Author Biography
Derek Miller is a seasoned automotive technician based in Colorado who brings over 12 years of hands‑on expertise to every engine bay he opens. From his first summer job sweeping floors at a neighborhood repair shop to leading major diesel performance upgrades, Derek has built a reputation for practical problem‑solving, meticulous attention to detail, and a friendly, customer‑first approach.
Background & Early Career
Derek grew up tinkering alongside his father's old Chevy pickup, learning how to swap spark plugs and patch leaky hoses before he could drive. Fresh out of school, he dove into the garage world full‑time. By his mid‑20s, he was the go‑to mechanic for friends, neighbors, and local small‑fleet operators.
Career Progression
Shop Lead
At age 28, Derek was promoted to lead technician. He managed a four‑bay team and trained new hires in best practices for engine diagnostics, safety protocols, and high‑torque drivetrain alignment.
Independent Specialist
Eager to tackle complex diesel jobs, he branched out as an independent consultant, focusing on heavy‑duty pickups, commercial vans, and small industrial equipment. He’s consulted on everything from truck maintenance schedules to 24‑hour emergency repair programs for local delivery fleets.
Performance & Reliability Expert
Over the last five years, Derek has specialized in performance tuning for Ford F‑Series and GM Sierra trucks, blending factory‑grade scan‑tool diagnostics with carefully calibrated aftermarket modules to boost power without sacrificing longevity.
Diesel Performance Upgrades: Skilled in recalibrating ECM parameters and optimizing exhaust system modifications to extract up to 30% more torque while maintaining fuel efficiency and reliability.
Preventive Maintenance: Designs fleet‑wide maintenance plans that reduce unplanned downtime by up to 40%.
Customer Communication: Known for breaking down technical issues into clear, jargon‑free explanations and offering cost‑effective repair options.
Articles
November 03, 2026
P0087 on a Diesel Truck: Fuel Rail Pressure Too Low, Causes and Fixes
If your 6.7L Power Stroke, 6.7L Cummins, or 6.6L Duramax just threw P0087, you are probably dealing with a hard start, a stumble under load, or a truck that dropped into limp mode. The ECM is telling you one thing: the fuel pressure in the common rail is lower than the pressure it asked for.
That is a serious message on a modern diesel. This guide covers what causes it on each platform, the order to test things in, and when to hand the truck to a diesel shop.
November 02, 2026
P0299 Code on a Diesel Truck: Causes, Fixes, and What to Check First
If your Power Stroke, Cummins, or Duramax just set a P0299 code and the truck feels flat when you hit the throttle, you are not alone. P0299 is one of the most common boost codes on diesel pickups, and it often shows up while towing, climbing a grade, or pulling away from a stop with a loaded trailer.
The code is a starting point, not a verdict. Most of the time something around the turbo is leaking, restricted, stuck, or reading wrong. This guide covers the platform-specific causes, how to test in the right order, and what repairs cost.
October 30, 2026
6.0L Power Stroke FICM Buying Guide: OEM, Remanufactured, or Upgraded?
If your 6.0L Power Stroke has a hard cold start, rough idle, or injector circuit codes, and testing points to the Fuel Injection Control Module (FICM), you have three paths. A new OEM-style module is the simplest match for a stock truck. A remanufactured FICM with documented testing and a written warranty is the best value for most daily drivers and work trucks. An upgraded module only makes sense when your batteries, charging system, harness, and injectors are healthy. Whichever you choose, match the module to your build date before you order.
This guide covers the 6.0 Powerstroke FICM on 2003 to 2007 F-250 through F-550 Super Duty trucks, 2003 to 2005 Excursions, and 2004 to 2010 E-Series Super Duty vans.
October 29, 2026
6.0L Power Stroke Oil Cooler Symptoms and Diagnosis
If your 6.0L Power Stroke runs oil hotter than coolant at steady highway speed, the EOT vs ECT delta is the first test to run. EOT is engine oil temperature. ECT is engine coolant temperature. On a warm truck at steady cruise with no trailer, a consistent gap of about 15°F or more, with the oil hotter, points to a restricted engine oil cooler.
This guide covers the 6.0L Power Stroke in 2003 to 2007 Super Duty pickups. It explains why the delta matters on this engine, how to run the test, how to read the result, and what to check before you order parts.
