TORQUEEvery System.
Every Bolt.
Every Gain.
Ram 2500 and 3500 performance calibration — turbo-back exhaust, ECU remapping, and high-volume fueling. Dyno-verified before your truck leaves the bay.
Turbo-Back Exhaust System
Factory exhaust uses a 2.5" diameter system with a single muffler and retained DPF/DEF components. Backpressure at full boost exceeds 18 PSI, limiting turbine efficiency and raising EGTs by an estimated 180°F above optimal.
Turbo-Back Exhaust System
Full 4" turbo-back in 409 stainless with a Flo-Pro performance muffler. Measured backpressure drops to 6 PSI at peak boost. EGTs fall 220°F at grade. The turbo spools 400 RPM sooner and holds boost longer through the RPM band.
| Parameter | Stock | Tuned |
|---|---|---|
| Pipe Diameter | 2.5" | 4.0" |
| Backpressure @ 3k RPM | 18.2 PSI | 5.8 PSI |
| Peak EGT (grade load) | 1,480°F | 1,260°F |
| Spool RPM | 1,950 RPM | 1,550 RPM |
| Exhaust Flow Rate | 42 CFM | 78 CFM |
* Flow rates measured at 3,000 RPM · 3" mandrel-bent 409 stainless · DPF-back or full delete configurations available for off-road use
PCM / ECU Remap
Factory PCM tables are tuned for emissions compliance at 370 HP / 850 lb-ft. Injection timing is retarded 4° from optimal, boost is capped at 28 PSI, and a torque management layer cuts fuel delivery during hard acceleration to protect the drivetrain.
PCM / ECU Remap
Custom calibration advances injection timing to 2° BTDC optimal, raises boost ceiling to 38 PSI with proper fueling support, and removes the torque management layer entirely. Transmission shift points are recalibrated for load-appropriate upshifts. Results are repeatable within ±2 HP run-to-run.
| Parameter | Stock | Tuned |
|---|---|---|
| Injection Timing | -4° (retarded) | +2° BTDC |
| Boost Ceiling | 28 PSI | 38 PSI |
| Torque Management | Active (cuts 12%) | Disabled |
| Rail Pressure | 26,000 PSI | 30,500 PSI |
| Shift Points | Factory map | Load-optimized |
* Tables written on EFILive FlashScan V3 · 200+ parameter adjustments per calibration · dyno-verified before delivery
High-Volume Fueling
Stock CP4.2 high-pressure pump is rated at 120 GPH draw. At Stage II power levels the pump runs at 95% duty cycle, creating cavitation risk and air intrusion. Factory injectors flow 210cc/min, leaving zero headroom for increased boost pressure.
High-Volume Fueling
FASS Titanium 165 GPH lift pump eliminates CP4.2 cavitation entirely. Flow-matched 250cc/min injectors provide 19% additional fuel delivery capacity. Pump duty cycle drops to 74% at Stage III power levels, extending component life significantly.
| Parameter | Stock | Tuned |
|---|---|---|
| Lift Pump Flow | 120 GPH | 165 GPH |
| Injector Flow | 210 cc/min | 250 cc/min |
| CP4.2 Duty Cycle | 95% (peak) | 74% (peak) |
| Fuel Rail Pressure | 26,000 PSI | 30,500 PSI |
| Return Line Temp | 185°F | 155°F |
* FASS Titanium 165 GPH lift pump · CP4.2 high-pressure pump protection · injector flow bench tested prior to installation
Which truck. Which mission.
Three distinct client profiles. Three calibration strategies. All measured on the dyno before the truck leaves the bay.
Every pound-foot over the mountain pass
Owners pulling 20,000 lb fifth-wheels over Monarch Pass know the difference between 850 lb-ft and 1,100 lb-ft. Our Cummins calibration lifts boost earlier in the RPM band, tightens transmission shift points for grade holding, and eliminates the factory torque management that cuts power mid-pull.
| Metric | Stock | Tuned | Δ |
|---|---|---|---|
| Peak Torque | 850 lb-ft | 1,090 lb-ft | +240 |
| Peak HP | 370 hp | 510 hp | +140 |
| EGT at Grade | 1,450°F | 1,210°F | -240°F |
| Fuel Economy (tow) | 9.8 mpg | 11.4 mpg | +1.6 |
Numbers that don't lie.
“Pulled my 22,000 lb Keystone over Monarch Pass in 4th gear the whole way. Used to drop to 2nd and watch EGTs climb past 1,400. Now it just pulls. The tune paid for itself on the first trip to Phoenix.”
“First time-slip after the tune was 11.4 at 118 mph. Shop best before was 12.9. The launch control they set up is stupid consistent — 60-foot was 1.68 three runs straight.”
“We tracked fuel costs for 90 days before and 90 days after. Fleet average went from 16.1 to 18.9 mpg on highway routes. At $4.20 diesel that is $34,000 a year back in the budget.”
Every build starts with a spec sheet.
Tell us the truck, the mods already on it, and what you need it to do. We will send a Stage recommendation with dyno-projected numbers within 24 hours.
The dyno doesn't lie.
Neither do we.
Every tune leaves with a printed dyno sheet. Every number is real. Every bolt is torqued to spec.
(719) 555-0182 · MON–SAT 7AM–6PM · COLORADO SPRINGS, CO