Diesel engines are renowned for their power and efficiency, but they also come with complex emission systems designed to reduce harmful pollutants. Two critical components of these systems are the Exhaust Gas Recirculation (EGR) valve and the Diesel Particulate Filter (DPF). When these components fail, it can lead to decreased performance, increased emissions, and costly repairs. Understanding the common causes of EGR and DPF failure can help you maintain your diesel engine in top condition. Here are the top three causes of failure for each component:

You bought a diesel truck because you value power, fuel economy, towing capabilities and long-term durability. However when it comes to modern diesel trucks, performance seekers often face a dilemma: how to enhance power and efficiency while keeping emissions systems intact. With increasing regulations and the desire for cleaner performance, finding a solution that strikes a balance is crucial. Enter Calibrated Power's Emissions In-Tact Custom Tuning—the ultimate upgrade for your diesel truck that ensures you get the best of both worlds.

Unleashing Hidden Potential Without Compromising Emissions

Calibrated Power's Emissions In-Tact Custom Tuning is specifically designed to optimize the performance of your diesel truck while keeping all emissions systems fully operational. This means you can enjoy improved power, torque, and fuel efficiency without the need to remove or tamper with your truck’s emissions equipment.

When it comes to optimizing the performance of your diesel truck, Transmission Control Module (TCM) tuning plays a crucial role. One of the key decisions in TCM tuning is selecting between the standard or elevated shift point file. Each of these options offers distinct advantages tailored to different driving styles and preferences. Let’s dive into what each entails and help you decide which option might be best for you.

HOW TO USE LESS FUEL PER ACRE!

Unleash the improved fuel efficiency that your Ag equipment has been missing with custom tractor tuning! Imagine accessing 30% more power and torque from your equipment, allowing you to effortlessly handle larger implements and save fuel at the same time. With our tuning, you'll  breeze through your field work with ease, covering more acres in less time while saving fuel in the process. But that's not all - the tuning process is quick and easy. Plus it retains all factory safety features for worry-free operation. With our Power Manager™ hardware included, installation is as simple as a few clicks. Say goodbye to sluggish performance and hello to peak fuel efficiency and productivity! Don't settle for mediocre performance or fuel economy when it comes to what makes you money. Supercharge your tractor's performance with Calibrated Power's custom tuning. Discover how custom tractor tuning can revolutionize your fuel efficiency and save you money while increasing power and torque in the process.

What kind of power can a stock 6.7L Cummins turbo support? What about a performance-oriented replacement? The following data represents an in-depth look at a stock HE300VG turbo compared to the Calibrated Power Stealth STR turbo bolted to our 2015 6.7 Cummins running on our Dyno-mite water brake engine dyno.  This is experimental data gathered under real-world circumstances, with reasonable attempts made to control as many variables as possible for consistency. Each "cell" contains a data point that represents an average value obtained by holding the engine at a steady engine speed (RPM) and horsepower (hp) for several seconds. A stock turbo and a Stealth STR were both run steadily at each of the data points shown in the charts below. Installation, instrumentation, and operation of this engine through a gauntlet of tests took several weeks of time and burned over 40 gallons of fuel. Data was logged using an EFI live scan tool and several external inputs for additional temperature and analog parameters.  

We've all heard from forums and numerous outlets that deleting the DPF and SCR on your L5P is the way to go. What we have never seen is data or tests backing up these claims. It's alway seems to be hearsay that fuels the debate on whether or not to delete your emissions in-tact truck.  As you probably know, we like to put these tales to the test to try to figure out for ourselves what the truth is behind  them. What should you really do with your factory emissions system when it comes to whats best for you and your truck? Find out below. 

