Take a Ride With Us! Behind the Wheel of a 24+ 6.6L Duramax with a Huge Mod List

Take a Ride With Us! Behind the Wheel of a 24+ 6.6L Duramax with a Huge Mod List Diesel Performance Podcast · Jun 22, 2026

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Company

WC Fab

WC Fab is the company behind the truck you’re hearing about. They’re the ones who built or set up the modified Duramax so it drives the way it does.

Concept

tuning

Tuning is when someone updates the truck’s computer settings to change how the engine runs. For diesels, that often means more fuel and boost, which can make the truck feel stronger and pull harder.

Term

dyno

A dyno is a machine that tests a car or truck’s engine while it’s running. It measures how much power and torque the engine is making, so you can see what mods or tuning actually changed.

Car

24+ 6.6L Duramax

This is a GM diesel truck with a 6.6-liter Duramax engine. The “24+” part means it’s a newer model year range, and the host is saying it drives more smoothly than older versions.

Term

transmission scheduling

Transmission scheduling is the truck’s “shift strategy”—when it changes gears and how it times that behavior. Better scheduling usually means the truck feels smoother and more responsive.

Term

throttle transient delivery

Throttle transient delivery is how quickly and smoothly the truck responds right after you press the gas. If it’s “refined,” you get less delay and a more natural push when you accelerate.

Term

A “10 speed” truck has an automatic transmission with 10 different gear ratios. More gears can help the truck stay in the right engine range, but how it shifts is what determines whether it feels smooth.

Term

stage three high flow bundle kits

A “stage” kit is a set of upgrades meant to push the truck further than stock. “High flow” parts are designed to let more air move through so the engine can make more power.

Term

four inch air intake

This is a bigger-diameter intake pipe. The goal is to reduce airflow restriction so the turbo can breathe easier.

Car

Lucid Air

The Lucid Air is an electric car. It uses an airflow system to move air where it’s needed, which helps keep important parts at the right temperature. The “air intake” and air box are parts of that system.

Term

turbocharger

A turbocharger uses exhaust to spin a fan that squeezes more air into the engine. More air helps the engine make more power, especially when you’re boosting.

Term

discharge

When you lift off the throttle, some of the pressurized air can be released. On turbo setups, that release can make a noticeable sound.

Term

down pipe

The down pipe is the exhaust pipe right after the turbo. A larger one helps exhaust flow out more easily, which can improve boost and power.

Term

inner cooler pipes

These are the pipes that carry boosted air through the cooling system. Better plumbing can help the engine stay cooler when you’re making boost.

Term

upgraded coolant tank

The coolant tank stores engine coolant. Upgrading it can help the truck run cooler and more consistently, especially when you’ve added power.

Car

Dodge Charger

The Dodge Charger is a car built for strong acceleration and performance. People often modify it with aftermarket parts to make the engine breathe better and produce more power. A “drop-in charger” usually means a replacement or upgrade part that’s designed to be installed with less complicated work.

Term

Mach 1, 64, drop-in charger

This is a turbo upgrade that’s meant to install more easily than a fully custom turbo. The “Mach 1, 64” part is the specific turbo they chose for this build.

Term

powder-coated

Powder-coating is a tough paint-like finish that’s baked on. It helps parts resist rust and can look cleaner in the engine bay.

Term

ECM and the TCM

The ECM is the computer that controls the engine. The TCM is the computer that controls the transmission, and together they’re what get changed when you tune the truck.

Term

unlock process

The “unlock process” is how a tuner gets access to the truck’s computer so they can change how it runs. Without it, you can’t apply the custom tune.

Company

HB Tuner

HB Tuner is the tuning shop that worked on the truck’s computers. They help prepare the ECU/TCU so the vehicle can be tuned for more power.

Term

deleted truck

A “deleted truck” is a diesel that has had some emissions parts removed or turned off. People do it to get more sound or fewer restrictions, but it can cause legal issues and may affect warranty coverage.

Term

emissions on truck

“Emissions on” means the truck’s pollution-control systems are still working. People bring it up because deleting those parts can change how the diesel sounds and may cause legal or warranty problems.

Brand

S&B

S&B is a company that makes aftermarket parts for diesel trucks, including air intakes. The host is comparing it to other intake brands.

