Ok so I have spent several hours trying to find a cold air intake setup that will work for a 2010 h3. My h3 has the 3.7 motor, a lot of retailer sites say that the k&n is compatible with the 2010 model but it is not it throws a lean back code..... I have heard great things about the air doc setup for other years..... Has anyone tried this setup on a 2010 with no problems..... If so please fill me in on how it performs if not please let me know something that will work or if anyone else has ran into the same problem with the 2010 model thanks in advance....

 

Doc, what do you think?

 

AIRDOC, fits the 2008-2010 H3 3.7L
http://www.airdocintakes.com/product_three.htm
DO NOT USE AN OILED FILTER (ie:K&N). Try an AFE Pro Dry S or AFE Pro 5R.

 

Airdoc. I have had one on my 06, 08 and now my 2010 Alpha no problems whatsoever.

 

Tim & I have exchanged emails. I believe what he is looking for is feedback from customers who have a 2010 I5 H3/H3T with an Air Doc Intake.

I think he has come to the assumption, possibly through what he gleaned from contacting K&N, that there is something unique about the 2010 H3/H3T model year.

What I can add, knowing that we are talking about the 3.7L 2010, they are power train and control identical to all the other 2008 -2010 H3/H3Ts (keep in mind there are low ratio T Case and standard T Case models that use different TCCMs). So as to I5s, apples is apples.

The PCM programming used by the 2010 H3/H3T Alpha is unique to the 2010 model year. Again, irrelevant for intake comparisons.

Since our privacy policy says no customer info will be shared with anybody and stays with us period, I suggested he try and farm out a volunteer. Best I can do.

So far, RKSmith163 has added his thoughts.

 

Thanks for the clarification doc

 

There is NO CHANGE between the 2009 and 2010 H3 I5 in respect to the air intake tube or any part of the entire vehicle. Same / Same.

The 2010 Alphas (V8s) have a different motor (LH8 vs LH9) than the 2009s. It is Junk Fuel (flex fuel) compatible so getting a hand held tuner is impossible! I wonder if the Canyon/Colorado guys can use a handheld on their 2010+ V8s? Hmmmmm......

 

2010 Vortec 5.3L V-8 VVT (LH9)
VORTEC 5.3L Gen IV V-8 (LH9) TRUCK ENGINE
2010 Model Year Summary

New engine RPO content and benefits for 2010 model year:

• New variable valve timing
• Gen IV aluminum cylinder block
• Returnless fuel injection with stainless steel fuel rail
• Advanced electronic throttle control
• Advanced engine control module
• 58X ignition system
• Enhanced noise, vibration and harshness control
• Low-modulus air conditioning compressor belt
• Quad catalytic converter system
• Iridium-tip spark plugs

The new Vortec 5.3L V-8 with engine RPO code LH9 replaces the 5.3L V-8 with engine code LH8 because of the addition of variable valve timing. It is offered in the 2010 Chevrolet Colorado and GMC Canyon (extended and crew cab models), as regular unleaded fuel models.

E67 Engine Control Module
An advanced controller manages the multitude of operations that occur within the Vortec 5.3L every split second. All Gen-IV 5.3L’s use one of the three controllers in the GM’s new family of engine control modules (ECM), which will direct nearly all the engines in GM’s lineup. In the Colorado, and Canyon applications, the 5.3L is managed by the new E67 ECM. It includes the ability to control and synchronize all the advanced technologies available in the small block engine family as well communicate with all the advanced vehicle devices and functions.

The E67 features 32-bit processing, compared to the conventional 16-bit processing in previous Vortec engines. It operates at 59 MHz, with 32 megabytes of flash memory, 128 kilobytes of RAM and a high-speed CAN bus, and it synchronizes more than 100 functions, from spark timing to cruise control operation to traction control calculations. The E67 works roughly 50 times faster than the first computers used on automobile engines in the late 1970s, which managed five or six functions.

The family strategy behind GM’s new ECMs allows engineers to apply standard manufacturing and service procedures to all powertrains, and quickly upgrade certain engine technologies while leaving others alone. It creates both assembly and procurement efficiencies, as well as volume sourcing. In short, it creates a solid, flexible, efficient engine-control foundation, allowing engineers to focus on innovations and get them to market more quickly. The family of controllers means the ECM and corresponding connectors can be packaged and mounted identically in virtually every GM vehicle. GM creates all the software for the three ECMs, which share a common language and hardware interface that’s tailored to each vehicle.

The E67 also applies a new, rate-based monitoring protocol sometimes known as run-at-rate diagnostics. Rate-based diagnostics improve the robustness of the Onboard Diagnostics System (OBD II) and ensure optimal performance of emissions control systems. The new software increases the frequency at which the ECM checks various Vortec 5.3L systems, particularly emissions-control systems such as the catalytic converter and oxygen sensors. Rate-based diagnostics more reliably monitor real-world operation of these systems, and allow regulatory agencies to more easily measure and certify emissions compliance.

 

They cannot. 2010+ GMT355s use the E67, Superchips doesn't have that compatibility yet.