It sounds as though the G8 will be gracing the showroom floors with Displacement On Demand. From some of the posts I have read on here, I am having a hard time coming to conclusion as to whether it is a good thing or a bad thing. From what I have heard it:

+Reduces the response of the throttle
+Doesnt really improve fuel economy

Those are two bad things in my book- so I wanted to get a feel of the people on here. Are you leery about the prospect of DOD in the new G8, or are you looking forward to it, and share your opinions!

Thanks.

Uh-oh... FTW!!!

:o U get to sound like a 4banger at stoplights

fook that,I will have a DOD delete kit made ;)

I say lets see how it performs before we bash it. Who knows, it may actually work well in this application. I dont think about it sounding odd at stoplights but cruising on the highway it could really be beneficial.

I don't really care - if it lessens throttle response or becomes...say.. problematic, I'm sure there will be a tuner out there who can get rid of it rather quickly after the cars are introduced.

I just wish there would be some kind of bypass switch on it like with traction control and the driver could choose to use it or not

I just wish there would be some kind of bypass switch on it like with traction control and the driver could choose to use it or not

This would be the best solution, a toggle.

fook that,I will have a DOD delete kit made ;)

You dont need to, look at the 5th bullet. :fawkdance:
http://www.hptuners.com/articles/061015/

Depends on how they handel it...

I would not want DOD in the GXP -- I want the power there all the time.

http://www.ls1.com.au/forum/showthread.php?p=833303#post833303
From someone who's aparently actually driven an L76 with DoD,
The DOD/AFM system in the L76 works very well, no difference in throttle response at all and no hesitation

The people who have there doubts about AFM, will instantly change there minds once they drive one. I know I have, awesome !

Well, I'll see how it does. If some tuners can make more power & disable AFM at the same time, I'll go that route.

The AFM on my car is utterly transparent. It does help on mileage in the right conditions. It only operates in a very narrow range, slightest movement of the throttle reengages the other four cylinders nearly instantaneously. On the interstate, anything above ~70 and it doesn't engage. It doesn't engage at idle, so all we get is the nice rumble at the red light and parking lots.

So to turn AFM off, just put the pedal down. :gears:

Chip

Just wait and see how it performs.

If you have a V8, RWD, 360 HP sedan getting upwards of 30 MPG, I'd say Yay for DoD.

Doesnt matter because I probably wont keep the stock cam for TOO long...so might as well throw new lifters in there

I don't have much of a problem with it.

When people talk of killing the DOD, they mention just tuning it out via HP Tuners or other software. Is there any physical engine component differences in the valve train? I have heard on some of the higher end European cars the DOD disables the valvetrain on the affected cylinders to eliminate pumping losses. Does GM utilize anything similar?

If its as simple as a cam swap and tuning, the 38 h.p. defecit of the L76 versus the LS2 would be easily overcome and then some..........

StolenFox

Delete option please...
I'd take that 6 speed Auto though!!!

I'm buying a V8 performance car, I can afford the fuel. I do not want a hesitation at any time when applying the throttle. I would prefer GM leave AFM off this car. It hasn't been proven to lessen fuel consumption in current Chrysler and GM products that use it.

Hopefully a simple tune will defeat it.

I am driving an '07 Tahoe with DOD right now. It does not engauge at idle so there is no effect on off the line performance or idle sound and quality. Like others have said, it only comes on in a very narrow band. In the Tahoe it will only come on if you get over 20MPG in the instant economy readout (read under 1/4 throttle). There is no lag and no reason to diable it.

I'd be interested to see how it works Holden didnt put it on the VE as they said it wasn't 100% ready yet..

I am driving an '07 Tahoe with DOD right now. It does not engauge at idle so there is no effect on off the line performance or idle sound and quality. Like others have said, it only comes on in a very narrow band. In the Tahoe it will only come on if you get over 20MPG in the instant economy readout (read under 1/4 throttle). There is no lag and no reason to diable it.

So far what I am hearing from people that actually have it in a car is encouraging. Wouldn't it be cool though if there was a way to tweak how sensitive it is. When you are just driving to work and such for example you could make it more conservative shut off cylinders at a higher throttle setting. Then if you plan on playing around with it more for more spirited driving you could adjust it to where it was off altogether or came on only at very low throttle. A Sport and Touring setting or something. I believe one of the newer Subarus had something similar to this with boost level and fuel map settings.

