NorthGeorgiaWX

We took the wife's car to Russ Cowart for the front end painting. I stopped by on Friday to get some pictures of the car and take a look at what he's done so far. By looking at these pictures, you'd think the car had been in a wreck. 🙂 For reference, here's before. And this is now. It's a three stage paint process, so it's more difficult to get right than a single color paint, and the big reason I took it to Russ. After the paint is completed, we're going to take some additional steps to protect the finish this time. The car will get a complete GTechniq Crystal Serum Ultra ceramic treatment including the wheels and calipers (the same treatment I have on my car). The front bumper cover, hood, and fenders will get a clear bra wrap along with the rear bumper cover (to protect behind the rear wheels), the glass will get a protective film, and the roof and mirror covers will be wrapped in gloss black. Her car is really going to look like new. I made this comment on a ATS-V Facebook group. The two grills in the front are being replaced with gloss black grills with a new emblem like the one that he added to the rear of the car. After adding this one to the back, we decided the the silver "ATS" and the "V" emblem looked out of place now. So I've ordered these. There are three of the V's on the car, one on the right rear, and one on each side of the front doors. So, while I was ordering, I've ordered new black grills and emblems for my car as well. They are the only pieces on my car that aren't black so I'm going to fix that. I also received my new rear trailing arms for my car, and hopefully I can get those on next week. These bars (six total) help to accurately locate the rear axles/wheels under hard acceleration and cornering. The red car already has these installed. Here's a comparison of the stock arms and the new ones. With 600+ whp the stock arms and bushings will flex which can cause unpredictable motions in the rear suspension. When I accelerate hard in my car I can feel the rear end moving around, partly because the tires are loosing traction and the electronic diff is compensating by locking and unlocking the two wheels, but also because the rear is squirming because these bars and bushings are flexing. It will be interesting to see what difference these bars make on the track or autocross course. I'm scheduled to run a BMW/Porsche autocross on May 16th, so I'll find out how well they work pretty soon. Speaking of my car, we're on the 13th tune file at the moment, and Justin has bumped up the boost so we can make sure the fuel pumps can keep up. I need to get a log file to see where we stand, and hopefully I can do that tomorrow. I talked to Jason Plante at Balanced Performance Motors about getting on the dyno next week and told him I'd call Monday to see what we could work out. He's also the person that will be installing the rear trailing arms (about a two hour job), so maybe I can get both done next week, we'll see. I'm really anxious to see what kind of power it's making now. Most of the cars that have similar modifications are making 600-630 whp, but I'm going to find out for sure. The limitation will be how well the high pressure fuel pump can keep up. Justin will be tweaking the tune while we're on the dyno so that we can get everything out of it that we can. If I want to get more power out of engine in the future, there really isn't much left to do. A fuel cam and cold air induction is pretty much it except for new turbo's which I won't do on this car. The fuel cam is really just an exhaust camshaft with a lobe on the rear that drives the high pressure fuel pump. To get more fuel, there are fuel cams of varying lobe designs that can increase the pump output by 20%-45%. With the addition of the fuel cam and cold air intake, we can get the car to about 650 whp, and I'd be real good with that. 🙂 The wife's car is the big horsepower car and that's fine with me. I can still drive it. 🙂

It is in the shop right now, I'll be making a new post shortly.

Yes, this is the one with Turbobay turbo's.

The wife was taking the car out yesterday and I wanted to get the exhaust sound. But it's still a phone so it is what it is. It actually sounds pretty good through the music system that's attached to my TV. You may hear a little "clink" sound as she starts up the hill. We think there is something in between the wheel and tire that is moving around. The guy that is doing the paint work is going to look at it. As she backs out, you can see that the hood is a little scared up and the front end pitted. He's also going to try to sand the splitter and try to make it look close to new. The exhaust uses the stock rear muffler system, but in front of that it has New Era Performance downpipes with a Vibrant 4” resonator and custom 4” single mid pipe. This is the car with Turbobay turbo's. Wish I had a couple of those snails on my car. 🙂 Maybe she'll let me drive. 😉

We got the wife's car back two days ago with the new wheels/tires/springs on it. I drove the car today for the first time and it rode great. The alignment is not what I would have specified, so I'll get it back to the alignment shop in a few weeks. We drop off the car again on Friday to Russ Cowart at HOME | cowartcustoms WWW.COWARTCUSTOMS.COM to have the front painted and to installed the front grills. They will buff out the rest of the car, and at some point will probably get a ceramic treatment on it. Before we do that we'll have the roof wrapped in gloss black as well as the mirrors. At that point everything is done except to install the XDI translator and wideband sensor and then I'll have Justin start working his tuning magic. I took some pictures comparing he Swift springs (left) to my Eibach springs. You can see that the Eibach's are a little lower. The rear wheels stick out a little further on the sedan, so it's a good thing that those springs aren't as low. When they were trying to adjust the rear suspension, they discovered that one of the camber bolt washers were just spinning on the bolt. These were on the car when we bought it and these were not OEM parts, so not sure why they were changed out with incorrect parts. 20210407_120926.mp4 My car is on it's 6th E85 tune file and the car is currently running on E68, and it appears to be running like gangbusters. The gas pumps only have E71 right now, but I'm hoping that as the warm weather takes hold they'll start bumping that up closer to E85. I took the last log file (for Tune #5 - E85) and looked at the 55-95 mph time from a pull I made two days ago. Since I don't have Dragy yet, I used the times and speeds from the log to see how quick it's running now, so none of this is scientific, I'm just getting a ballpark. These times are on PS4S 305's (brand new ones at that), so no really sticky tires to help out. For the 55-95 mph pull, and the best I can figure, this is what it did: 55-75 mph - 2.223 seconds 75-95 mph - 1.992 seconds It looks like the tires are spinning in the 55-75 mph range, but once they hook up it pulls strong. This is Dragy. Dragy Motorsports DRAGYMOTORSPORTS.COM Monitor your 0-60mph, 60-130mph, 100-200kmh, 1/4 mile, 1/2 mile performance, and more! Dragy uses high speed GPS satellites to accurately measure your vehicles performance within 1/100th of a second. Here's a link to more pictures: New Shoes for the Wife's car - Google Photos PHOTOS.APP.GOO.GL 35 new photos added to shared album Pic taken today

We were suppose to pick up the wife's car today but it won't be ready until tomorrow, so I got out and washed the car instead. 🙂 Yes, it was a little cold but the sun was shining and I had 120 degree water to work with, so not a problem. I finally got to put my foot in the gas briefly since it was dry outside today, but I wasn't logging the car at the time, but MAN... this thing is making some serious power now. 🙂 I'll get out tomorrow and log it and see how it's doing. I have about 3/4 of a tank of E62 that I'd like to run down as low as possible so I can add about 13-14 gallons of E85 (or whatever percentage is coming out of the pump) In the meantime, I thought I'd get some pictures of the fitment of the new tires in the front. This is the way that Cadillac should have done it from the factory. Before the front had a larger gap between the fender and tire, the new tire size fixes that. Everything is tucked in and nothing rubs. I do have -2.5º negative camber in the front and -2.2º in the rear, so that pulls the top of the tire in a little more than other people might have. Here's a zoomed in view of the front.

Picked my car up at noon in the pouring down rain today. The new Michelin's are now on the car. Since I couldn't get the Falken tires that I wanted, I got the tried and true tire. But this time I went from a 265/30-19 to a 275/30-19 in the front and so far I haven't noticed any rubbing except in a tight parking maneuver which I can live with. There is no more room in the front or rear, so this will have to do except for a stickier tire. While the car was there, the new stainless brake lines were installed as well as new Porterfield R4-S front and rear pads. Since everything was apart the system was flushed with Motul 600 brake fluid. Jason told me the fluid was really brown, so obviously cooked. Not good at all. After I picked up the car from the shop, I went to fill it up with some more E85. I had been running E43 and still had some left in the car, so when I filled up with 11 gallons of E85 (the car holds 16 gallons) I ended up with a tank of E62. Since it was pouring down rain on the drive home, I couldn't try it out, nor did I have my datalogger anyway. But I will take it out tomorrow and make a few pulls in it to see how the fuel system holds up. We'll be looking to see if the high and low pressure fuel pumps can keep up. There's no doubt the low pressure pump (DW400) will be able to provide enough pressure, and I'm pretty sure the high pressure pump will be able to do the same, but the high side will be the weakest link in terms of making power. The only way to overcome that would be to add a fuel cam to the engine. A fuel cam is a an exhaust camshaft that has a lobe on the end that drives the high pressure fuel pump. By changing the size of the lobe, you can increase the amount of fuel the pump can supply. Tapout sells a 21% fuel cam, ZZP has a 45% cam, Weapon-X has a 30%, etc. My high pressure pump is a 35% pump meaning it supplies 35% more fuel than a stock pump. If you add a fuel cam, just add the percentages together to get an idea of the fuel increase. To max out the turbos, I will need a fuel cam at some point, but right now I didn't want to crack the engine, so the pumps are the answer for now. If they can provide enough fuel with straight E85, even at reduced power output, it means I don't have to worry about running any variation of ethanol, the tune will be correct for any blend of ethanol and 93 octane. 😉 I discovered there is a dyno at Atlanta Motorsports Park, so I'm going to look into taking the car there to tweak the final tune and see what kind of power it will make. I drove the wife's car down to pick mine up, so I left hers at the shop to have the Swift springs installed as well as mounting the tires that came off my car on her new wheels. We will pick that one up tomorrow afternoon. Can't wait to see what that one looks like! At that point I'll have a set of wheels for a coupe and a set of wheels and PS4S tires for a sedan for sell.

