Una FOTO por día, SOLO pickups o camiones

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How to upgrade ’14-’16 Chevrolet & GMC 6.6L Duramax for better power and mpg

AFE Power’s New Cold-Air Intake, Diamond Eye’s DPF-Back Dual Exhaust, and Hypertech’s Programmer Improve a 6.6L Duramax LML’s Overall Performance and Fuel Economy

Bruce W. Smith –
Mar 13, 2016
Photographers: Bruce W. Smith



View Photo Gallery | 32 Photos



In the first installment of this two-part series (“White-Glove Treatment - Duramax Power and MPG Upgrade"), we performed an experiment using Hypertech’s Max Energy 2.0 programmer on Chet Kokkeler’s ’15 GMC Sierra 2500HD Denali that pulls double-duty as both work truck and family transporter. With the programmer set on Stage 3, our test netted an additional 45 hp and 69 lb-ft of torque from the truck’s otherwise-stock 6.6L Duramax engine. We also saw an 8.5 percent jump in cruising fuel economy (from 15.3 mpg to 16.6 mpg, at 70 mph on flat interstate) while driving in the highest stage.
But there are a number of pickup owners like Chet who want as much power and fuel economy as possible from their diesels, without compromising the truck’s smog-legal status (for licensing, warranty, resale, or lease obligations). Deleting the diesel particulate filter is not an option, so we’re now focusing our attention on helping the engine breathe better.





While the Hypertech Max Energy 2.0 programmer definitely brings more power to the towing table, we want to take advantage of one of its built-in features: tuning compatibility with an aftermarket cold-air intake system and a DPF-back exhaust. And we’re doing this by adding an Advanced Flow Engineering (AFE) Stage 2 CAI and swapping the factory single exhaust pipe with a dual-tube setup from Diamond Eye Performance.

Hypertech’s chief engineer and software programmer, John Lambert, says they spent a lot of time on the dyno making sure calibrations are compatible with several popular air intake kits, including those from AFE.
Minding Your MAF

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Photo 2/32 | 001 GMC Duramax Hypertech Lead
Chet Kokkeler’s 6.6L Duramax LML-powered ’15 GMC Sierra 2500HD Denali is a dual-role rig that serves as a work truck during the week and family hauler on the weekends.

Photo 3/32 | 002 Hypertech Programmer
Hypertech’s Max Energy 2.0 programmer can be loaded with tunes already designed to work with AFE Power’s cold-air intake systems, so receiving P0101 diagnostic trouble codes related to the changes in airflow past the MAF sensors is very unlikely.

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Initially, one might think that installing a free-flowing air intake system airflow is a good thing. However, that’s not necessarily the case. The big concern with using aftermarket CAIs on Duramax engines is that the factory mass airflow (MAF) sensors are extremely sensitive to the most minute changes in airflow.
Any change in the way air flows across the MAF sensors changes the engine’s fuel delivery parameters, which can induce rough idling, loss of power, and other maladies. When there are vortices in the intake tube or other airflow fluctuations, the ECM will trigger a P0101 diagnostic trouble code and, in some cases, command the engine to run in “limp-home” mode, which, for a V-8, is typically on seven cylinders—or fewer.
This is especially true of the 6.6L Duramax LML. Even changing from GM’s style air filter to one with higher flow characteristics can alter how the engine runs, as would changing the air tube or any other components that affect airflow past the MAF.
That’s why Hypertech actually installs several CAIs, including AFE’s, on its test trucks and calibrates so the stock MAF sensors work in concert with a new intake system. Aftermarket CAIs also allow the tuners to take advantage of the increased airflow by adding more fuel to make more power across the entire range of programs, from “Stock” to “Stage 3.”
The same is true for the addition of an aftermarket DPF-back dual exhaust. Although there’s very little restriction in a GM diesel truck’s factory single-outlet tubing, upgrading to the 4-inch twin-pipe setup from Diamond Eye improves the overall flow of air.
Quick Shop Work

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Photo 4/32 | 003 Diamond Eye Exahust Right Rear
The Diamond Eye Performance DPF-back dual-exhaust kit doesn’t provide any noticeable power increase with the filter in place. But the dual black tips definitely make a statement in the looks department and produce a great sound, too.

