a pump/injectors to get in the low-mid 600s? What would be a good converter to use on the street but also still be able to pull an open trailer with my sidexside (RZR XP Turbo) on it? Who has experience with On3 turbo kits? Vengeance Racing, a very reputable and trustworthy shop here in Georgia will be dyno tuning the truck for me once I am done. Thanks guys!
  8. Zane Merva Executive Editor, GM-Trucks.com 5/18/2018 Unless you're getting a WT, Chevrolet is switching up the base engine for the all new 2019 Silverado. A new 2.7-Liter Turbocharged Four Cylinder was announced today as the replacement for the 4.3L V6 on all but work truck trim levels. Standard on LT and RST trim levels, the new 2.7L will produce 310-horsepower and 348 lb-ft of torque. Not too shabby for a four-banger and on par with the rating for the old 5.3L V8 from only 5 years ago. Chevrolet says the new turbo-four is specifically developed for a truck application and delivers peak torque in a usable 1500-4000 rpm range. The 2.7L will be GM's first use of active fuel management on a four cylinder engine. Note, that's not the same dynamic fuel management tech that will be found on the two V8s. It will also feature stop/start, an electric water pump, active thermal management, and an integrated exhaust manifold. To produce truck-usable torque, GM gave the new 2.7L a long 4.01 inch stroke and an offset crankshaft. Here's the full press release with all the fancy marketing jargon. --------------------------------------------- ALL-NEW 2.7L TURBO ENHANCES VERSATILITY OF THE 2019 SILVERADO Technological powerhouse delivers performance and efficiency DETROIT — The all-new 2019 Chevrolet Silverado 1500 will be offered with an all-new, technologically advanced 2.7L Turbo that expands the range of available engines and builds upon additional choices to help customers find the Silverado that perfectly suits their needs. Standard on LT and RST trims, the new engine delivers an SAE-certified 310 horsepower and 348 lb-ft of torque, for 22 percent more torque than the 4.3L V-6 it replaces. Developed specifically for truck applications, the new 2.7L Turbo inline four-cylinder engine delivers peak torque from 1,500 to 4,000 rpm. The next-gen Silverado with the 2.7L Turbo delivers 0-60 mph performance in less than seven seconds and weighs 380 pounds less than the current Silverado with the 4.3L V-6. Compared with competitive full-size trucks, the Silverado 2.7L Turbo is expected to deliver comparable payload capability with greater torque than the 3.3L V-6 in the Ford F-150 XLT and the 3.6L V-6 in the Ram 1500 Big Horn. “The new 2.7L Turbo is a technological marvel, with our most advanced valvetrain,” said Tom Sutter, chief engineer for the 2.7L Turbo. “With a broad, flat torque curve and quick throttle response, it punches above its weight, delivering surprising performance and efficiency.” The cornerstone of the 2.7L Turbo is an innovative double overhead cam valvetrain that enables: Chevrolet’s first use of Active Fuel Management (cylinder deactivation) on a four-cylinder engine. High- and low-lift valve profiles. Continuously variable valve timing. Additional engine technologies supporting the engine’s performance and efficiency include: Dual-volute turbocharger housing for improved throttle response and low-speed torque. Chevrolet’s first application of Active Thermal Management, which uses targeted engine heating and cooling to improve engine performance in hot and cold ambient temperatures. An integrated exhaust manifold that is part of the cylinder head assembly and recovers exhaust heat for faster engine and transmission warmup, with quicker turbo response. Stop/start technology that automatically stops the engine in stop-and-go traffic for fuel efficiency. An electric water pump that eliminates the drag of a conventional, engine-driven pump to enhance efficiency. It also enables continual cabin heating even when the engine is disabled by the stop/start feature. Designed as a truck engine The new 2.7L Turbo engine represents a clean-sheet design for Chevrolet and was developed from the outset as a truck engine. To help generate the strong low-end torque customers expect in a truck, it was designed with a long piston stroke of 4.01 inches (102mm), which is the distance the piston travels up and down within the cylinder. The long stroke enables improved combustion and thus a higher compression ratio. Typically, a long stroke can increase the load of the pistons against the cylinder walls, generating more friction. That’s