This document contains the data we gathered on the chassis dyno while proving out our Stealth series of turbos for the 2003-2007 5.9L Cummins.  This is real, experimental data and therefore may not be perfect.  It represents many hours and dollars of hard work by the team at Calibrated Power and is used by our staff to assist customers in the selection of the best turbocharger for their application.  This data was amassed by instrumenting the truck with a variety of gauges and probes from Banks Engineering and collating data after each steady-state test.   Below you'll find  Nick Priegnitz's personal thoughts on the data.  These are broken down into two parts, the first is an intro to what the data represents and how it was collected followed by a trends in data as seen through my eyes along with some takeaways.   

A quick note on power.  All dyno numbers are reported in 'Mustang RWHP'. Do any googling and you'll see that Mustang Dynos are very stingy.  If you're comparing to 'internet dynojet numbers' add back 12.5% to any dyno number reported here.  Example: if the Stealth 64 (Mach 1) reports 623rwhp on our dyno you can expect 623*1.125=700rwhp on a dynojet. 

Table of Contents: 

1- Turbo Descriptions

2- Steady State Towing test results with PID Info

     a. Lambda

     b. EGT

     c. Shaft Speed

     d. Boost

     e. Drive pressure (ratios)

3- Spool up Test 

4- Max Power Clean (AFR/Lambda limited)

5 -Max Power (Competition use)

6 - Video

7- Conclusion 

1. The turbos (from left to right)

1. OEM Stock HE351cw- Stock stock stock.  This turbo is a great example of what can be expected from trucks running stock boost limits, either without boost tuning or wastegate mods. 
2. OEM Improved HE351cw - This turbo is a stock core with a modified wastegate canister and rod adjustment to spec.  This upgraded wastegate uses a stronger spring to keep the wastegate circuit at higher drive pressures and also allows peak boost to reach about 37psi. 
3. Calibrated Power STR - This turbo uses an upgraded rotating assembly 60mm x '67 Beastwheel' as well as our upgraded wastegate canister matched to allow about 41psi boost pressure.  
4. Calibrated Power Stealth 64 -  This turbo uses an upgraded rotating assembly 64mm x '67 Beastwheel' as well as our upgraded wastegate canister matched to allow about 46psi boost pressure.  
5. Calibrated Power Stealth 67 -  This turbo uses an upgraded rotating assembly 67mm x '67 Beastwheel' as well as our upgraded wastegate canister matched to allow about 50psi boost pressure.

As the winter months rolls around us diesel owners get an unexpected bit of stress added to our plate. Diesel fuel gelling is a very common issue most diesel owners who live in areas where the temperature drops below 32 degrees will face at least once in their lives. Not only is this issue frustrating and stressful when it occurs, the mere trauma from past experiences can lead to constant stress during these cold times. No one wants to get out of work in the pitch black freezing cold only to find that their truck won't start at all. But what should you do in the event that your truck won't start or stay running? Luckily we have a step by step guide on how to properly fix this issue once it has occurred. 

As a preface, this issue is caused when the paraffin wax used in diesel fuels (for lubricity and proper viscosity) start to solidify.  While gelling can take on varying levels of severity from cloudy fuel all the way to a squishy solid mass. Diesel fuel gelling is never a thing you want to expeirince. At its most mild levels it can cause poorer fuel economy, less power, and be pretty hard on your fuel system. At its worst I can clog fuel lines, filters, pumps and even injectors while potentially causing irreversible damage to your fuel system.  If you live in a cold climate take precautions by adding anti-gelling agent into your fuel before severely cold temperatures start setting in to avoid all of these issues. 

With the introduction of an all-new L5P Duramax in 2017 the platform also received a completely re-engineered turbo to go along with it. This turbo brought with it a lot of new changes including a completely new compressor wheel, exhaust vane assembly, and electronic vane actuator. With all of these differences, we had to completely re-engineer our machining process for our Stealth line of L5P Turbos. Now that the 2024 Duramax L5P is here with an updated turbo design. We wanted to learn the differences between these two turbos so we could better understand the strengths and weaknesses of each. Along with helping us design a new machining process for the updated turbo.