TurboTime

GM's ceiling. In other words, there are thermal limits like EGT, IAT, Mass Air Flow, etc, that GM doesn't allow you to exceed. The ECM fights back. Our job is to identify those limits through a few weeks of dyno tests, then back down Derringer's added power until everything is happy and repeatable.

The turbo upgrades raised the power level, not the ceiling. The ceiling is set by thermal and emissions limits.

The DPF-back exhaust is indeed coming along. We're actually tooling the DPF delta pressure sensor connector now. It's a proprietary connector. Meanwhile, we're still characterizing the stock delta DPF sensor data. GM doesn't want anyone messing with their calculations. But we're doing it anyway. haha.

@crazydane If you plan to data log, yes, you'll need the new iDash Data Pro. Your iDash DataMonster will be the secondary gauge. Regarding power gain, you have a keen eye. As you had surmised, the power gain from the forthcoming 2024/25 Derringer will be less than the 2020/23 Derringer HO because both trucks have the same ceiling. We are shipping another 10 Derringer test units this week. If all goes as planned, we should be releasing the new tuner soon.

We've discussed Android Auto and Car Play quite a bit. Neither service will allow you to change vehicle characteristics while in motion, which would defeat the purpose. With the iDash, you can adjust PedalMonster and Derringer while you drive. That would not be possible with Android Auto or Car Play. There are also other limitations that would make our data logging and other features cumbersome. In short, it's not on the horizon at the moment. Regarding combining an iDash Pro with an iDash Classic, I have both in my truck currently. To the untrained eye, they look very similar. We anticipate many people having one of each.

Dave, the new Derringer H.O. will not work with the iDash. It must be paired with the iDash Pro. There just wasn't enough processing power available. The new Derringer HO has two more intercepts than the previous tuner. Now, the iDash that you have can be used as a secondary/expansion gauge.

There have been no major issues. The delay has had to do with the communication between the new Derringer High Output and new iDash Pro. This morning we released the new Derringer for 2020-22 and Derringer for 2023. This was the major step forward that we needed. The 2023 communications protocols are the same as the 24/25. Now that the '23 is done, the firmware team will finish up the '24/25. The calibration has been done for months. It's now just buttoning up communication.

Alex, congrats on the '25 and thanks for the offer to beta test! Currently, we have a long list of eager Test Pilots who are local to us in SoCal. Although I love Yuba City (I pass through on the way to Chico, my son's school), it's a bit far to drive. Our first round of test trucks must typically be within a 50 mile radius. But if things change, I'll keep your info handy!

Jay from Banks here. As you can imagine, I couldn't stand by and let this conversation go by without chiming in. If the purchase decision is based solely off convenience of fluid changes, all three; Banks, PPE and Dorman are acceptable choices. However, if you're looking for improved cooling, the Ram-Air far outcools PPE and Dorman. Don't be mislead by a a larger fluid capacity. Having more fluid does slow the heat saturation by a few minutes, but when the fluid is hot, it's hot. Adding fluid quantity is best used for extending service intervals because your spreading contaminates into a great volume of fluid. What matters is the pan's ability to reject heat from the fluid to the atmosphere. That's why fin depth/surface area matters. Look closely and you'll see that Banks far exceeds all others in fin depth and density. Upon close inspection, you'll see our FlowThru Fins start on the inside and extend to the outside for maximum efficiency. Moreover, it's about getting air to rush over those fins. The belly of a truck is incredibly turbulent. We know because we've measured air velocity using anemometers placed in front and behind both axles. In fact, air flow is almost absent right behind the front axle because the axle splits the air like a wedge. So, even if you have good fin depth, there's little air rushing over the surface. This is why the Ram-Air cover had a scoop that captures and compresses air, forcing it through the fins at a higher velocity. There's a lot of engineering in our transmission pan. You have a very expensive truck that gets used, it performance equipment that will make it last longer. 2001-2019 Allison 1000 Ram-Air Transmission Pan is available now. 2020-2025 Allison 10/1000 Ram-Air Transmission Pan should be available in March 2025.

Jay from Banks here. We were hoping to surprise everyone and launch a few new products before Black Friday. Obviously, that didn't happen. While I can't disclose any updates, I can assure you that parts for the '24/'25 DMAX is very high priority.

There will be updates to the iDash coming with the Derringer. I can't say give any details yet.

We're starting our Beta Testing in the next few weeks, which starts the countdown clock to its official release. Unfortunately, I don't have an exact ETA at the moment.

Jay from Banks here. The Derringer tuner for the '24 Duramax is absolutely, 100% happening. In fact, we have units being sent out soon to a select group of test pilots for evaluation. I have literally thousands of '24 owners signed up to purchase it when it's released. This is one of our highest priorities.

Jay from Banks here. We have not had any reports of boost tubes causing this or similar conditions. Do you have any kind of OBD code reader? It would be nice to know what the DTC (trouble code) was that triggered the reduced engine power.

The issue was a website problem, not our shuffling of priorities. Derringer for 2024 is the highest priority following the 2020-23 DMAX. Again, the only reason that the 20-23 comes first is that the tune file and other functionality will port over to the '24.