Orders usually ship within 1-2 business days with the exception of back ordered Items, and dropship items. We will email you a tracking number as soon as we get a notification that the order was shipped.
Rev’s Diesel Performance does not manufacture any of the products we carry therefore we do not offer or imply any warranty on the products what-so-ever. All product warranties, if any implied, have been done so at the discretion of the manufacturer. If you are in need of warranty assistance on any product you’ve purchased, please contact the manufacturer directly.
In theory, any upgraded exhaust system should increase horsepower on a stock truck. However, the increases are small and may not consistently show up on a dynometer test. Overall, you should be able to feel a noticeable difference in power by upgrading your exhaust due to the increased airflow.
Exhaust kits typically use two main styles of clamps. V Clamps, which attach the exhaust system to the turbo and band clamps for inline joints.
(For the purpose of this explanation the term tune or tuning will be used to encompass any signal or communication that occurs between the vehicle's computer and engine.)
By installing a programmer or a module you are adding a new tune to your vehicle. By adding a new tune to your diesel vehicle, you are simply modifying the signals that the vehicle's computer (ECM) sends to the electrical components of the engine. The difference between a programmer and a module/chip can be explained by the manner in which that signal is modified.
Programmers are installed or downloaded directly to the vehicle's ECM through the data port under the dash. This new program or data modifies the ECM's calibrations so that the original signals are changed to incorporate the desired effects created by the selected tune. This new signal is then sent out to the electrical components of the engine. Thoroughbred Diesel refers to this kind of tuning as Pre-ECM modifications.
Modules or chips can be installed in many different places on a diesel vehicle and placement usually varies greatly depending on the effect the module is intended to have. To explain it simply, a module is installed somewhere in between the ECM and at least one electrical component that the ECM communicates with. When the signal leaves the ECM it travels through its normal route until it reaches the module. At this point the signal enters the module, is modified by the computer elements inside of the modules, and then exits the module and continues on its path to the desired electrical component. Thoroughbred Diesel refers to this kind of tuning as Post-ECM Modifications.
Yes, in theory a tuner will increase your truck's fuel economy by increasing the efficiency of your engine. On average we see the best fuel economy gains occur when using tunes ranging from 65 to 90 extra horsepower. This is not however the case 100% of the time. Each vehicle and driving style is different and each owner should try out different tunes in order to find the most economical one.
Most cold air intakes will claim that they add an extra 15 HP. This may be true but with our testing, we have not seen consistent enough numbers to encourage us to back up this claim. This does not however mean that cold air intakes don't work. Where cold air intakes pay off are in engine longevity. By adding a cold air intake, especially in conjunction with a programmer, you are increasing the amount of air that your turbo can take in. This does two things. First it improves the fuel to air ratio which can lead to better MPG's. Second, it lowers the EGT's which can be very detrimental to an engine if allowed to get too high.
Most of the time CAI's are required with turbo upgrades. If you are unsure, you should check with the manufacturer of your turbo. Most turbo manufacturing companies require that you have a performance cold air intake in order for them to honor your warranty. Thoroughbred Diesel always recommends that you upgrade your intake system when upgrading your turbo to provide optimal performance and reliability.
A core charge is an acronym for "Cash On Return''. These are rebuildable parts that can usually be redeemed for a portion of their original purchase price. Most companies will reuse the case of a transmission, the core of a valve body or even an internal part of a torque converter that is either no longer available or much too expensive to buy new and can be reused on the newly manufactured part. These charges are refundable, once you send in your original part.
DPF stands for Diesel Particulate Filter. In late 2007 the EPA released a new Standard of Emission Complacence rules for diesel trucks. All light duty diesel pickups manufactured after 07.5 and up now come equipped with a diesel particulate filter in line with the exhaust system. The DPF is a two part system, a physical filter and electronic sensors. The filter portion of the system catches an extremely large percentage of the particulate matter which leaves the exhaust, and when the filter is full, the sensor portion kicks the truck into what is known as a regeneration cycle. During this regeneration cycle the filter goes through a phase in which it burns all of the particulate matter. While in this cycle most trucks lose a considerable amount of power along with huge drops in their fuel economy.
EGT stands for exhaust gas temperature, and is the single most important indicator of how a diesel engine is performing. Unlike a gasoline motor, a diesel motor will continue to make power as more fuel is added. As more fuel is added, heat will be generated until the motor just gets too hot and things start to melt. This is a situation to avoid. Exhaust gas temperature is the ideal measurement of how hot the motor is, since temperature fluctuations in the gas are almost instantaneous. You should consider using the Edge Attitude or installing an EGT gauge even if you make no performance upgrades, since EGT is such an important indicator of engine load. This is particularly true if you tow.
This is a very good question, because most people do just that. The trouble is, it is too hard, with all the variations in terrain, to keep a constant speed. Therefore, you end up accelerating too much in that high gear. Many trucks, with automatic transmissions, set up for towing, will include a button for "tow mode" which locks the transmission out of overdrive. The main reason for that is, the transmission would be constantly downshifting. The best answer is to say; watch your RPM, if it starts to drop too low, rather than stepping down on it in 6th, drop to 5th... and maybe stay there.