Off Road/Competition Tuning Offered Through Pure Diesel Power

Calibrated Addiction Offering Tuning Support for Competition Vehicles

Calibrated Addiction’s Background

With over 14 years combined experience, owners Robert Ivey and Lucas Kirkpartrick have made quite a name for themselves with the Cummins and Duramax platform. Now they have entered the Powerstroke scene.

Tuning Options for Everyone

While Calibrated Addiction does not offer tuning for on-road/highway use their vast knowledge and tuning capabilities are second to none for those running dedicated sled pulling, drag racing, and/or “dyno queens”. When a competitor is running components such as oversized injectors, non-vgt turbochargers, compound turbo kits, aftermarket gearing, etc custom tuning is required else the vehicle’s computer (PCM/ECM) can set off a check engine light or not even run at all. Calibrated’s ability to modify these perimeters for allows them to squeeze every ounce of power potential from a competitor’s truck.

Why Purchase Calibrated Addiction Through Pure Diesel Power

Providing the entry level competitors with tuning capabilities in HP, EFI Live, and EZ Lynk, they have tuning options for all competition truck owners.  Whether you own a Cummins, Duramax, or Powerstroke, Calibrated Addiction can offer a tuner and tuning options that is perfect for your truck.

For more information on the Calibrated Addiction’s tuning options for your truck, check out https://puredieselpower.com/calibrated-addiction.html.

Not sure which tuning option is right for you? Give us a call or send us a message. We are looking forward to helping you with all of your truck needs.

EPA and Clean Air Act Disclaimer

Pure Diesel Power and Calibrated Addictions does not condone the use of aftermarket tuning on trucks used for on-road and highway purposes. For more information regarding the Environmental Protection Agency’s (EPA) Clean Air Act, visit the EPA’s website at https://www.epa.gov/state-and-local-transportation/vehicle-emissions-california-waivers-and-authorizations.

5 Reasons Why Suncoast Rebuild Kits Are Worth the Investment

What Makes a Suncoast Diesel Transmission Rebuild Kit Far Superior to an OEM Rebuild Kit?

When it comes to rebuilding a transmission, Suncoast Rebuild Kits are synonymous for durability and longevity in the diesel aftermarket, but why is that? There are 5 key components that set Suncoast Rebuild Kits apart from the OEM options packaged by Chevy, Dodge, and/or Ford.

Proprietary Material

Through years of research and develop, Suncoast Diesel has hand selected the best clutches and materials on the market and when the best wasn’t available, Suncoast worked with industry leaders such as Raybestos and Alto to create the best frictions, exclusive to them. One example of this is the Carbonite G3 material used in many of their kits. This organic-based friction material has impregnated carbon graphite particles adding unmated lubricity and exceptionally high thermal stability. This state of the art material is far superior to that of the OEM material which uses a woven organic material. Additional materials found in their kits include: Rabestos GPZ clutches, Rabestos SCZ clutches, Alto carbonite frictions, and many more.

Increased Friction Area

When assembling an aftermarket transmission, it is imperative to increase clutch capacity in order to handle increased power and reliability demands. Suncoast has taken the guesswork out of this. Their clutch packs come with the appropriate number of clutches and steels necessary to assemble a transmission suitable for the power level goals and kit ratings. It is not uncommon for clutch packs to increase by 2-4 clutches per gear in comparison to an OEM rebuild kit. The added clutch capacity, coupled with the improved material, drastically improved durability of clutch packs thus increasing the lifespan of the transmission itself.

Custom Pistons and Steels


In addition to clutch material and capacity increases, Suncoast also has developed custom overdrive pistons and steels for their rebuild kits. Depending on the application, a custom piston can be a completely redesigned component with better rubber seals and metal used or it can be a machined piece that allows increased clutch capacity and increased longevity. Additionally, the Suncoast custom steels are designed to redirect fluid allowing for better lubrication to the frictions from the inside out whereas the OEM steels lubricate from the center out therefore the inner half of the clutch is prone to burning, decreasing life expectancy.

