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So this is for curiosity, directed to those more knowledgeable on Automatic Noise Cancellation Systems than myself.

When I made our first highway trip I was a bit surprised that our '19 Traverse wasn't even quieter. Don't get me wrong it is a huge improvement over our previous 08 Equinox ;-) However; if it had ANC, why am I still hearing recurring wind buffeting (from the exterior mirror?), and also expansion joint thumping on the interstate?
So; I began googling around to learn about the various GM implementations of ANC >> seems not all ANC systems are created equal.

For GM it seems this has been around a while beginning with some 4 cyl Equinoxes and Malibus.
I get the impression that many of these ANC implementations are tuned for a narrow freq. bandwidth that "listen-for" and cancel engine and drive-train noises (droning) at lower RPM cruising speeds of those vehicles' 4 cyl. engines.

So here we are with Gen II V6 Traverses with 4 microphones in the headliner, and an obscure note in the owners manual saying something to the effect of: Anyone making engine mods (air intake, exhaust, etc?) should disable (remove a fuse?) the vehicle's ANC system ??

I'm not contemplating mods - just looking to become further enlightened
 

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When it works it works. To see the difference pop the RDO fuse and see how the vehicle sounds without it in operation.



Apparently the system was not designed to make the vehicle quiet by eliminating all noises, only the real nasty ones like engine harmonics at certain rpms more noticeable with the lightweight bodies, mountings and composites designs. Engine drone at 2000-2100 rpm is significantly more noisy with the ANC defeated. Also, if the ANC mics are improperly located it can get really noisy.



https://gm-techlink.com/?p=10528


Windshield noise in the '18s may not be the stock windshield which is acoustic glass or the mirrors.....there are two plastic fillers located where the opposite ends of the cowl contact the windshield.....if not firmly in place and secured to the glass will cause windshield/side noises.
 

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I get the impression that the new Traverse- is a bit noisy- and Im thinking it may be due to the cylinder deactivation?
The engine being a V6- with plenty of power... and the exhaust not tuned to be sporty--- should be relatively quiet.... firing on all 6...... now when it changes mode...????



so the fact they threw it in... says alot.


I have a 2013 Equinox. the 3.6 V6.
The V6 versions do NOT have ANC.... while the 4 cyl do.
This tells me- the 4 cyl makes more noise than the 6.


Am I overthinking?
 

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Noise from roads cracks are mostly caused by the tires specially the low profile tires that dont have too much cushions compared with the higher profile. Also summer tires are more noisy in the cracks than winter tires with a softer gum in the rubber. Not much you can do except to find some more quiet tires on the markets. Very common with different makes. The harder the tire the more noisy they are but they last longer. The price to pay.
 

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I had read this a while back... on the new version...





"On the fuel efficiency front, the new transmission, reduced weight, cylinder deactivation on the V6 and standard automatic stop-start should all contribute to more miles per gallon."




does it not have it?
 

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Could it be that was any early article and the new Traverse does not have it?
Or is this ANC only on the 4 cyl versions?


and finally, am I confusing it with the new Acadia.
 

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3.6L V6 ENGINE

310 hp @ 6800 rpm
266 lb-ft of torque @ 2800 rpm
Variable Valve Timing and Spark Ignition Direct Injection
Includes Stop/Start technology that, under certain conditions, automatically shuts off the engine when the vehicle comes to a stop and the brake pedal is pressed; the engine restarts on its own when the brake is let up


I don’t believe it has deactivation. Might have been considered but never implemented.
 

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Most GM Silverado size truck aluminum 5.3l V8s use AFM v8/4 cylinder deactivation and was talk about using an AFM system on the V6s being used in Colorados.


No AFM system on either the gen1 or gen2 Traverse V6.
 

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It seems I confused myself with the newer 3.6 on the Acadias.
 

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It seems I confused myself with the newer 3.6 on the Acadias.

There are AFM V6/4 versions of the V6s in many newer models.......I even the trucks, new'19 V6/4 Colorado 3.6l and V6/4 Silverado 4.3l use it.