Dropped of the car at Balanced Performance Motors today. Tomorrow I'll pick it up with new Michelin PS4S tires, new brake pads, new brake lines, and a brake flush. I'll do my best to run it out of gas before I bring it back home as I need to fill it up with E85 so I can finish the tune with Justin. When I pick my car up, we drop off the wife's car so they can install my tires on her new wheels and install the new Swift springs and hopefully we can have hers back on Thursday. I'm on my 11th tune file with Justin. We're going to throw as much E as we can to see how much power it will make. The thought is that it will run full E85, but whether it makes full power at that level is another question and one we hope to answer. I shared this earlier today.

Well... another setback. I can't get the Falken RT660 tires until June since there is a nationwide backorder. So in the meantime, I've ordered another set of Michelin Pilot Sport 4S tires and they will arrive Friday. Of course that means I don't get any work done to the cars this week, so we're now looking at next week before we can get all of the wheel/tire/suspension/brake work done to both cars. I did go ahead and order a 275/30-19 for the front, and that new size will be going on my car to replace the 265's that are on there now (those go on the new wheels for the wife's car). Sooo... we'll just have to wait another week. I have been working on the remote tune for my car with Justin Schmidt. We're on the 5th iteration of the 93 octane tune at the moment, and I hope to get that version in the car this morning so I can go out and make a few pulls to log the data. The rain returns tonight, so I'd like to get as much tuning done today as possible since the car won't be going out again until the rain is over. Power wise, the car appears to be much stronger with this new tune than with the Trifecta tune and now we're just working out some part throttle smoothness at this point, so I'm pretty excited. I can't wait to dive into the E85 tune to see what it will really do. I need to schedule some dyno time but I have to wait until all the other work is done first. The biggest pain in doing all of this is scheduling things, especially when you have delays with parts/tires/etc. But we're coming down to the wire as there isn't a whole lot left to do to either car. For mine, it's finishing the 93 tune so we can start of the flex fuel version, getting the brake work done, installing the rear trailing arms once they become available, and finally getting some grippy tires to help harness all of this power. For the wife's car, I need to get the tires and wheels on the car, install the springs, install the XDI translator for the high pressure fuel pump, take the car to have the front end painted, have the new grills installed, and wrap the roof and mirrors. At that point, we need to spend some time on the dyno and let Justin tune that one and we'll be done for a while. Yea... right. 😉

I took my car to Atlanta Motorsports Park last Sunday for my first day at the track with the car, and my first time at that track. It was a blast! The car did very well, I really could not have been more pleased. You can tell that the engineers spent a lot of time sorting out the cars track capabilities, as there was nothing that it did wrong and nothing unpredictable about the way it drove. I was impressed. The 300 treadwear Michelin PS4S's actually did really well, they had a lot of grip and showed no real handling quirks whatsoever, and the alignment seemed to be spot on. The only issue I had was the fact that I didn't have a chance to flush the brake fluid before I went, and after about 3 sessions on the track I pulled back in to let the car cool down some, and when I got back in to drive again I had no brake pedal at all. Apparently, the fluid boiled while I was sitting still, because I never had any fade or any other brake issues while I was on the track. Once everything cooled down, the pedal came back and I could drive it home. I'm just glad it showed up while sitting still instead of at 100+ mph and trying to slow down to 30+ mph in Turn 1. That would not have been good. So, I have new brake pads (Porterfield RS4 front and rear), new steel braided brake lines for the front and rear, and we'll be flushing the brake fluid with something that is track friendly. All of that will be happening next week. I'm waiting on the 2 new rear tires (Tire Rack says they should arrive today) and the steel braided brake lines (Friday) to get here so we can take both cars to Balanced Performance Motors to get all of the work done. It seems like the longer I have to wait, the more things I find to do. 🙂 So this is the current list for next week. Both cars will go at the same time and they will be there for a day or two, but hopefully just one. Dismount my tires (Michelin PS4S) and mount/balance on the new wheels - wife's car. Install the Swift springs - wife's car Mount/balance new tires (Falken RT660) - my car Flush brake fluid - my car Install new brake lines - my car Install new pads - my car We'll drive her car around for a day or two to let the springs settle, and we'll take it back for an alignment. All of the new hardware that was installed last week on my car worked perfectly at the track. The high pressure fuel pump, low pressure fuel pump, flex fuel sensor, and wideband gauge all worked great and are good to go for the E85 tune. I tried to remove the Trifecta tune from the car yesterday but had issues, so I'm going to try that again today. The Trifecta tune has to come off the car first so that I can send the stock file to the new tuner. Once he gets that, he'll send me his 93 octane tune back to me, and I flash it to the car. I'll then go out and log a few 2-4 gear pulls, and then send him the log file back. He'll then tweak the tune based on the data from the log file, and send it back to me to flash to the car. We may go through that several times to get it right. Ideally I would do tha ton the dyno, but I'll save that for the E85 tune. Once we have the 93 octane tune down, work starts on the E85 part of the tune, and that will happen on the dyno. According to Justin, I should be looking at about a 100 rwhp increase with his E85 tune versus the 93 tune, so "maybe" going from 520 whp (Justin's 93 tune and dp's) to 600-620 whp. I would be VERY happy with that power. That is basically a 700 hp at the crank engine. I thought I'd share a couple of pictures I took at the track. There were a lot of very nice cars out there that day and I wasn't sure how my car or myself would do compared to everyone else. Once I got comfortable and started passing people, I had the answer. 🙂 I need a lot more work though, I was really rusty after three years of not going fast, so I definitely will be back again and again. 🙂 Plus, the next time the brakes will be better than they were, the tires will be grippier, and the engine will have another 100 horsepower. 🙂 And I'll turn on the data display next time. 🙂 You can see the kart track in the center of the road course. It is huge. The have enduro races and open lapping, so there's another thing I'll be doing this year. 🙂 I told my wife I just need to buy one of their new trackside condos and live there. 🙂 This video taken when three of us were on a leisurely pace behind the instructor so we could get familiar with the track. This is the only time I had the data overlay turned on unfortunately, so that's why I included the video here. It gives you an idea of the data I will have next time.... you know, when I won't make that mistake again? 😒 I had planned on using my GoPro too, but never did that either. I'm a real slacker... 🙂 This video was made using a dashcam that we use on vacations and trips, and at least it shows the speed even though it lags what the car was doing. It's also 1080p in stead of 720p like the camera in the car (above).

I took my car to Teddy Knisely last Friday for have the low pressure fuel pump, high pressure fuel pump, flex fuel sensor, and AER wideband sensor installed. The LPFP is installed and working as well as the wideband sensor, and he is installing the flex fuel sensor and HPFP tonight, so hopefully I'll have it back tomorrow. I'm still waiting my tune file from Trifecta that I requested last week, so can't put any E85 in the tank until I get that. This is the new low pressure pump and old pump. The gauge for the wideband sensor is going behind the little door where the cigarette lighter is, so it's completely hidden if there is no reason to be looking at it. That is not mine but it shows how it goes in the area. Two of my new tires have already arrived at Balance Performance Motors, and the last two (along with new TPM sensors) should show up tomorrow (Wednesday). After that, we'll get both cars there to do the wheel/tire swap/installation as well as installing the Swift springs on the wife's car. I have her wheels sitting in the garage (image below). We're swapping my Michelin PS4S tires on her wheels and the new Falken tires go on my wheels. I don't know how much, if any of the wheel/tire stuff will be done before the weekend. I should have my car back tomorrow (Wednesday) and hopefully have the tune file by Friday. But I doubt the new tires will be on the car by then. I was hoping it would all be done, because I get to go to Atlanta Motorsports Park on Sunday for a AMP Bring-A-Buddy Day event. We have a gentleman here in Big Cane that is a member there, and he secured 10 buddy passes for a whole day at the track. In order to drive at AMP, you have to have a SA rated helmet. The helmet that I've had since about 2012 was about to expire and it wasn't fire rated anyway, so, I went to Discoveryparts.com at AMP today and bought a new helmet. It fits great and doesn't have a bunch of sweat in it. 🙂 So I'm ready to go! It ought to be a blast! First time at the track and the first time in my car!

