Build Thread: Heavy Towing - TowBoss F350 6.0L PSD.
For the ORG:
Definitely a long way from being done with this build. Any questions, or comments feel free to post up on this thread, or shoot me a PM and I'll be sure to get back to you.
This thread is still a work in progress.
Section 1: Stock Information, and modifications made to the TowBoss.
The Truck, is its stock form:
Back in October of 2006, I took delivery of a factory ordered 2007 F350 with the TowBoss package, and 6.0L Powerstroke Diesel. This truck was a reward to myself, my dream truck, as I had just returned from my third deployment and had re-enlisted overseas. This would be the first diesel I've owned:
What separates the TowBoss package from the normal DRW trucks:
-6.0L Powerstroke and 5R110 Torqshift Automatic are required.
-TowCommand option is required with the factory trailer brake controller.
-4.30LS gearing in the axles
-Rear Differential came with an Aluminum Diff cover, that I haven't seen on any documentation for this package.
-GCWR goes up from the 23,500# of the DRW trucks, upto 26,000# with the TowBoss
Think of this as the forerunner to the F450 Pick-up bodied trucks Ford sells today. The axle ratings haven't gone up by much, and the frames are no longer the C&C frames like they were for the '08-'10 F450 Pick-ups.
Where am I taking this build:
The philosophy of this build is based purely on towing heavy loads in the Rocky Mountain high country where I intend to retire when my service obligation is completed. I'm intending to retain full GCWR for this truck, and be able to haul that load on the steep mountain grades between 6,000-14,000ft above sea level. All emissions control equipment will remain on board, (this includes the EGR Cooler, EGR Valve, and CAT) understanding these will hold back the performance of this truck. Nevertheless, with as often as I move, and the increase in emissions regulations, I do not want to have to pull the truck apart to reinstall emission compliant components should the need arise.
The other aspect that is worth mentioning, is the requirement that all aftermarket modifications work without compromise with factory Ford programming. This affords me the option to return to stock to support troubleshooting, as a back up to a corrupted SCT file, or dealer un-authorized re-flash, and still be confident the truck will get me and its load to where we are going without being held up by tuning. This also allows for me to thoroughly test new components under Ford Programming, as well as my custom files, which levels the field for annalist of performance gains.
The other goal of retaining compatibility of each aftermarket modification with stock programming, is the ability to tow heavy in the Rockies with that programming, having full confidence in not having issues. This is not to say it can't be done with custom files, I simply haven't done any towing with an aftermarket file at altitude.
For the first 4 years, I drove this truck as my daily driver, bone stock and under warranty. I knew the reputation of the motor, but put that secondary to the reputation of the truck holding up over the years, and its amazing automatic transmission. For a base line of performance, I provide the following numbers:
Peak Boost: 28psi
RPMs @ 60MPH: 2,000
EGTs @ 65MPH: 650-800*
EGTs @ 75MPH: 800-1000*
MPG City: 10.5-12 (average)
MPG Interstate: 13.5-14.8 (best around 68mph empty)
Stock HP/Torque: 325HP / 570 ft-lbs (typically see 270RWHP, on most trucks)
The Dreaded Head Gasket Failure:
January 2011, I took the truck in for the tell-tail signs of a failed oil cooler and EGR cooler. I had joined the ORG a month prior, and had taken that little time to get to understand the trucks issues, and solutions. The diagnosis at 62,XXX miles, was lifted HGs due to a failure of the EGR cooler. Thanks to the ORG, it didn't leave me stranded somewhere, nor did I drive it long enough to hydro-lock on me. Ford Motor Company stepped up, and warranted the whole job (I went in expecting to be out of the 5yr/60k that I had documentation of, and was fully prepared to pay the full bill.) Coolant pressure was seen at 22 psi, and unable to hold vacuum, and ECT/EOT delta was 19*. This was long before I got a monitor in the truck, had I known then what I know now, this never would have transpired. The following components were replaced:
-OEM Oil Cooler
-OEM EGR Cooler
-OEM Head Gaskets
-Ford Gold Coolant
-ARP Head Studs (see below)
Ford work procedures were in place for this job, which ment that the coolant flush took place after the new oil cooler was installed. This is a procedure written by Ford, assuming worse case scenario of a ruptured oil cooler. The result of course is an 8* delta when I left the shop (later confirmed when I installed the monitor.) The only aftermarket part authorized for this work, was the installation of ARP Head Studs at my expense.