So far what I am hearing from people that actually have it in a car is encouraging. Wouldn't it be cool though if there was a way to tweak how sensitive it is. When you are just driving to work and such for example you could make it more conservative shut off cylinders at a higher throttle setting. Then if you plan on playing around with it more for more spirited driving you could adjust it to where it was off altogether or came on only at very low throttle. A Sport and Touring setting or something. I believe one of the newer Subarus had something similar to this with boost level and fuel map settings.

That is easier said than done. A lot of work has to go into the particulars of the 4cyl mode to control vibration. The more settings you have, the more engineering and testing you have to do to make sure you don't get any bad vibrations.

There is no lag and no reason to diable it.

http://www.edmunds.com/insideline/do/Drives/Comparos/articleId=119281

"In everyday driving, the Titan's rapid, linear throttle response made the Silverado's seem stodgy in comparison. Throttle inputs in the Silverado are overly damped, and the general reluctance of its four-speed transmission to downshift is very noticeable.

This Chevy V8's fuel-sipping four-cylinder power mode makes the engine seem even sleepier, and it takes a half-beat for all eight cylinders to wake up when you stab the throttle. From our logbook: "The Chevy's soft throttle response is unfortunate. Also, I'm not sure what the numbers say but this one feels by far the slowest.

Since our Silverado is a long-term test truck, we have a larger sample size from which to cull fuel economy data. The picture is not pretty. Over 5,436 miles, the Chevy has averaged 12.7 mpg with a best tank of 14.2 mpg. Of the three trucks, the Silverado's performance is the furthest from its EPA rating of 15 mpg city, 19 mpg highway."

http://www.edmunds.com/insideline/do/Drives/Comparos/articleId=119281

Interesting.

http://www.drive.com.au/Editorial/ArticleDetail.aspx?ArticleID=28748

"The Pontiac G8 GT also has one first over the Commodore it is based on. It features GM's Active Fuel Management system which can cut out four cylinders when they are not needed to save fuel. Holden did not fit AFM to the Commodore at launch, insiders telling drive.com.au at the time that it could not be made refined enough for Holden's standards."

Scary.

So Americans have lower standards apparently?:nuts:

So Americans have lower standards apparently?:nuts:
yeah :shiner:

Have there been that many complaints about all the hemis from 2004 onward that have DOD? Or the current GP GXP and Impala with DOD? It is supposed to be seamless. And according to the tests run by Wheels magazine last year when the VE Commodore debuted, the fuel economy as tested was with the V8 11.0l/100km which is 21.38 mpg while the V6 versions did well less than 10.0 l/100km which translates to over 24 mpg. From this I am assuming real world mpg exceeding comparable Grand Prix.

I'd like to drive one myself before I go bashing the technology based on an internet review.

Same here, gotta give it the seat of the pants test.

I'd prefer no DOD. It adds complication without much benefit, imo.

I don't really care.

The people buying the top end power version probably wouldn't want it.

DOD sounds like a good idea - at least in theory (never experienced driving a DOD equipped car). That said, I would like to see a degree of control over the system. Imagine normal, sport and even economy settings: normal mode = current setup, sport = DOD deactivated and economy = 4 cyl mode for long highway stretches and penny pinchers :)

It wouldnt really matter to me. Id love to save the gas and if there is now real downside in throttle responce then why the hell not? especially if it helps keep it out of gas guzzler tax

I don't really care.

The people buying the top end power version probably wouldn't want it.
I Agree with the above.

The only thing I'm concerned with concerning DoD is how that will affect replacing the cam.

I'll be replacing the cam regardless, but I wonder, will I have to deactive the DoD?

I have had an '05 Chrysler 300C since August of '04. I have no issue with DoD. I can usually tell when I'm on four cylinders if there is a slight grade to the road, but it doesn't bother me in the least. If I want more power, I just ease into the gas and it seemlessly slips back into eight-cylinder mode - no sudden jump or lurch or anything.

I am interested to know whether a hotter cam defeats the DoD on the G8, as I'd rather keep the DoD functioning.

By the way, I'd be perfectly happy with keeping the 300, as it's been a great car, but I'd like a six-speed manual transmission. I was looking around for deals on a leftover GTO, but dealers seem to think that $30k is still a good deal for a car that has sat on their lot for a year!

Keep in mind a number of factors about DOD.

First of all, the system is entirely electrical. So, as far as I understand it, replacing the cam should not make any difference to what DOD is doing.