Billet Internals

One of the biggest upgrades (and most costly component) of the Suncoast Rebuild Kits is the aftermarket billet internals. These billet upgrades include an intermediate shaft, planetary, forward drum, and input shaft. With increased horsepower and torque, OEM components are often not strong enough to withstand the demands placed upon them. Billet internals, made from materials such as 300M and 4140 HTSR steel, are designed to handle increased demands without flexing, twisting, and/or shearing which is common with OEM spec internals.

Horsepower Spec’ed Options

Suncoast Diesel’s rebuild kits are designed with horsepower goals in mind. These kits come with all of the components necessary to build a transmission capable of handling the quoted horsepower. With kits ranging from 300 hp- 700+hp, there’s something for every customer and budget.

Conclusion

With nearly 30 years of experience it’s not hard to see why Suncoast has been in the industry for so long and why they are continuing to help progress the diesel aftermarket each day. Their exclusive, proprietary clutches, increased friction surface area, custom pistons and steels, and billet internals are all spec’ed out based on horsepower levels giving the end usee uncompromised quality throughout the entire transmission.  

For more information on the Suncoast Rebuild Kits for your truck, check out https://puredieselpower.com/sun-coast.html.

Not sure which rebuild kit is right for you? Give us a call or send us a message. We are looking forward to helping you with all of your truck needs.

HOW TO SELECT THE RIGHT CLUTCH FOR MY TRUCK

WHAT DO I NEED TO KNOW

When it’s time to replace or upgrade your clutch there are many factors to consider. These include horsepower ratings, tire size, gearing, and most importantly what you intend to use the truck for.  Fortunately, as you can see, Valair offers a wide selection of clutches to meet the needs of everyone from the daily driver, the heavy hauler, the drag racer, and even the guy that does it all. We have compiled a few pointers when it comes to selecting the right clutch for your truck.

SINGLE DISC


Valair offers 3 versions of the single disc clutches. Their OEM replacement is exactly that. It’s intended to replace the factory clutch in a truck with no additional power and for the guy who tows very light loads. The single disc ceramic/kevlar option is suited for around 350-450 hp and is ideal for the customer who primarily uses their truck as a daily driver but may occasionally tow. Lastly, single disc ceramic/ceramic is capable of approximately 450-600 hp, however this particular clutch is not recommended for towing.

DUAL DISC


Valair’s selection of dual disc clutch prove to be the most versatile, providing something for everyone. The Street Dual Disc line is offered in both ceramic or organic options. The ceramic dual disc is great for the daily driver with up to 650 hp and who only intends to tow light loads; however, clutch engagement is also rather aggressive but tolerable. Alternatively, the organic dual disc is rated for up to 550 hp and capable of handling heavy loads on a regular basis. This clutch has a smooth engagement, similar to stock.

Valair’s Competition Dual Disc line of clutches is great for the daily driver with some fairly heavy modifications handling up 800 hp applications. This line includes 2 types of disc options, ceramic and sintered-iron. The ceramic disc is great for the guy who uses his truck as both a daily driver as well as occasionally racing on the weekend whereas the sintered-iron is perfect for the sled-puller where extreme heat and slippage may occur. In addition, the plate load is important when selecting the correct clutch for your application. The lower the plate load, the lower the handling capability.

TRIPLE DISC


If your truck is primarily a drag racing or sled pulling truck then a Valair triple disc clutch is the route to go. The Street Triple Disc clutches are the perfect compliment to any drag truck and they are also a streetable option as well. Offered in a variety of discs types as well as pressure plate loads they can be set-up to compliment your truck’s needs as they are built to order.

If you’re looking for a full-blown racing/pulling clutch then we recommend Competition Triple Disc. The Competition Triple Disc series comes standard with a weighted pressure plate that, when adjusted, will change the RPM range in which the clutch starts to engage. This clutch is NOT suitable for the street.

CONCLUSION


When it comes time to replace your clutch, go with the brand the pros use. From mild to wild and everything in between Valair clutches have you covered. Owner, Dan Vallance, started the business back in the early 1990’s with a focus on the heavy duty truck and agricultural market. In the early 2000’s he expanded the line and introduced the Valair Performance Series clutches which catered to the performance aftermarket. With a background in competitive sled-pulling, Dan personally puts his products to the test.

Check out all Valair has to offer at https://puredieselpower.com/valair-clutches-2.html.

