What is the best tuning for a 2016 Cummins?
This is a common question these days. Many Cummins owners like you understand the importance of high quality, custom tuning. However, figuring out which custom tuning platform is best for you can be complicated.
EFILive has a great reputation and is a favorite among diesel tuners. MM3 hardware and UDC Pro Tuning is derived from Smarty, a company that also has a stellar reputation among Cummins owners.
Other Articles about 2013 + Cummins
Do you need a lift pump on your LML?
You should strongly consider a lift pump for your LML (2011-2016 Duramax). Although there are many benefits a lift pump provides, your LML needs them for 2 main reasons, RELIABILITY & PERFORMANCE.
First, we should clear a few things up before diving into this topic.
What do you need to make 600HP in your LBZ?
600 RWHP (Rear Wheel Horsepower) with your LBZ makes one of the most fun trucks to drive! They sound great, look amazing and feel like a rocket ship if you do it right.
(Chuck Dilley's LBZ was actually a lot more than 600HP when this picture was taken, but it's a great picture)
There are many recipes out there to make this power. Each with it's own advantages and shortcomings. Below you will find our recommendation assuming you meet this criteria:
- Drive-ability is crucial! It's not just about a number on the dyno, you want to be able to daily drive this build when you are done.
- You are NOT trying to sled pull in a 2.6 or larger class.
- The truck must maintain its reliability. You don't want to constantly worry about blowing a motor. Or maybe you tow with it and want to (or have to) still let the wife drive it once and a while.
The 2.8L Duramax in the Colorado and Canyon is a great engine! Overall they are great trucks!
They get even better once you fix the biggest complaint about them: the Dead Pedal.
Let's say you're driving your new Canyon 2.8L fresh from the factory, no aftermarket tuning. You want to pass, so you step on the throttle, and wait, and wait.
The turbo charger has to lead the charge. There's a transient response rate. The delay in that transient response is the dead pedal.
The dead pedal delivers less power than the driver anticipates. The untuned 2.8L feels like there's a tennis ball stuck behind the pedal.
Last year we ran our 2012 Duramax with a few aftermarket goodies and the stock emissions equipment. Not only did the truck compete the entire season, it won several events! Taking home 5 first place spots and placed in the top 3 more often than not.
With 617 RWHP on tap DT Clean Sweep almost made it look easy.
The 2017 sled pull season is approaching and we wanted to a way to give back to you, our fans! So we are offering a FREE Poster featuring #DTCleanSweep shipped to you!
Our truck started life as a cab and chassis, 2 door Cummins powered Ram.
We decided to stuff a 640 cubic inch Cummins in it, throw triple s500 turbos on it, twin 14mm stroker pumps and giant injectors into it. And although the project is already put together, you can follow along to learn what it took for this monster to come together.
This is an excert from the thread we have going at CumminsForum.com titled Big Block, 8.9L Build
We are going to work up a FREE UCC Truck Build E-Book. We are projecting to have them done by the end of June, 2017. If you would like to request a copy just click the button below and fill out the corresponding form.
Last year we ran our 2012 Duramax with a few aftermarket goodies and the stock emissions equipment. Not only did the truck compete the entire season, it won several events! Taking home 5 first place spots and placed in the top 3 more often than not.
With 617 RWHP on tap DT Clean Sweep almost made it look easy.
With the 2017 sled pull season approaching we wanted to a way to give back to you, our fans and get everyone excited for the upcoming year. So we are offering a FREE Poster featuring #DTCleanSweep shipped to you!
640 Cubic Inch Big Block Cummins in a regular cab 2011 Cab and Chassis Ram
How Tractors Measure Exhaust Gas Temperatures
Have you ever noticed that some OEM's do not install an EGT (exhaust gas temperature) probe on the manifold? Any performance diesel gear head will tell you it's the best place to measure EGT's giving you the most accurate insight to any immediate stress on the motor.
Spiking EGT's in the manifold could be a symptom of many different problems including low boost, failing injectors, airflow restriction, EGR failure, etc. All of these failures signify a lit fuse that ultimately ends in engine failure if left unchecked. Clearly it's important to monitor EGT's, right!?
The problem with installing a probe from the manufacturer stand point is the life expectancy of the probe. Seeing extreme temperatures and still measuring accurately for the life of the service life requires high quality probes (read: expensive).
Never fear, manufacturers have come a long way in measuring temperatures (and cutting costs). In fact many feel no real need for a probe favoring a dynamic EGT model instead.