The way DOD works isnt by deactivating the front 4 cylinders, or the right 4 cylinders, or what have you. Because DOD is electrical, the ECU shuts down fuel and spark in a 2 or 4 cylinder rotation in order. If the motor is running from 8 to 4 cylinders, each cylinder skips one combustion cycle. This avoids any problem with wear.

As it was explained to me, the only technical difference between a non-DOD engine and a DOD-engine is special injectors that require a variation of a precharge system. The technicals of that, I do not know, but generally speaking in regards to L98 vs. L76, the only technical differences between the two engines should be the special injectors. Nothing else.

Keep in mind a number of factors about DOD.

First of all, the system is entirely electrical. So, as far as I understand it, replacing the cam should not make any difference to what DOD is doing.

The way DOD works isnt by deactivating the front 4 cylinders, or the right 4 cylinders, or what have you. Because DOD is electrical, the ECU shuts down fuel and spark in a 2 or 4 cylinder rotation in order. If the motor is running from 8 to 4 cylinders, each cylinder skips one combustion cycle. This avoids any problem with wear.

As it was explained to me, the only technical difference between a non-DOD engine and a DOD-engine is special injectors that require a variation of a precharge system. The technicals of that, I do not know, but generally speaking in regards to L98 vs. L76, the only technical differences between the two engines should be the special injectors. Nothing else.

GM's DOD does not work that way.

DOD or AFM is electrical and mechanical. To deactivate the 4 cylinders (same ones are always deactivated), they use collapsible lifters on those 4 cylinders. There are solenoids located under the intake manifold that block oil flow to those lifters. This allows pins to release and lets the lifter body collapse. This allows the valves to remain shut trapping a spent fuel/air charge creating an air spring. Even in DOD/AFM mode, the trapped charged is cycled out for a new charge ever so many revolutions. Supposedly, wear differences between cylinders is negligible. And of course, the corresponding injectors are not used when the cylinders are deactivated.

One of things I found interesting is how important the drive-by-wire throttle is with this system. When the system activates the DOD/AFM, the computer changes the throttle opening so that the power level from the 4 cylinders is about the same as with 8 cylinders. And of course going from 4 to 8 cylinders the same adjustments occur. This is one of the things that makes the transition so smooth between the different modes.

Chip

GM's DOD does not work that way.

DOD or AFM is electrical and mechanical. To deactivate the 4 cylinders (same ones are always deactivated), they use collapsible lifters on those 4 cylinders. There are solenoids located under the intake manifold that block oil flow to those lifters. This allows pins to release and lets the lifter body collapse. This allows the valves to remain shut trapping a spent fuel/air charge creating an air spring. Even in DOD/AFM mode, the trapped charged is cycled out for a new charge ever so many revolutions. Supposedly, wear differences between cylinders is negligible. And of course, the corresponding injectors are not used when the cylinders are deactivated.

One of things I found interesting is how important the drive-by-wire throttle is with this system. When the system activates the DOD/AFM, the computer changes the throttle opening so that the power level from the 4 cylinders is about the same as with 8 cylinders. And of course going from 4 to 8 cylinders the same adjustments occur. This is one of the things that makes the transition so smooth between the different modes.

ChipSo then applying that information to the topic of cam replacement, the mechanical bits of the DOD/AFM system still would not interfere with anything that the cam replacement would do, correct?

Additionally, does the system rotate the cycle of cylinders that are deactivated or does the system always deactivate cylinder 1,4,6,7 (according to the information that I found)? It doesnt sound like that the wear would be significant as the cylinders are still moving at the same rate as the other cylinders but Im sure that there will be people who will hate the system because of theoretical wear problems.

Thanks for the clarification! :)

Technically, you are correct. Everything in theory should be OK as long as lift at the valve is kept below .590. The stock cam is a dual-pattern cam (DOD cylinders and non-DOD cylinders). The DOD pattern has slightly more lift than the non-DOD pattern. All of this is based on the theory that GM will do the same for L76 DOD/AFM as they have with the 5.3 engines.

DOD does not rotate between cylinders. The same cylinders are always used. The lifters (and a few other parts) for the DOD cylinders are different. The non-DOD lifters are standard LSX parts.

Anyway, I'm glad I could clarify. Having lived with one of these engines (LS4), I have been impressed with how seamless the operation is.

Chip

Again, thanks for the clarification, but I have an additional question.