October 28, 2026
5.9L Cummins VP44 Injection Pump Buying Guide: Remanufactured, Upgraded, or Replacement?
If your 1998.5 to 2002 Ram 2500 or 3500 has a dead pedal, a long crank on a hot restart, or a P0216 code, the VP44 injection pump is the part most owners suspect. Replacing it is a $1,000 or more decision, and the wrong pump or a skipped fuel supply check can put you right back in the same spot.
This guide covers how to choose a VP44, confirm it is the real problem, and install it so the new pump lasts. And helps you buy the right pump from the seller of your choice and avoid repeat failures. If you want to check whether we carry parts for your truck, send us your details at the end of this page.
October 27, 2026
P228F on a 6.7L Power Stroke: Fuel Rail Pressure Causes, Checks, and Fixes
Your 6.7L Power Stroke stalls at a stop sign, restarts fine, and the check engine light is on. The scan tool shows P228F. Before you order a pump, a sensor, or a metering valve, you need to know what this code says and what usually sits behind it.
This guide is for 2011 and newer F-250, F-350, F-450, and F-550 owners with the 6.7L Power Stroke. It covers the code, its companions, the CP4 question, and the order of checks that saves money.
October 26, 2026
AMDP Tuning for the 6.7L Power Stroke: Cost, Turnaround, Power, and What to Check Before You Order
Your 6.7L Power Stroke already makes serious torque from the factory. A custom tune is how many owners get sharper throttle response, cleaner shifts, and more towing confidence out of it. The questions that come up before checkout are rarely about the tune alone. Owners ask how long a custom file takes, how much power is realistic, whether the transmission and fuel system can handle it, and what the legal picture looks like.
This guide covers 2011 through 2026 Super Duty trucks. If you are already comparing options, the 6.7 Power Stroke tuner collection is sorted by year so you can check fitment first.
October 16, 2026
Best Diesel Delete Kits by Engine: Powerstroke, Cummins & Duramax (2026)
If your truck keeps throwing DPF, EGR, or DEF faults, you have probably searched for the best diesel delete kit and found a wall of listings that look identical. They are not. A kit built for a 2013-2018 Cummins will not bolt onto a 2020 Power Stroke, and a pickup kit may not fit a Cab & Chassis truck.
This guide covers the best diesel delete kits for Ford Power Stroke, Ram Cummins, and Chevy/GMC Duramax trucks. You will see how we judge a kit, which EngineGo kit fits each platform, what the engine needs besides the kit, and what the law says. If you already know your platform, browse diesel delete kits and confirm fitment on the product page.
Important: Federal law restricts removing emissions controls on road-certified trucks. Read the Legal Reality section below before you buy.
October 12, 2026
Diesel Delete Tuner Buying Guide: How to Choose the Right One
If you are shopping for a diesel delete tuner, the real question is not whether you need one. It is which one matches your truck. A Power Stroke, a Cummins, and a Duramax each run a different ECM, and a calibration written for one will not work on another. Pick the wrong unit and you pay twice: once for the tuner, and again in downtime.
This guide covers the main tuner types, platform compatibility, the features worth paying for, and what each price tier buys you. If you already know your engine, you can browse delete tuners by platform first, then come back here to confirm the details.
October 08, 2026
L5P Duramax Delete Tuner: EFILive vs HP Tuners Compared
If you own a 2017 to 2023 Silverado or Sierra 2500HD/3500HD with the 6.6L L5P Duramax and you are shopping for a delete tuner, you have probably landed on two names: EFILive and HP Tuners. Both are proven. Neither one works on an L5P straight out of the box, and neither one is a delete tune by itself.
This guide compares EFILive vs HP Tuners on the L5P, adds a third option built on EZ Lynk, and shows what each setup costs before you order. Federal emissions law applies to all three, so read the Legal Notice below before you buy.
September 29, 2026
Chevy Silverado & GMC Sierra Diesel Delete: What You Need to Know
If you own a Silverado or Sierra 2500HD or 3500HD with the 6.6L Duramax, the words "diesel delete" probably came up after a fault code, a clogged DPF, or a repair quote that made you wince. Before you order anything, you need to know which Duramax is under your hood. Each generation has a different emissions setup, and each one needs a different parts list.
This guide covers the Silverado and Sierra Duramax delete basics for the LBZ, LMM, LML, and L5P: what each generation needs, what it costs, how tuning works, and what to check about towing and warranty. Once you know your engine, you can match it to the right Duramax delete kit by year and truck configuration.