Brand

Banks

Banks is a company that makes performance parts for diesel trucks. In this discussion, it’s one of the intake brands people are comparing.

Brand

Worley

Worley is mentioned as another company that makes diesel truck intake parts. The host is comparing it to other intake brands.

Term

power levels

“Power levels” are preset settings that change how strong the truck feels. Think of them like modes: lower level is calmer, higher level is more aggressive.

Term

tune five

“Tune five” is one of the stronger settings in a tuning program. It’s the more aggressive mode compared with the lower ones, and the host says people usually end up wanting to try it.

Term

performance intake

A performance intake is an aftermarket part that helps the engine breathe better by letting in more air. On a diesel, that can make the truck feel more responsive, especially when paired with turbo and tuning changes.

Term

spool up

Spool up means how fast the turbo “kicks in” when you press the pedal. If the turbo is bigger, it may take longer to build boost, so the truck can feel less responsive at first.

Term

EGT control

EGT control means keeping the exhaust gas temperature under control. Diesels can get very hot under load, and tuning and hardware changes help prevent excessive heat that can damage parts.

Term

operating range

Operating range is basically where the engine is running—RPM and how hard it’s working. The hosts are saying that with a bigger turbo, you may need to keep the engine in the right RPM/load area so it doesn’t run too hot.

Car

24+ 6.6L Duramax

Duramax is a diesel engine used by some GM trucks. The 6.6-liter version makes a lot of pulling power, and here they’re describing how their modified truck drives—especially how the turbo and throttle feel.

Term

turbo come into boost

A turbo uses exhaust energy to spin a compressor that pushes more air into the engine. “Coming into boost” means the turbo is starting to work hard, and that’s when the truck feels like it really wakes up.

Concept

refinement

“Refinement” here means the truck feels smooth and well-behaved, not jerky. It’s about how nicely it responds when you press the gas and how the power comes on.

Concept

tune them

“Tuning” means adjusting the truck’s computer settings so it runs differently—often to make power sooner and feel smoother. It’s not just about peak horsepower; it’s also about how the truck responds day to day.

Term

throttle response

Throttle response is how quickly the truck reacts when you press the gas. Better throttle response means it feels more immediate and predictable instead of lagging.

Concept

starting platform

A “starting platform” is what the truck is like right from the factory. If it already drives well, tuning can focus on making it even better instead of trying to correct problems first.

Car

Duramax

Duramax is a diesel engine made by GM. It’s popular because it makes lots of pulling power, and people often modify it to make it feel more responsive and fun to drive.

Term

exhaust break

An exhaust brake helps slow the truck down using the engine, not just the regular brakes. If a truck doesn’t have one, it can feel like it doesn’t slow as effectively, especially on hills.

Term

RPO

RPO is a factory option code—basically how the truck was built with certain features. The hosts mean that as GM changes what comes standard, there’s less you need to add later.

Term

Goose it

“Goose it” just means stomp on the gas. They’re using it to describe a quick, aggressive throttle input to test the truck.

Part

traction bars

Traction bars are parts that help the rear wheels stay planted when you accelerate hard. They reduce the “squirm” of the back end so the truck hooks up better.

Term

Stel 67 Mach 2

This sounds like a specific turbo upgrade for the truck. Different turbo models flow different amounts of air and spool (build boost) differently, which changes how the truck feels and how much power it can make.

Term

L5P Mach 164

This is another turbo option the host is comparing against the Stel 67. The numbers are basically a shorthand for the turbo’s size, which affects how much air it can move and how it performs.

Term

compressor wheel size

Inside the turbo, the compressor wheel is what squeezes the air to make boost. Bigger/smaller versions can change how much boost you can get and how quickly it comes on.

Term

turbine wheel sizing

The turbine wheel is the part on the exhaust side of the turbo that spins from the engine’s exhaust. Its size helps determine how fast the turbo spools and how well it makes boost.

Term

RPM

RPM is how fast the engine is spinning. When you’re towing or making boost, staying around the right RPM helps the truck perform the way you want.

Term

tap shift

Tap shift is a way to tell the transmission what gear you want, instead of letting it choose automatically. That can help keep the engine in the “power zone” when you’re towing or accelerating.