Reading reviews of the Holden Commodore SS, the consensus is that the engine is response and the throttle is pin-sharp. Now, of course, their engine does not have AFM, so the question then becomes will the presence of AFM in that engine inherently make the car less response because of the fiddled electronic throttle. Going by what you say, the electronic throttle is changed to facilitate the transition from different engine modes. I understand that GM will (or could, I should say) make modifications to the throttle to make it more of what they desire (sharp or not), but the question relates to whether or not the presence of AFM will fiddle with the Holden's throttle response.

I don't think that having AFM or DOD will decrease the sharpness of the throttle to a noticeable level. The biggest thing is getting the mass of the parts that aren't moving in 4 cylinder mode to start moving in 8 cylinder mode. Since the largest mass is the rotating assembly (crank, rods, pistons) are already spinning all that is left is to reactivate the lifters to move the pushrods, rockers, and valves. I think the changeover to the full 8 cylinders under WOT will happen faster than you can blink. Moving the rest of the driveline will have a greater effect on throttle response than the time to reactivate the other 4 cylinders.

I'm a sucker for gadgets so bring it on. If it works, then great. If not, then hopefully there'll be a way to disable it akin to the retarded skip shift on my 2000 WS6 T/A.

Speaking of the T/A (don't have it any more) it got 30mpg on the freeway easy. So I don;t really see what the AFM will bring. When you got assloads of torque you can just cruise in 6th and it's barly past idle.

Now I just need to find a good deal on recaro baby seats for the little dude.

I'm a sucker for gadgets so bring it on. If it works, then great. If not, then hopefully there'll be a way to disable it akin to the retarded skip shift on my 2000 WS6 T/A.

Speaking of the T/A (don't have it any more) it got 30mpg on the freeway easy. So I don;t really see what the AFM will bring. When you got assloads of torque you can just cruise in 6th and it's barly past idle.

Now I just need to find a good deal on recaro baby seats for the little dude.
I couldn't find a WS6 M6 so I'm stuck with an A4.:bomb:
That's OK though...the G8 will be an M6 and the WS6 will become more of a track car...just need to put in the converter!:secret:

I was reading about the Charger's DOD and they quote a .4 second activation time. Also, at a stoplight, all 8 fire to keep the idle smooth. It really only is activated when you are cruising along. I have driven the Charger and didn't notice anything. We'll see what the G8 does fairly soon.

Put VVT and DOD on the L76/L92.....Best of both worlds.

http://www.ls1tech.com/forums/showthread.php?p=7316610#post7316610

http://www.mastmotorsports.com/images/dyno/L92.jpg

Good find tmoneyr007,

I wonder what a little more agressive cam, headers, and the same/better tuning would yield?




EDIT: I see from the link provided the engine is already running 1 and 3/4" primary headers. There appears to be of plenty of potential in the VVT engines.

No biggie for me, because I'm going with a manual G8 GT. DOD is only going to be available on the automatic G8 GT.

Exactly what I knew would happen.

"the cylinder shut-off is aggressively programmed and not altogether transparent. A faint flutter through the steering wheel and floorboard means half the cylinders are asleep. It’s an acceptable trade-off for a claimed 10-percent gain. The EPA says the V-8 makes 24 mpg highway. We saw 18 for one fill-up; the test average was 16."

http://www.caranddriver.com/reviews/hot_lists/high_performance/performance_files_tested_by_c_d/2008_pontiac_g8_gt_road_test+page-2.html

This is the most worthless "technology" GM has foisted on us since skip-shift. They delayed the car over a year, took away the choice of a manual on the GT, and ruined the refinement of the powertrain for a zero gain in fuel economy. From what I've read this is why Holden does not use cylinder deactivation on their cars.

This car averages no better than all the normal V8 cars (and trucks) I've owned. My LS2 GTO averages 17-18mpg per tank on my daily commute of stop and go.

Why on Earth did GM neuter a V8 performance car for fuel economy? Isn't common sense refining the V6 model for that purpose and refining performance for the V8 instead?

This is absolutely ridiculous.

:o U get to sound like a 4banger at stoplights
which is great for those that want the ability to be a sleeper.. and let's not get carried away. Hopefully nobody here is considering rocket muff--amplifiers for their exhaust. :eek2:

I think AFM/DoD is a good concept, whether the application to the G8 has been worth the fuss or not. I would imagine a talented tuner could get it to work better if it's not up to par from the factory.