Note: I had discussed with the service manager about getting the heads machined, and the installation of BO/VR gaskets. The response was simple, warranty work would not be authorized with those, so I didn't push the matter. The gaskets of course would prove in my benefit, as the OEM units have a lower failure rate. The heads, though checked per Ford's proceedures, are understood that those could case an issue in the future. 26K later, and I don't have an issue yet.
http://www.powerstroke.org/forum/ge...lack-onyx-headgaskets-why-imho-they-fail.html
For more information about bullet-proofing your 6.0L PSD:
http://www.powerstroke.org/forum/ge...204386-write-up-bullet-proofing-6-0l-psd.html
Monitoring this Truck:
First modification would be the installation of a Transmission Temp gauge, and Pyrometer (EGT guage) in a custom dual-gauge pod.
http://www.powerstroke.org/forum/me...write-up-dual-gauge-install-2007-f-350-a.html
I have since expanded that setup to include an Edge Insight CS, and gauges for Fuel Pressure, Oil Pressure, and a Voltmeter.
[I owe you guys a formal write up on this, and will link it here when completed]
I run a few different screen configurations, depending on what I am doing. I will cover that in Section #3.
For more information about Monitoring your 6.0L PSD:
http://www.powerstroke.org/forum/general-6-0l-discussion/259257-write-up-monitoring-6-0l-psd.html
SCT Tuning, lets get this truck moving:
Logically, with the studs and a monitor, I'd be crazy not to at least try some aftermarket tuning files and see what new life we could breathe into the truck. Went with the SCT X3 unit from Innovative Diesel Performance. I'm running X-Race, Street, and the Tow file, after the installation of street the wife and I went out to see how much of a difference it made. In a nut shell these trucks are really held back by stock tuning. For those on the fence about a tuner, try out the SCT even with a good street level tune that would be safer for stock head bolts and see the difference it makes. The fuel economy that can be gained, the daily drivability, and the enjoyment you have with a tuned 6.0L was a real surprise to me.
Tuning File Data:
--X-Race: Very firm shifting. Smoke wasn't a concern when I had this tune written, as a DD tune it doesn't smoke unless you get past 1/2 throttle. As a WOT tune it will smoke hard until that turbo lights and it fades to a haze. The TC doesn't lock up in 2nd gear as it did in earlier versions of the file, unless the truck is in Tow/Haul - in which case the tune handles a bit differently.
Peak Boost: 28psi
Expected Power: ~425RWHP
Cruising EGT:
MPG City: 11.4 - 13.6
MPG Interstate: 15.2 - 16.5
Average Improvement: ~14%
--Street: Much milder shifting and great street manners. Very little smoke even when I push to WOT.
Peak Boost: 28 psi
Expected Power: ~380RWHP
Cruising EGT:
MPG City: 11.4 - 13.5
MPG Interstate: 14.6 - 16.0
Average Improvement: ~10%
--Tow: Every load I have has been different, so I don't have much in the way of concrete numbers for this file. It does pull stronger than stock without noticeable increase in EGTs pulling the grades.
Peak Boost: 27 psi
Expected Power: ~310RWHP
Cruising EGT: N/A
MPG City: N/A
MPG Interstate: N/A
Average Improvement: N/A
Max Load Hauled: ~15,000K Gross Household goods/'96 Ranger without weigh tickets.
**I will be updating this thread as I try out new tunes**
Miscellaneous Modifications of Function and Longevity:
At this point, I took a step back and installed a couple of function and longevity modifications.
--Dieselsite By-pass Coolant filter: For the additional protection of the coolant system, water pump, and oil cooler.
--Kobalt Tools Tool Chest: 11.5 cu. ft.
--Wilson 2000 CB Antennae: Upgraded a window mounted antennea, and is mounted to the tool chest. This is paired with a Cobra 18 series CB radio in the cab that has been with me since my first truck.
[Image - Installed Coolant Filter - when I find it]
[Image - Installed Tool Chest and CB Antennea - when I find it]
Exhaust System:
Finally addressed the exhaust system, temps were fine for daily driving with all of my files, but I wanted to get a deeper tone and be able to open it up a bit.
-Stock CAT was removed, de-rusted and prepped for painting.
-Stainless Steel MBRP 3.5" Downpipe.
-Aluminized MBRP 5" Cat-back system - no tip.
Went aluminized from the cat-back for two reasons, one not being able to find an affordable 5" stainless system, and two in the event I considered it too loud and wanted to change it anyway. The whole system was primed, and sprayed flat black with Rustoleum High-Temp paint, including the hangers. So far its held up ok in the salt winters of the east coast. The system fits well even with the DRWs, a slight rubbing on the rear spring, but nothing to concern myself with yet. When I install the Gooseneck hitch, I'll check for final clearances and update this.
What I've seen with this system I see a 50-100* EGT drop consistently when cruising, and this allows me a chance to get on the throttle a bit longer before climbing to my threshold of 1200*. Tone is deep, minimal gain in turbo whistle, not a loud system unless I get past about 1/2 throttle, then it sounds authoritative.