Not sure which clutch is right for you? Give us a call or send us a message. We are looking forward to helping you with all of your truck needs.

 

Back to Basics: Are Intakes and Exhausts for You??

 

With all the performance parts out there in the diesel industry, knowing what you need, and why you need it can often be challenging. The staple of the diesel industry is still intakes, exhausts, and tuners, but with so many choices out there it’s often hard to choose a part that you know you’ll be happy with. Often there are customers that will ask, do I even need an exhaust system, or an intake? Well, that depends what you’re looking for.

Virtually all modern diesels are turbocharged, and getting air in and out of the engine is very important. The factory does a good job of designing intake and exhaust systems, but there’s always room for improvement. When building a truck, engineers have constraints like vibration and noise that the average enthusiast may not worry about. When we put an intake on an otherwise stock ’97 Dodge, the first thing we noticed is that we could actually hear our turbo doing some work! While it may seem like a little thing, the improved sound alone was worth the price of admission.

The same goes for exhausts. Factory exhaust systems are often both quiet and heavy, while aftermarket units let the engine breathe a bit more, as well as producing a louder note. There’s also an extremely wide variety of tips and exhaust stacks, and polished materials to choose from. Often times an aftermarket exhaust is mandatory when turning the power up on a truck.

Which brings us to tuning. As long as the truck is at the factory power level, intake and exhausts probably won’t add much power; maybe 5-10 hp. But, when the truck (and or boost) is turned up, the gains can be significant. We’ve seen nearly a 30-hp gain on tuned 6.4L Fords from an aftermarket intake, and a good 20 hp from some exhaust systems. There are some vehicles (like first generation Dodges) that have horrible exhaust systems, and can really benefit from an upgrade.

So bottom line, do you need these parts for your truck to run? No. But, if you don’t have them, you’re closing your vehicle off to future modifications, as well as leaving power and sound improvements on the table. Not to mention improving underhood and exterior looks. If you’re unsure where to start, Pure Diesel Power is always there to help, and we can guide you through a tuner/intake/exhaust package that perfectly fits your needs. The bottom line is that intake and exhaust systems are still some of the best bangs for your buck, which is why they’re a first choice for so many Cummins, Power Stroke, and Duramax enthusiasts.

Fleet Maintenance

 

What’s Under Your Hoods?

When it comes to maintenance, keeping one diesel running can be a chore, much less a group of them. Maintaining your fleet is one of the most important tasks of a business owner, however, as down trucks mean lost time and lost revenue. We’ve logged a few miles in the diesel industry, so here are some tips and tricks to keep everything running smoothly.

Mileage Isn’t the Only Concern

Almost everywhere you’ll hear about oil being changed at certain mile intervals, transmission fluid, and coolant also. One thing to remember though is that a lot of engine hours can be just as bad as excess mileage, or be even harder on the truck’s powertrain. In applications that have high a high idle time like tow trucks, oilfield rigs, or welding trucks, oil coolers, EGR systems, and DPF’s (if equipped) can become clogged if left unattended for too long. After all, a truck that idles for hours a day can be quite hard on parts.

Talk to the Drivers

Oftentimes, drivers can be nervous to report issues, or will say “That’s just the way this truck is.” We rode it one diesel tow truck that was vibrating so bad, we could barely see the road. “It only does it above 70 mph or so,” was the driver’s response. The lesson here is to report problems when they arise, rather than waiting until something falls off, as that’s almost always the more expensive route to take.

Charge it Up

One of the most common issues we see on fleet vehicles is low battery voltage or poor or corroded connections. It’s sad to say, but batteries are most often replaced when the vehicle “won’t start anymore,” and electrical connections are almost never maintained. While it’s sort of a thankless procedure, it can save you from being stranded.

Keep an Eye on Your Fluids

Changing fluids is very important if you’re running a fleet of vehicles, and we don’t mean just the oil. We’ve seen vehicles stall out because of clogged fuel filters, or air filters that have been so neglected that there was a rat’s nest in the airbox. So check your oil, coolant, fuel, and air filters whenever you can.