02/22/21 My car has been at the dealer another 10 days. Cadillac was called on Friday. I finally got to talk to the technician and explained what was going on, so he now knows what do to. What a waste of a month. The good news is the the wheels for the wife's car have shipped! Now I need to call Gran Turismo East and get scheduled to install. The images below are the wheels on my car, and hers are EXACTLY the same in every aspect except for the rear offset which is slightly different between the coupe and sedan.

I relate to Tim Allen in more ways than one. 🙂 But I certainly agree that everything could use more power. 🙂 I'm doing things to our cars right now that give them more power, and it takes lots of power to drive a media room, so this will be my new "engine" that I'll be using for my power. I've always owned high power amplifiers from early on. The speakers that I've owned have been inherently inefficient do to their design and required a lot of power to drive them, and their low impedance made that even more difficult, so having a stable high power amp was very important. I also like having "headroom" or a reserve of amplifier power. There is nothing worse you can do to a speaker than to drive an amplifier into clipping. Speakers are generally forgiving of amps that can drive clean power into them for musically brief time periods, but when an amp starts to clip the music, the severe distortion that it generates can destroy a speaker in a heartbeat. I'm going to be using two amplifiers, one for the front three channels, and one for the other 6-8 channels. The main amp is going to be the ATI flagship model AT-6003 designed by Morris Kessler. I'll do a little copy and paste so you can read more about the amps. This image shows a 7 channel AT-6007, mine will be a three channel AT-6003, otherwise no different. The 6000 series amplifiers, available with 2 to 7 channels, are the company’s flagship power amplifiers for over a decade. Furthermore, their “signature series” designation with a facsimile of Kessler’s signature on the main panel acknowledges the special nature of these designs. Beyond Kessler’s personal identification, these amplifiers are new in more significant ways. As in Kessler’s previous top-of-the-line designs, these amplifiers are fully balanced, differential amps, but unlike his earlier balanced designs which were essentially balanced bridged amplifiers, the 6000 series uses only a single input stage with dual-differential output stages. The reason: the advantages of balanced designs are retained and noise is reduced by 50%. The design uses current feedback instead of the more common voltage feedback. The reason: current feedback amplifiers are faster with virtually unlimited slew rate and are better able to reproduce today’s best music and film sound. Kessler used Thermaltrak output devices for the 6000 series. Unlike traditional designs where external diodes or transistors attached to the heat sinks track the amplifiers operating conditions and use the details to adjust bias, Thermaltrak devices have the temperature sensing device in the same package as the output transistor. The results: bias is optimized in real-time. The 6000 series use dual DC servos to track and maintain DC offset. The result: DC in the amplifier’s output is reduced to insignificant levels. These amplifiers use a revised PCB layout. They are still modular with the complete amplifier including the power supply parts on a single card, but now the AC components are on one edge of the board and away from the signal input. The result: improved signal-to-noise performance. All of the amplifiers in the series use dual toroidal transformers, dual power switches and dual line cords. The results: the AT6002 is now a complete dual-mono design and the amplifiers with many channels, as in the 7-channel AT6007, can be hooked-up to two independent 20 amp circuits for greater sustained output power than is possible from a single AC circuit. All the amplifiers in the 6000 series are rated at 300 Watts RMS from 20 Hz to 20 kHz with no more that 0.03% THD at 8 ohms with all channels driven and 450 Watts RMS at 4 ohms under the same conditions. Signal-to-noise ratio is typically 128 dB referenced to full output so each amplifier in the series is capable of playing back the full dynamic range available on today’s lossless recordings. AC Power Connector - The AC input connector provides power to the unit with the supplied power cords. The 120VAC version of the 6000 series amplifiers is supplied with two 15 Amp power cords with standard NEMA-5-15P plugs on one end. The 230VAC versions are supplied with Schuko IEC 60320 with C19 plug. Some 230VAC versions are supplied with a different plug. Here are some reviews of the amp: Link to review Link to review Link to review Link to video The rea and surround amplifier will be an ATI 5000 series amps. The exact amp will depend on the final number of channels it will need to drive as they have models from 2 to 8 channels of power. ------------------------------- The AT500NC Series amplifiers use Hypex N-Core Class D output modules with ATI designed input buffers and linear power supplies and are available with two power configurations. The AT52XNC amps are rated at 200W RMS per channel at 8 ohms with 300W RMS at 4 ohms and are available with 2 to 8 channels. The AT54XNC amplifiers use two N-Core modules per channel in a differential bridged output configuration delivering 500W RMS per channel at 8 ohms and 900W RMS at 4 ohms. The AT54XNC amplifiers are available with 2, 3 or 4 channels. These AT5XXNC series amplifiers break new ground in other ways. They are the first ATI amplifiers to use micro-processor control for turn-on delay and feature automatic AC power recognition and configuration. The amplifiers not only recognize whether they are hooked up to 117V or 230V nominal power, they automatically self-configure. The amplifiers also incorporate a new and novel “sleep” circuit. When the amplifier receives no input signal for a period of 10 minutes, power is removed from the output modules and a front-panel LED begins to flash. As soon as an input signal is detected on any channel, normal playback operation resumes instantaneously. Per Morris Kessler, ATI’s president and chief engineer, “We are excited to offer amplifiers with ATI’s legendary high performance and reliability in designs that reduce amplifier weight by up to 50%.” With rated distortion below 0.05% and signal-to-noise ratio of 123 dB (minimum, referenced to rated output), each amplifier in the series is capable of playing back the full dynamic range available on today’s lossless recordings.

02/18/21 The low pressure fuel pump arrived today and James Renick said the wheels are in the box and should ship out tomorrow. I also received the AEM wideband AFR sensors and gauges that will be used in the tuning process.

Every home theater system has a sound processor of some type to manage the inputs and outputs as well as the sound processing. On low end systems you would have a receiver that would handle those chores, and as you move up you might have a dedicated preamp that handles the same task. as you know, there are many different types of sound formats in use and they all require decoding in order to send the sound to the correct speaker. Some receivers/preamps even have their own automated calibration setup that utilizes a calibrated mic to adjust the time delay, frequency response, etc of your speakers. My Onkyo receiver has such a thing built into it and it came with a calibrated mic. But the fun doesn't stop there, and there is a whole other level of processing power that can be had, and this is the one piece of equipment where I will spare no money. This time around I'm going to be using a Trinnov Altitude 16 processor. This is the ultimate home theater/media room processor you can get right now (other than the 32 channel version which does all the same things, just with more channels). And know that this processor is not a bunch of hardware, it is a sophisticated computer with hardware attached to it and everything is done in the software. The tuning capabilities of this device are phenomenal and I can't even begin to describe what it is capable of in my own words, so lots of copying pasting here. 🙂 There is a link to the manual toward the end of the post in case you are interested. During the installation process, a gentleman named Adam Pelz will be handling the calibration of the system. Adam is the best in the country with the Trinnov calibrations and is also very familiar with the Wisdom Audio speakers that I want to use, so I couldn't be more excited to know that I get to use his services. Combine all three for an audio match made in heaven. 🙂 I'll have lots of videos along the way but I'll certainly have some videos of Adam doing the calibration. ----------------------- NO COMPROMISE The groundbreaking Altitude32 processor set the bar high -- and we didn’t lower it for the Altitude16. Delivering the same processing capabilities and sound quality as the Altitude32 processor, the Altitude16 makes Trinnov’s best-in-class performance accessible to a wider audience whose immersive audio system requirements will not exceed 16 channels. Equipped with Dolby Atmos, Auro-3D, and DTS:X Pro immersive audio decoders, the Altitude16 renders up to 16 discrete channels of information, natively processes high-resolution 24 bit / 96K audio, enables up to four-way active crossovers and presents no limitations in terms of Atmos and DTS:X channel assignments or subwoofer outputs. TRINNOV OPTIMIZER Our world-renowned Loudspeaker/Room Optimizer is recognized as best-in-class by users and reviewers across the professional, commercial cinema and high-end home audio worlds. Introduced to the pro audio market in 2006, its revolutionary solution was quickly embraced by many of the most demanding music, broadcast and post-production sound engineers. Optimizer technology is now used in nearly 2,000 studios across the globe with nearly 10,000 high-performance installations worldwide. This same technology, enhanced and refined over the years, is at the heart of the Altitude. To this day, the Optimizer remains the most powerful and flexible calibration system available. UNIQUE DECODING AND RENDERING Dolby Atmos The Altitude16 joins the Altitude32 as the only AV Processors on the market capable of decoding and rendering Dolby Atmos Home content with any 16-channel speaker layout. When it comes to channel count, the devil is in the details when it matters which channels are supported. Within its 16-channel capability, the Altitude16 supports any speaker layout, including multiple side surround speakers and high numbers of subwoofers. DTS:X Pro In 2019, Trinnov worked closely with DTS to introduce DTS:X Pro to the consumer market. Altitude owners enjoyed this major upgrade a year before our competitors could offer it. It benefits not only native DTS:X playback, but also the Neural:X upmixer, which greatly improves immersive playback of traditional soundtracks, maximizing speaker usage and listening envelopment. Auro-3D The founders of Trinnov and Auro Technologies know each other well, having been at the forefront of immersive sound research and development dating back to the early 2000's. Auro-3D, up to 13.1 channel configuration has been available on the Altitude32 since 2015. The Auro-Matic upmixer, highly popular among Altitude owners for music playback is also supported for all inputs. UNIQUE BASS MANAGEMENT The Bass Management solution in the Altitude gives users the most sophisticated tool available for managing low frequencies. Complete flexibility regarding high and low pass frequencies, filter types, and filter slopes is just the beginning. The low-frequency content of any channel can be fed to any combination of subwoofers, and there is no limitation to the number of subwoofer channels other than the number of available outputs. Going further, our unique intermediate bass management system is ideal for immersive systems using smaller height channel speakers. It can redirect low frequencies not just to subwoofers, but from a speaker with limited bass capability to the closest, more-capable speaker, before sending the lowest frequencies to the subs. EXCLUSIVE 3D REMAPPING TECHNOLOGY In real-world rooms, we can’t always place speakers where we should. And in any case, Dolby, DTS, and Auro each have a different idea of where they should go. Trinnov’s exclusive, patented Remapping is the only solution. During calibration, Trinnov’s unique 3D microphone precisely maps the location of each loudspeaker in the room regarding distance, azimuth, and elevation. When decoding a particular soundtrack, we know the intended placement of each of the various sound elements. Then Remapping, taking the reality of the room into account, ‘remaps’ errant sounds to the proper locations by using adjacent speakers and the principle of stereo imaging. ---------------------- I can talk all day about this, but take a look at these case studies from people heavily involved in the music and home theater world as well as awards. Awards Case Studies Technical Paper Webinars Manual Loudspeaker Placement Guide I can't even begin to talk about everything this processor can do but there is plenty of information on the Trinnov website if you are interested. Here's a short video of the object oriented viewer showing the visualization of the sound going to the different speakers in this Trinnov trailer video. Just amazing stuff. I'll obviously have more about this product when the time comes.