Heaviest Load to Date: 18,240# PCS Move
For the ORG:
Definitely a long way from being done with this build. Any questions, or comments feel free to post up on this thread, or shoot me a PM and I'll be sure to get back to you.
This thread is still a work in progress.
Section 1: Stock Information, and modifications made to the TowBoss.
The Truck, is its stock form:
Back in October of 2006, I took delivery of a factory ordered 2007 F350 with the TowBoss package, and 6.0L Powerstroke Diesel. This truck was a reward to myself, my dream truck, as I had just returned from my third deployment and had re-enlisted overseas. This would be the first diesel I've owned:
What separates the TowBoss package from the normal DRW trucks:
-6.0L Powerstroke and 5R110 Torqshift Automatic are required.
-TowCommand option is required with the factory trailer brake controller.
-4.30LS gearing in the axles
-Rear Differential came with an Aluminum Diff cover, that I haven't seen on any documentation for this package.
-GCWR goes up from the 23,500# of the DRW trucks, upto 26,000# with the TowBoss
Think of this as the forerunner to the F450 Pick-up bodied trucks Ford sells today. The axle ratings haven't gone up by much, and the frames are no longer the C&C frames like they were for the '08-'10 F450 Pick-ups.
Where am I taking this build:
The philosophy of this build is based purely on towing heavy loads in the Rocky Mountain high country where I intend to retire when my service obligation is completed. I'm intending to retain full GCWR for this truck, and be able to haul that load on the steep mountain grades between 6,000-14,000ft above sea level. All emissions control equipment will remain on board, (this includes the EGR Cooler, EGR Valve, and CAT) understanding these will hold back the performance of this truck. Nevertheless, with as often as I move, and the increase in emissions regulations, I do not want to have to pull the truck apart to reinstall emission compliant components should the need arise.
The other aspect that is worth mentioning, is the requirement that all aftermarket modifications work without compromise with factory Ford programming. This affords me the option to return to stock to support troubleshooting, as a back up to a corrupted SCT file, or dealer un-authorized re-flash, and still be confident the truck will get me and its load to where we are going without being held up by tuning. This also allows for me to thoroughly test new components under Ford Programming, as well as my custom files, which levels the field for annalist of performance gains.
The other goal of retaining compatibility of each aftermarket modification with stock programming, is the ability to tow heavy in the Rockies with that programming, having full confidence in not having issues. This is not to say it can't be done with custom files, I simply haven't done any towing with an aftermarket file at altitude.
For the first 4 years, I drove this truck as my daily driver, bone stock and under warranty. I knew the reputation of the motor, but put that secondary to the reputation of the truck holding up over the years, and its amazing automatic transmission. For a base line of performance, I provide the following numbers:
Peak Boost: 28psi
RPMs @ 60MPH: 2,000
EGTs @ 65MPH: 650-800*
EGTs @ 75MPH: 800-1000*
MPG City: 10.5-12 (average)
MPG Interstate: 13.5-14.8 (best around 68mph empty)
Stock HP/Torque: 325HP / 570 ft-lbs (typically see 270RWHP, on most trucks)
The Dreaded Head Gasket Failure:
January 2011, I took the truck in for the tell-tail signs of a failed oil cooler and EGR cooler. I had joined the ORG a month prior, and had taken that little time to get to understand the trucks issues, and solutions. The diagnosis at 62,XXX miles, was lifted HGs due to a failure of the EGR cooler. Thanks to the ORG, it didn't leave me stranded somewhere, nor did I drive it long enough to hydro-lock on me. Ford Motor Company stepped up, and warranted the whole job (I went in expecting to be out of the 5yr/60k that I had documentation of, and was fully prepared to pay the full bill.) Coolant pressure was seen at 22 psi, and unable to hold vacuum, and ECT/EOT delta was 19*. This was long before I got a monitor in the truck, had I known then what I know now, this never would have transpired. The following components were replaced:
-OEM Oil Cooler
-OEM EGR Cooler
-OEM Head Gaskets
-Ford Gold Coolant
-ARP Head Studs (see below)
Ford work procedures were in place for this job, which ment that the coolant flush took place after the new oil cooler was installed. This is a procedure written by Ford, assuming worse case scenario of a ruptured oil cooler. The result of course is an 8* delta when I left the shop (later confirmed when I installed the monitor.) The only aftermarket part authorized for this work, was the installation of ARP Head Studs at my expense.
