Emissions test:
This emissions test was done on a new stock Dodge Cummins truck with 6-speed with high output engine.  Test was done with a Wager, Model 6500, numbers are ppm.

Record #1165, stock truck, 9-10-03, 3:58PM
Test1     11.7
Test2       7.0
Test3       7.7
Average  8.8
Spread    4.6

Record #1164, stock truck with TAG, 9-10-03, 3:47PM
Test1       5.3
Test2       5.0
Test3       4.9
Average  5.0
Spread    0.4

This test shows a 45% reduction of emissions using the TAG.  Which helps to explain the reports of less smoke while towing and increased mileage under loaded conditions.

02, 2500, QC, 4x4, 30,000 miles, 3.54, LWB, DTT Tranny. TST PM3, DD2 Injectors, KSB-1B Turbo w/ TAG, DSS, BHAF, 4" Exaust, Mag-Hytec-nose, butt & belly, Isspro EV Gauges,Rancho 9000x.
"I did two back to back dyno runs - 3 pulls each. First without TAG; 2nd with TAG.
Results - From stop to 2500 rpm HP curve w/ TAG kicked in sooner and up to 10 hp more (on a 320 hp set up). This seems to verify reports, and my personal feeling, that turbo spools faster w/ a TAG. From 2500 to 2550 rpm the lines slowly converged. Above 2550 rpm - no gain or loss either way.  Torque curve result was similar with convergence at 2600 rpm and no difference one way or the other above that.

I have also found, during a controlled back to back test on a 2 mile hill (4% grade) that with TAG, can hold a speed with slightly less boost than without (Tested at 60, 70 & 80 mph). Tested empty & at 8800 lbs. Boost difference was greater at gross wt! This tells me the engine operates more efficiently w/ the TAG than without even though there is no more HP. Would there be an even greater difference if towing heavy? I don't tow..so I can't test it. Anyone have a different interpretation of why less boost to hold set speed?"
Rowland

Here is a quote from one of the 2003 testers.   " My background is I am a retired Manufacturing Coordinator from Exxon Chemical and I have over 20 years experience with centrifugal compressors and other related process equipment. I am familiar with methods of how to make them last longer and run at their highest efficiency to maximize production. So the other day on my quest to find goodies for my new 03 H.O 6 speed, I ran across a fella in Pasco WA. on the internet that owns Diesel Power Products. Dave Meheen and I speak the same language when it comes to centrifugal compressor efficiency enhancment. I have been aquianted with vortex breakers that straighten the spinning air prior to entering the center intake of a centrifugal compressor. There is an enhanced effeciency benifit to performance and out put if this tecnology is applied correctly. Dave provided one of his Turbo Air Guide units at my request to see if it really does the same type of improvements for the Turbo charger which is, as we all know, a centrifugal compressor. The difference on my stock truck was a REAL KICK IN THE PANTS!  Man this was more than noticeable it was fun. The spool up was dramatically improved and the truck ran with the responce and kick of a high performance gasoline big block but pulled with bigggg torque in 5th and 6th. I went hot rodding, this was "fun", and I am wondering? If I really need a fueling box. Especially after I get the exhaust reworked and an Afe on this thing. REALLY! I can't beleive that the engineers of the major manufacturers haven't tried this or did Dave just beat them to the punch.

"The Tag unit seems to have boosted my mileage 1/2+ per gallon, smoother acceleration and turbo sound. I'm very happy with it." Rick
"Dave (car-nut) sent me a new TAG to try out, it works!
I had tested the previous design and wasn't impressed but the new one sure does.
I've only driven empty about 600 miles with it but my cruising boost @ 75 mph is down 2 psi and egts down about 75. Crossing the continental divide today at 75 mph my egts were 1000, they normally run about 1150 on that hill.
Turbo whine is way down, if you're the kind of guy who likes to remove the silencer ring forget it. Mpgs were about the same. Seems to spool up faster also.
Bill

TAG-III for 94 thru 06 Cummins 5.9L
Note: Not compatible with AFE Stage 2 Intakes

This picture of the TAG-III is looking from the turbo side so you can see the tapered portion of the part that accelerates the air just as it enters the turbo. You can also see the flange support ring around the outside of the part that allows for it to be installed in the factory intake hose or after market smooth bore hoses. The relief near the support flange also allows for direct installation into after market and performance turbo chargers.

Get the maximum benefit of the Turbo Air Guide technology with our new TAG-III for 2003-2006 Dodge Cummins. The TAG-III but is designed specifically to fit the tight space of the 2003-2006 trucks but will provide the same sorts of benefits as the TAG-I does for the 94-2002 Dodge Cummins. The TAG-III honeycomb is furnace brazed to a Stainless Steel support ring then inserted into the TAG-III housing. The TAG-III housing incorporates a velocity stack to accelerate and guide the laminar air flow to the Turbo's compressor wheel. This creates better air flow with even more benefit to performance and mileage than the TAG I. In recent tests on a 2004 Dodge the TAG-III compared to the original TAG I, lowered boost pressures an additional 2psi and lowered EGTs 25F while cruising on the same stretch of freeway at the same speed and weather conditions. It also has noticeable seat of the pants gains for turbo spool up and driving performance. The engine and turbo performance gains provided by the TAG-III are smooth and across the entire rpm range. The TAG-III is also designed to be a direct fit for use with smooth bore intake tubes and many of the after market turbos used in high performance and towing applications.