alleviated in the 2.7L Turbo with an offset crankshaft. It is slightly off-center of the cylinders, allowing a more upright position for the connecting rods during their movement. To support the high cylinder pressures that come with turbocharging, the crankshaft and connecting rods are made of forged steel and the pistons are made of a tough aluminum alloy with a cast iron ring groove insert. All elements of the 2.7L Turbo were designed for the demands of turbocharged performance in a truck environment, and the engine was subjected to the same rigorous durability standards as the Silverado’s proven V-8 engines. The 2.7L Turbo features an aluminum block and cylinder head for reduced mass. Unique valvetrain offers more precise control The 2.7L Turbo’s valvetrain is GM’s first to incorporate variable lift, duration and Active Fuel Management to optimize performance and efficiency across the rpm band. It is a key reason the engine’s peak torque is available at only 1,500 rpm. The system’s electro-mechanical variable camshaft effectively allows the engine to operate with three different camshaft profiles, complementing the variable valve timing system to deliver optimized operating modes for different engine speeds and loads: 1. High valve lift for full power. 2. Low valve lift for balance of power and efficiency. 3. Active Fuel Management shuts down two of the cylinders in light load conditions to further conserve fuel. “It’s like having different engines for low- and high-rpm performance,” said Sutter. “The camshaft profile and valve timing is completely different at low and high speeds, for excellent performance across the board.” The camshaft design alters the lift of the intake and exhaust valves. As the engine load changes, electromagnetic actuators allow a movable shaft containing different cam lobes to shift imperceptibly between high-lift and low-lift profiles. Lift is the distance the valve travels from its seat when opened, and duration is the amount of time the valve remains open. Higher lift and longer duration allow more air to flow into the combustion chamber, so the system’s high-lift lobe profile enhances performance at higher rpm, while the low-lift profile optimizes efficiency at low- and mid-range speeds. Dual-volute turbocharger builds torque The 2.7L Turbo engine employs an advanced dual-volute turbocharger that elevates the performance and efficiency advantages of a conventional turbo, with quicker response and enhanced low-rpm torque production. Rather than a single spiral chamber (volute) feeding exhaust gas from the exhaust manifold to drive the turbine on the turbocharger, the dual volute design has a pair of separate chambers with two exhaust gas inlets and two nozzles to drive the turbine. The design allows the exhaust pulses of the engine to be leveraged for faster spool-up and subsequent boost production, particularly at low rpm, where the effect significantly enhances torque output and drivability. It works in unison with the engine’s integrated exhaust manifold/turbocharger housing, which splits the exhaust channels from the cylinder head so the exhaust flows through two separate channels in the turbo housing, based on the engine’s exhaust pulses. When complemented by the precision of the engine’s valvetrain, that separation leverages exhaust scavenging techniques to optimize gas flow, which decreases exhaust gas temperatures, improves turbine efficiency and reduces turbo lag. An electronically controlled wastegate and charge-air cooling system support the turbocharger and enhance its effectiveness. Compared to a conventional wastegate, the electronically controlled version offers more precise management of the engine’s boost pressure for smoother, more consistent performance. With the charge-air cooler, the pressurized, heated air generated by the turbocharger is pumped through a heat exchanger before it enters the engine. That lowers the air charge temperature by about 130 degrees F (74 C), packing the combustion chambers with cooler, denser air that enhances power production. The system achieves more than 80 percent cooling efficiency with less than 2 psi (12 kPa) flow restriction at peak power, contributing to the engine’s available torque production at low rpm. Additional features A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. Active Thermal Management helps the engine warm up faster and achieve its optimal engine temperature for performance and efficiency. The system uses a rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the cab, or