CUSTOM Turbocharger:
A combination of parts from KC Turbos Stage 2 DIY kit, on the foundation of a Garrett Powermax with a couple of extra parts thrown in.
http://www.powerstroke.org/forum/6-...-turbos-stage-2-diy-towboss.html#post12147098
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FICM Tuning:
I have the dual program tuner from Innovative Diesel. The tunes are Mild (+25RWHP) and Inductive Heating (+15RWHP). These two files have matched well with both the factory Ford programming and my SCT Files that didn't account for the FICM. Though I am doubtfull of the HP values as written, the benefit in low range power is definitely there.
This course of action was the result of multiple e-mail conversations with multiple tuners, and researching multiple threads on the ORG and other forums comparing individual files along with the tuners offered by both PHP and IDP. Most tuners agree that the most you will see out of any of these files is +20 - +30 RWHP on average regardless of tune used. (I will discuss this more in detail in Section 3.) I don't require multiple files for my application with the exception of returning to stock. I don't intend to ever run more than +40HP over stock without the aid of transmission tuning (running FICM file under stock Ford programming). I don't require the monitoring of the PHP unit, as my Insight CS handles that job much better than the legacy Edge unit PHP uses. Finally, using IDP allows my to keep all electronic programming under 1 name.
New SCT Files:
I have run three new files from Windrunner Performance Engineering, combining both the FICM tunes and the New Stage 2 Turbo from KC. I cover this in detail on that thread, so I won't repeat it here. The files I have are White Rain (Street Performance Tune), White Tow which does include a mild amount of additional fueling, and finally Heavy Tow which mimics factory fueling, adapts to this new turbo, and actually locks out 5th gear when Tow/Haul is enabled.
With this new electronic tuning (and I haven't ruled out live tuning, should the oppurity arise) I intend to break 500RWHP on this build with a performance file. (Further discussion of this in Section 3.)
Solving FICM Related Issues:
This was a simple choice, I installed the Bullet-Proof Diesel 4 phase FICM power supply. BPD went above and beyond what I see anyone else offer in the aftermarket on this part. Most others, are little more than re-manufactured units, with a voltage upped to 53v or 58v. BPD resigned the power supply haft, used mil-spec components, and re-machined a larger heat sink section.
This unit only replaces the power supply of the FICM, and requires a little work on the owners part to get the unit installed. This allows the aftermarket tuning kept on the logic board, or factory program if you are still running it, to be retained with the new power board.
External Modificaitons:
I have installed a Magnum Mfg Hi-Profile Headache rack with 6" LED brake and reverse lights, along with the long bedrails they offer. They are welded alluminum and powdercoated black and the wiring harness goes straight to the 7-pin trailer connection. Fits very well. May be adding a LED lightbar down the road on the back of this unit.
Section 2: Planned Modifications to be made to the TowBoss.
This section is dedicated to the planned future modifications to this truck. I intend to also discuss my thought process with each of these modifications, how I intend to test them, and each desision point (either here or in Section 3). I will also touch on the advantages and disadvantages with each of these modifications. Most of this data will transfer into my individual thread write-ups, at each stage of this process.
For those looking for more information on the performance potential of the 6.0L PSD:
http://www.powerstroke.org/forum/6-...256689-write-up-power-potential-6-0l-psd.html
The Next Oil Cooler:
So last I left the shop I started the oil cooler with an 8* delta, needless to say, I'm going to do the next oil cooler myself and solve a few of these issues. By my estimates, I should be able to make it 'till spring, I'm seeing a 11-12* delta currently. Here's my plan:
--Flush with Restore, Restore Plus, and distilled water.
--Complete tear down to the oil cooler.
--OEM oil cooler rebuild (discussion point in Section 3, as to why I'm not planning the BPD kit at this time.)
--BPD EGR Cooler Upgrade unit.
--BPD 100mm Waterpump.
--BPD Aluminum tanked Radiator.
--New OEM gaskets for the EGR valve and Intake manifold.
--Clean the EGR valve.
--Clean the Intake manifold (depending on how things go, I may be able to get the ported manifold installed at this time)
--STC Fitting on the HPOP update.