Ahhhh.... the nitty gritty. Yes, we have to make the room look nice AND sound nice, but to get the "sound nice" part, you need to start off with some hardware. It's like a car. It's one thing to make it look nice, but to make it fast, you have to throw hardware at it. 🙂 Just like the weather, there are a lot of pieces that go together to make a good system, and along with the hardware, one of the most important pieces is the room itself. That is a whole other post as it gets complicated, so I'll save that for later. I'm sure that some of you know, there is unlimited money that can be thrown into home theater rooms. Millions of dollars is not uncommon. Take a look at these speakers, there are considered to be the most expensive (and maybe the best sounding) speakers in the world. So home theater is really it's no different than anything else. You can spend a ton of money on a car that goes really fast and looks really good, or you can spend less and get something that may not run quite as good, but you are either willing or forced to take the trade off. Usually it's forced thing. 🙂 The plan until the designers change it is a 5.2.4 system but I have no idea what the system designers will come up with. I can't do 7.2.4 as I can't use side speakers due to the configuration of the room. In case anyone is wondering what those numbers mean, the "5" is for the three front channel speakers and two rear channel speakers, the "2" is for two subwoofers, and the "4" is for four ceiling speakers. The processor I will be using can mange 16 channels of sound, and I'll talk about that in a totally separate topic, but I could add an additional 5 channels of sound if I had a location, and right now the ceiling might be the only location. This Trinnov Altitude 16 processor is the key to making this sound awesome and nothing like what you can imagine. 🙂 Every time I start to think about what equipment I want to use in my room, it changes. Not everything mind you, and really it's just one piece, and arguably the most important piece of all the hardware... the speakers. No matter what other equipment you use, as good or bad as it may be, the speakers are responsible for reproducing the sound coming from the amplifier as accurately as possible without adding any of their own sound or coloration to the music. Speakers have gotten much better over the years and it's not hard to find good sounding speakers in most any budget category. But when you start stepping up in price you begin to enter another realm in sound that starts to make you go "wow". Ask anyone that has listened to music where the music has brought an emotional response to them. As a matter of fact, go to YouTube and look up "Hallelujah Pentatonix Reaction" and tell me how many are brought to tears. That is what quality music can do to your soul, and I have felt it myself with my current system (but not hear at this house). Version 2.0 is coming, and I'm going to do my best to bring tears to your eyes if you come to listen. 🙂 You should and will feel in awe, and not because of massive volume, but because of the realism, presence, and dynamics. I've felt it, heard it, and want it in my room. You no longer are just listening to music, it surrounds you and places you there with the performers. I really think it's something you have to hear to understand, and when you do it's a earth moving moment. I think one thing that makes choosing speakers so difficult is that there is no way you could ever possibly listen to every speaker system to compare. Sure, for low end speakers you go in a showroom and they have 20 pairs of speakers setup and they can flip back and forth no problem. That's not the case with higher end speakers. In many cases, you might not ever hear the speaker you are going to buy because the closest place is 500 miles away. Some companies like Ohm Acoustics don't have resellers anymore, they sell direct. At least they give you 120 days to try the product, but most manufactures don't. So you have to rely on reviews, electronics shows, and word of mouth from those that have been in the business for 40 years. I don't really have much of a problem with that, although it would be nice to hear the speakers before buying. I will caution that when you go to listen to speakers, just know the room is changing the way they sound, so when you get them in your home your results may be different. I cannot emphasize enough how important the room is to the sound and why the room will be a separate topic. I've loved my Ohm Walsh 5000 speakers, and I have seriously considered using the newest Ohm speaker, the F5015, for my two front L/R speakers. I don't think that for the money, you'll find a better speaker. To replace mine with the Ohm F5015 it would cost about $5500 each which is a GREAT price for what you get in my opinion, but this time around, I don't think I want floor standing speakers. I've started with a budget but that seems to be a moving target as the design process starts. The person doing the design, Shawn Byrne, suggested I don't lock anything in until the design gets going. He will work with the room calibrator to make sure the speakers I want will be a good fit for the room and room volume. What I want might be overkill and if so, I want to know that since it would help to save money. Without getting into all the different speaker types, I'll talk about a type that I want to use in my room. You can break speakers into two different categories, although there are some that don't fit neatly into either one, point source and line source and it describes how the sounds radiates from the speaker. I'll do some copying and pasting so you don't have to go look it up... 🙂 I want to use a line source speaker. One other thing about these speakers is they use a special type of driver called Planar Magnetic drivers. Front Channel Speakers You might have noticed a reference to a speaker called a Sage Series L75 in that quoted section... and that may be one of my target speakers along with the Wisdom Sage Cinema Line 2, but it will really come down to what the designers of the room determine to be the best speaker for the room. Keep in mind I'm only talking about the L/R speakers at the moment. Wisdom Audio is the company that makes the L75 and Sage 2 as well as other line source and point source speakers. The L75 series can be free standing, surface mounted, or in-wall mounted. This is the floor standing L75 with and without a cover. The two top sections are the planar magnetic drivers. This is the flush mount hidden version of the Sage 2. The hidden versions are framed into the walls which is likely the route I will take, but again, I have lean on the designers of the system. Rear Channel Speakers The rear channel will also by line source speakers from Wisdom, most likely these L8i models. These share the same pair of 24" planar magnetic drivers as the front L75's and Sage 2 speakers. These would be mounted in the wall. Center Channel Speaker This will also be a Wisdom speaker but just haven't identified which one yet. Ceiling Speakers I had these picked out, but I'll wait on these as well. I'm sure a lot of this will change and I might have to throw it all out of the window. As mentioned earlier, due to the design of the room I will not be able to use side channel speakers so nothing to pick for these. If I had 4 walls I'd use the Wisdom's for those as well. I think that's enough for now. I'm tired. 🙂

I finally have a plan... 🙂 My car has been at the Cadillac dealer for three weeks now as they tried to figure out what the clunking noise is in the left front of the car, and it appears that the front sway bar migrated to the left and was touching something and making that noise. I've ordered collars to go on the bar that should arrive Tuesday that will keep it centered with the frame, hopefully that will fix the problem. Next, I have Friday March 5 appointment with Teddy Knisely to install the flex fuel sensor, Aric Miller high pressure fuel pump, AEM wideband sensor, and Deatschwerks DW400 low pressure fuel pump (Stage 2 Tapout) on my car, and he'll also be installing the Swift springs and AEM wideband on the wife's car around that timeframe. James Renick said the new wheels for the wife's car are done, so they should ship out the week of February 15th, so I will need to call Gran Turismo East to get some tires and schedule the alignment after the springs go on. After that we'll get the car to the people that will wrap it, get the grills/emblems on it, and make it pretty again. 🙂 ZZP told me the rear trailing arms for my car wouldn't be available for another 4-6 weeks, so once those come in I'll get Teddy to install those as well. New tunes are all I will need after the items list above are completed. I'm so ready to be done with installs... I want to play now.:-) The end is in sight.

