Photo 1/14 | Emissions Friendly Tuning Gmc Sierra On Dyno | emissions friendly tuning gmc sierra on dyno
Photo 2/14 | Emissions Friendly Tuning Gmc Sierra On Dyno | emissions friendly tuning gmc sierra on dyno
Photo 3/14 | Emissions Friendly Tuning Chevy Duramax Exhaust | Thanks to the efforts of companies like Calibrated Power Solutions, yanking the exhaust system off your brand-new Chevy or GMC doesn’t have to happen if you want more power. To date, none of the company’s testing has inhibited the DPF’s ability to regenerate, nor has it dramatically increased the soot accumulation rate. Nick Priegnitz, owner of Calibrated Power Solutions, remarked how nice it is to have a clean, strong-running truck that flies under the radar.
Photo 4/14 | Emissions Friendly Tuning Factory Pedal Position Tuning Numbers | The data on display in this photo should look confusing to most of you. Because EFILive doesn’t yet support the LML Duramax, Priegnitz uses a different brand of software (Alientech) to read the near-hack-proof EDC17 Bosch ECU on ’11 to present GMs, which comes out looking like this. Specifically, you’re seeing the factory pedal position to desired torque map pulled from the ECU of Priegnitz’s ’11 GMC Sierra Denali 2500 HD test truck.
Photo 5/14 | Emissions Friendly Tuning Pedal Position Map | After receiving several changes in a hex editor program, the pedal position map looks like this: very smooth and progressive. The areas shown here in red denote they’ve been edited, which means most of the map has been altered (i.e., improved) throughout the entire rpm range. Ever notice how stiff the accelerator pedal is in ’11 and newer GMs? This is the first thing Priegnitz addresses, calling for the engine to make more torque at lower rpm with less throttle input, yielding an eager, more street-friendly go-pedal. Once the revised maps were complete, Priegnitz uploaded them to the truck’s ECU via an EFILive Flashscan V2 device.
Photo 6/14 | Emissions Friendly Tuning Spade Duramax Programmer | Customers interested in tuning their LML will receive Calibrated Power Solutions’ SPADE programmer, which can hold five custom files (plus the stock one). We’re happy to report it only takes about a minute to change tunes with the SPADE, and it retails for $750. For the sake of comparison, $750 now gets you in the ballpark of 500 hp, whereas it would’ve cost you at least $5,000 to do the same with your LB7, LLY, LBZ—and, in many cases, your LMM—due to a transmission build being mandatory.
Photo 7/14 | Emissions Friendly Tuning Injection Timing Tuning | Other tuning tweaks will sound familiar to a lot of you. More injection timing and longer duration (pulse width) are key power-adders, but Priegnitz also reworks the boost table (shown) to account for the added fuel.
Photo 8/14 | Emissions Friendly Tuning Edge Cts Tuner | A Color Touch Screen (CTS) from Edge Products was used to monitor all vitals in Priegnitz’s ’11 Denali (boost, EGT, rail pressure). Notice the soot gauge at the bottom right of the CTS (arrow): This is something we paid a lot of attention to throughout our testing. Once the DPF accumulates 45 grams (g) of soot, the regeneration cycle, used to incinerate (clean out) the contents of the DPF, begins. In regen, the engine’s injection timing is retarded as much as 10 degrees, EGT increases, and fuel economy drops. Surprisingly, while testing out the Sport Economy tune on the highway, soot accumulation occurred no quicker than it did with the factory ECU calibration. This means you can use the extra 80 hp on tap without decreasing your mileage.
Photo 9/14 | Emissions Friendly Tuning 2011 Gmc Sierra 2500 On Dyno | Calibrated Power Solutions’ 27,000-mile ’11 GMC Sierra Denali HD was used as the testbed for trying different tunes. All dyno runs were made on the company’s all-wheel-drive MD-500 load-cell Mustang chassis dyno, with the transmission in Fourth gear (1:1), and in timed, 7-second sweeps.
Photo 10/14 | Emissions Friendly Tuning Dyno Run Graph | We always thought the LML came underrated from the factory, and the 395hp number we saw in stock form on the dyno once again confirmed this. Peak boost checked in at 28 psi, EGT topped out at 1,190 degrees, and rail pressure held 29,000 psi.
Photo 11/14 | Emissions Friendly Tuning Sport Economy Tune Dyno Graph | The Sport Economy tune added almost 80 hp (bumping us up to 473 hp) and an extra 172 lb-ft of torque to the LML’s repertoire. Hardly creeping past what GM’s engineers call the EGT safe zone for the LML, 1,420 degrees was observed on the pyrometer. We saw 30 psi of boost, and rail pressure continued to hold steady at 29,000 psi. As mentioned before, this is the tune Priegnitz recommends for daily driving, as it makes good power yet doesn’t increase regen intervals.
Photo 12/14 | Emissions Friendly Tuning Race File Tune Dyno Graph | Building on the Sport Economy tune, the Race file threw another 20 hp and 48 lb-ft of torque into the mix, culminating in 493 hp and 951 lb-ft. Boost topped out at 31 pounds, EGT warmed to 1,550 degrees, and rail pressure stayed between 28,000 and 29,000 psi. Even though this tune knocks on the door of 500 hp, its timing advance is much more conservative than what you’d see in an LB7, LLY, LBZ, or LMM making the same power. And despite not having access to tune the TCM (transmission control module), the latest Allison 1000—which for ’11 came with a stronger, one-way clutch in the torque converter and added clutch capacity—is holding up fine so far.
Photo 13/14 | Emissions Friendly Tuning Fass Fuel System | The only modification (other than the tuning changes) made to the Denali was the addition of a 150-gph Titanium Series fuel system from FASS. For the record, a second ’11 LML-powered test truck dyno’d similar numbers without a lift pump, only giving up 10 hp on the biggest tune.