Important: Under the federal Clean Air Act, a truck certified for road use stays a regulated motor vehicle, even when you use it off-road or at the track. Removing emissions equipment can bring federal civil penalties and state enforcement, and a tuned truck can fail state inspection. These parts are sold for off-road, race, or non-public-road applications where permitted, so confirm the rules that apply to your truck before you buy or install anything.
September 28, 2026
LMM Duramax Common Problems: EGR, DPF & Turbo Issues
If you own a 2007.5 to 2010 Chevy Silverado or GMC Sierra 2500HD/3500HD with the 6.6L LMM Duramax, you already know the truck is strong. It also has a short list of repeat trouble spots. Most of them trace back to the emissions hardware added in 2007.5 and the age of the parts now.
This guide covers the five problems LMM owners search for most, what causes each one, and what your real options are. Match every part to your exact year, cab, and bed configuration before you order.
September 23, 2026
Catch Can vs CCV Reroute: Which One Does Your Diesel Need?
Every diesel engine builds crankcase pressure as combustion gases blow past the pistons and mix with engine oil. That vapor has to go somewhere, and on most Powerstroke, Cummins, and Duramax trucks it routes straight back into the intake through the factory PCV or CCV system, coating your intake piping and intercooler with an oil film over time.
Two aftermarket fixes come up in almost every diesel forum thread on this topic: the oil catch can and the CCV reroute kit. Both deal with crankcase vapor, but they take different approaches. Picking the wrong one for your use case means either extra maintenance you did not plan for, or a fix that does not go far enough.
September 22, 2026
Duramax CCV Reroute by Engine: LLY, LBZ and LMM
If you own a 2004.5 to 2010 Duramax and you've pulled the intercooler piping off during a mod or a repair, you already know the problem. Oil. It pools in the charge pipes, coats the intercooler fins, and eventually finds its way into the intake tract. That's the factory closed crankcase ventilation system doing exactly what General Motors designed it to do, just not in a way that keeps your engine bay clean or your intercooler working at full capacity over the long haul.
A CCV reroute kit solves this by redirecting crankcase vapor away from the intake and venting it externally, usually through a separator or catch can that keeps oil out of the airstream. The hardware isn't one size fits all though. LLY, LBZ, and LMM engines use different fitting locations and hose routing, so picking the right Duramax CCV reroute kit for your exact generation matters more than most owners expect.
September 20, 2026
6.7 Powerstroke CCV Reroute: Symptoms, Parts, and Install Guide
If oil keeps showing up somewhere it shouldn't on your 6.7 Powerstroke, the crankcase ventilation system is usually the first place to look. The factory CCV filter has one job: separate oil vapor from blow-by gas before that gas gets recycled back into the intake. On a truck that idles a lot, tows often, or just has real miles on it, that filter loads up faster than most owners expect, and once it does, the whole system starts working against the engine instead of for it. What starts as a small oil film in a charge pipe can turn into a seal leak or a fouled turbo compressor down the road if the root cause never gets addressed.
This guide covers why owners look at a 6.7 Powerstroke CCV reroute kit, the symptoms that point to a CCV problem, how to tell a clogged CCV from a worn engine, what a kit replaces, what the legal rules say, and how the install fits into a shop day.
September 17, 2026
CCV Reroute Kit Buyer's Guide: Powerstroke, Cummins and Duramax
Oil film across the inside of the intercooler piping, oil pooling in the intake tract, and an intake system that needs cleaning every few thousand miles. That is a factory crankcase ventilation (CCV) system reaching the limit of what its separator can handle, and it is why CCV reroute kits show up on so many diesel upgrade lists.
This guide covers what a reroute changes, how to tell whether your truck needs one, what comes in a kit, fitment by platform, and the install and legal mistakes that cause real damage. Check your exact engine and model year before you order.
September 16, 2026
What Codes Appear After a Delete and What Each One Means
A check engine light two days after a delete feels like something went wrong. Most of the time it didn't. A handful of specific codes show up constantly after a DPF, EGR or DEF delete, and almost all of them trace back to one of four things: the tune, a disturbed sensor, a missed install step, or something that was never related to the delete in the first place.
This is the code-by-code breakdown, what triggers each one, what it means for your specific install, and which codes actually need attention versus which ones clear themselves once the tune finishes learning your truck.
