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:

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. 

Do you need to delete your L5P DPF?

We've all heard from forums and numerous outlets that deleting your DPF system is the way to go these days. What we never see backing these claims is data and tests. There is plenty of personal stories around a failed sensor or even the occasional DPF failure. However, once data starts fueling the debate on whether to delete or keep your emissions intact you may change your mind of what to do. 

We've all heard from forums and numerous outlets that deleting the DPF and SCR on your Powerstroke is the way to go these days. What we have never seen backing these claims is data and tests. It's always hearsay that seem to find it's way to fueling the debate on whether to delete or keep your emissions system in-tact.  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 what you should really do with your factory emissions system. 

2011-2016 Ford Diesel Dead Pedal

Many customers have upgraded from their old pre-emissions Powerstroke to a new Ford 6.7L and found there are a few changes besides just the looks. 

The2011-2014 F250 and other diesel models made and astonishing 400 RWHP and 800 ft/lbs while the 2015/2016 Powerstroke makes 440 RWHP and 860 ft/lbs of torque. Which is impressive by itself but you will probably notice your old Ford diesel feels quicker.  In fact we hear many stories of guys trying to merge into traffic or gun it to get in front of someone and the pedal does not seem to respond.  This phenomena is often called the Ford 6.7L "Dead Pedal".  The "Dead Pedal" is a delay the driver feels between pressing on the throttle pedal and the truck reacting as desired. 

But what causes the Ford Diesel Dead Pedal?  And more importantly, What is the fix for it?

These are exactly the questions we hope to answer for you. Below you will see what we have put together on the topic. 

• LISTEN TO THE DIESEL PERFORMANCE PODCAST ON CUSTOM FOR TUNING
• READ ABOUT CUSTOM TUNING FOR THE 6.7L POWERSTROKE 
• WATCH A VIDEO ABOUT CUSTOM FORD TUNING

INTRODUCTION:

Many customers have upgraded from their old pre-emissions Duramax to a new LML Duramax and found there are a few changes besides just the looks. 

The new LML made and astonishing 395 RWHP and 731 ft/lbs of torque on our dyno when tested stock. Which is impressive by itself but you will probably notice your old Duramax feels quicker. In fact we hear many stories of guys trying to merge into traffic or gun it to get in front of someone and the pedal does not seem to respond. This phenomena is often called the LML "Dead Pedal". The "Dead Pedal" is a delay the driver feels between pressing on the throttle pedal and the truck reacting as desired. 

But what causes the LML Dead Pedal? And more importantly, What is the fix for the LML Dead Pedal?

These are exactly the questions we hope to answer for you. Below you will see what we have put together on the topic. 

• LISTEN TO THE DIESEL PERFORMANCE PODCAST ON LML DEAD PEDAL
• READ ABOUT LML REGEN
• WATCH A REVIEW OF THE 2.8L 4cyl DURAMAX TUNING

LML Stealth 64 VVT by DuramaxTuner.com

The Stealth 64 turbo lineup has provided Duramax and Cummins owners the perfect drop-in, upgraded turbo option to net 80-120 extra horsepower.  It spools like stock, appears stock, and still makes good power.  The Stealth 64 lineup has already supported the 04.5-07 Cummins and the 01-10 Duramax.  Significant changes in design of the factory turbo slowed our entrance to support the 2011 - 2016 Duramax trucks.  Until now! 

This turbo has an upgraded compressor and turbine.  It's a direct bolt in for the factory charger on the LML (Custom tuning Highly Recccomended!)

• #DTCleanSweep Video
• 500+ HP Emissions Intact Cummins
• Learn more about Emissions Equipment

Calibrated Power is excited to beta test a new tuning product for the 1998.5 - 2016 Cummins.

Shift Up, Throttle Back, What is it?

Many farmers run their large 4WD tractors while performing tillage work. Generally they find a gear that lets them achieve a desired ground speed and run at WOT. This practice will get the job done, no question. However, operators may see the Gallons Per Hour go up while this work is performed. This is a result of the tractor running more RPM than neccessary for the drawbar requirement. The amount of power needed for most drabar activities is probably not the peak power output of the tractor. This excessive RPM operation is the root cause of wasted fuel.  Good news though: Iowa State University, University Extension studied the "Shift Up, Throttle Back" strategy and have given suggestions on how to save fuel.  In fact, during testing some tractors measured up to a 20% reduction in fuel useage.

• ISU Shift Up, Throttle Back Article
• Mark Hana (Co-Author)
• Dana Schweitzer (Co-Author)