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“Installing an AFE Stage 2 cold-air kit on one of these new Sierras is one of the easiest jobs to handle,” says Casey Castle, chief technician at Dunks Performance in Springfield, Oregon. “Everything is right out in the open, and the AFE air tube and filter housing are fairly easy to slide into place. The only modification for this effort is cutting off the front inlet on the new airbox in order to clear the truck’s aftermarket HID headlights.
Swapping the factory filter-back exhaust with Diamond Eye’s 16-gauge, aluminized dual exhaust (K4163A) is almost as easy, especially when the truck has a lift kit, which creates even more working space between the rear axlehousing and the body.
The new exhaust system comes in seven pieces and slips together without a lot of fuss or drama. The bends are smooth and the welded-on hangers are both sturdy and perfectly placed to slide right into the factory bracket grommets. The exhaust kit comes with new hangers for the driver side, which allows the new fork to hang like it was installed at the factory, clearing both the factory spare tire and the aftermarket helper air springs under the flashy work truck.
Back on the Dyno

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Photo 5/32 | 004 AFe Duramax Cold Air Kit
The cold-air intake setup we installed is AFE’s all-new Diesel Elite Stage 2 SI, which the company says flows 44 percent more air than the stock GM airbox.

Photo 6/32 | 005 Removing Stock MAF Sensor
Dunks Performance technician Casey Castle removes the factory airbox lid and unplugs the connectors to the two mass airflow (MAF) sensors located on the air intake tube and box’s cover.

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With improved intake and exhaust airflow for our test GMC’s Duramax, it was time to see how much of a difference the addition of the new parts made at the truck’s rear wheels. So it’s back to Garage 808 in Eugene, Oregon, where technician Tim Walton uses a Dynojet 424xLC1 chassis dyno to get to the bottom of performance gains…or losses.
Tim ran our ¾-ton GMC on the rollers, repeating tests in the same manner as he did in our first installment. He warmed the truck up then manually shifted the Allison automatic transmission into 5th gear to make the pulls, starting with the stock ECM calibration, and then using Hypertech’s Max Energy 2.0 to reprogram the processor with new Stage 1, Stage 2, and Stage 3 tunes that are suited to the mods.
In this second round of dyno tests, we see that AFE’s freer-flowing CAI (the dual exhaust is, for all intents and purposes, a cosmetic and aural upgrade) yields 24 additional horsepower and 27 lb-ft of torque over the engine’s baseline performance with the stock ECM calibration. With the new Stage 1 tune and cold-air setup, power and torque are about the same (27 hp and 30 lb-ft, respectively) as they were with the tune and factory air intake equipment. The Stage 2/new-air combination produces a 27hp/40-lb-ft gain over the second-level calibration without the CAI and dual exhaust, and Hypertech’s Stage 3 program with the new parts surprisingly brings the smallest power increase: only 11 hp and 26 lb-ft of torque at the rear wheels.
What the addition of these two upgrades shows us across the board is that the 6.6L Duramax LML definitely responds well to airflow improvements, and the Hypertech programs take full advantage of that by adding more fuel to the mixture, while still keeping EGT and other factors well within the engine’s and vehicle’s capabilities.
It’s also interesting to note that with the Stage 2 “economy” tune, the modified engine actually makes less power than it does in stock trim, below 2,000 rpm.
We also noticed all the horsepower peaks occur at approximately 2,800 rpm, while the torque peaks range from 1,900 rpm (stock) to 2,100 rpm (Stages 1-3), holding strong to 2,800 rpm where the speed limiter cuts in as wheel speed nears 103 mph. Maximum boost in stock trim is around 26 psi, while boost pressures with the Hypertech tunes vary slightly between 27 psi (Stage 1) and 28 psi in Stage 3.
A Bump in MPG

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Photo 7/32 | 006 Remove Stock Duramax Air Tube
Tim Walton, Garage 808’s dyno engineer and tuning expert, breezes through the four different tuning stages (Stock, Stage 1, Stage 2, and Stage 3). Uploading each tune requires turning the ignition key to the “On” or “Off” positions, per prompts that appear on the Hypertech Max Energy 2.0’s screen.

