David Schaefer’s 2015 GMC 2500HD Denali, known as "Time Bomb," is a remarkable achievement in the world of diesel performance. With a stunning 700 horsepower while maintaining full emissions compliance, this truck is a testament to what can be accomplished with thoughtful engineering and high-quality components. Let’s break down this comprehensive build, exploring the features that make it special and how they come together to create a never before achieved driving experience.
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:
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.
DPF, EGR SCR, DEF, What does it all mean?!?
Before you throw an exhaust on your 2011-2016 Powerstroke, at least understand what the emissions equipment is and how it works.
Sure there are plenty of guys that had to delete their truck because they had an issue with the emissions equipment. But there are also a lot of guys that have never had a problem with it. Just imagine if you could get the same or ever more power and performance from a DPF, EGR, DEF equipped truck as you could from it's deleted counter part. If you understand how the emissions equipment works, there is less of a chance you will need to delete it.
5 Things You Probably Didn't Know About The 2011-2016 Duramax EGR
Some of you reading this are probably screaming at the computer already. Mentioning EGR, or any emissions equipment tends to prompt that reaction. Take a moment to read about how the EGR equipped on the 2011 - 2016 Duramax is NOT going to ruin your engine. Afterwards, if you still want to send a letter about how terrible emissions equipment is, please address it to your local Congressman.
Below you will find 5 things you probably didn't know about the EGR (exhaust gas re-circulation). Including how it is different than previous models, why it works well, and a few other note worthy facts.
A few things you've heard people say about the EGR that are NOT true about the LML EGR system:
Harvest is one of the busiest times of year for farmers. One thing no farmer should have to deal with during this time is an under powered combine. Lugging up hills, slowing down the system, and in general costing the operation money can be enough to drive you nuts!
Each year, just after harvest, we take an influx of calls inquiring about adding horsepower to combines. Farmers tend to be detail orientated, and have a lot of questions before tuning any equipment. Which is totally understandable, combines are not exactly cheap and they are one of the most crucial components of a successful harvest.
If you think tuning a combine is crazy, take a look at the 3 most common reasons we find farmers love combine tuning.
My name is Danny Voss, I have been working with the tuning department at Duramax Tuner on our emissions equipped truck to get the most out of our LML (2011-2016) Duramax
"The Clean Sweep" is Calibrated Power Solution's Emissions intact pull truck designed to kick butt on the pull track and drive home like nothing happened. This truck is the true definition of a sleeper. When I get on the throttle, the responsiveness is unbelieveable.
Here are the TOP 3 Reasons why Duramax Tuner choose to do this project:
- The EPA frowns on removing emissions equipment.
- The future of our industry is going in the direction of CLEAN POWER.
- To show the world we can make CLEAN, RELIABLE and LEGAL power.
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.
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.