Note: I had discussed with the service manager about getting the heads machined, and the installation of BO/VR gaskets. The response was simple, warranty work would not be authorized with those, so I didn't push the matter. The gaskets of course would prove in my benefit, as the OEM units have a lower failure rate. The heads, though checked per Ford's proceedures, are understood that those could case an issue in the future. 26K later, and I don't have an issue yet.
http://www.powerstroke.org/forum/ge...lack-onyx-headgaskets-why-imho-they-fail.html
For more information about bullet-proofing your 6.0L PSD:
http://www.powerstroke.org/forum/ge...204386-write-up-bullet-proofing-6-0l-psd.html
Monitoring this Truck:
First modification would be the installation of a Transmission Temp gauge, and Pyrometer (EGT guage) in a custom dual-gauge pod.
http://www.powerstroke.org/forum/me...write-up-dual-gauge-install-2007-f-350-a.html
I have since expanded that setup to include an Edge Insight CS, and gauges for Fuel Pressure, Oil Pressure, and a Voltmeter.
[I owe you guys a formal write up on this, and will link it here when completed]
I run a few different screen configurations, depending on what I am doing. I will cover that in Section #3.
For more information about Monitoring your 6.0L PSD:
http://www.powerstroke.org/forum/general-6-0l-discussion/259257-write-up-monitoring-6-0l-psd.html
SCT Tuning, lets get this truck moving:
Logically, with the studs and a monitor, I'd be crazy not to at least try some aftermarket tuning files and see what new life we could breathe into the truck. Went with the SCT X3 unit from Innovative Diesel Performance. I'm running X-Race, Street, and the Tow file, after the installation of street the wife and I went out to see how much of a difference it made. In a nut shell these trucks are really held back by stock tuning. For those on the fence about a tuner, try out the SCT even with a good street level tune that would be safer for stock head bolts and see the difference it makes. The fuel economy that can be gained, the daily drivability, and the enjoyment you have with a tuned 6.0L was a real surprise to me.
Tuning File Data:
--X-Race: Very firm shifting. Smoke wasn't a concern when I had this tune written, as a DD tune it doesn't smoke unless you get past 1/2 throttle. As a WOT tune it will smoke hard until that turbo lights and it fades to a haze. The TC doesn't lock up in 2nd gear as it did in earlier versions of the file, unless the truck is in Tow/Haul - in which case the tune handles a bit differently.
Peak Boost: 28psi
Expected Power: ~425RWHP
Cruising EGT:
MPG City: 11.4 - 13.6
MPG Interstate: 15.2 - 16.5
Average Improvement: ~14%
--Street: Much milder shifting and great street manners. Very little smoke even when I push to WOT.
Peak Boost: 28 psi
Expected Power: ~380RWHP
Cruising EGT:
MPG City: 11.4 - 13.5
MPG Interstate: 14.6 - 16.0
Average Improvement: ~10%
--Tow: Every load I have has been different, so I don't have much in the way of concrete numbers for this file. It does pull stronger than stock without noticeable increase in EGTs pulling the grades.
Peak Boost: 27 psi
Expected Power: ~310RWHP
Cruising EGT: N/A
MPG City: N/A
MPG Interstate: N/A
Average Improvement: N/A
Max Load Hauled: ~15,000K Gross Household goods/'96 Ranger without weigh tickets.
**I will be updating this thread as I try out new tunes**
Miscellaneous Modifications of Function and Longevity:
At this point, I took a step back and installed a couple of function and longevity modifications.
--Dieselsite By-pass Coolant filter: For the additional protection of the coolant system, water pump, and oil cooler.
--Kobalt Tools Tool Chest: 11.5 cu. ft.
--Wilson 2000 CB Antennae: Upgraded a window mounted antennea, and is mounted to the tool chest. This is paired with a Cobra 18 series CB radio in the cab that has been with me since my first truck.
[Image - Installed Coolant Filter - when I find it]
[Image - Installed Tool Chest and CB Antennea - when I find it]
Exhaust System:
Finally addressed the exhaust system, temps were fine for daily driving with all of my files, but I wanted to get a deeper tone and be able to open it up a bit.
-Stock CAT was removed, de-rusted and prepped for painting.
-Stainless Steel MBRP 3.5" Downpipe.
-Aluminized MBRP 5" Cat-back system - no tip.
Went aluminized from the cat-back for two reasons, one not being able to find an affordable 5" stainless system, and two in the event I considered it too loud and wanted to change it anyway. The whole system was primed, and sprayed flat black with Rustoleum High-Temp paint, including the hangers. So far its held up ok in the salt winters of the east coast. The system fits well even with the DRWs, a slight rubbing on the rear spring, but nothing to concern myself with yet. When I install the Gooseneck hitch, I'll check for final clearances and update this.
What I've seen with this system I see a 50-100* EGT drop consistently when cruising, and this allows me a chance to get on the throttle a bit longer before climbing to my threshold of 1200*. Tone is deep, minimal gain in turbo whistle, not a loud system unless I get past about 1/2 throttle, then it sounds authoritative.
Heaviest Load to Date: 18,240# PCS Move