September 14, 2026
Diesel Delete Install: Difficulty, Time and Tools by Platform
"How hard can it be" is the wrong question to start with. The better one is "how hard is it on my truck, with my tools, in my garage." A 6.7 Cummins delete on a lift with an impact gun is a different weekend than a 6.0 Powerstroke on jack stands with hand tools and rusted bolts that haven't moved since the truck left the factory.
This is the platform-by-platform breakdown: what the job actually involves, what it takes to do it right, and where most first-timers lose an entire day to something that shouldn't have taken twenty minutes.
September 13, 2026
All-in-One Delete Kit vs Buying Parts Separately: An Honest Comparison
Every diesel owner planning a delete hits the same fork in the road. Buy the pipe from one listing, the tuner from another, and the EGR hardware from a third, or order one kit that already has all three matched to the same truck. Neither choice is wrong. They just solve different problems, and picking the one that fits your situation is worth more than any single part number.
Here is the honest version, not the sales pitch: where separate parts genuinely save you money, where an all-in-one kit is worth paying for, and the compatibility mistakes that turn either choice into a bigger bill than you planned.
September 11, 2026
How Much Does a Diesel Delete Cost in 2026? Full Parts and Labor Breakdown
Everyone quotes a different number for a diesel delete, because everyone is pricing a different job. A delete pipe by itself is not the same purchase as a full DPF, EGR and tune package, and a shop quote that includes four hours of labor is not comparable to a driveway install with a borrowed jack.
So here is the number broken into its actual parts: what each line item costs on its own, what shops charge to install it, what owners forget to budget for, and what the total looks like once you add it all up by platform.
September 08, 2026
Delete Kit vs OEM DPF Replacement: The Real Cost Comparison
A service writer just handed you a four-figure estimate, and the truck is still sitting on the lift. That is the moment many diesel owners start searching for a DPF delete kit instead of signing the repair order. Fair enough. Before you decide, see the real numbers side by side, including the legal and warranty costs that never show up on a quote.
An OEM DPF replacement and a DPF delete kit answer the same immediate problem: a filter that is derating your truck or throwing codes. They cost different amounts up front, carry different long-term price tags, and come with very different odds of facing the same bill again in eighteen months. Here is how the math breaks down.
September 01, 2026
Best Tuner for LML and LMM Duramax Complete Buyer's Guide
If you own a 2007.5-2010 LMM or a 2011-2016 LML Duramax, "best tuner" is not a one-size-fits-all question. Both engines share the 6.6L Duramax badge, but the fuel system, emissions hardware, and safe tuning limits are different enough that the same tune file can help one truck and hurt the other. Before you buy anything, confirm which generation you own, since the LMM and LML sit on opposite sides of a major fuel system change that decides how hard you can push the calibration.
Most owners searching "best tuner for Duramax" are really asking a narrower question without realizing it: what tuner works for my exact engine code, my fuel pump, and my emissions hardware. This guide breaks down what each platform supports, what a safe tune looks like, and how tuning pairs with a delete kit if you're building a truck for off-road or competition use. Start by browsing LML Duramax tuners if you already know your platform. If you're working with the earlier engine, browse LMM Duramax tuner options instead.
August 26, 2026
Best Tuner for the 6.7 Powerstroke by Model Year (2011-2024)
Not every 6.7 Powerstroke tuner works the same way across three generations of trucks. A tuner built around the 2011-2014 emissions setup will not calibrate the same way on a 2020-2024 truck, and buying based on engine size alone is one of the fastest ways to end up with the wrong package for your specific year. If you own an F-250, F-350, or F-450 with the 6.7L Power Stroke, matching the tuner to your exact model year, cab configuration, and emissions setup is the first real decision to get right.
This guide breaks down what actually works for each generation, what changed under the hood between them, and how to pair a tuner with the rest of your setup without wasting money on parts that do not talk to each other correctly.
August 25, 2026
Best Tuner for L5P Duramax: 2017-2024 Options Compared
If you own a 2017 to 2024 Chevy Silverado or GMC Sierra 2500/3500HD with the 6.6L L5P Duramax, you already know tuning this platform is not as simple as plugging in a handheld and picking a power level. GM built the L5P around a locked ECM, and that single decision changed how every tuner, unlock tool, and delete kit on the market has to work with this truck.
