Cummins, Power Stroke, Duramax & EcoDiesel — diagnosed and fixed at your driveway, yard, or dealer lot across the GTA. Limp mode, DPF, DEF faults, injectors. No shop, no tow, no downtime.
Prefer to talk? Call or text 647-450-0406 — answered 24/7.
Takes 30 seconds. I'll text you back with pricing.
Diesel in limp mode? DEF light on? Constant regens killing your mileage? I come to you and fix the actual fault — the legal way.
Most shops aren't set up for diesel. They don't have the scan tools to talk to a Cummins, Power Stroke, or Duramax properly, they don't want a 3/4-ton truck tying up a bay all day, and the ones that do are booked weeks out. That's the gap I fill — I come to your driveway, your yard, or your dealer lot and work on the truck where it sits.
I service Cummins (Ram 2500/3500), Power Stroke (Ford F-250/F-350), Duramax (GM 2500HD/3500HD), and the EcoDiesel 3.0L found in Ram 1500s and Grand Cherokees. Pickups and work trucks, dealers prepping used diesels for the lot, and small fleets that can't afford to lose a truck to a week in the shop. I diagnose the real cause on-site, quote you before anything starts, and fix it there.
And to be clear up front: I do the legal fix only. No emissions deletes, no DPF deletes, no tunes that strip the aftertreatment. Those are illegal in Ontario and they wreck the truck's resale and re-certification. I get your emissions system working the way it's supposed to.
The diesel particulate filter clogs and drops the truck into limp mode. The legal fix is a proper clean and a forced regeneration with the scan tool — not a delete. I clear the soot load, fix what caused it, and get you out of limp mode the right way.
On-site serviceDEF (diesel exhaust fluid) and SCR faults are the number-one diesel headcache today — bad NOx sensors, DEF quality faults, heater and pump failures, countdown-to-no-start warnings. I diagnose the actual failed part instead of guessing.
On-site serviceDiesel lives and dies by clean fuel. Plugged filters cause power loss and hard starts; water in the fuel destroys injectors. I change filters on schedule and drain water separators — cheap insurance on a very expensive fuel system.
On-site serviceLong cranking on a cold morning, white smoke, rough idle until it warms up — usually failed glow plugs or a bad glow plug controller. I test and replace them so the truck fires up clean in the cold.
On-site serviceRough running, knocking, smoke, hard starts and poor mileage often trace back to worn or leaking injectors. I test fuel system pressure and injector performance and replace what's actually bad — these jobs are too expensive to throw parts at.
On-site serviceDiesels run different oil specs, bigger sumps, and their own service intervals. Oil and filter changes, fuel and air filters, fluid checks — done on the right schedule at your location so the truck keeps earning instead of sitting.
On-site serviceCheck-engine light, reduced power, derate countdown — I scan the truck where it sits, read the live data and stored codes, and tell you what's actually wrong. No guessing, no parts cannon, a clear quote before any work starts.
Diagnosis from $90When a diesel goes into limp mode over a clogged DPF, some guys will tell you to just "delete it" — rip out the filter and tune the computer to ignore it. It sounds cheap and easy. It's a trap.
Emissions deletes are illegal in Ontario. Tampering with a vehicle's emissions controls carries fines from $4,527 to $45,268, a deleted truck fails the safety/emissions inspection, and once it's flagged it can't be re-certified — which means it can't be legally registered or resold to most buyers. You tank the resale value of a $60,000–$90,000 truck to save a few hundred bucks today.
The right move is to clean and regen the DPF and fix whatever actually caused it to clog — a failed sensor, a bad EGR component, short-trip driving, cheap DEF. Do that and the truck is legal, passes inspection, holds its value, and stays sold. That's the only diesel emissions work I do.
If you're a used-car dealer, a diesel sitting on the lot with a DEF light or a limp-mode code is a unit you can't sell. I do on-lot make-ready — DPF cleans, DEF/sensor fixes, fuel filters, and pre-sale diagnostics right where the truck is parked, so your inventory is sale-ready instead of riding a tow truck to a shop.
Running a small fleet? Downtime is the real cost of a broken truck. I do fleet maintenance at your yard — scheduled diesel service, filters, and diagnostics on multiple trucks in one visit, so none of them have to leave to get fixed. See fleet maintenance or check the partner program for dealers and fleets.
I already keep a dealer's diesel inventory sale-ready. George runs a used-car lot in Oakville, and one of the trucks I look after for him is a 2023 Ram 2500 with the 6.7L Cummins. When a diesel on his lot throws a code, it doesn't get towed anywhere — I show up and sort it on-site so the unit stays sellable. If I can keep a dealer's diesel inventory moving, I can keep your one truck running.
Deletes are a short-term trap. Guys do it to dodge a DPF bill, then find out the hard way the truck won't pass inspection, can't be re-certified, and scares off every serious buyer. You don't save money — you torch the resale on your most expensive asset. Clean it, regen it, fix the cause. Legal stays sold.
DEF quality matters more than people think. Cheap, off-brand, or contaminated DEF is one of the most common reasons modern diesels throw faults and end up in limp mode. Buy decent DEF, keep the tank clean, and you avoid a whole category of expensive headaches.
And skipping fuel filters on a diesel is how injectors die. A set of fuel filters is cheap. A set of injectors is thousands. Water in the fuel and a plugged filter starve and damage the most expensive parts of the engine — stay on top of the cheap stuff and the expensive stuff lasts.
Send me the truck and what it's doing — I'll come to your driveway, yard, or lot and fix the actual fault, the legal way. Across the GTA, 7 days a week.