Installing the Xcelerator tune. GM dealer re-flashes are the same as stock factory tune. Serious engine damage can occur if the Xcelerator tune is installed over a non-factory / aftermarket performance tune. Do not perform any operations on Xcelerator (except live data diagnostics) while vehicle is running. If you want rip-roaring performance for drag racing, sled pulling or just better towing and fuel economy, PPE has the solution with the Xcellerator programmer. Installed in five minutes. I did this at the same time as adding a PPE Xcelerator Level 2 (+90 horsepower) tune. I don't know how much of a difference is due to the tune or due to this boost valve, but it was easy enough to install and cheap enough to purchase. Not sure if it was worth it or not and I have no real way of telling. Appeon XCelerator Plug-in Cannot be downloaded. Catt-Acoustic Keygen. The slide bar in the UAC but it is still not working. Appeon XCelerator Plug-in Cannot be.

Building trucks the way we do is a long process. How would it be to drop off a stock truck at a shop and pick up a fully-built diesel rod a week later? You could go from stock power to more than double the output with just a signature on a credit card slip. Actually, that's how a lot of people do it and rightly so. We wish we could, but that's not our job. Our job is to build one brick at a time. One part at a time.

A few horsepower here, a few dozen pound-feet of torque there. That long, drawn-out process allows us to isolate and identify which parts are doing what, if for no other reason than to avoid making the same mistake the next time around. In the end, we also hope that it helps those guys who do drop off their trucks with a shopping list of mods to know better which parts they want on that list. After all, the real story isn't just the completed project, but the process that lies between the beginning and end.

So it is with this '05 Duramax LLY project. Once a bone-stock truck with 70,000 miles of hauling fireplace units around, we've transformed this crew-cab into a truck with 20,000 more miles on the odometer and the ability to haul fireplaces much more quickly.

The Rundown From stock form, the first thing we got our blackened hands on was a Pacific Performance Engineering Hot+2 E.T. Xcelerator tuner. The tuner has eight power levels for LLY Duramaxes (10 for LB7s), but we stuck to the first four with the truck still stock. Level 4 cut the stock truck's 0-60 mph times by nearly four seconds, but the transmission didn't appreciate it.

The longer (and harder) we drove it, the more it would slip fifth gear and put the truck in limp mode (DTC P0735: gear five ratio error). Fortunately, the PPE tuner allows for the user to clear the code and keep moving-a process we became very familiar with. The next part to arrive for the truck was an MBRP Cool Duals four-inch turbo-back (down pipe-back, actually) exhaust system complete with the off-road cat-delete pipe.

The improved flow of exhaust cut the truck's 0-60 times by another three-quarters of a second on level 4 (it cut the stock tuning's times by nearly 1.5 seconds). An aftermarket exhaust system is one of the best things you can spend your money on, with benefits ranging from increased power to lower egts and reduced cylinder backpressures. Speaking of egts, a Spearco/Turbonetics intercooler from Black Widow Diesel dropped this truck's by an average of 100 degrees, depending on load and driving conditions. Digital gauges from Dakota Digital confirmed that. We added a 56-gallon Titan fuel tank just before making the trip to Dynomite Diesel Performance to have the LLY's stock injector nozzles worked over to DDP's 50-horsepower specs. That netted a flat 60 hp across the board (yes, 60), stock PCM or tuned with the PPE tuner, confirmed by DDP's dyno. Changing injector nozzles on a Duramax is not a necessity, since there are trucks making up to 700 hp on custom tunes with stock nozzles.