Photo 8/32 | 007 Remove Stock Duramax Air Box
The lower portion of the factory airbox pulls up and away from the base. It’s held in place by rubber feet that are plugged into holes in the metal base.

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Hypertech’s programming also dials back the fuel at the lower “cruising” engine speeds. Our dyno data clearly shows that both the Stage 1 and Stage 2 tunes make less power than the Stock calibration does, between 1,600 rpm and 1,900 rpm.

The reduction of power in the lower rpm range translates to an 8.5 percent increase (roughly 1.4 mpg) in highway fuel economy, according to data compiled in our mileage runs (120 miles of cruising on flat interstate, at 70 mph).
“Stage 1 and Stage 2 power levels offer our customers a toned-down version of our Stage 3 tuning to suit their desired power increase and still provide this power under any towing condition that does not exceed the rating of the vehicle,” John says. We offer alternate power levels to allow our customers to choose the benefits each new tune provides.”
Overall, this experiment with 50-state-legal, bolt-on upgrades shows us that GM left a little performance on the table with its 6.6L Duramax LML engine, and with the right combination of aftermarket parts, it’s easy to bring that power to the front without compromising reliability or offending the smog police.

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Photo 9/32 | 008 Install Rubber Foot AFe Air Box
Casey swaps the drain plug from the stock box and installs it in the one-piece AFE unit.

Photo 10/32 | 009 Remove Lip AFe Air Box
For most applications, there’s no need to modify the new CAI. Everything fits perfectly, unless the ’15 GMC Sierra 2500HD (or Chevrolet Silverado 2500HD) has aftermarket HID headlight assemblies. The AFE box’s auxiliary air opening must be trimmed to clear the deeper passenger-side headlight.

Photo 11/32 | 010 Clean Lip AFe Air Box
Casey buffs the airbox-opening’s edge to ensure the plug cap fits properly. This step is only needed if the truck has aftermarket HID headlights.

Photo 12/32 | 011 Install AFe Air Box
Aligning the feet on the new box with the holes in the base of the factory piece takes a little maneuvering before they pop into place.

Photo 13/32 | 012 AFe Air Filter Prep
The AFE Pro Dry air filter should last the life of the truck when properly cleaned and maintained. It flows considerably more air than the GM filter it replaces.

Photo 14/32 | 013 Install AFe Air Filter

Photo 15/32 | 014 Install AFe Air Tube
According to Casey, aligning the air tube, filter, and the inlet at the back of the engine is the most difficult task of installation.

Photo 16/32 | 015 Tighten AFe Air Tube Clamp

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Once the tube is connected to filter and engine, Casey buttons everything up. AFE’s clamps are high-quality, as are the rest of the components in the CAI kit.

Photo 17/32 | 016 Air MAF Sensors
There are two sensors in the Duramax air intake: one that measures humidity and the other a combination of airflow and air temperature. Both have to be reinstalled in the new air tube using the special screws that are supplied with the AFE kit.

Photo 18/32 | 017 Install MAF Sensor
This MAF sensor serves dual purposes: one is to measure airflow and the other to measure air temperature. The Max Energy 2.0 programmer contains tunes designed to work with the new air system and prevents the MAF sensors from triggering diagnostic trouble codes.

Photo 19/32 | 018 Plug Sensor MAF2 Tube AFe

Photo 20/32 | 019 AFe Duramax CAI Installed
After the sensors are reinstalled in the new air tube, Casey plugs in the factory connectors to complete the installation. It takes less than an hour to make the CAI conversion.

Photo 21/32 | 020 Diamond Eye Duramax Exhaust Kit
This is Diamond Eye Performance’s aluminized-steel, DPF-back dual-exhaust system for Duramax-powered ’15-to-present Chevrolet and GMC Silverado and Sierra 2500HD Crew Cab pickups.