cools when needed for high power operation. An electric water pump — a first for Chevy trucks — supports the Active Thermal Management system and further enhances the engine’s performance and efficiency by eliminating the parasitic drag that comes with a conventional engine-driven water pump. Direct fuel injection is used to optimize efficiency and performance. With direct injection, a higher compression ratio (10.0:1) is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, reducing the charge temperature and improving resistance to spark knock. Direct injection also enables gas scavenging from the combustion chamber to the turbo for fast response. Dual overhead camshafts contribute to the 2.7L Turbo’s smoothness and high output, with dual independent continuously variable valve timing working with the valvetrain to deliver optimal performance and efficiency. The dual independent system, which allows the intake and exhaust valves to be phased at different rates, promotes linear delivery of torque with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or driveability. An integrated exhaust manifold on the cylinder head assembly promotes faster engine warmup and quicker turbo response. Oil jets located in the block are employed for performance and temperature control. They target the underside of the pistons and the surrounding cylinder walls with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability. Stop/start enhances fuel economy in city driving. The driver-selectable system shuts off the engine at stoplights and certain other stop-and-go situations, saving fuel. The engine automatically restarts when the driver takes their foot off the brake. The all-new 2.7L Turbo is matched with a Hydra-Matic eight-speed automatic transmission featuring enhancements designed to improve shift quality, as well as a new centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness. The all-new 2.7L Turbo will be built at the General Motors Spring Hill facility in Tennessee. The 2019 Silverado goes on sale this fall. EPA fuel economy estimates and towing/payload capacities are not yet available and will be announced closer to launch.
  9. John Goreham Contributing Writer, GM-Trucks.com 2-7-2018 The 2.0-liter turbo is the new default “upgrade” engine in everything from the Hyundai Sonata to some AMG Mercedes cars. Automakers like Subaru, Ford, and others moved the 2.0-liter turbo into compact and midsize crossovers eons ago, and many premium crossover manufacturers like Jaguar and Lexus now use a blown four with two liters as the engine for their sporty makes. Chevy’s Traverse joins the party this year. Calling the new trim the 2018 Traverse RS, Chevy says the new three-row vehicle, “injects a distinctive dose of fun-to-drive sportiness into the midsize SUV segment.” The engine in the new Traverse RS will generate “up to” 257 hp and 295 lb ft of torque. The “up to” part means that Chevy is using pricey Premium fuel to generate those numbers, but you can use regular without burning holes in the pistons. Oddly, the peak torque arrives after 2,100 RPMS. That is actually high for a turbo. Many reach peak torque well below that engine speed. Chevy promises a “confident feeling of power on demand at all speeds." The transmission is a 9-speed auto. Chevy doesn’t say so in its press release, but as far as we can tell, the Traverse RS is front wheel drive only. It looks to us like the smaller, less powerful turbo Traverse has a $250 per year HIGHER fuel cost than the 310 hp 3.6-liter V6 Traverse with FWD. Even the AWD 3.6-liter Traverse beats the fuel economy number of the new turbo. Here are the fuel economy numbers for all combinations of Traverse. Here is the content list for the RS. Prices start at $43K. § HID headlamps and LED daytime running lamps § Upper and lower active aero shutters § Chevrolet MyLink radio with 8-inch diagonal color touchscreen and navigation § OnStar® 4G LTE and available built-in Wi-Fi® hotspot (3-month/3GB data trial)2 § Multicolor driver information center display § Jet Black leather-appointed seating surfaces § Heated front seats § Universal Home Remote § Tri-zone automatic climate control § Bose premium 10-speaker audio system § Power liftgate § Keyless Open with extended-range Remote Keyless Entry § Remote start § Lane Change Alert with Side Blind Zone Alert § Rear Cross Traffic Alert § Rear Park Assist § Surround Vision § Rear Camera Mirror § Rear Seat Reminder § Teen Driver