Improvements over the Factory Parts

While we’d all like to think that new pickups come engineered with the best possible setups, costs and ergonomics are always a concern. Sometimes it’s just plain worth it to upgrade to a deep pan to extend the life of your fluid, or a larger filter for your fuel, or a washable air filter. Sometimes these little changes can make quite a bit of difference.

Keep it in Stock

If there’s a final note on any of this, it’s that parts on hand is worth quite a lot. If you’re looking to stock up, give Pure Diesel Power a call and we can help you find all the right parts you now need or will need in the future. For those looking online, there are “Filter and Maintenance” sections, as well as “Upgraded and Replacement Parts,” “EGR Components,” and “Sensors and Pigtails.” After all, without a reliable fleet, there’s no reliable business!

Which Tuner is Right for You?

Since the late ’90’s, virtually all diesel trucks (and even some cars) have been open to computer programming. As time went on, these simple devices that did one thing (tuned the vehicle) have developed into powerful tools that can be used by any diesel enthusiast to extract more performance out of their vehicle. From the weekend warrior who is hooked to a trailer, to a competitive sled puller, a tuning device can be an extremely powerful tool.

Tuning 101

 Today’s modern tuners, programmers, and monitors are very different from those of yesteryear. Not only can they recalibrate the computer for more power, they can compensate for changes in tire size, clear trouble codes, and read a variety of engine functions such as engine coolant, exhaust gas temperature, boost, and much more. Building a sled puller or drag racer? Tuners are available for competition use that are able to make any exhaust system work with the factory engine and turn off the EGR, all while giving the custom tune you’ll need for maximum performance.

 Turning up the Power

 If you’re the owner of a newer GM, Ram, or Ford truck, good news–these things are turned way down from the factory. On most of these trucks, 400 to 500 horsepower at the rear wheels is easily achievable, even though the truck might only make 250 rear-wheel horsepower stock! There are certain models that are more capable than others, but adding a solid 100 to 200rwhp is very commonplace. With custom tuning, it’s possible to dramatically increase a truck’s performance. We know of one 6.7L Ford that went 16.3 in the quarter-mile stock, then dropped to a 15.0 with an aftermarket tuner. The customer still wasn’t happy with the performance, and another custom tune was added that dropped the otherwise stock truck to a 13.8! Not bad for an 8,200-pound truck.

 Common Mistakes

 One of the biggest mistakes we see when it comes to tuning concerns power level settings. Contrary to how a lot of people use them, many tuners have their “max power” setting designed for short bursts, like sled pulling, drag racing, or passing that slowpoke in the left lane. We’ve seen cracked heads, smoked turbos, and blown head gaskets from people racing their buddies up hills with 20,000 pounds in tow. It’s possible to make 400 to 500 sustained horsepower, but this requires a concentrated build effort including head studs, an upgraded turbocharger, and improved cooling.

 Another common error is running a mis-matched combination on a pickup. We saw one VP44 truck that had huge injectors (200hp) but had a factory turbocharger. The programmer was at the highest setting for both fuel and timing. On the dyno, the truck made a lot less power than he thought it should. “Let’s try tuning the fuel down,” suggested the dyno operator. Sure enough, the truck made more and more power, ending in a 40-hp gain with the fuel setting on “Level 1.” With a different turbo, the truck definitely would have made more power, but with the stock turbo setup the tune definitely wasn’t matched to the engine.

 Where do I go from here?

 Whether you’re someone with a stock truck, or you’re that sled puller looking for the last few inches, there’s always room for improvement. The Pure Diesel Power staff will help in whatever way we can, to get you the combination that’s right for you and for your truck’s usage. We have the latest updates for most software, custom tunes from a variety of manufacturers, and the exciting new EZ Lynk technology that allows for custom tuning or diagnostics via smartphone! Need help with tuning? Give us a call–that’s what we’re here for.

Links to products:
https://puredieselpower.com/?subcats=Y&status=A&pshort=Y&pfull=Y&pname=Y&pkeywords=Y&search_performed=Y&q=programmer&dispatch=products.search

https://puredieselpower.com/?subcats=Y&status=A&pshort=Y&pfull=Y&pname=Y&pkeywords=Y&search_performed=Y&q=ez+lynk&dispatch=products.search