There are all kinds of home theater rooms with as many different styles as there are people, but I'm not sure I like the term "home theater" for the room that we're going to create, because "theater" is not the primary reason for the room. I love music, doesn't matter what kind, as long as it's good music. 🙂 But more importantly, one thing that makes all the music better is a good sound system. With that in mind, the room will be designed around the best "sound" that I'm willing to pay, and trust me, you can spend a LOT more than I am. The video/"theater" portion of the room is secondary for me but it shouldn't disappoint even the best movie enthusiast. This will not be what most people picture as a home theater room. I've been in some rooms that had great sound and video, big home theater chairs, the whole thing, but the rooms had no personality, no life. You felt like you were in a padded room and we knew that wasn't what we were looking for. ... A room that looks more like an old "lounge" than a modern home theater room. Our goal is to have a warm, inviting place to go to watch a movie, listen to music, watch TV, have a drink with people, or just read a book. To understand what we're dealing with, I have some pictures below of the current room. Everything you see in the room was put there until we could turn it into a media room. The room is more like an open space as, it is open on the right side of the room, and on the opposite side you have three large picture windows. The struggle is real. Obviously it's not ideal for sound but it is what it is. I had thought about enclosing it some but the wife nixed that idea pretty quickly, and I don't disagree with that, and I'll show the reason in a minute. What you see in this image will be the front of the room. The TV helps to put the size in better perspective as it is 85". Everything within the yellow outline is going to be removed and replaced with dark wood cabinets and shelves. The ceiling and back wall sheet rock will be removed, so pretty much the entire room except for the existing hardwood floors will be gutted, and even those will be covered by carpet. This is looking toward the open part of the room. You can start to see why we don't wan to close it in. When you come down the stairs, the room opens up to the three picture windows. Plus when you're at the bar, if the media room was closed in you couldn't see anything. These are pictures taken before we bought the house, but you can get an idea of the view out of the windows and why we don't want to block that. I've collected a lot of images of rooms that resembled what our thoughts were for our room. None are exact matches by any stretch of the imagination, but different bits and pieces will be used to come up with our own design. In these images, the dark wood cabinetry is more what I'm thinking instead of that awful looking off white that is in the room now. The TV will be built in as I doubt anyone would ever splurge to try to put in one larger than 85". To go larger you're looking at $60k for a 98" Sony. I don't think so... But I am considering adding a projector with a screen I can drop down out of the ceiling in front of the TV when we want to watch a movie, and I'm considering that option. Once we get rolling on the plan I'll have more to share about the actual room design as there will be LOTS of small steps along the way.

Part of my problem is finding any place with dyno time.

I'm really torn here. I've paid good money to Trifecta to get a good tune, and I think it's ok. But I see guys making big power with very little mods, and I feel like I'm missing out. Here's an example. Compare the mods... I will have downpipe, flex fuel sensor, 35% fuel pump, and E47. I should be making this much or more after Justin's tune, "if" that's who I go with. With Trifecta, just not sure I'll even have 600.

2017 CADILLAC ATS-V SPECIFICATIONS OVERVIEW Model: Cadillac ATS-V coupe and sedan Body style / driveline: 2-door luxury sport luxury coupe (RWD) or 4-door sport luxury sedan (RWD) Construction: unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension GM vehicle class: compact luxury car ENGINES 3.6L V-6 Twin-Turbocharged DI VVT Displacement (cu in / cc): 217 / 3564 Bore & stroke (in / mm): 3.7 x 3.37 / 94 x 85.6 Block material: cast aluminum Cylinder head material: cast aluminum Valvetrain: DOHC, four valves per cylinder, continuously variable valve timing Fuel delivery: direct high-pressure fuel injection Compression ratio: 10.2:1 Horsepower (hp / kW @ rpm): 464 / 346 @ 5850 (SAE certified Torque (lb-ft / Nm @ rpm): 445 / 603 @ 3500 (SAE certified) Recommended fuel: premium Max engine speed (rpm): 6500 EPA-estimated fuel economy (city / hwy): 16 / 24 (automatic) 17 / 23 (manual) TRANSMISSIONS TREMEC TR6060 Hydra-Matic 8L90 Type: fully synchronized six-speed manual with double overdrive; active rev matching and no-lift shifting features paddle-shift eight-speed, electronically controlled, automatic overdrive with torque converter clutch Gear ratios (:1): First: 3.01 4.56 Second: 2.07 2.97 Third: 1.43 2.08 Fourth: 1.00 1.69 Fifth: 0.84 1.27 Sixth: 0.57 1.00 Seventh: -- 0.85 Eighth: -- 0.65 Reverse: 3.28 3.82 Final drive ratio: 3.73 2.85 Back to top CHASSIS/SUSPENSION Configuration: rear-wheel drive Differential: electronic limited-slip Front suspension: MacPherson-type with dual lower ball joints and direct-acting stabilizer bar; magnetic ride control with monotube inverted struts Rear suspension: independent five-link with magnetic ride control Steering type: ZF rack-mounted electric, power-assisted and variable assist Steering ratio: 15.54 (on center) to 11.1 (full lock) Steering turns, lock to lock: 2.35 Turn circle (ft / m): 38.38 / 11.7 Chassis control: four-channel StabiliTrak w/ brake assist and traction control; Performance Traction Management WHEELS/TIRES Wheel size and type: 18 x 9-inch front / 18 x 9.5-inch rear alloy Tire size: front: 255/35ZR18 Michelin Pilot Super Sport rear: 275/35ZR18 Michelin Pilot Super Sport BRAKES Type: four-wheel disc; four-channel ABS/TCS w/ DRP; Brembo brakes with staggered six-piston calipers (front) and four-piston calipers (rear) Rotor type and thickness (in / mm): front: 14.5 x 1.34 (370 x 34) vented, with Ferritic Nitro Carburized process for corrosion resistance rear: 13.3 x 1.02 (339 x 26) vented, with Ferritic Nitro Carburized process for corrosion resistance DIMENSIONS Exterior Wheelbase (in / mm): 109.3 / 2775 Length (in / mm): 184.7 / 4691 – Coupe 184 / 4673 – Sedan Height (in / mm): 54.5 / 1384 – Coupe 55.7 / 1415 – Sedan Width (in / mm): 72.5 / 1841 – Coupe 71.3 / 1811 – Sedan Track (in / mm): front: 60.5 / 1538 – Coupe front: 60.5 / 1538 – Sedan rear: 61.4 / 1559 – Coupe rear: 60.4 / 1536 – Sedan Curb weight (lb / kg): 3803 / 1725 – Coupe 3812 / 1729 – Sedan Weight distribution (% front / rear): 51 / 49 Interior Legroom (in / mm): front: 42.3 / 1074 rear: 33.5 / 850 Headroom (in / mm): front: 37.6 / 954 rear: 35.1 / 891 Shoulder room (in / mm): front: 54.1 / 1375 rear: 51.1 / 1298 Hip room (in / mm): front: 54.1 / 1374 rear: 44.5 / 1131 CAPACITIES Seating capacity (front / rear): 2 / 2 – Coupe 2 / 3 – Sedan EPA passenger volume (cu ft / L): 83.9 / 2377 EPA trunk volume (cu ft / L): 10.4 / 295 Fuel tank (gal / L): 16 / 60.5 Engine oil (qt / L): 7 quarts 5/30 Mobil 1 Cooling system (qt / L): TBD Note: Information shown is current at time of publication