Term

skip shift

Skip shift is a built-in transmission behavior that tries to improve fuel economy by forcing the truck to go into a different gear pattern. Some drivers don’t like it because it can make shifting feel weird.

Term

torque

Torque is the engine’s pulling power. It’s what makes the truck surge forward when you press the gas—often strongly in diesels.

Term

factory five speed

A “factory five speed” refers to the stock 5-speed transmission calibration and gearset installed by the manufacturer. In the context of this segment, pairing that transmission with an overly aggressive tune can lead to shift behavior problems, including issues around skip/shift strategies.

Term

limp mode

Limp mode is when the truck “protects itself” by limiting how it drives. It usually happens when the computer finds a problem and doesn’t want you to keep pushing it.

Term

10 speeds

“10 speeds” means the automatic transmission has 10 different gear ratios. More gears can help the truck shift smoothly, but it can also mean more complicated parts inside.

Part

valve body

The valve body is like the transmission’s control hub. It directs fluid to the parts that make the transmission shift gears, so if it fails you can get bad shifting or the truck may limit power.

Term

aftermarket parts

Aftermarket parts are replacement or upgrade parts made by other companies. People use them to improve or fix issues, but they only work well if they’re the right parts and installed correctly.

Part

drums

Drums are internal parts inside the automatic transmission that help the clutches engage to make the truck shift. If the drums are a weak spot, they can wear out or fail sooner under heavy use.

Term

line pressure

Line pressure is the fluid pressure that helps the transmission engage its clutches. If you increase engine power, adjusting line pressure can help the transmission stay locked in the right gear and handle the extra torque.

Term

LML

LML is an engine code for a particular Duramax diesel version. The host is saying that on newer LML trucks, you really should tune the transmission too, not just the engine.

Concept

pair that with a trans tune

The idea is: if you tune the engine to make more power, you should also tune the transmission so the truck drives right. Otherwise the transmission can shift in a way that doesn’t match the new power.

Concept

paired system

The host is saying the engine and transmission should be set up to work together. If you add power but don’t adjust the transmission, it may shift or manage power in a way that stresses it.

Concept

burn up a trans

“Burn up a trans” means the transmission gets damaged or overheats. Usually it happens when the truck is tuned in a way that makes the transmission work harder than it should.

Term

electronic

“Electronic” here means the truck is controlled a lot by computers and sensors. That complexity can make tuning and troubleshooting more involved than older, simpler setups.

Concept

power delivery

Power delivery is how the truck’s power shows up when you drive—how smooth and how quickly it responds. The host thinks this one feels strong but not chaotic.

Term

stock

“Stock” means the truck as it came from the factory. The host is saying the modifications improve how it drives compared to the original setup.

LIVE

All right, guys, welcome back to the Decent Performance Podcast.

I am Anthony Bernini, and in my passenger seat, I've got Chris Emke.

What's up, dude?

Dude, I'm stoked.

You're stoked?

I'm so stoked.

Dude, we are behind the wheel of a 24 L5P from the guys over at WC Fab.

Shout out Sergio for the hot whip.

We've got quite the beast on our hands.

We haven't done a ride along on a 24 plus truck yet, so this is kind of like that first

kind of experience, if you will, and definitely a nice truck for what it is, and this truck

has some tasteful upgrades, I would say.

We've had some drive time on stock trucks, or just tuned, but something like this, like

you're probably going to say, it's got some modifications from us, or tuning of course,

some guys over at WC Fab.

It's got some secret mods.

I don't know if they're secret, but some soon to be publicly released modifications.

So it's nice to be able to get behind the wheel, so how everything works together.

I mean, we've seen what these trucks make on the dyno, but actually being able to get

behind the wheel, get some driving time, driving experience, it's refreshing, I would say.

So what are some of the things that you take away from the new platform, right?

We've been in a handful of 1719 trucks.

We've been in a ton of 2023 trucks.

Now here we are, the 24 plus platform.

What are some of the standout things to you on this generation compared to the earlier?

I mean, the first thing that jumps to mind is the interior.

I mean, that's where 99% of your time is going to be.

The interior of these is light years ahead of like the 17 to 23, I mean, it's no secret

I was not a big fan.

