ATP News & Blog

  • Hear Idaho Rob on the Diesel Performance Podcast


    Last week, Paul and Danny interviewed our fearless leader on the Diesel Performance Podcast. As you know, Idaho Rob is a Super Street Legend and current Super-Street MPH Record holder of 152.88. This interview gives you a more personal insight to how Rob got started in diesel as he explains the sequence of events that led to his success in diesel drag racing with his truck Max'd Out.

    Listen Now:

  • Cranking the Torsion Bars vs Installing a Leveling Kit

    Duramax Leveling Kit vs. Cranking Torsion Bars

    Crank It or Level It
    When it comes to leveling your truck, there is one common question that comes up: “Should I save money and crank up the torsion keys, or should I fork out the cash for a full leveling kit?”

    There are plenty of opinions out there…

    My answers come from over 20 years of experience in the automotive industry and specifically from my hands-on experience in the aftermarket and customizing end of the industry, with an emphasis on suspension.

    This post is a follow up to my last blog article,  Replacing Torsion Keys vs Cranking Stock Keys. Again, I'll use the GM IFS (independent front suspension) torsion bar equipped trucks as an example.

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  • Replacing Torsion Keys vs Cranking Stock Keys

    Replacing Torsion Keys vs Cranking Stock Keys

    Key It or Crank It
    No, this isn’t a blog about vandalizing someone’s truck, this is about your GM torsion bar IFS (Independent Front Suspension) equipped truck, and the difference between replacing the factory torsion keys, or cranking up the factory torsion keys using the torsion key adjusters.

    Most people that own a pick-up truck understand that when you buy a new stock truck it comes slightly higher in the rear. I’m going to use full size GM Trucks as an example, but there are other torsion bar equipped trucks out there that this may apply to. There is usually about a 1.5” to 2” difference in height in the rear when compared with the front suspension. This is where the term “leveling” your truck comes from.

    An owner usually wants to level his or her truck to match the factory height in the rear. This is accomplished in a few different ways, and with a combination of parts to help with proper alignment and ride quality, but the two most common, and least expensive, ways are by either adjusting , or “cranking”, your stock torsion bar key adjusters, or doing a torsion key install with aftermarket leveling keys, and then adjusting them. Either way will give you similar results.

    Cranking Factory Torsion Bars – Pros and Cons
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  • ATP Project: LML Duramax - Factory Emissions Equipped


    ATP Project LML Factory Emissions Equipped Part 1

    A year ago, we started this LML Project on my 2013 in hopes of dispelling myths and discovering limitations and opportunities for a full factory emissions "intact" daily driver.

    Our LML Project Series has been one of our most read, and most shared write-ups we've produced to date.

    I just made a new entry to the forum thread a few days ago with some crazy regen data and observations that were surprising. You can get the link at the end of this post where I've included the entire summary to date.

    I also plan to be installing an emission compliant twin turbo kit from ATS this month so be on the lookout.

    Project: LML Duramax Part 2: MBRP Downpipe Install
    Project: LML Duramax Part 3: AirDog II 4G Install Results

    Carry on...

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  • Turbo Sizes Explained - Does Size Matter?

    Turbo Sizes Explained Does Size Matter
    Reader BEWARE!! If talk of turbocharger sizes, inducers, exducers, turbo housings and compressor wheels bores you. This article is not for you, just give us a call and we can answer your questions.

    You have probably heard of someone referring to a turbo as a something like a 66mm, or something similar. Generally, this is referring to the turbos compressor inducer diameter.

    This diameter will give you a very general overall size and flow of the turbo. The compressor inducer is what you see when you remove your intake piping and look at the inlet of the turbo.

    What you can’t see is the compressor exducer, or the outer diameter of the wheel hidden inside the compressor housing.

    The relation between the inducer and the exducer of the compressor wheel (called trim) also has an impact on flow and pressure.

    Increasing the exducer size will increase air velocity which translates to more pressure at any given shaft speed.

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