NEW FOR 2017 AVAILABLE CARBON BLACK SPORT PACKAGE CADILLAC CUE ENHANCEMENTS INCLUDING TEEN DRIVER AND COLLECTION PRODUCT INFORMATION 2017 CADILLAC ATS-V: the smallest and lightest V-Series sedan and coupe ever receive technology enhancements and an available Carbon Black sport package The first-generation Cadillac ATS-V introduced class-leading twin-turbocharged performance and a comprehensive suite of design and performance systems to the lightest and smallest V-Series Sedans and Coupe models ever. The 2017 Cadillac ATS-V adds a Carbon Black sport package and upgrades and enhancements for the Cadillac CUE infotainment system improving the ATS-V’s superior connectivity. The enhanced Cadillac CUE includes new standard technologies such as the myCadillac Mobile App, Teen Driver and Cadillac Collection. Since its inception in 2004, Cadillac’s V-Series performance family has driven remarkable power and performance capability into the brand’s growing luxury car range. Building on the strengths of the award-winning Cadillac ATS product line, V-Series adds impressive track capability to what was already the lightest and most agile-driving car in the luxury compact class. The result is a dual-purpose luxury performer – a car with true track capability right from the factory that is also a sophisticated luxury car on the road. Key features include: The Cadillac Twin Turbo V-6 engine mated to a standard six-speed manual transmission or paddle-shift eight-speed automatic transmission Standard carbon fiber hood and available carbon fiber package, including carbon fiber splitter, hood vent and rear diffuser for greater aerodynamic performance Brembo high-performance brake system developed to provide durability, consistency and the capability for track-day performance straight from the factory Segment-best, third-generation Magnetic Ride Control delivering 40-percent faster damping response Driver-selectable vehicle modes for touring, sport, snow and track Segment-exclusive, racing-derived Performance Traction Management system with five additional modes allowing the driver to select the level of desired system assistance, matched for driver skill or road condition Michelin Pilot Super Sport summer-only tri-compound tires delivering excellent grip with extended tire wear Available segment-exclusive Performance Data Recorder enabling drivers to record, view and analyze driving experiences by capturing real-time video, cabin audio and performance data An interior with high-performance seats and ergonomics offering a driver-focused interface with carbon fiber trim and sueded microfiber accents Engine and transmissions – Twin-turbocharged power through a choice of two driver’s transmissions The Cadillac ATS-V is powered by the Cadillac Twin Turbo V-6 rated at an SAE-certified 464 horsepower (346 kW) and 445 lb-ft of torque (601 Nm). The combination of engine output and lightweight yet strong structure enables 0-60 performance in 3.8 seconds and a segment-best top speed of 189 mph. The features for the Cadillac ATS-V version of the Twin Turbo, which is the twin sibling to the racing power plant in the Cadillac ATS-V.R Coupe race car, are designed to create power faster and sustain it longer. Highlights include: Turbochargers with low-inertia titanium-aluminide turbines and vacuum-actuated wastegates for more responsive torque production Compressors matched for peak efficiency at peak power levels, for optimal track performance Patent-pending low-volume charge-cooling system that optimizes packaging efficiency and maximizes boost pressure Lightweight titanium connecting rods that reduce inertia of the rotating assembly, complementing the quick-spooling turbochargers A high-performance lubrication system designed to maintain optimal oil pressure and ventilation during high-lateral driving maneuvers typically encountered on a track. Read more ATS-V driving experience – Stronger foundation and track-honed driving experience The Cadillac ATS-V Sedan and Coupe track-honed design, chassis and suspension elements complement the twin-turbocharged powertrain, providing true track capability, performance and driver control without modifications or special procedures. With more than a decade of V-Series production models and the Cadillac Racing program experience, Cadillac has engineered the first-generation Cadillac ATS-V Sedan and Coupe to deliver an agile feel, while maintaining excellent ride quality. The ATS-V incorporates unique performance elements, components from world-class performance automotive suppliers and segment-leading, company-exclusive technology. Read more Technology and Connectivity – technology upgrades for an enhanced, more connected ride Cadillac CUE – the centerpiece of the Cadillac ATS-V’s comprehensive collection of technologies – includes Apple CarPlay and Android Auto advanced smartphone integration and available 4G LTE Wi-Fi hotspot. New standard technologies have been added, including the myCadillac Mobile App, Teen Driver and Cadillac Collection. Bose Premium audio with Active Noise Cancellation technology is standard. The available Bose® Surround Sound system features Centerpoint 2.0® surround technology, enabling listeners to enjoy an immersive sound experience from nearly any stereo source. This includes Active Noise Cancellation and electronic sound enhancement that amplifies the car’s authentic powertrain sounds, as opposed to other manufacturers’ systems that pipe in manufactured engine noises. The premium sound system also includes Bose Audio Pilot, which continuously monitors ambient sounds and adjusts the music volume and program content to optimize the listening experience. Read more Exterior design - functional form on an optimized platform Almost every exterior panel on the Cadillac ATS-V is unique, from the fascias and front fenders, to the hood, rear spoiler and rocker moldings – and every one was designed to support the car’s capability, contributing to lift reduction, enhanced cooling, and improved aero management. Like the Cadillac CTS-V super sedan, the ATS-V sedan and coupe sport an athletic stance, wide body and low height, but the unique ATS dimensions contribute to even-greater, scalpel-like driving dynamics. Read more Interior design – a performance-focused cabin with handcrafted execution The Cadillac ATS-V’s track-inspired precision carries over to the interior, where the design and relationship of key components are aimed squarely at performance-driving ergonomics. All of the contact points – the steering wheel, seats, shifter and pedals – are designed to make performance driving experiences direct and intuitive. Available 16-way-adjustable RECARO performance front seats are the lynchpins for the driving experience, with aggressive, adjustable bolsters that help hold the driver and front passenger in place during high-load cornering. They also have a luxury-performance feel, trimmed in Mulan leather with sueded microfiber inserts and seatbacks. Eighteen-way-adjustable, leather-trimmed seats with sueded microfiber inserts are standard. Read more Appendix Engine and transmissions – Twin-turbocharged power through a choice of two driver’s transmissions The Cadillac ATS-V is powered by the Cadillac Twin Turbo V-6 rated at an SAE-certified 464 horsepower (346 kW) and 445 lb-ft of torque (601 Nm). The combination of engine output and lightweight yet strong structure enables 0-60 performance in 3.8 seconds and a segment-best top speed of 189 mph. The features for the Cadillac ATS-V version of the Cadillac Twin Turbo, which is the twin sibling to the racing power plant in the Cadillac ATS-V.R Coupe race car, are designed to create power faster and sustain it longer. Highlights include: Turbochargers with low-inertia titanium-aluminide turbines and vacuum-actuated wastegates for more responsive torque production Compressors matched for peak efficiency at peak power levels, for optimal track performance Patent-pending low-volume charge-cooling system that optimizes packaging efficiency and maximizes boost pressure Lightweight titanium connecting rods that reduce inertia of the rotating assembly, complementing the quick-spooling turbochargers A high-performance lubrication system designed to maintain optimal oil pressure and ventilation during high-lateral driving maneuvers typically encountered on a track. The twin, low-inertia turbochargers’ featherweight titanium-aluminide turbines are used with vacuum-actuated wastegate control for precise, responsive torque production. In fact, the titanium-aluminide turbines reduce rotating inertial load by 51 percent, compared to conventional Inconel turbine wheels. That means less exhaust energy – which spins the turbines – is wasted in stored inertial loads. In practical terms, that means the relatively small size of the turbochargers and their lightweight turbines foster more immediate “spooling,” which virtually eliminates lag, for an immediate feeling of power delivery. They produce up to 18 pounds of boost (125 kPa). Unique vacuum-actuated wastegates – one per turbocharger – are used with the Cadillac Twin Turbo for better management of the engine’s boost pressure and subsequent torque response for smoother, more consistent performance. They are independently controlled on each engine bank to balance the compressors’ output to achieve more precise boost pressure response. The Cadillac Twin Turbo’s patent-pending, manifold-integrated water-to-air charge cooling system also contributes to more immediate torque response, because the compressors blow through very short pipes up to the intercooler. With no circuitous heat-exchanger tubing, there is essentially no lag with the response of the turbochargers. In fact, airflow routing volume is reduced by 60 percent (less air to move) when compared with a conventional design that features a remotely mounted heat exchanger. Additionally, unique cylinder heads feature a high-tumble intake port design that enhances the motion of the air charge for a more efficient burn when it is mixed with the direct-injected fuel and ignited in the combustion chamber. The topology of the pistons, which feature centrally located dishes to direct the fuel spray from the injectors, is an integral design element of the chamber design, as the piston heads become part of the combustion chamber with direct injection. Large, 38.3-mm intake valves and 30.6-mm sodium-filled exhaust valves enable the engine to process tremendous airflow. In some conditions, the continuously variable valve timing system enables overlap conditions – when the intake and exhaust valves in a combustion chamber are briefly open at the same time – to promote airflow scavenging that helps spool the turbochargers quicker for faster boost production. Hardened AR20 valve seat material on the exhaust side is used for its temperature robustness, while the heads are sealed to the block with multilayer-steel gaskets designed for the pressure of the turbocharging system. The heads also feature integral exhaust manifolds with upper and lower water jackets that provide uniform temperature distribution and optimal heat rejection. The engine is backed by a choice of six-speed manual – with Active Rev Match, no-lift shifting and Launch Control – or a paddle-shift eight-speed automatic transmission featuring Launch Control and Performance Algorithm Shifting. The standard TREMEC TR6060 six-speed manual transmission has a strong track record proven in previous generations of the supercharged CTS-V series. It is updated for ATS-V with selectable technologies that enhance driver control to help produce optimized shifts that can lead to faster lap times: Active Rev Match – anticipates the next gear selection and electronically “blips” the throttle to match engine speed for a seamless gear change No-lift shifting – Part of the Performance Traction Management system, it allows gear changes without the need for the driver to take his or her foot off the gas pedal, keeping the engine at full boost and maximum power Launch control – Also part of the Performance Traction Management system, it enables maximum off-the-line acceleration The six-speed manual transmission is used with a dual-mass flywheel and dual-disc clutch, which deliver greater shift quality and feel through lower inertia. The paddle-shift eight-speed automatic, which offers full manual control via steering wheel paddles, is tuned for world-class shift-response times. Smaller steps between gears keep the engine within the sweet spot of the rpm band, making the most of the output of the twin-turbocharged engine for exhilarating performance and greater efficiency. Performance Algorithm Shifting delivers shift performance that rivals the dual-clutch/semi-automatic transmissions found in many luxury performance sedans but with the smoothness and refinement that come with a conventional automatic fitted with a torque converter. During spirited driving, it also ensures that the proper gear is held in turns to improve speed through and out of the turn. ATS-V driving experience – Stronger foundation and track-honed driving experience The Cadillac ATS-V Sedan and Coupe track-honed design, chassis and suspension elements complement the twin-turbocharged powertrain, providing true track capability, performance and driver control without modifications or special procedures. With more than a decade of V-Series production models and the Cadillac Racing program experience, Cadillac has engineered the first-generation Cadillac ATS-V Sedan and Coupe to deliver an agile feel, while maintaining excellent ride quality. The ATS-V incorporates unique performance elements, components from world-class performance automotive suppliers and segment-leading, company-exclusive technology. The Cadillac ATS-V models share the same 109.3-inch (2,775 mm) wheelbase as other ATS coupe and sedan models, but feature wider front and rear footprints that enhance grip, reduce body motion in turns and contribute to more direct-feeling steering. The ZF Steering Systems electric power steering features greater system stiffness for a feeling of precision and greater driver feedback. Eighteen-inch wheels wrapped with specially developed