I don't think a lot of people were of the 20 to 23 interiors.

They just lacked a lot.

17 to 19s were pretty much just like the 15, 16 LMLs that hung on for a little too long

in my opinion.

So just getting in the interior is nice.

I mean, this isn't a super loaded truck, so there's no center console, but you get the

nice gauge display, you get the nice radio or the infotainment system.

This is blue color.

Yeah, absolutely.

And this thing is very nice.

Got the wood grain though.

Wood grain.

Being in these trucks in factory form, I feel like GM did a really nice job with how the

transmission scheduling is improved from the earlier 10 speed trucks.

Power delivery, throttle transient delivery, everything's a little bit more refined I would

say on these, which just gives you a little bit more of a solid foundation when we do

what we do, you know, and we get the two of them.

This truck in particular has kind of like, this is like the flagship.

If I owned a 24 plus truck, this is what you read about on the forums.

This is what your buddies are telling you to do.

This kind of packages and boasts a lot of upgrades.

So you know, we'll start in the engine bay, right?

Whirly custom fab.

If you have a Duramax, if you have an L5P, probably you're a WC fab.

So this truck has one of their stage three high flow bundle kits, okay?

So got your four inch air intake.

It's got the nice box that pulls air out of the fender well, so you get to hear a lot

of that turbocharger and a lot of the discharge when you let off the throttle.

Inner cooler pipes, intake air horn, it's got the three and a half inch down pipe.

So it has the upgraded coolant tank, it has the upgraded coolant pipe, you know, as well,

just to kind of tie everything in together.

So it has all of those high flow components ready to go.

And then it's also paired with our Stell 64.

Yeah.

So our Mach 1, 64, drop-in charger, everything's powder-coated all pretty, it's white.

So you know, keeps it clean though, but it's nice.

Keeps it clean.

Tuning, right?

Over a calibrated power, we have tuned the truck.

So the ECM and the TCM have been sent out to HB Tuner to perform the unlock process.

The guys over at the shop played around with the keyboard a little bit, got this thing

to make a couple horsepower.

Seems to drive pretty well, which we'll get into here shortly.

And then I would say probably like the piece that no one's really talking about yet, there's

only a few in existence, but that's the WCFab Y-bridge.

And that was one of the biggest things that I was excited to see, because this truck wasn't

UCC, I know there's probably going to be a lot of guys listening.

They used this truck as the debut for a display there.

You saw the truck at UCC, if you didn't see it there, you saw the Instagram post.

I know they've had a couple of videos floating around of them having the Y-bridges in the

machines to kind of go touch back on something you mentioned, just putting this thing in

gear and pulling it out of the parking lot, I can hear the charger.

I'm not going to sit here and pretend like I'm driving a deleted truck and it's whistling

like crazy, but for what it is for an emissions on truck, I'm getting that sound.

I'm not sacrificing my warranty, I'm not sacrificing a whole bunch of things to get this sound.

I can put this intake on, and whether it had our turbo or not, you're going to get that

under hood sound.

That's very nice to have.

No, and I always say, when you look at the price point of a lot of these intakes, the

main three that a lot of guys are comparing, S&B, Banks, Worley, the WCFAB intake is generally

going to be the more expensive option, however, you get to customize it to a color of your

choice because a lot of guys want to customize their builds and color code the engine bay

to the outside or do some sort of a color scheme under the hood, but you gain sound

and you don't get that out of the other air intakes.

So now you could have a truck that is emissions on where you're like, oh, I'm looking for

a little sun.

I just want to hear some turbo.

Right?

That's why I got a diesel.

I wanted to hear a little bit.

I wanted to hear you get on it.

Turbo makes boost.

So this is a nice alternative to where you can have an air intake on the truck.

It's functional, it's practical, and it aids more sound to enhance the driving experience.

I'm a child at heart.

I have one of these air intakes on my 20 RAM.

I love it.

Yeah.

I mean, how many times have we gotten phone calls of guys saying, oh, I wish I would have

kept my O5 or my O6 or O3.

And how many times do we get inquiries on Facebook or phone calls that come in for guys

that are willing to buy a turbocharger only because of sound?

Like the reality of it is, is we're all diesel owners.