  10. Anyone deleted the down stream O2's in tuning? I have the HPtuners PRO and have the codes it keeps throwing P0036 HO2S Heater control Circuit P0138 O2 Circuit High Voltage I can remove the code but it seams to come back. And with the check engine light on truck can't remote start. I should add the truck has a ON3 turbo kit. and there are 4 bungs for O2 sensors, however in the wrong spots. Only the up streams are in the right spots. And I use the down tube upper O2 for the Wide Band. So out of holes! Had I known this I would have had a bung added in the crossover before the kit is installed. This is the best option but for now if I can just delete and move on it would be best. Thanks
  11. Hello All, I had started another thread but feel that this may be a better place to post. 2017 Denali 2500HD Duramax, 837 Miles on the truck and the dealer is reporting to me that the Turbo has failed. There were no check engine lights or codes present, just a hellacious noise and lack of power. The truck would not go 30mph wide open throttle but idled perfectly fine. The dealer is telling me that engineering is involved but currently has no resolution, they have had the truck for 4 days. I will update this post as more information is available and a resolve is achieved. Thanks all
  12. Chevy says the engine started with the "...LS steel Bowtie standard-deck block, added a forged-steel crankshaft, forged rods, and forged pistons, then topped off the short-block assembly with high-flow, rectangular-port LSX-LS3 six-bolt aluminum heads for supercharged and turbocharged combinations." The $9,875 crate engine arrives without an intake manifold and no accessories. You built it up. For more information check out Chevy's infomercial on the engine. How would this short-block with a blower do in your dream build?
  13. John Goreham Contributing Writer, GM-Trucks.com 9/3/2015 Chevy's latest V8 crate engine can handle boost of up to 15 psi. That means you can take this V8 and either supercharge or turbocharge it. Chevy says the curve below was from its LSX 376B15 engine without boost running 87 octane fuel. 450 ft-lb of torque and about 420 HP before you breathe on it. Chevy says the engine started with the "...LS steel Bowtie standard-deck block, added a forged-steel crankshaft, forged rods, and forged pistons, then topped off the short-block assembly with high-flow, rectangular-port LSX-LS3 six-bolt aluminum heads for supercharged and turbocharged combinations." The $9,875 crate engine arrives without an intake manifold and no accessories. You built it up. For more information check out Chevy's infomercial on the engine. How would this short-block with a blower do in your dream build?
  14. The main highlight of this new model is the all new ProStar Turbo engine. It was developed for performance applications and features forged pistons, an upgraded firing order, forged crankshaft, high strength connecting rods, sodium filled exhaust valves, and a new oil lubrication system. To control all of the heat generated by a turbocharged engine, an all new cooling system also comes to RZR Turbo. A new engine management system is updated to include knock detection, boost control, and a high-flow return style fuel pump. Of course, with a more powerful engine, Polaris has also updated the drivetrain. An all new PVT system features new clutches and belt. Reverse is now geared and internal shafts have been upgraded. A dedicated high performance all wheel drive system helps drive connect the engine to the ground. The RZR Turbo EPS also features bigger coil-over springs and FOX Podium Internal Bypass Shocks. A longer wheelbase and a 3-link trailing arm suspension is geared for big jumps and rolling whoops. The side by side comes equipped with Maxxis Bighorn tires. An all new seat angle for all RZR models positions the driver closer to the steering wheel. A 660-watt charging system offers enough power for any accessory you can think up, including over 145 official Polaris Accessories. The 2016 Polaris RZR Turbo EPS will come in Graphite Crystal, Spectra Orange, and Velocity Blue. Expect the first units to arrive at dealerships in August. 2016 Polaris RZR Turbo EPS
