Diesel World

WORKIN’ IT

WORK TRUCK PERFORMANC­E UPGRADES FOR DURAMAX

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Many diesel truck owners use their trucks for work, hard work in most cases. Jeremy Watson of Madisonvil­le, Tennessee, is one such truck owner— he uses his '16 Chevrolet Silverado 3500 HD to tow and haul heavy loads on a nearly daily basis for his concrete pole base company, as well as on the farm where he and his family raise cattle. The truck has performed well over its nearly 60,000 miles of use so far, but like any gearhead, Watson wanted to get more performanc­e out of the truck, and he hoped that by improving the tuning and airflow he would also pick up a fuel mileage improvemen­t to help his business’s bottom line.

To upgrade the truck he turned to the expert team at RLC Motorsport­s in Cookeville, Tennesee., where Watson decided to go with a simple and inexpensiv­e tuning option using a Hypertech Max Energy 2.0 Power Programmer. Then, to help the LML Duramax engine breathe easier, he opted for an S&B Filters cold-air intake kit to replace the restrictiv­e factory intake and use the dry extendable air filter for longer filter service life. Finally, to dress up the truck a bit, he went with a Dpf-back Diamond Eye 4-inch aluminized steel dualoutlet exhaust system with polished 5-inch-diameter stainless steel tips that exit at each rear corner of the truck. About a week before the installati­on Watson took the truck up to Beans Diesel Performanc­e in Woodbury, Tennessee, to get a baseline dyno pull. In stock trim the truck put 325.0 hp to the dyno rollers through the rear wheels, but an issue with the dyno operation left us without accurate torque readings.

With the equipment decisions made and baseline dyno testing done, he loaded up the truck and headed up to RLC’S shop to begin the installati­on. Shop technician Drew Richards handled the upgrades with help from owner Michael Dalton when a second set of hands was necessary. He updated the Max Energy Hypertech tuner online before starting on the S&B intake install, then went to work under the hood. Removing the

factory air filter housing and plumbing was simple and straightfo­rward, as was installing the new S&B cold-air intake system. Even with our photograph­y slowdowns, Richards completed the intake install in about 45 minutes. Then he moved on to the Hypertech Max Energy 2.0 programmer, which smoothly uploaded new tunes to the truck once it was updated. The process felt like a long time since you are literally sitting and waiting for the programmer to communicat­e, download, upload, and verify tuning with the truck, but in fact it took less than a half hour.

Next, Richards and Dalton went to work installing the Diamond Eye dual exhaust system, which required some fabricatio­n/customizat­ion and proved to be much more difficult than the intake installati­on or programmer tuning. They encountere­d two major issues that threw wrenches into what could have been a straightfo­rward installati­on. First, the instructio­ns supplied with the kit indicated that the factory exhaust system should be cut at a point 4 inches past the DPF, yet that seemed to

leave it a few inches short when it came time to put things back together. This could have been caused by manufactur­ing changes at GM or simply a typo in the instructio­ns. Either way, we would highly recommend cutting the factory exhaust tubing at 8 inches from the DPF hangar, then cutting again as necessary for proper fitment. The other issue was the clearance of the factory gooseneck mount under the bed. It seems the routing of the driver-side exhaust tubing and the gooseneck structure both wanted to occupy the same space, requiring Richards to use a rather large 3-pound “persuader” to flatten out the tip side of the exhaust tubing to clear the gooseneck mount.

After the additional fitment, customizat­ion, and fabricatio­n required to install the exhaust system, Richards and Dalton finished in about four hours with the truck on one of the shop’s two-post lifts. If you are performing the installati­on yourself without the aid of a lift it will likely take additional time. As always, when working in, on, and under your truck be sure to practice safe shop techniques and if you are at all unsure if you

have the skills to perform the task, leave it to the pros at your local performanc­e diesel shop.

When the installati­on was completed, we drove the truck down to Beans Diesel Performanc­e for another crack at the chassis dyno. With the Hypertech programmer in stock mode we measured 333.8 hp and 592.7 lb-ft of torque, almost 10 hp of improvemen­t with the betterbrea­thing of the intake and exhaust. In Tune 1 on the Max Energy programmer the truck made a dyno pull of 343.9 hp and 598.2 lb-ft of torque for another 10hp improvemen­t, as expected from Hypertech’s testing. Dyno measuremen­ts from Tune 2 showed that the truck was making 368.4 hp and 637 lb-ft of torque, an increase of about 43 hp over stock, while Tune 3 maxed out at 384.4 hp and 679.1 lb-ft of torque for a total increase of right around 60 hp.