Also, I don't trust CaD's highway mileage. It might be the number I end up getting, but everybody drives the highway differently and I bet CaD have heavy foots even for that.

I just wish there would be some kind of bypass switch on it like with traction control and the driver could choose to use it or not
Remember the ZR-1s from the early 90's?
They had a key to turn it up to full power.

Also, I don't trust CaD's highway mileage. It might be the number I end up getting, but everybody drives the highway differently and I bet CaD have heavy foots even for that.

A look at the pics that accompany the article should be enough to show why they average 16mph!:eek2: Don't know about you, but for me, tires aren't cheap! I kinda like them to last more than a couple of tanks of gas! What's that saying, :quoties2:Drive it like you stole it:quoties2:?

A look at the pics that accompany the article should be enough to show why they average 16mph!:eek2: Don't know about you, but for me, tires aren't cheap! I kinda like them to last more than a couple of tanks of gas! What's that saying, :quoties2:Drive it like you stole it:quoties2:?

I've always heard, "Drive it like you stole it, but keep it maintained"!

so where did the installation of the AFM occur GM told holden to put it in or we arent going to produce them or is this another GTO "Test" car to see if people want the best of both worlds ?

less is better I wish AFM wasn't installed
How will a turbo or supercharger react to this system ?
one thing I am worried about scortching cylinder heads etc with turbo compression may be too much on the deactivated cylinders

I've always heard, "Drive it like you stole it, but keep it maintained"!

Which in the case of CD is even easier since they didn't have to maintain it!:gears:

I own one of the first 888's and I simply love the DOD/AFM, the reason is because when I am in sequential shifting, I don't feel the AFM kicking in at all! All I feel is pure power! Now, when I am cruising with the family in automatic D drive, then is when I feel the AFM kick in. But again, when I stomp in it, it reacts very quickly. So I am cool with the AFM and for the guys who have driven the G8 will see what I'm talking about.

22"dubs, thanks for the post;
glad to hear that input.... I was starting to doubt my decision to not
get on the GT I test drove, but seems we have the same story to tell:

DOD/AFM doesn't prevent the GT from reacting quickly when asked to
If anything it's the delay in Transmission downshifts (should that be what you want)
that could be an irritant..... not a big deal I guess.... it is an Automatic
after all

I drive in sport shifting almost all the time just in case someone wants some G8…:burnout: Wait until the venders start selling mods for the GT, You’re going to see people trading in their corvettes!

So Americans have lower standards apparently?:nuts:

No! What we have is the US Congress' CAFE standards. Face it the reason we got DOD is so GM can make CAFE. That is why there is no shutoff as well. Until American quit letting Congress design our cars, this is what you will have.

And it will get worse, much worse. I'm getting a G8 now because this is the last hurrah of the V8 engine. I seriously doubt in 6 years the next generation of this car will be able to offer this engine. Best to hope for might be a turbodiesel v6. All the manufacturers are supposed to hit 35 mpg by 2020. No way the G8 come close with a small block v8.

The first batch of CAFE standards in the 80s lowered the average HP of a US car to under 150HP in the 80s. That killed off most of the rear drivers and V8s in the US back then, whereas in the 60s a car without a V8 was an anomaly. Technology like DOD, fuel injection, compueter timing, etc got the V8s back. But this time all the easy, cheap fixes have been done and the technology is reaching its limits. Unless the Feds allow GM to count electrics in CAFE, the V8 is done.

So I am getting mine now. I'll keep it running like those old 50s US cars in Cuba if necessary.

No! What we have is the US Congress' CAFE standards. Face it the reason we got DOD is so GM can make CAFE. That is why there is no shutoff as well. Until American quit letting Congress design our cars, this is what you will have.

And it will get worse, much worse. I'm getting a G8 now because this is the last hurrah of the V8 engine. I seriously doubt in 6 years the next generation of this car will be able to offer this engine. Best to hope for might be a turbodiesel v6. All the manufacturers are supposed to hit 35 mpg by 2020. No way the G8 come close with a small block v8.

The first batch of CAFE standards in the 80s lowered the average HP of a US car to under 150HP in the 80s. That killed off most of the rear drivers and V8s in the US back then, whereas in the 60s a car without a V8 was an anomaly. Technology like DOD, fuel injection, compueter timing, etc got the V8s back. But this time all the easy, cheap fixes have been done and the technology is reaching its limits. Unless the Feds allow GM to count electrics in CAFE, the V8 is done.