--May address the dummy plugs and stand pipes at this point (need to see what is involved here, and check to see if it has already be done with the HGs.)
--Fleetrite or CAT EC-1 rated Coolant (4 gallons of full strength coolant)
--Synthetic motor oil (Rotella)
--New Coolant filter
--New Motorcraft Oil and Fuel Filters
This build allows to the solution of the EGR cooler, maintaining emissions compliance. Removal of the Ford Gold coolant, and the new oil cooler isn't getting clogged during the flush.
Ported Intake Manifold:
I was to be initially installing a Soot-Powered high-velocity ported Intake Manifold, or porting a core unit myself (still researching if this is even possible cost-effective option for me). The features I'm looking for are the remove the internal baffles, blockages, and dead spots in the manifold, and a diverter under the intake elbow to reduce the turbulence. The reason I'm looking to take this modification done before an intercooler, is I feel the manifold is a bigger restriction to air flow than the intercooler. I will also be able to get solid numbers on this modification with my turbo choice, including the airflow numbers and EGT drop. Here's some numbers on the Soot-Powered manifolds:
-Stage 3 (removes EGR components): 341 CFM
-Stage 2 (retains EGR components): 311 CFM
-Stage 1 (retains EGR components): 290 CFM (which is the route I'm going to be taking)
The selection of Intercoolers:
I'm shifting plans on the IC. The priority here is dropping EGTs by dropping intake temps, and keeping the thing in one piece. My stock unit at the moment is on borrowed time. To avoid loosing power by shifting to 3.5" IC pipes, and continue to use the full metal cold side pipe I've installed (OEM), I needed one that retains the factory fit. I found two from CSF Racing, and I'll be running their 7106 bar/plate unit that is about .75" thinker than stock, full aluminum construction and retains the stock IC pipes. I'll make sure I have a good write up on my results, I know a lot of guys are happy with the 6013 (tube and fin, OEM size). It is my intention to prove or disprove the gains to be made with this Intercooler, under stock and aftermarket programming. The test will include Boost, MAF, IAT, EGT and how the turbo responds to the new cooler.
Gooseneck Hitch and Supporting Modifications:
To date, I haven't needed to install a gooseneck hitch, however when that time comes here's my plan to install the hitch with all supporting modifications in the rear at once. The stock hitch, which is a Class V, 2.5" hitch - rated for 15,000# weight distributed, and 8,000# weight carrying, has held up well and I don't intend to replace it.
-B&W Turnover Gooseneck Hitch, rated for 30,000# with 7,500# tongue weight.
Transmission Upgrades:
The stock 5R110 TorqShift transmissions are very stout units under appropriate tuning (SCT files which addresses the transmission). These units can handle upto 550RWHP builds, so I'm not looking for a full out built transmission, until my stock unit fails completely due to mileage. I will be looking for a new torque-converter, though I haven't looked into the various options as of yet.
http://www.powerstroke.org/forum/6-...cussion/1219857-questions-updating-5r110.html
Traction Bars
This weekend I'll be installing a set of One Up Offroad traction bars, these are already in hand. Not sure how much of a write up I'll do on these, instructions from OUO are on point, and it will take you some time of unpack these. Remarkable quality. I've been suffering from some significant axle wrap at any throttle input with the new turbo, these will lay that to rest. I'm also hopeful that some of my harder shifts may be smoothed out with everything in line where it should be.
Fuel System Upgrades:
Here is a large change from my original plans of remaining on stock injectors for life. I will continue my search for 500RWHP on stock injectors before the year is out, but I have decided that injectors will be getting an upgrade later down the road. I'll be running 190cc/Stock from Warren when the time comes. There are a number of reasons for this. 1) Stock nozzles will allow me to run OEM file without compremise. 2) The towing files I use, running near stock fueling parameters doesn't need to be re-written. 3) I simply don't have enough 'charger to justify 30% injectors (I'd venture toward 205 to maximise PW on 30% overs.) 4) I've kept up with multiple dyno threads. When nozzles are resized, low end power suffers. Think of how atomisation within the chamber. Stock nozzles provide the finest mist of fuel, and allow the best combustion.