This guide breaks down the three real paths to tuning an L5P: unlocking with EFILive, unlocking with HP Tuners, or buying a turnkey unlocked package. We will cover what each option actually requires, what it costs when you add up every piece, and what will not work no matter how good the marketing sounds.
August 24, 2026
Handheld Tuner vs Custom Tune: Which Do You Actually Need?
You already know your diesel needs a tune. What you're stuck on is which kind. A handheld unit that arrives loaded with preset power levels, or a custom file built around your exact combination of parts. Both fix the same basic problem: a truck that's been modified but is still running factory calibration. But they solve it in different ways, at different price points, and for different builds.
Buy the wrong one and you either overpay for tuning flexibility you'll never use, or you undersize your setup and end up back at square one once you add the next part. Here's how to tell which category your build actually falls into.
The short version: if your truck is close to stock aside from a delete, a preloaded handheld tuner will cover you. If you've changed the turbo, injectors, or transmission behavior, you're in custom tune territory, and no amount of preset power levels will get the fueling and shift points right. If you already know which category you're in, you can shop tuner options for your platform now, or keep reading to confirm your build first.
August 21, 2026
Does My Truck Need an ECM Unlock? Platform-by-Platform Guide
If you have started shopping for a tuner and keep running into the term "ECM unlock," you are not alone. Late-model diesel trucks ship with locked engine control modules that block third-party tuning software until the lock is removed by an authorized process. Whether you need one depends entirely on your exact truck: year, make, engine, and sometimes the specific PCM hardware installed at the factory.
This guide breaks down which platforms need an unlock, which ones do not, what the process actually involves, and what it costs before you order a kit.
August 20, 2026
EFILive vs HP Tuners vs EZ Lynk vs MM3: Diesel Tuner Comparison
If your truck has been deleted or you are planning a delete, the tuner you choose matters as much as the pipe you run. A delete kit removes restriction. A tuner tells the engine computer how to run without the factory emissions logic in place. Pick the wrong platform and you end up with codes, poor drivability, or a device that cannot talk to your engine at all.
EFILive, HP Tuners, EZ Lynk, and MM3 come up in almost every Powerstroke, Cummins, and Duramax forum thread. They are not interchangeable. Each was built around a different engine family, a different support model, and a different way of paying for tunes. This guide covers what each platform does, which trucks it fits, and what it costs to run. Browse diesel tuners for your setup once you know which platform matches your truck.
August 17, 2026
EcoDiesel Common Problems & Owner Upgrade Path
The 3.0L EcoDiesel in the Ram 1500 and Jeep Grand Cherokee gives owners real towing torque and better fuel economy than a comparable gas V8. It also carries a full set of emissions hardware, and that hardware is where most of the complaints start. If you searched for EcoDiesel problems because your truck is throwing codes, dropping into limp mode, or burning through oil faster than it should, this guide breaks down what actually fails, at what mileage, and what most owners do about it.
August 14, 2026
EcoDiesel DPF Delete Guide: 2014-2023 Ram 1500 and 2014-2019 Grand Cherokee
If your 3.0L EcoDiesel drops into a regen cycle almost every time you pull out of the driveway, you already know the frustration. Ram 1500 and Jeep Grand Cherokee owners running the VM Motori 3.0L diesel deal with a DPF that loads faster than most half-ton diesel owners expect, especially when the truck spends more time in stop-and-go traffic than on the highway.
This guide covers why the EcoDiesel aftertreatment system struggles with short trips, what symptoms show up before a filter fails, what a DPF delete kit replaces, and what to check before you order. Fitment differs between Ram 1500 and Grand Cherokee and between model-year groups, so read the fitment section first.
August 10, 2026
4-Inch vs 5-Inch Delete Pipe: Which Diameter Is Right for Your Truck?
If you are shopping delete pipes and stuck between a 4-inch and a 5-inch diameter, you are not alone. It is one of the most common questions diesel owners ask before checkout, and the right answer depends on your truck's use, your tune, and how much drone you are willing to live with on the highway.
Diameter is not a spec you should pick based on what sounds biggest. It is a fitment and performance decision tied to your engine platform, your intended use, and whether you are running stock power or a build with real airflow demands. Get it wrong and you either leave flow on the table or end up with a setup that drones on every highway trip and costs more than you needed to spend.