We're all children at heart, and we want to enjoy the driving experience, whether it's

an air intake to make the turbo sound louder or you spend a bunch of money on a turbo upgrade

because you want it to sound cool and it'll be the local hero at your sled pull or just

driving through downtown.

Oh, yeah.

It's the same thing where guys would call in, you know, for tuning, well, I don't want

to race truck.

It's like, OK, well, I give you the five power levels to grant it, depending on what truck

you have.

Well, I'm not going to use 25

I don't need it.

I don't care who you are.

You're going to want to see what tune five is going to be.

You're going to be tested.

Yes.

Like you're going to want to show off to your buddy or whoever it is, and, you know, same

thing kind of goes with the intakes.

Well, if you want something, you know, discreet, something sleek, there's options for that.

But like if you're going to spend the money on, you know, a performance intake and you

want a little bit of extra performance out of it, like if you can get sound with it,

why not?

So I mean, the fact that like all these parts play in nice, they look great under the hood

and you can personalize your truck with just, you know, whatever shade of powder coating

you want.

It just, it sounds sick.

It performs great.

And they have a lot of data to back up the flowing of everything as well.

Well, I think in the earlier days of modifying a diesel truck, when you started talking about,

oh, I did a turbo and I did all this piping and I did all these things, you took away

from the integrity of the truck.

Yes.

Right.

You took away from the responsiveness.

You sacrificed a lot.

The spool up, that is going to transition over into EGT control.

Now you're getting this lower RPM window where the bigger turbo just isn't flowing any air.

Therefore you're letting EGT build up and then you now have to run the truck higher

in an operating range to combat or to offset that temperature.

Just the initial passenger side driving of this truck, the power is there.

Yeah.

It's very transient.

You touch the throttle, the truck picks up and goes.

You hear the turbo come into boost.

You can feel the turbo building boost.

You feel everything doing what it's supposed to.

The best way to describe it is it's refinement.

It is.

And that's the perfect word is refinement there because part of the next thing I wanted

to touch on was the newer these trucks get, I don't want to say the harder is to tune them,

but they come out of the box better and better every year.

So being able to like get more power, it's like, well, they already make a lot more.

Yeah.

Okay.

Let's improve for throttle response.

They already come with great throttle response.

So the fact that Nick and the guys in the tuning department were able to refine is great

of a starting platform as this is.

I think it shows a lot about kind of what they're doing with these trucks.

Yeah.

I would say the guys in the tuning department really focused on that, right?

Like as these trucks do get newer, there's fewer loose ends.

Yes.

You know, you drive, you know, take an L-O-I Duramax, L-M-L, right?

We'll talk L-M-L Duramax as those things in factory form are dogs, right?

Or you get into like, you know, a fourth gen or a fifth gen Dodge and stock form, like

there's a lot that is left to be desired and tuning can fix 90% of those issues.

Absolutely.

You get into a truck like this, like you're doing it because you want a better driving

experience, not because you need a better driving experience.

That's a very good word.

Or like, you know, to your point, some of the older trucks, like you did it because

you had to have, there's so much left on the table, like there's no throttle response,

there's no get up and go, you know, hey, for like my trucks, the old five, like there's

no exhaust break from the factory and being, you know, there's so many things, you know,

right, you could think of dozens and dozens of things that tuning can fix or help modify

on the truck to make it drive a lot nicer with these every year and every new RPO.

The list gets shorter and shorter.

I think what we'll do is we'll get up on one of these side roads here and just give

it a nice little, you know, heavy throttle, heavy throttle, throttle, gas it is the kids

are saying these days.

There you go.

Goose it.

There you go.

Flat foot it.

Theft it.

You know, yeah.

But no, I mean, I could definitely say like a truck with this host of modifications,

I would be confident hooking up to a trailer and going until I wouldn't bet an eye one

bit.

No, not at all.

And that's, I mean, I just, I can't get over how nice these new trucks are is just like

my LOY and how many things do we have to change in the modify and

file and how many other supporting mods do I need to reach a power level?

Yeah.

Where these, it's like, yes, the tuning is expensive.

A couple bolt-ons and you're good.

But it's like, hey, you want to do an air intake, you know, we have traction bars to

keep the ass end in line in tuning.

Like even if you don't do the turbo, like this thing is still stout as could be.