  15. Zane Merva Executive Editor, GM-Trucks.com 7/28/2015 Polaris just introduced an all new RZR side by side that blew our mind when we read the press release. We didn't think this off-road trail machine could get any more awesome with 78-horsepower in stock form but we were wrong. This new newly announced 2016 RZR Turbo EPS has a saliva inducing 144-horsepower. The main highlight of this new model is the all new ProStar Turbo engine. It was developed for performance applications and features forged pistons, an upgraded firing order, forged crankshaft, high strength connecting rods, sodium filled exhaust valves, and a new oil lubrication system. To control all of the heat generated by a turbocharged engine, an all new cooling system also comes to RZR Turbo. A new engine management system is updated to include knock detection, boost control, and a high-flow return style fuel pump. Of course, with a more powerful engine, Polaris has also updated the drivetrain. An all new PVT system features new clutches and belt. Reverse is now geared and internal shafts have been upgraded. A dedicated high performance all wheel drive system helps drive connect the engine to the ground. The RZR Turbo EPS also features bigger coil-over springs and FOX Podium Internal Bypass Shocks. A longer wheelbase and a 3-link trailing arm suspension is geared for big jumps and rolling whoops. The side by side comes equipped with Maxxis Bighorn tires. An all new seat angle for all RZR models positions the driver closer to the steering wheel. A 660-watt charging system offers enough power for any accessory you can think up, including over 145 official Polaris Accessories. The 2016 Polaris RZR Turbo EPS will come in Graphite Crystal, Spectra Orange, and Velocity Blue. Expect the first units to arrive at dealerships in August. 2016 Polaris RZR Turbo EPS Spec Sheet: 2016PolarisRZRTurboSpecs.pdf 2016 Polaris RZR Turbo EPS Launch Video 2016 Polaris RZR Turbo EPS - Cooling System 2016 Polaris RZR Turbo EPS - Features & Benefits 2016 Polaris RZR Turbo EPS - Engine Overview 2016 Polaris RZR Turbo EPS - Driving Balance 2016 Polaris RZR Turbo EPS - Suspension Overview 2016 Polaris RZR Turbo EPS - Power and Performance 2016PolarisRZRTurboSpecs.pdf 2016PolarisRZRTurboSpecs.pdf 2016PolarisRZRTurboSpecs.pdf
  16. Hey guys. I have a 2014 Chevy Silverado EcoTec3 5.3L Regular Cab and I want to build it to run decent track times. Decent meaning at least 11's. I don't really know much about the 5.3L and I would really like help on what should be done to run times like that. What cam? Intake? TB? Head swap maybe? Will even consider Turbos, supercharger, or a procharger. Also rear gears, will tranny hold up at the torque needed? Can I do this without messing with the bottom end at all? I'm open to anything and everything. The truck will not be driven on the street very much, I work 100+ hrs/wk but I'd find time to take it to the track. Thank you.
  17. Hey guys. I just bought a 2014 Silverado Reg Cab with the 5.3L last week. Pretty excited about it. Already seems to be a pretty fun truck. I also have a 2006 Silverado Reg Cab with the 4.8L but that I left to my dad to drive. Anyways, a little about me, I'm 19, live in San Antonio, work in the oil field so I make a little money, just don't have time to spend it, but that's where online shopping kills me. Well here what I'd like to know.. I'm always online and I see all these newer model GM trucks turbo'd or supercharged with slicks dropped to the ground running 10's in the 1/4 and then driving them home and that's what I want. I already plan on dropping it, probably 4/6. I just want to know, what needs to be done to run times like that? All the way from rear gears to cams, and tire size to turbos. I currently have 3.28 rear gears and 255/70R17 tires. Just tell me everything like what brands I should use and prices on them. Also, I'm not gonna drive this truck very often. I spend most of my life in a company truck. I hope to hear from y'all. Thank you.
  18. I am wondering if anyone has any thoughts for me . I have a 2005 Silverado with a 5.3L with a garrett 90mm turbo. I bought the truck about a month ago on ebay from Arizona. drove home fine and has worked perfect up til the past week. all of the sudden I started getting oil out through the pcv line on LH valve cover and higher than normal oil psi. so I thought that maybe it just needed another oil change ( 2600 miles on oil). so last sunday I went to Sears and had a synthetic oil change done and now the engine is smoking like crazy. the oil was being pressurized by compressor on the Magnum Turbo that was on it and eventually destroyed seals in turbo. thought that it may have been just a bad turbo so I installed a new Garrett 90mm turbo today which is running 8psi boost. the turbo works fine but still getting oil in combustion chamber and still coming out of pcv line and drenching engine bay. any suggestions?
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