Photo 22/32 | 021 Strapping Exhaust Kit
When removing the original exhaust, Casey uses a strap to keep it from clattering to the floor once it is cut away from the truck.

Photo 23/32 | 022 Cutting Exhaust Off
Removing the stock exhaust requires cutting the DPF’s outlet pipe. Casey leaves 5 inches of the old pipe remaining on the particulate filter, so the new Diamond Eye exhaust pipe can be slid over it and clamped in place.

Photo 24/32 | 023 Removing Stock Exhaust
Once the pipe is cut at the DPF and the single exhaust is pried away from the rubber hanger grommets, the old pipe slides right out. Our truck’s lift kit also makes installing the new exhaust easier.

Photo 25/32 | 024 Install Diamond Eye Exhaust DPF
The dual-exhaust system’s single-to-double Y-connector fits nicely along the driveshaft and framerail.

Photo 26/32 | 025 Install Diamond Eye Exhaust Rear

Photo 27/32 | 026 Install Diamond Eye Exhaust Drvr Rear
The six pieces of the dual exhaust are clearly labeled, making it easy to fit them together. The kit comes with new driver-side exhaust hangers and brackets that bolt up to the framerail at the back of the hitch.

Photo 28/32 | 027 Adjusting Dual Pipes Rear
One trick Casey uses to ensure the exhaust pipes are even on both sides is using jackstands to prevent them from moving while the clamps are tightened.

Photo 29/32 | 028 Diamond Eye Exhaust Underneath

Photo 30/32 | 029 Diamond Eye Exhaust Underneath
The new exhaust fits the truck like the original system. It clears the factory spare tire, which is removed here only for photo purposes. The kit is available with either black or chrome exhaust tips.

Photo 31/32 | 030 Denali Duramax On Dyno
The last stop on our intake-and-exhaust upgrade trip is on the Dynojet 424xLC1 chassis dyno at Garage 808. With Tim Walton manning the controls and the Hypertech Max Energy 2.0 set on Stage 3, the net performance gain is 56 hp and 95 lb-ft over the stock baseline.

Photo 32/32 | 031 DYNO GRAPH IMAGE

RPM	HP	TQ	HP	TQ	HP	TQ	HP	TQ	HP	TQ	HP	TQ
1500	91.25	319.19	85.76	298.40	84.80	297.19	72.01	251.63	70.38	246.32	-20.87	-72.87
1550	104.67	351.79	94.98	322.47	95.30	323.83	91.81	311.31	93.82	317.02	-10.85	-34.77
1600	113.60	372.93	103.07	337.83	108.80	357.35	106.68	349.96	107.54	353.38	-6.06	-19.55
1650	129.18	410.83	111.63	354.62	122.60	390.64	120.81	384.72	122.46	390.34	-6.72	-20.49
1700	144.21	446.19	126.41	386.72	140.90	434.34	138.66	427.27	142.71	437.26	-1.50	-8.93
1750	158.62	476.89	133.05	400.14	156.70	469.51	154.22	462.14	158.22	462.71	-0.40	-14.18
1800	173.98	507.67	146.00	425.88	169.40	496.50	167.06	489.69	169.88	495.10	-4.10	-12.57
1850	185.38	528.78	156.92	446.96	186.60	530.43	184.97	525.86	183.38	522.23	-2.00	-6.55
1900	197.65	546.97	169.14	469.76	198.10	550.15	197.79	549.19	202.68	559.28	5.03	12.31
1950	203.84	551.73	184.76	499.64	210.90	567.77	213.62	574.68	216.21	582.19	12.37	30.46
2000	210.33	551.22	205.47	538.13	218.50	572.78	223.07	583.91	230.67	603.37	20.34	52.15
2050	213.84	549.02	216.24	555.80	223.70	574.00	228.36	584.83	239.95	613.05	26.11	64.03
2100	218.78	547.11	229.35	571.82	230.90	575.92	233.95	586.17	248.59	620.59	29.81	73.48
2150	221.51	540.01	235.86	579.19	234.80	573.95	241.88	589.12	254.58	621.40	33.07	81.39
2200	222.71	529.95	243.15	580.32	237.80	566.33	247.39	590.26	259.08	618.84	36.37	88.89
2250	224.53	524.93	246.72	576.92	241.90	565.16	249.65	586.81	264.11	617.80	39.58	92.87
2300	227.28	523.83	252.61	576.06	246.50	561.89	255.73	583.09	267.96	614.08	40.68	90.25
2350	232.29	523.35	259.59	581.41	250.20	560.19	260.61	581.18	273.68	610.74	41.39	87.39
2400	239.93	522.76	265.02	583.05	254.30	556.19	263.38	580.05	277.66	608.80	37.73	86.04
2450	242.25	522.29	269.70	579.76	258.10	554.88	265.66	576.97	280.64	607.94	38.39	85.65
2500	248.01	521.65	274.30	578.11	261.90	549.21	270.57	570.40	286.10	606.89	38.09	85.24
2550	255.92	521.22	279.89	578.35	265.20	547.24	276.60	570.11	293.05	605.81	37.13	84.59
2600	262.50	520.88	286.47	577.93	269.30	545.33	281.51	569.48	298.17	604.74	35.67	83.86
2650	265.10	519.20	291.98	579.65	275.30	544.82	284.99	567.18	304.10	603.27	39.00	84.07
2700	269.85	518.98	295.58	576.46	278.50	542.83	290.07	565.28	309.28	602.47	39.43	83.49
2750	273.88	514.94	296.33	567.44	284.70	544.03	294.38	561.98	317.16	601.89	43.28	86.95
2800	251.97	475.00	247.79	464.83	247.70	465.32	282.92	530.99	319.30	594.37	67.33	119.37