Well, you just a handful of mods.

You look at it when, when you look in our product catalog, right?

And you look at what the, the Stel 67 Mach 2 is that's on your truck versus the L5P

Mach 164, other than the compressor wheel size being slightly different, they're, they're

very comparable in, in turbine wheel sizing and things like that.

This thing comes to life so much nicer than what the LOY would be, you know.

So when you look at it from, oh, I'm going to tow with like a truck that's modified

like yours, like it leaves a little more to be desired.

Yeah. Like, can you do it on mine?

Yeah. But is it like the best full proof?

Yeah. No, like I've got a tow at a certain RPM.

And it's like, I don't have a tap shift in my truck, but sometimes I wish I did it

because I have to, you know, the 67's got to keep out of charge, but we're going to

turn down here, make sure we're clear.

It's going down a Mexico road.

Give it down. Oh, wow.

There we go, dude.

I think it's up. It moves.

It rides out pretty good.

We're doing 80's.

Oh, that's a good point, right?

There we go.

This thing wasn't bucking.

It wasn't banging.

It tossed you back in the seat and you went along for the ride.

It wasn't aggressive.

It wasn't inconsistent.

It didn't miss skip shift or anything like that.

It did exactly what it was supposed to.

It's much fun as our older trucks are, where it's aggressive and every shift is

cutting it in and out.

Like, as far as a daily driver goes, nobody's going to want anything like that.

So being able to floor it, feel that torque throw you back and have the shifting

just one after another.

Have it be smooth?

Have it be just fine?

Not like having that L-O-Y or LB7 Duramax with a factory five speed that you put

too big of a tune up in to cause an issue that now your skip and shift are going

into limp mode.

Like, you know, these newer 10 speeds, I think that's another thing to discuss.

The 10 speeds have such a bad name in the industry with the earlier models,

valve body related issues, things like that.

I tell guys all the time, like, at the shop, we don't see a lot of those issues.

Like, there's more positive feedback than negative feedback.

And, you know, these transmissions are, I'd say, pretty stout for what they are.

Very complex.

The aftermarket hasn't caught up, but we're getting there.

And it's nice to see there's a lot of guys out there who are starting to do the 10

speed builds now.

I've seen a lot of like independent shops posting videos and things like that.

You know, granted they're using aftermarket parts.

I know DHD has a couple of parts on these.

The drums are the big issues from, like, you know, we talked to Jared as well over

calibrated about what he's seen on the failures and we're starting to build them

now. But like you're saying, we, I feel like we get a lot more positive feedback

and response that we do negative stuff.

And maybe a lot of that is we're around the trucks.

And we like, because I feel like the issues that I have heard of and seen is

aggressive engine tuning and no trans tuning.

So they just burn up super quick.

Talk to a guy today on the phone, exactly that.

Hey, I tuned my truck.

He did some other modifications, go figure.

You know, the trans just doesn't like to shift, you know, the tunes messed up.

It's like, I would never tell somebody with one of these trucks, whether it's

tuned one way or the other to tune the engine without the trans.

You got to do both.

It's very critical in these applications to do both at one time.

Yeah, I feel like you can get away with not doing trans tuning on some of the

older stuff, like it's not necessary.

I mean, I'm always a big fan of I'm doing both, regardless, because I know the

drivability improvements it makes, but especially anything like say LML is a

newer, we can adjust the line pressure.

I feel like that's just going to help the trans hold the power better.

And that to me, anything LML a newer is mandatory, like take Duramax out of the

equation. If you've got a 68 like that, to me, that's mandatory.

You go with the four tranches.

Absolutely.

I would go a step further.

This isn't a podcast to talk about tuning, but to any of our listeners that are

looking at tuning one of their, their newer L five P trucks and the tuning

company, either a doesn't offer trans tuning or B, they tell you, it's not

mandatory run.

Yes.

And this isn't a sales pitch that like, oh, try to sell trans tuning and

O calibrated this that no, it's to protect the investment with the

increased power and torque of the engine.

You want to pair that with a trans tune.

So the transmission knows the added torque output that the engine's creating to

now work as a better paired system.

It's no different as if like you're building a race car or maybe you've got

a hobby and you want to make whatever your hobby is better.