Up in the higher RPMs the stock nozzles can't keep up the demand, and power suffers. I won't be out chasing 600HP+, but I'll be comfortably in the upper 500's. I'm intending to match these injectors with minimal change to the fuel system. If I can maintain fuel pressures with the stock fuel system, I won't install a regulated return. In the event that doesn't pan out, I'll build a regulated return to retain the factory secondary fuel filter and regulator. Regardless of that detail, I'll be refitting the tank with a pump out of a 6.7L Powerstroke which will provide more than enough fuel for the job, and be easy to replace later down the road.
I am not seeing any issues with my fuel delivery at this time, however I intend to push electronic tuning quite a bit more so the fuel system may require upgrading. This is still a subject I'm just getting into and will be coming up with a full plan. I will be updating this thread accordingly.
Retrofitting the Wide-Track Front end:
This is a lofty goal of mine, that will be very dependent on my finding the right axle at the right time, and have the means to complete the job. There are two truck platforms that came with this front axle:
-'08-'10 F350 'Fatboy' packaged trucks
-'11+ F450 Pickups now that Ford was dropped the axles down from C&C trucks.
Specifics:
Stock Front Axle: Dana 60 GAWR 5,600# 8x200mm bolt pattern 38* knuckles.
'05+ F450 Front Axle: ~3" wider Dana Super 60 GAWR 5,800# 8x200mm bolt pattern 45* knuckles.
Some additional details here, I've been looking for the appropriate axle. Any F450/F550 front 4x4 axle should be able to work, with a complete hub and brake swap over to the donor, keeping hub to hub stock. These are a little different in the differential, about a .25" difference in the ring gear, and minor change to the pinion from what I've found. As soon as I can get a hold of a funtional, 4.30 geared front axle and steering linkages, I'm ready to pull the trigger on this. It has been a long search, and I want to do a complete write up here as well.
Reason for this swap is purely to decrease the turning radius of this truck about 6 ft (from 56ft to ~50ft).
http://www.powerstroke.org/forum/su...-track-front-end-onto-my-07-f350-towboss.html
A combination of parts from KC Turbos Stage 2 DIY kit, on the foundation of a Garrett Powermax with a couple of extra parts thrown in.
http://www.powerstroke.org/forum/6-...-turbos-stage-2-diy-towboss.html#post12147098
FICM Tuning:
I have the dual program tuner from Innovative Diesel. The tunes are Mild (+25RWHP) and Inductive Heating (+15RWHP). These two files have matched well with both the factory Ford programming and my SCT Files that didn't account for the FICM. Though I am doubtfull of the HP values as written, the benefit in low range power is definitely there.
This course of action was the result of multiple e-mail conversations with multiple tuners, and researching multiple threads on the ORG and other forums comparing individual files along with the tuners offered by both PHP and IDP. Most tuners agree that the most you will see out of any of these files is +20 - +30 RWHP on average regardless of tune used. (I will discuss this more in detail in Section 3.) I don't require multiple files for my application with the exception of returning to stock. I don't intend to ever run more than +40HP over stock without the aid of transmission tuning (running FICM file under stock Ford programming). I don't require the monitoring of the PHP unit, as my Insight CS handles that job much better than the legacy Edge unit PHP uses. Finally, using IDP allows my to keep all electronic programming under 1 name.
New SCT Files:
I have run three new files from Windrunner Performance Engineering, combining both the FICM tunes and the New Stage 2 Turbo from KC. I cover this in detail on that thread, so I won't repeat it here. The files I have are White Rain (Street Performance Tune), White Tow which does include a mild amount of additional fueling, and finally Heavy Tow which mimics factory fueling, adapts to this new turbo, and actually locks out 5th gear when Tow/Haul is enabled.
With this new electronic tuning (and I haven't ruled out live tuning, should the oppurity arise) I intend to break 500RWHP on this build with a performance file. (Further discussion of this in Section 3.)
Solving FICM Related Issues:
This was a simple choice, I installed the Bullet-Proof Diesel 4 phase FICM power supply. BPD went above and beyond what I see anyone else offer in the aftermarket on this part. Most others, are little more than re-manufactured units, with a voltage upped to 53v or 58v. BPD resigned the power supply haft, used mil-spec components, and re-machined a larger heat sink section.
