The 5.9L Cummins engine has been regarded as revolutionary and has a ton of fans that backed it in its heyday. It's history is even more impressive, we're going to talk about the engine's run from 1989-2007. 

1989 - 1993 

The Cummins engine had been successful in agriculture implements for a few years prior, so in 1989 Cummins and Chrysler introduced the 12 valve as an alternative the the V8 gas powered Dodge.  It was a hit immediately for those that wanted double the torque and a better option for fuel economy.  These diesel powered trucks were introduced stock with a 160 horsepower rating.  The truck was very simple.  Between 1989-1991 they offered a non-intercooled, turbocharged, and a three-speed automatic transmission, as well as a five-speed manual transmission option. Interestingly it had a rotary style mechanical injection pump.  These were the reason the truck was fuel efficient, but also why the truck lacked power. Another interesting point is how the original injectors were bigger than the next variation which arrived in '91.5.  The updated 12 valve now came with smaller injectors, a larger turbocharger, Cummins would introduce an intercooler to the truck, and the automatic transmission now came equipped with overdrive.  

There are a few circumstances when you will need to relearn your Vehicle Anti-Theft System (VATS) relearn.  This process is also known as resetting your Passlock or Passkey VATS system.  While the Passlock and Passkey systems are slightly different than VATS the trouble shooting them is fairly similar.  We suggest doing your research or have your truck professionally diagnosed prior to you begin this process.  

Possible trouble codes

• B2947: SHORT TO GROUND ON THE PASSLOCK SENSOR POWER CIRCUIT
• B2948: SECURITY SENSOR SIGNAL CIRCUIT VOLTAGE HIGH
• B2957: SECURITY SENSOR SIGNAL CIRCUIT VOLTAGE LOW
• B2958: BCM SIGNAL INPUT VOLTAGE HIGH
• B2960: BCM READING A VALID BUT DIFFERENT CODE VALUE THAN PREVIOUSLY LEARNED
• B3031: BCM IS IN LEARN MODE BUT DOES NOT SEE A VALID PASSLOCK™ SENSOR CODE
• B3033: PASSLOCK™ TAMPER
• P1626: LOSS OF THE STATE OF HEALTH
• P1630: THEFT DETERRENT PASSWORD LEARN MODE
• P1631: INCORRECT PASSWORD FROM THE VTD SYSTEM
• P1632: UNDECIDED PASSWORD SENT FROM BCM

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This "How To" article will walk you through installing the EFILive CSP Switch on your 2006 - 2009 Cummins powered Ram 2500 or 3500 pickup truck. 

CSP Switching has been around for quite a few years.  The programming provided via EFILive allows your engine computer (PCM) store 5 separate tune files and the CSP switch can rotate through them.  

NEED CUMMINS TUNING

This article will walk you through the procedure required to clear DTCs (Diagnostic Trouble Codes) with your EFILive AutoCal or SPADE programming tool.  

Trucks that this procedure is applicable for:

• 2001 - 2016 GM HD Pickup Trucks
• 2006 - 2018 RAM HD Pickup Trucks
• Other EFiLive Supported Vehicles

If you do not have an AutoCal or SPADE and need one, visit our website: https://duramaxtuner.com

We all ask the question at some point, should I upgrade my turbocharger?  Improving performance is always something us diesel owners are thinking about.  Maybe your charger blew up or maybe you just want to help cool your truck's EGTs a bit more.  There are a ton of different reasons why you may want to upgrade.  With that comes a ton of different variables that go into which turbo you SHOULD buy.  Let's take a look at three big areas to consider. 

#1: How Do You Use Your Truck?

You've probably heard this one before, if you're new to the diesel world maybe you haven't.  Either way its a very important topic to consider, especially when choosing a turbo upgrade.  Do you commute 20 miles to work and back daily?  Do you haul any toys?  Maybe you hotshot as a career, all these are some of the ways a driver uses his diesel truck.  A driver that tows a lot would best be suited for the Stealth 64, why?  It runs more efficiently at higher horsepower numbers while loaded.  The truck will sustain a heavy load for longer because the heat that the turbo is introducing is lower than a stock charger.  Lower piston temps, lower EGTs equals more time and a larger buffer before the truck is affected by the added heat.  

What is "Cost Per Horsepower"?

Cost Per Horsepower is a simple way to display and measure the cost-effectiveness of automotive performance upgrades.

In practice, this term is probably more often used to prove someone has wasted money on a specific upgrade or the purchase of an entire vehicle.  For the purpose of this article, we are going to assume the vehicle in question is either a Duramax, Cummins, or Power Stroke diesel truck.  

There is a more cost-effective way of pushing your tractor to the top of the line when it comes to power.

You want field time decreased and you want to use the least amount of fuel possible while in the field.  These two aspects save you two valuable items: time and money. You work hard trying to get the best yield out of your land, so why not expect your combine to do the same for you?  Tuning your equipment is the quickest, cheapest, and most efficient way of going about getting the most out of your tractor. It can up-rate your tractor for a fraction of the dealer price and bring you the top-end amount of MPH and power.  Let’s go ahead and examine what tuning can do for the equipment.

The newest turbo from Calibrated Power is definitely raising the bar for drop-in turbos.

When looking at replacing your stock turbo there's a lot to take into consideration; How you use your truck, your current needs, and the future goals for your Cummins.  With the success of the Stealth 64 for 5.9L Cummins, the team at Calibrated Power looked at how much more we can push the envelope. So, what can the 3rd Gen Stealth 67 get you?

A simple tune can dramatically change the dynamic of your truck in many ways!

The Cummins has gone through so many adjustments to help benefit the truck with each new generation introduced.  We've seen convenience and comfort get pushed along too, it's all apart of getting the owner to love what they drive.  The thing truck owners love the most is how much more horsepower and torque get updated in addition to body styles and interior.  In the late 80's the 12 valve was pushing a mere 160 RWHP out of the factory.  Look at where we are at now, the CME (2013-2018) is now putting down between 350-370 RWHP depending on transmission.  That's a huge difference in the matter of a few decades.  This is amazing to see, but it doesn't mean that they've gotten all out of your truck.  As we've seen numerous times, there's always room for improvement and performance no matter which year Cummins you drive.  

Let's look at some of the benefits of tuning your 2010-2019 Cummins below:

520 RWHP TUNE ONLY LML DURAMAX:

The 2011 - 2016 LML Duramax came rated at 395 horsepower and 765 ft/lbs of torque.  That seemed like an amazing amount of power when this model was first released but these days it is dwarfed by the available power of brand new trucks.

Furthermore, that whopping 395 HP is a peak power rating, meaning that you probably won't produce that much power during normal operations.  In fact, many owners complain that the power delivery of the stock tune is too soft. This is why custom tuning is so important for the LML Duramax.  

Here are some of the things tuning your LML can help with:

• Increased Peak Horse Power
• Improved Shift Quality
• LML Dead Pedal Resolution