Sources

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Dan Distler’s 1960 Ford F100 Panel

This 1960 Ford F100 Panel is the ONLY one of these in the world. It all started with my passion for classic cars dating back over 30 years. I not only look at them as pieces of art but I also feel they are a piece of history that should be retained for future generations.
When my life took an unexpected turn over 10 years ago causing me to use a wheelchair for mobility I tried not to let that slow me down. However there is one area that I found was lacking in accessibility is the classic car hobby. That is when I started planning, shopping, designing and creating.
Unlike most who prefer a certain car or truck they find the one they like and buy it. I had to find a vehicle that would be suitable for my needs. Once that was complete, I wanted to pay tribute to my Grandfather and Father who both worked for a company whose roots go back to the Pony Express. That company is the Railway Express Agency which my Grandfather work for 46 years and Father worked for right out of high school and then again for a short time right out of the Air Force.
The Railway Express Agency was the forerunner to UPS and FedEx. It was a Government controlled shipping company that would ship everything from apples to zoo animals. They were crucial during WWII shipping our military supplies and clothing. This company helped build America using everything from horses then railroads to trucks and then airplanes. Due to stiff competition in the early 70’s from trucking companies they went bankrupt in 1975.
Once I found this truck, I designed and customized everything inside and out. The 1960 Ford F100 Panel Model 82 was the final year of production for this model. With fewer than 7000 originally produced there are not many left. My intentions were to customize everything but still look stock. Although it shares a lot with the F100 Pickup there are still some one year only parts, not to mention finding a part for a very low production Panel truck.
Six years ago my dream and designs were ready. After two years of shopping and budgeting I had the right truck and the right friend to help me build my dream. After four years, almost to the day, it’s ready to show and enjoy. The colors are all correct, the signs are all hand painted and the truck number on the front bumper is an actual Railway Express Agency porcelain truck number.
There are no companies out there that will do what I’ve done for the handicapped. I’ve applied for patents for my designs. Everything is computer control and is activated with a key fob. My hope is if I can help another person who might be in a wheelchair or has someone who they want to take cruisin’ that’s in a wheelchair then my dream will be complete. Just because life throws us curves at times never give up on your dreams.

[Christian CW]

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Me quedo con la del 2011