This unit only replaces the power supply of the FICM, and requires a little work on the owners part to get the unit installed. This allows the aftermarket tuning kept on the logic board, or factory program if you are still running it, to be retained with the new power board.
External Modificaitons:
I have installed a Magnum Mfg Hi-Profile Headache rack with 6" LED brake and reverse lights, along with the long bedrails they offer. They are welded alluminum and powdercoated black and the wiring harness goes straight to the 7-pin trailer connection. Fits very well. May be adding a LED lightbar down the road on the back of this unit.
Section 2: Planned Modifications to be made to the TowBoss.
This section is dedicated to the planned future modifications to this truck. I intend to also discuss my thought process with each of these modifications, how I intend to test them, and each desision point (either here or in Section 3). I will also touch on the advantages and disadvantages with each of these modifications. Most of this data will transfer into my individual thread write-ups, at each stage of this process.
For those looking for more information on the performance potential of the 6.0L PSD:
http://www.powerstroke.org/forum/6-...256689-write-up-power-potential-6-0l-psd.html
The Next Oil Cooler:
So last I left the shop I started the oil cooler with an 8* delta, needless to say, I'm going to do the next oil cooler myself and solve a few of these issues. By my estimates, I should be able to make it 'till spring, I'm seeing a 11-12* delta currently. Here's my plan:
--Flush with Restore, Restore Plus, and distilled water.
--Complete tear down to the oil cooler.
--OEM oil cooler rebuild (discussion point in Section 3, as to why I'm not planning the BPD kit at this time.)
--BPD EGR Cooler Upgrade unit.
--BPD 100mm Waterpump.
--BPD Aluminum tanked Radiator.
--New OEM gaskets for the EGR valve and Intake manifold.
--Clean the EGR valve.
--Clean the Intake manifold (depending on how things go, I may be able to get the ported manifold installed at this time)
--STC Fitting on the HPOP update.
--May address the dummy plugs and stand pipes at this point (need to see what is involved here, and check to see if it has already be done with the HGs.)
--Fleetrite or CAT EC-1 rated Coolant (4 gallons of full strength coolant)
--Synthetic motor oil (Rotella)
--New Coolant filter
--New Motorcraft Oil and Fuel Filters
This build allows to the solution of the EGR cooler, maintaining emissions compliance. Removal of the Ford Gold coolant, and the new oil cooler isn't getting clogged during the flush.
Ported Intake Manifold:
I was to be initially installing a Soot-Powered high-velocity ported Intake Manifold, or porting a core unit myself (still researching if this is even possible cost-effective option for me). The features I'm looking for are the remove the internal baffles, blockages, and dead spots in the manifold, and a diverter under the intake elbow to reduce the turbulence. The reason I'm looking to take this modification done before an intercooler, is I feel the manifold is a bigger restriction to air flow than the intercooler. I will also be able to get solid numbers on this modification with my turbo choice, including the airflow numbers and EGT drop. Here's some numbers on the Soot-Powered manifolds:
-Stage 3 (removes EGR components): 341 CFM
-Stage 2 (retains EGR components): 311 CFM
-Stage 1 (retains EGR components): 290 CFM (which is the route I'm going to be taking)
The selection of Intercoolers:
I'm shifting plans on the IC. The priority here is dropping EGTs by dropping intake temps, and keeping the thing in one piece. My stock unit at the moment is on borrowed time. To avoid loosing power by shifting to 3.5" IC pipes, and continue to use the full metal cold side pipe I've installed (OEM), I needed one that retains the factory fit. I found two from CSF Racing, and I'll be running their 7106 bar/plate unit that is about .75" thinker than stock, full aluminum construction and retains the stock IC pipes. I'll make sure I have a good write up on my results, I know a lot of guys are happy with the 6013 (tube and fin, OEM size). It is my intention to prove or disprove the gains to be made with this Intercooler, under stock and aftermarket programming. The test will include Boost, MAF, IAT, EGT and how the turbo responds to the new cooler.