Michelin Pilot Super Sport summer-only tires give the Cadillac ATS-V its footprint and enable nearly 1g in lateral acceleration. The lightweight, forged alloy wheels – measuring 9 inches wide in the front and 9.5 inches wide in the rear – are constructed of a low-mass forging that helps reduce un-sprung weight for greater agility and a more direct feel to steering inputs. In fact, the wheels are 45-percent stiffer than previous generation Cadillac CTS-V wheels, while the Michelin tires feature a tri-compound tread that delivers excellent grip in performance driving situations, excellent ride quality characteristics and extended tread wear. A Brembo brake system provides durability, consistency and the capability for track-day performance. The system includes 14.5-inch-diameter (370 mm) front rotors with staggered six-piston calipers and 13.3-inch-diamter (339 mm) rear rotors with four-piston calipers. Segment-best, third-generation Magnetic Ride Control “reads” the road up to one thousand times per second, sending data to magneto-rheological fluid-filled dampers that can independently control the damping characteristics of all four dampers. Third-generation improvements enable 40-percent faster damping response. In fact, at 60 mph, the third-generation Magnetic Ride Control system calculates the optimal damping force for every inch of the road. Segment-exclusive Performance Traction Management (PTM) software was derived from the championship-winning Cadillac Racing program for the V-Series and implements appropriate measures of electronic assistance, matched for driver skill or road condition. Five driver-selectable modes specifically for the track – Wet, Dry, Sport 1, Sport 2 and Race – provide progressive levels of electronic assistance, adjusting traction and stability controls. The standard electronic limited-slip differential translates the PTM software to optimal traction and enables maximum corner exit acceleration. Automatically activated in all five PTM modes, Launch Control manages tire spin to optimize full-throttle acceleration from a standing start. Cadillac ATS-V specific structural enhancements include: Unique shock tower-to-plenum brace Strengthened rocker bulkhead Stronger rear cradle-to-rocker braces A unique aluminum shear panel at the front of the chassis V-braces for the engine compartment The result is 25-percent greater structural stiffness than non-V models, which contributes to more precise handling and more direct steering responsiveness. A revised multi-link double-pivot MacPherson-strut front suspension delivers a quicker response and increased lateral control, incorporating new ride and handling links, where traditional elastomeric bushings are replaced with zero-compliance cross-axis ball joints, higher-rate springs and a stiffer stabilizer bar – for 50-percent greater roll stiffness. Cadillac’s five-link rear suspension features reduced roll center migration, stronger lateral control and effective anti-squat geometry, complementing the front suspension with greater body motion control. Contributing components include stiffer bushings, new cradle mounts, higher-rate springs and a stiffer stabilizer bar. Larger prop shafts and greater half-shaft asymmetry (stiffer driver’s side shaft) mitigate power hop during acceleration. Technology and Connectivity – technology upgrades for an enhanced, more connected ride Cadillac CUE – the centerpiece of the Cadillac ATS-V’s comprehensive collection of technologies including Apple CarPlay and Android Auto advanced smartphone integration and available 4G LTE Wi-Fi hotspot – is now standard for all 2017 ATS-V Sedan and Coupe models. Additional upgrades and enhancements for Cadillac CUE include new standard technologies such as the myCadillac Mobile App, Teen Driver and Cadillac Collection. Bose Premium audio with Active Noise Cancellation technology is standard. The available Bose® Surround Sound system features Centerpoint 2.0® surround technology, enabling listeners to enjoy an immersive sound experience from nearly any stereo source. This includes Active Noise Cancellation and electronic sound enhancement that amplifies the car’s authentic powertrain sounds, as opposed to other manufacturers’ systems that pipe in manufactured engine noises. The premium sound system also includes Bose Audio Pilot, which continuously monitors ambient sounds and adjusts the music volume and program content to optimize the listening experience. The heart of Cadillac CUE is the eight-inch LCD multi-touch sensitive screen, integrated into the top of the central instrument panel. Cadillac CUE’s vibrant LCD screen resembles a smartphone’s screen, with large, easy-to-target icons to execute commands. Upgrades and enhancements for Cadillac CUE in 2017 include in-vehicle apps via Collection, partial name recognition, display of Advanced Park Assist, and Wi-Fi signal strength display. Cadillac CUE connectivity and convenience features also include Text Message Alerts for smartphone users with Bluetooth profile (M.A.P.) and Siri Eyes Free for iPhone. Each enables voice-controlled connectivity, helping to keep phones stored and hands on the wheel. Wireless phone charging is standard. The enhancement to the Cadillac CUE system includes the introduction of in-vehicle apps available through Cadillac Collection. Similar to iTunes and Google Play Store, customers can access Collection and personalize their in-vehicle experience the same way they do with their smartphones. Apps downloaded from Collection are fully embedded in the infotainment system, enabling a true integrated user experience. Apps are not dependent on a phone and provide a deeper integration with the car’s features and its performance. The introduction of Collection serves as a framework that allows the vehicle and ownership experience to get better over time. Apps can be seamlessly and intuitively downloaded to the vehicle utilizing an embedded OnStar 4G LTE connection. These apps can be automatically updated as new versions become available. Apps designed to enhance the driving experience will be added or updated over time and include popular music services, weather, news, and more. Complementing Cadillac CUE to enhance the Cadillac ATS-V’s connectivity is OnStar 4G LTE connectivity with Wi-Fi hotspot. OnStar 4G LTE provides a mobile hub for drivers and passengers to stay connected. The hotspot is activated whenever the vehicle is on and comes with a three-month/three-gigabyte data trial. 4G LTE is the most current and fastest mobile data network – 10 times faster than 3G. Additionally, OnStar 4G LTE offers stronger, broader coverage than do smartphones on the same network. At the time of purchase, six months OnStar Guidance includes all of OnStar’s advisor-based safety and security features, including Automatic Crash Response and Stolen Vehicle Assistance, as well as Turn-by-Turn navigation. Cadillac owners can also opt-in to keep their vehicle connected at no cost for five years through the OnStar Basic Plan, including: OnStar Vehicle Diagnostics, which runs monthly checks of a vehicle’s engine, transmission, anti-lock brakes and more Dealer Maintenance Notification, which sends a diagnostic report directly to a preferred dealer, simplifying service scheduling OnStar Smart Driver, which monitors driving behaviors and offers the opportunity to save money on insurance AtYourService, which gives you access to a marketplace of localized money saving offers from nearby merchants Cadillac’s 2017 model year products will feature Apple CarPlay and Android Auto, the predominant new systems for in-car phone integration. Cadillac CUE provides owners a smart and simple way to access both Android Auto and Apple CarPlay. A “Projection” icon will appear on the Cadillac CUE screen to enable simpler, easier access to key smartphone functions, including navigation, contacts, hands-free text messaging and select applications supported by Apple or Google. Apple CarPlay takes the iPhone features one would want to access while driving and puts them on the vehicle’s display in a smart, simple manner. This allows drivers to make calls, send and receive messages and listen to music right from the touchscreen or by voice via Siri. Apple CarPlay supported apps include Phone, Messages, Maps, Music and compatible third party apps. A full list of those apps can be found at Apple.com/ios/carplay. Android Auto is built around Google Maps, Google Now and the ability to talk to Google, as well as a growing audio and messaging app ecosystem that includes WhatsApp, Skype, Google Play Music, Spotify, and podcast players. A full list of supported apps is available at g.co/androidauto. Many features can be controlled via voice commands through a steering wheel button, helping drivers spend more time with their eyes on the road and hands on the wheel. The all-new myCadillac Mobile App combines the services available through the former myCadillac and OnStar RemoteLink® apps to allow customers to easily manage their vehicle ownership experience. Features on the new myCadillac Mobile App include roadside assistance, parking reminders, owner manual content, and vehicle diagnostics. In addition, users will be able to remotely control vehicle features, including the OnStar Wi-Fi® hotspot, remote start/stop, and remote door lock/unlock. The app is included for free for five years and is available in the U.S. and Canada through the iTunes and Google Play Stores. Exterior design - functional form on an optimized platform Almost every exterior panel on the Cadillac ATS-V is unique, from the fascias and fenders, to the hood, rear spoiler and rocker moldings – and every one was designed to support the car’s capability, contributing to lift reduction, enhanced cooling, and improved aero performance. Like the Cadillac CTS-V super sedan, the ATS-V sedan and coupe sport an athletic stance, wide body and low height, but the unique ATS dimensions contribute to even-greater, scalpel-like driving dynamics. The unique elements include: A lightweight carbon fiber hood features an air-extracting vent that not only pulls hot air out of the engine compartment, but helps reduce lift at speed by channeling air pulled through the radiator out and over the top of car rather than allowing trapped air to exit under the car Unique front and rear fascias provide optimal aero performance, with larger grille openings in the front fascia to feed more air to the new twin-turbocharged engine. Even the mesh pattern of the signature grille openings is enlarged to allow more air into the radiator and multiple heat exchangers A front splitter enhances handling by forcing air to push down on the front of the car rather than flow under it, where it can cause lift Wider front fenders to accommodate 18-inch wheels that are wrapped with Michelin Pilot Super Sport tires The alloy wheels, unique to the V-Series, are constructed of a low-mass forging that helps reduce un-sprung weight for greater agility and a more direct feel to steering inputs The rocker moldings and rear spoiler are aero-optimized. An available, all-carbon fiber package takes aero performance and mass optimization to higher levels. It includes a more aggressive front splitter, hood vent trim, and rear diffuser, along with composite rocker extension panels and a taller, body-color rear spoiler. The exposed carbon fiber components are book-matched on the centerline for a precise, tailored appearance. An available track package includes the components of the Carbon Fiber package, plus the Performance Data Recorder and a low-mass battery. It also deletes the standard floor mats and tire inflator kit to save weight. Colors offered for 2017 include Velocity Red, Vector Blue Metallic, Black Raven, Red Obsession Tintcoat, Phantom Gray Metallic, Crystal White Tricoat and Radiant Silver Metallic. The 18-inch lightweight, forged alloy wheels come in three finishes: premium painted, polished with Midnight Silver painted pockets and full, After Midnight premium painted. Available Red or Dark Gold Brembo brake calipers accent the ATS-V’s performance capability with style. Interior design – a performance-focused cabin with handcrafted execution The Cadillac ATS-V’s track-inspired precision carries over to the interior, where the design and relationship of key components are aimed squarely at performance-driving ergonomics. All of the contact points – the steering wheel, seats, shifter and pedals – are designed to make performance driving experiences direct and intuitive. Available 16-way-adjustable RECARO performance front seats are the lynchpins for the driving experience, with aggressive, adjustable bolsters that help hold the driver and front passenger in place during high-load cornering. They also have a luxury-performance feel, trimmed in Mulan leather with sueded microfiber inserts and front seatbacks. Eighteen-way-adjustable, leather-trimmed seats with sueded microfiber inserts and front seatbacks are standard. An available sueded steering wheel and shift knob complement the seating. Three interior color combinations are offered: Jet Black, Jet Black with Saffron accents and Light Platinum with Jet Black accents. The Cadillac ATS-V also features a unique version of the 5.7-inch, three-window instrument panel cluster display, with V-Series graphics and distinctive gauge readouts. The available Performance Data Recorder (PDR) enables drivers to record, view and analyze driving experiences by capturing real-time video, cabin audio and performance data. The system – which features an HD camera and performance data acquisition hardware – is controlled via Cadillac CUE’s color touch screen. Recordings can be reviewed on the screen when the vehicle is parked or saved to an SD card to view or share from another device. PDR data can be analyzed using Cosworth Toolbox, a free suite of analysis software developed from racing analysis software and designed for use with the PDR in the Cadillac ATS-V Coupe and Sedan and the Cadillac CTS-V super sedan. V-Series owners can use Cosworth Toolbox to review laps to quickly improve performance such as braking points, accelerating points, driving lines and corner speeds.