My guess is that the no defeat button start/stop and non AFM full time V6 version of the 3.6l will be continued in the gen2 Taverses until time for a facelift.
 

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It seems I confused myself with the newer 3.6 on the Acadias.
An interesting (and possibly little known) fact is GM chose to stick with a slightly revised version of the "old" 3.6 (which was engine code LFX) in the Traverse and Enclave which now is engine code LGX. As I understand it, the only modifications between LFX and LGX was the inclusion of start/stop. it now has engine code of LFY . The Acadia, and Cadillac XT5 got the new "clean sheet" redesigned 3.6 with the code LGX. Completely different engines. Interesting reading I came across while researching here: http://gmauthority.com/blog/2017/05/all-new-2018-chevy-traverse-buick-enclave-powered-by-last-generation-v6-engine-exclusive/

Apparently the LGX is the AFM capable version of the 3.6.

While it probably doesn't matter to most folks, I was initially disappointed to learn this. I liked the looks of the Acadia more than the traverse, but didn't like the loss of size in the new model. Also, the Acadia has a 6 speed transmission vs the 9. The differentiation between brands seems odd to me, but after a month of ownership; I'm plenty satisfied with my new Traverse.
 

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An interesting (and possibly little known) fact is GM chose to stick with a slightly revised version of the "old" 3.6 (which was engine code LFX) in the Traverse and Enclave which now is engine code LGX. As I understand it, the only modifications between LFX and LGX was the inclusion of start/stop. it now has engine code of LFY . The Acadia, and Cadillac XT5 got the new "clean sheet" redesigned 3.6 with the code LGX. Completely different engines. Interesting reading I came across while researching here: http://gmauthority.com/blog/2017/05/all-new-2018-chevy-traverse-buick-enclave-powered-by-last-generation-v6-engine-exclusive/

Apparently the LGX is the AFM capable version of the 3.6.

While it probably doesn't matter to most folks, I was initially disappointed to learn this. I liked the looks of the Acadia more than the traverse, but didn't like the loss of size in the new model. Also, the Acadia has a 6 speed transmission vs the 9. The differentiation between brands seems odd to me, but after a month of ownership; I'm plenty satisfied with my new Traverse.



That preproduction document referenced was written before the final version gen2s ever hit the production line indicates a 305 hp for an LFY instead of the final 310 hp and lists St.Catharans Canada as the manufacturing point whereas the 310 hp LFYs are made in Mexico.. So as far as the LFY being a slight revised version of an LFX....LFYs increase of 25 hp over the LFX involving more than a slight revision. More likely the 310 hp LFY is the upgraded/revised version of the 285 hp LFX and the 310 hp LGX is the AFM version of the upgraded 310 hp LFY.



Change in LF series to "clean sheet" LG was likely necessitated due to major AFM changes: valve cover baffles, electrical solenoids, electrically controlled induction manifold, oil gallery routing, deactivation lifters for AFM cylinders, and sump discharge valve, not to mention major changes to ECU hardware/software. Let's hope the AFM 3.6l V6s don't follow the path of the early 5.3l V8s. Had a first gen AFM V4/8 in my '07 Avalanche doomed for problems related to ring failure/oil burning necessitating numerous changes in valve cover baffles, and AFM sump discharge valves.....wasn't straightened out until '11 production......mods would not be done under warranty until actual failures so had to dump the '07 for a '12 to get a revised AFM engine.
 

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Also

The addition of start stop to any existing engine does not require any internal engine redesign or modifications to the engine itself- only requirement is the substitution of a split solenoid in a HD starter motor that engages the front half to the engine flywheel at under 4 mph - the remainder is electronic mod to controlling software that uses numerous sensor inputs to determine when to trigger a s/s event and to use the engines cam position sensor to calculate and next cylinder approaching TDC to trigger the fuel injector for a faster start (that's why tou never hear the engine cranking or revving on startup from a stop cycle just a slight "bump" and engine is at idle speed before you can get your foot from the brake to the accelerator) .
 
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