2020-2022 Non Refresh 3.0L Duramax tuning is here !
!!!!Before reading any further - Ensure you have a LM2 NON refresh truck prior to ording!!!!
Increase power output from 0-50RWHP on your 2020-2022 Sierra / Silverado with the usage of our proprietary custom tuning solutions tuning solutions.
Using Ez Lynk there is NO need to send remove your ECM or TCM for unlocking. Ez Lynk will unlock and tune your truck right through the OBD2 port!
What the user will see as a result of our calibrations are:
- Increased throttle responsiveness (reduced or eliminated dead-pedal)
- Increased torque in all power levels which allow TCM to command the next higher gear (fuel savings)
- Increased fuel economy (average increase depends on driver habits)
- Quicker transient response times to degraded air/fuel conditions
- Enhanced and more conservative engine back-downs from sustained high EGT conditions
- Enhanced and more conservative timing control during high load conditions (towing)
- Removal of the top speed limiter
- Removal of auto-start stop functions
- Tire size changes
- Overall better drivability and end user experience
Selectable Power Levels :
+20HP +45 FT/LBS ~ Optimized Stock/Tow tune
- This tune represents the maximum possible fuel economy under all driving scenerios with. With over 130 calibration changes involved the refinements to the factory calibration data will extend time to regeneration of the DPF, and increase responsiveness of the truck with a slight increase in total power output while maintaining OEM DEF consumption.
+30HP +70 FT/LBS ~ Daily Driver/Street tune
- This tune represents the maximum possibe power output availible during MAXIMUM GVWR towing scenerios. All factory backdowns and derates are utililized to keep the truck in its safe zone for heat rejection. With over 266 calibration changes involved the refinements to the factory calibration data, and increase responsiveness of the truck via removal of the dead pedal feel while keeping the truck at better than OEM level fuel economy.
+50HP +120 FT/LBS Max Effort !! (Aftermarket Cold air intake required) !!
- This tune represents the maximum possible power output available with the factory turbo charger and air intake system. All factory back downs and de-rates are utilized to keep the truck in its safe zone for heat rejection. With over 387 calibration changes involved the refinements to the factory calibration data this will increase responsiveness of the truck via removal of the dead pedal feel. Even though the truck will back itself down once heat rejection reaches a maximum it is not advisable to tow with this calibration file loaded. Aftermarket intake (S&B) is required to safely push these trucks over 60HP due to the restriction the factory intake presents.
LM2 Transmission Tuning (T93) :
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Take advantage of the best tuning offered on the 20-22 T93 TCMs to ever be offered! - We can say that because we actually test!
The factory TCM tuning from GM in the T93 leaves a lot to be desired when it comes to proper shift control and torque converter lockup (TCC –L/U). The programming, combined with a weak 7/8/9/10 clutch pack and overdrive drum arrangement leave this transmission vulnerable during loaded scenarios and when power had been increased. Factory 10 speed trucks under full throttle from a stop shift in the order of 1/2/3/4/5th - TCC lockup/6th TCC lockup/7th TCC lockup/8th TCC lockup/9th TCC lockup/10th TCC lockup. This shift pattern arrangement makes for an uncomfortable pattern and shift control. The constant downshifting 10-7 under load results in excessive clutch pack and engagement wear due to all the shuttle shifting.
Additionally towing in the mountains or at grade GM has conventionally used a poor TCC and downshift scheduling. We find many users including ourselves have needed to place the truck in manual mode to be able to control engine braking speeds and make the ride more enjoyable when loads are approaching max GVWR.
Furthermore the factory 10 speed operates with partial EEMC (partial lockup) of the TCC clutch nearly all the time. This is used by GM to make on and off throttle transitions more comfortable. We have found, after testing that we will be removing most of this partial EECM anytime the truck is under load to keep TCC slip down and efficiency up. There are no downsides to this. In fact most of the Transmission failures we have seen have been from torque converter failure.
TCM tuning should be paired with the same tune file writer as the ECM tuner. In similar fashion to the way GM would have done this the ECM and TCM work together, its important for the tune file on the TCM side to have similar torque model inputs as the ECM side.
What our Ez Lynk support pack includes?
- EZ Lynk support lynk to us for lifetime support Ezlynk@runvse.com
- Full access to our file sets for your ECM and TCM
- Access for rapid Ez Lynk Data Logging as well as Ez Lynk Chat features
!! This calibration package can only be installed using the Ez Lynk Autoagent 2 or 3 device!!
The useage of these calibrations are for offroad use no exceptions. VSE, VIN Specific Enterprises LLC, and @RUNVSE will be in no way held liable for misuse or onroad use.