Gooseneck Hitch and Supporting Modifications:
To date, I haven't needed to install a gooseneck hitch, however when that time comes here's my plan to install the hitch with all supporting modifications in the rear at once. The stock hitch, which is a Class V, 2.5" hitch - rated for 15,000# weight distributed, and 8,000# weight carrying, has held up well and I don't intend to replace it.
-B&W Turnover Gooseneck Hitch, rated for 30,000# with 7,500# tongue weight.
Transmission Upgrades:
The stock 5R110 TorqShift transmissions are very stout units under appropriate tuning (SCT files which addresses the transmission). These units can handle upto 550RWHP builds, so I'm not looking for a full out built transmission, until my stock unit fails completely due to mileage. I will be looking for a new torque-converter, though I haven't looked into the various options as of yet.
http://www.powerstroke.org/forum/6-...cussion/1219857-questions-updating-5r110.html
Traction Bars
This weekend I'll be installing a set of One Up Offroad traction bars, these are already in hand. Not sure how much of a write up I'll do on these, instructions from OUO are on point, and it will take you some time of unpack these. Remarkable quality. I've been suffering from some significant axle wrap at any throttle input with the new turbo, these will lay that to rest. I'm also hopeful that some of my harder shifts may be smoothed out with everything in line where it should be.
Fuel System Upgrades:
Here is a large change from my original plans of remaining on stock injectors for life. I will continue my search for 500RWHP on stock injectors before the year is out, but I have decided that injectors will be getting an upgrade later down the road. I'll be running 190cc/Stock from Warren when the time comes. There are a number of reasons for this. 1) Stock nozzles will allow me to run OEM file without compremise. 2) The towing files I use, running near stock fueling parameters doesn't need to be re-written. 3) I simply don't have enough 'charger to justify 30% injectors (I'd venture toward 205 to maximise PW on 30% overs.) 4) I've kept up with multiple dyno threads. When nozzles are resized, low end power suffers. Think of how atomisation within the chamber. Stock nozzles provide the finest mist of fuel, and allow the best combustion.
Up in the higher RPMs the stock nozzles can't keep up the demand, and power suffers. I won't be out chasing 600HP+, but I'll be comfortably in the upper 500's. I'm intending to match these injectors with minimal change to the fuel system. If I can maintain fuel pressures with the stock fuel system, I won't install a regulated return. In the event that doesn't pan out, I'll build a regulated return to retain the factory secondary fuel filter and regulator. Regardless of that detail, I'll be refitting the tank with a pump out of a 6.7L Powerstroke which will provide more than enough fuel for the job, and be easy to replace later down the road.
I am not seeing any issues with my fuel delivery at this time, however I intend to push electronic tuning quite a bit more so the fuel system may require upgrading. This is still a subject I'm just getting into and will be coming up with a full plan. I will be updating this thread accordingly.
Retrofitting the Wide-Track Front end:
This is a lofty goal of mine, that will be very dependent on my finding the right axle at the right time, and have the means to complete the job. There are two truck platforms that came with this front axle:
-'08-'10 F350 'Fatboy' packaged trucks
-'11+ F450 Pickups now that Ford was dropped the axles down from C&C trucks.
Specifics:
Stock Front Axle: Dana 60 GAWR 5,600# 8x200mm bolt pattern 38* knuckles.
'05+ F450 Front Axle: ~3" wider Dana Super 60 GAWR 5,800# 8x200mm bolt pattern 45* knuckles.
Some additional details here, I've been looking for the appropriate axle. Any F450/F550 front 4x4 axle should be able to work, with a complete hub and brake swap over to the donor, keeping hub to hub stock. These are a little different in the differential, about a .25" difference in the ring gear, and minor change to the pinion from what I've found. As soon as I can get a hold of a funtional, 4.30 geared front axle and steering linkages, I'm ready to pull the trigger on this. It has been a long search, and I want to do a complete write up here as well.
Reason for this swap is purely to decrease the turning radius of this truck about 6 ft (from 56ft to ~50ft).
http://www.powerstroke.org/forum/su...-track-front-end-onto-my-07-f350-towboss.html