Behind the wheel, the truck felt very responsive, and even with us mashing the loud pedal several times, we still saw improved fuel mileage. Acoustical­ly, there was very little, if any, change over stock, but the truck still has the factory resonator on the intake, as well as the DPF and other emissions equipment fully intact, so the exhaust upgrade with the Dpf-back system becomes more of a visual that audible upgrade.

Driving the truck the 90+ miles to RLC in the morning with the truck stock yielded an average fuel economy of 16.6 mpg according to the factory trip computer. Driving from RLC to Beans we saw 18.3 mpg for the factory computed average while we were in Tune 2. Driving back home from Beans in Tune 3 we saw 18.6 mpg. While the routes driven were a very small sample size and were not completely the same, they did cover much of the same route and similar terrain and speeds when the routes were different. The 2mpg improvemen­t was unloaded (except for carrying the parts), but it is a welcome addition to the extra horsepower provided by the upgrades. As of our editorial deadline, Watson had not yet towed his equipment with the truck again, but we do expect to see improvemen­ts in towing fuel mileage, as well, as long as Watson can resist the urge to keep it matted.

?? ??  Heavy equipment tends to find its way onto Jeremy Watson’s trailers behind his hard-working '16 Chevrolet Silverado 3500 HD on a regular basis, so he wanted to improve its power and fuel mileage at the same time.
 Heavy equipment tends to find its way onto Jeremy Watson’s trailers behind his hard-working '16 Chevrolet Silverado 3500 HD on a regular basis, so he wanted to improve its power and fuel mileage at the same time.
?? ??  Richards next installs the silicone hoses and stainless steel clamps in the intake tube and slides it into position in the truck.
 Richards next installs the silicone hoses and stainless steel clamps in the intake tube and slides it into position in the truck.
?? ??  Transfer the humidity sensor and MAF sensor from the factory airbox to the S&B intake tube using the supplied hardware, including the spacer and gasket for the humidity sensor.
 Transfer the humidity sensor and MAF sensor from the factory airbox to the S&B intake tube using the supplied hardware, including the spacer and gasket for the humidity sensor.
?? ??  The S&B Filters cold-air intake kit will dress up the engine bay a little bit while allowing the engine to draw in more airflow for better performanc­e.
 The S&B Filters cold-air intake kit will dress up the engine bay a little bit while allowing the engine to draw in more airflow for better performanc­e.
?? ??  The front plastic cover must be removed to access the fender support that needs to be partially removed to take the factory airbox and filter out of the truck.
 The front plastic cover must be removed to access the fender support that needs to be partially removed to take the factory airbox and filter out of the truck.
?? ??  The complete airbox assembly can be removed. Once it is out of the way, remove the bolts securing the mounting bracket below the filter assembly and remove the bracket.
 The complete airbox assembly can be removed. Once it is out of the way, remove the bolts securing the mounting bracket below the filter assembly and remove the bracket.
?? ??  Before starting on the intake installati­on, Drew Richards connected the Hypertech Max Energy 2.0 programmer to his laptop to download the latest updates directly from Hypertech.
 Before starting on the intake installati­on, Drew Richards connected the Hypertech Max Energy 2.0 programmer to his laptop to download the latest updates directly from Hypertech.
?? ??  After unplugging the humidity sensor and MAF sensor harnesses, Richards loosens the hose clamps on both ends of the intake elbow and removes it from the truck.
 After unplugging the humidity sensor and MAF sensor harnesses, Richards loosens the hose clamps on both ends of the intake elbow and removes it from the truck.
?? ??  Looking at a stock LML Duramax isn’t exactly thrilling—it is a powerful engine, but not so hot in the looks department.
 Looking at a stock LML Duramax isn’t exactly thrilling—it is a powerful engine, but not so hot in the looks department.
?? ??  The Hypertech Max Energy 2.0 programmer comes with software and data cables for the truck and computer, as well as the programmer itself.
 The Hypertech Max Energy 2.0 programmer comes with software and data cables for the truck and computer, as well as the programmer itself.
?? ??  After being connected to the truck, the programmer will display easy-to-follow instructio­ns to lead the owner or tech to the desired modes for adjusting tire size or gear ratios, in addition to reading and clearing DTCS. We were primarily concerned with tuning the Chevy.
 After being connected to the truck, the programmer will display easy-to-follow instructio­ns to lead the owner or tech to the desired modes for adjusting tire size or gear ratios, in addition to reading and clearing DTCS. We were primarily concerned with tuning the Chevy.
?? ??  It may not have dressed up the engine bay a ton, but it does look better than stock now—and it performs better, which is what really counts.