Like you want to add power to something.

It's got to go through something like edges.

I can't think of the words, but like, if you want to improve your engine, we're

not making race trucks on something like this.

We want long term reliable power, but hey, if you want to throw extra power at

something, if you want to want to do it reliably and for the lifespan of the

truck, spend the extra money now and do it the right way, do trans tuning.

And again, if it's not through us, through a reputable tuner, and then that way,

like you're not going to, to spend the money twice because

you're going to burn up a trans and then you're going to be pissed.

You're going to have to pay a shop to do it or you're going to do it yourself.

Like, I mean, how expensive or built 10 speeds and $15,000 to do it.

Right.

Well, because you skimped out on a $300, $400 trans tune because you went to

some fly by night shop who has no phone number for you to call and they don't

offer it or recommend it for whatever the reason may be.

You know, there's a lot of different ones.

So it's phone calls that like I hate getting because we've all been in

situations like that with whatever it might be, but I love getting as well

because it's a chance to educate the customer is a chance to inform them on,

Hey, here's what happened.

Here's why it happened.

And here's a resolution because again, to your point, whoever they got the

engine tuning from, they're not going to take a phone call.

They already got their money.

They're not going to answer any email saying that, you know, Hey, sorry about

your issue.

It's, you know, we want to be able to inform guys on, you know, how to do

things the right way.

So you don't have to spend money 234 times over.

I don't say let's get on this.

And then we'll, we'll start heading back to the shop.

And, you know, I can say I'm impressed with this truck.

I think for, for a newer platform that's very complex from an electronic

perspective, this thing is very refined.

It makes great power.

It has very good power delivery.

As far as the throttle goes, it sounds good, but it's not obnoxious.

No, um, you know, it just, it really doesn't have any loose sense.

I'd say it's an upgrade over stock for sure.

It gives you that nice blend of old school fun with, to get some sound out

from under the hood, but you know, school reliability.

Yes.

There you go.

Like that new school reliability.

You got no sit on your trailer.

If you got the wife and kids in here, like they're not going to be obnoxious.

They're not going to get pissed off because it's droning anything like that.

Like this is something you can jump in, make a bunch of tasteful modifications.

They're going to improve the performance.

Absolutely.

What you're going to look cool as could be reliable in the process.

We hope you guys enjoyed the drive along stick around for more podcast content.

That's why I got a diesel.

I wanted to hear a little bit.

I wanted to hear you get on it.

About this episode

Hosts take listeners behind the wheel of a 2024 L5P Duramax from WC Fab and connect the “24 plus platform” to what they notice in real driving versus dyno numbers. They dig into factory-feel refinements—especially transmission scheduling, throttle transient delivery, and smooth shifting—then walk through a stage-three high-flow build with ECM/TCM unlock tuning and standout hardware like a WCFab Y-bridge. The discussion also covers emissions-on sound, intake choices, and why engine tuning must be paired with transmission tuning for drivability and longevity.

10 speeds 10 speed trucks aftermarket parts banks burn up a trans compressor wheel size deleted truck downpipe drums dyno

Chevrolet Silverado Dodge Charger Lucid Air

Original notes

The boys got their hands on one of WCFab's employees(shout out Sergio!) 2024+ L5P that's got quite a bit of goodies on it. We took the truck out and recorded the podcast in real time while testing her oout. What exactly does this 2024+ L5P have going on with it? Here's the list:

Stealth Mach 2 Turbo
Duramaxtuner ECM Engine & TCM tuning
WCFAB STAGE 2 High Flow Bundle and Down Pipe
WCFAB Y-Bridge
WCFAB Intake Horn
WCFAB Coolant Tanks
WCFAB Coolant Pipe
WCFAB Rear Diff Cover
WCFAB Splash Shield
WCFAB Traction Bars
WCFAB Fuel Filter Housing
WCFAB 3/4 Inch Bumper Spacers
Fox Shocks
Cognito 3 Inch Leveling Kit
Axe 22-Inch Wheels on 35s

Sergio went all out and the truck looks and drove amazing. Now take a listen to hear what Chris and Anthony had to say!

Diesel Performance Podcast

Anthony Bruneni, Chris Ehmke, Justin Tyson

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