So I am getting mine now. I'll keep it running like those old 50s US cars in Cuba if necessary.

I should add that is why GM had to go to OZ to get a great rear drive sedan from Holden. Ford may do the same. You guys were out of the reach of our Congressional engineers.

The whole process was sort of like nature figuring out that pouches are better than placentas, and the marsupials returning to inhabit the entire earth.

That's one of the reasons I'm considering a new G8--because it's going to be one of the last batches of a real V8 for the foreseeable future. I don't plan on parting with it until it's more expensive to repair than it's worth, hopefully quite a while away. Even then, I'm sure I'd be giving up a considerable amount of power to get sometime else. It's also a reason there's a raging debate in my mind about modding. 361hp for 15-20 years or 500hp for, what? 7-10 maybe? If you knew you could get another car to easily crank to 500hp in 10 years, modding would just be expensive, but if the closest replacement is going to be 250hp, well, I don't want to have regretted killing the car before its time.

That's one of the reasons I'm considering a new G8--because it's going to be one of the last batches of a real V8 for the foreseeable future. I don't plan on parting with it until it's more expensive to repair than it's worth, hopefully quite a while away. Even then, I'm sure I'd be giving up a considerable amount of power to get sometime else. It's also a reason there's a raging debate in my mind about modding. 361hp for 15-20 years or 500hp for, what? 7-10 maybe? If you knew you could get another car to easily crank to 500hp in 10 years, modding would just be expensive, but if the closest replacement is going to be 250hp, well, I don't want to have regretted killing the car before its time.

Good points. Just for fun I took a look at what the Ford guys get in OZ. That Falcon XR8 looks like a direct competitor of the Commodore. Even looks a lot the same. No wonder they call OZ the lucky country. Wonder if Ford will have the balls to bring it here? Only Ford has no Lutz...they got Mr. boeing from Kansas calling the tune and the first thing he did was bring back the Taurus.

here;s the link

http://www.ford.com.au/servlet/ContentServer?cid=1178841241534&pagename=FOA%2FDFYPage%2FFullwidth1024&c=DFYPage

Only Ford has no Lutz...they got Mr. boeing from Kansas calling the tune and the first thing he did was bring back the Taurus.
Do you mean Mr. Boring? Mr. Boeing could probably bring us some crazy cars. :yumyum:

I have to say, though.. the Taurus seems like a relatively good option. I haven't driven one or looked into it that much, but brining back a 150hp FWD as a 263hp (optional) AWD doesn't seem that bad in comparison to most of their line. Before the G8 introduced itself to me, I was looking for 250hp or more and AWD. The Taurus seemed like it might be better than the Subarus that I was looking at for what I was willing to spend on one.

but yes, I wish Ford would bring over the Falcon. The more competition that GM has for the G8, the more they'll improve it.

Keep in mind a number of factors about DOD.

First of all, the system is entirely electrical. So, as far as I understand it, replacing the cam should not make any difference to what DOD is doing.

The way DOD works isnt by deactivating the front 4 cylinders, or the right 4 cylinders, or what have you. Because DOD is electrical, the ECU shuts down fuel and spark in a 2 or 4 cylinder rotation in order. If the motor is running from 8 to 4 cylinders, each cylinder skips one combustion cycle. This avoids any problem with wear.

As it was explained to me, the only technical difference between a non-DOD engine and a DOD-engine is special injectors that require a variation of a precharge system. The technicals of that, I do not know, but generally speaking in regards to L98 vs. L76, the only technical differences between the two engines should be the special injectors. Nothing else.

In case anyone else has heard of this kind of DOD, it does exist in GM motors. This is like what the Northstar system did when the engine was getting hot, and there was no coolant. It sounds bads, vibrates bad, but it provides just enough power to get you out of Death Valley and to a service station.

In case anyone else has heard of this kind of DOD, it does exist in GM motors. This is like what the Northstar system did when the engine was getting hot, and there was no coolant. It sounds bads, vibrates bad, but it provides just enough power to get you out of Death Valley and to a service station.

While that may exist in GM motors (like Northstar limp-home mode), that is not how AFM/DOD works in the G8 or other LSx motors.

Chip

:gears::gr_jest::thumbsup::D


If Only my car sounded like a 4 banger at red lights

Muwhahahahaha

Fairly true, DOD is a waste of GM's $$ and resources, it rarley kicks in.