 It may not have dressed up the engine bay a ton, but it does look better than stock now—and it performs better, which is what really counts.
?? ??  The air filter access is closed off with a clear acrylic window that’s etched with the S&B logo on the inside. It gives the cold-air intake a good look and it’s functional, since it allows the owner to easily do a quick visual inspection of the filter any time he opens the hood.
 The air filter access is closed off with a clear acrylic window that’s etched with the S&B logo on the inside. It gives the cold-air intake a good look and it’s functional, since it allows the owner to easily do a quick visual inspection of the filter any time he opens the hood.
?? ??  Richards secures the new airbox with the factory mounting bolts then installs the remaining S&B intake elbow, connecting the tubes together using the hoses he installed earlier.
 Richards secures the new airbox with the factory mounting bolts then installs the remaining S&B intake elbow, connecting the tubes together using the hoses he installed earlier.
?? ??  After installing the bottom inlet plug (Richards recommends running the plug to prevent water intrusion with the frequent heavy rain seen in the Tennessee area) and silicone tube seal, he carefully lowers the new air box into position in the truck.
 After installing the bottom inlet plug (Richards recommends running the plug to prevent water intrusion with the frequent heavy rain seen in the Tennessee area) and silicone tube seal, he carefully lowers the new air box into position in the truck.
?? ??  Richards installs the large S&B high-flow air filter and tightens all the clamps securely.
 Richards installs the large S&B high-flow air filter and tightens all the clamps securely.
?? ??  Richards followed the prompts and loaded Tune 2 into the truck for the trip down to Beans Diesel Performanc­e for dyno runs. Once there, we tested the truck in Stock, Tune 1, and finally Tune 3.
 Richards followed the prompts and loaded Tune 2 into the truck for the trip down to Beans Diesel Performanc­e for dyno runs. Once there, we tested the truck in Stock, Tune 1, and finally Tune 3.
?? ??  The dual 4-inch aluminized steel exhaust system and polished stainless steel 5-inch tips will give the truck a much better look.
 The dual 4-inch aluminized steel exhaust system and polished stainless steel 5-inch tips will give the truck a much better look.
?? ??  While the oil was soaking in, Richards measures and cuts the factory exhaust as directed at 4 inches from the rear hanger from the Dpf—but in this case the cut should have been around 7 or 8 inches from the hanger. We recommend cutting your exhaust at 8-inches or more from the DPF hangar and then cutting it again if necessary.
 While the oil was soaking in, Richards measures and cuts the factory exhaust as directed at 4 inches from the rear hanger from the Dpf—but in this case the cut should have been around 7 or 8 inches from the hanger. We recommend cutting your exhaust at 8-inches or more from the DPF hangar and then cutting it again if necessary.
?? ??  To prep the rear portion of the factory exhaust system for removal, Richards sprays the rubber isolation bushings and the emissions sensor with penetratin­g oil.
 To prep the rear portion of the factory exhaust system for removal, Richards sprays the rubber isolation bushings and the emissions sensor with penetratin­g oil.
?? ??  Richards could not remove the factory emissions sensor from the exhaust while it was in the truck, so he unbolted the connected module from the chassis, unplugged the other end of the harness, and removed it with the complete exhaust system from the rear of the truck. If you’re working on the ground without the aid of a lift you will likely need to cut the exhaust into a few pieces to get it out from under the truck.
 Richards could not remove the factory emissions sensor from the exhaust while it was in the truck, so he unbolted the connected module from the chassis, unplugged the other end of the harness, and removed it with the complete exhaust system from the rear of the truck. If you’re working on the ground without the aid of a lift you will likely need to cut the exhaust into a few pieces to get it out from under the truck.
?? ??  Richards and Michael Dalton applied heat to the exhaust system bung to help release the sensor from the tubing. It will be reinstalle­d in the new exhaust system later.
 Richards and Michael Dalton applied heat to the exhaust system bung to help release the sensor from the tubing. It will be reinstalle­d in the new exhaust system later.
?? ??
?? ??  The factory exhaust system and tip are very functional, but not very visually appealing.
 The factory exhaust system and tip are very functional, but not very visually appealing.
?? ??  As they were installing the exhaust tubes, Richards and Dalton noticed that there was going to be interferen­ce between the tubing and the factory gooseneck mount.
 As they were installing the exhaust tubes, Richards and Dalton noticed that there was going to be interferen­ce between the tubing and the factory gooseneck mount.

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