Also discovered that the rear sway bar had not been tightened down at all. The nuts were not even finger tight. So as good as the car felt, there were many things not right with the car. Can't wait to try again with everything fixed. The car goes tp the dealer tomorrow (01/25/21) for the clunking in the left front of the car. Knowing what I know was wrong, I could easily see a two second improvement in the times.

It's an addiction, somebody help me!!! 😎 Several things going on with the cars now, we will start with Amy's car first. The new grills and emblems are here, so I'm ready to either find someone to paint the hood and bumper cover or get it wrapped, and I'll be exploring those options next week. The Swift springs are on the way here but the wheels haven't shipped yet. I need to ask James about those but I know he takes his time. Once they ship I'll order the new tires. I'd really like to have the wheels ceramic coated before they go on the car. I have ordered a flex fuel sensor for my car so I can get a Trifecta flex fuel tune. Here is how the fuel ends up when you blend E85 and 93 octane in our cars. The car holds a total of 16 gallons. With the stock fuel system, 5 gallons of E85 on top of the 11 gallons of 93 roughly equals E30, and that is the maximum "E" level that the stock system can use. BUT... I just found a solution to my problem, and that is this high pressure fuel pump made by AJM Performance that provides 36% more volume of fuel. One problem with these cars when using E85 is that the stock fuel system starts running out of pumping capacity. The car has two fuel pumps, a low pressure pump located in the tank and a high pressure pump located on the engine and driven by one of the exhaust cams. I believe this is the first "OEM" replacement pump that has this kind of additional capacity. The other option to this pump would be to replace it with a VERY expensive xdi pump (which is on the wife's car) and/or by using a fuel cam. A fuel cam is a replacement exhaust cam with a larger fuel pump lobe so that the pumps stroke is longer and moves more fuel. This pump doesn't require me to open the engine which is a tremendous advantage on a car with a warranty. As soon as AJM gets the lines in, I'll get the pump. This pump, flex fuel sensor, and new tune may get me close to 580-600 horsepower on E40-E50. https://ajmperformance.com/products/cadillac-ats-v-high-performance-high-pressure-fuel-pump?variant=37756621979844 This is the flex fuel sensor. https://dsxtuning.com/collections/flex-fuel-kits/products/lf4-flex-fuel-kit These are out of stock, but as soon as they're available I'm placing an order. These are already on the wife's car so I have to keep up. 🙂 These are the rear trailing arms and all of these arms help to located the rear suspension precisely, and without any flex in the arms or deflection in the bushings. Compare these to the stock arms and you can see why they are needed. Once you start adding higher power output and increased cornering forces, those OEM arms and bushings start to flex and that makes for unpredictable cornering and not so straight, straight line acceleration. https://zzperformance.com/products/zzp-ats-trailing-arms I'm taking the car to the Lanier Cadillac dealer on Monday (25th) to have the clunking in the left front fixed. It has to be a strut issue of some type, so we'll see what they say. After that is fixed, I plan on taking the car to Teddy Knisely to have the sensor installed. Hopefully (when they become available) I have the rear suspension pieces installed before the first autocross. We'll worry about the Trifecta tune on the wife's car once we get mine complete (Hers is still faster than mine so it can wait for now 🙂 ) and after we have hers painted/wrapped and the wheels/tires and springs installed.

I have two audio files of a cold startup, one of my car and one of the the wife's car. These were recorded at 44khz so it's CD quality if you decide to play them on a good sound system (which I recommend), otherwise they lose all the lower frequencies. I played it on mine and it sounds exactly like the car is sitting in the room. 🙂 Driving, I like my setup better. The wife's car has a loud rasp every time it shifts, where the sound from my car is smoother. They both scream once you get on it. 🙂 This one is my 2017 with Renick DP's and stock exhaust. 2017 ATS-V.wav The other is my wife's 2016 with NEP downpipes and Vibrant 4” resonator with custom 4” single mid pipe and stock exhaust. 2016 ATS-V.wav