Over the winter, and all the way towards the end of February, we were collecting parts for a build that would literally be the ultimate tow rig. In the beginning, our idea was to have a truck that could hook up to a trailer and drive across the country with no snags in performance. We wanted it to be 100-percent drivable, little to no smoke, great fuel mileage, and look great. Well, thanks to our Pusher Intakes compound kit, we got just that.
In the beginning, we had a stock fueling setup. Factory lift pump, factory high-pressure CP3 pump, factory rail, factory injectors, all of it. We had that mixed with an oversize, non-stock, turbocharger that was a 66-mm compressor and 71mm turbine. While this turbo did make good power for what it was, it wasn’t what we needed with a trailer behind us. Although it wasn’t great, it’s what it had so we used it for over a year.
Things Are Heating Up
For example, in the Outlaw Diesel Super Series circuit, we make a stop in Crossville, Tennesse, the heart of the Smoky Mountains. With that being said, you can imagine the hills that were overcome with a load behind us. The EGT’s (Exhaust Gas Temperatures) would blast passed 1,400-degree’s and continue to climb going up these larger hills.
Now, is that hot? Yes. Is that horrible? No, as long as it isn’t for long periods of time. But, this is exactly what we were wanting to avoid. As the exhaust temperatures climb, it seemed as if everything else followed. The coolant temperature would climb over 220-degrees, and the blood pressure was rising just as fast. If only there was a way we could get the EGT’s lowered.
Now, this is an example of loaded with 15,000-pounds. Unloaded, obviously, the temperatures weren’t near as bad, but 95-percent of the job of this truck is to tow. Therefore, we wanted this taken care of immediately.
Smiles Per Gallon
Continuing our cons of the larger single, the mileage loaded and unloaded wasn’t great. Yes, the unloaded and loaded mileage has a lot to do with the driving style, but I can assure you, the truck is babied. The whole point of the tow rig is to get the fun one to the race track. On average, unloaded, this truck got around 15-miles per gallon. Loaded, we were calculating barely 9-miles per gallon.
Again, that isn’t horrible, but if there was a way to get more out of a tank, and have less heat in the engine, it would be a win all around. Another thing to take account for, the truck was tuned with a box H & S Mini Maxx. Not that there is anything wrong with the tuner, it just resulted in our high EGT’s and poor mileage mixed with the rest of our combination.
Firstly, the BD Screamer was a drop-in, factory replacement unit that has been dolled up to look like a stock turbo but perform like a caged animal. Not only did the truck run better, we got the exhaust brake back which, yet again, is exactly what we were after.
We’ve put over 1,000-miles on this compound setup, unloaded, and we have nothing but great things to say. The truck has instantaneous power, the smoke output has been lowered so much that we don’t even see a haze, and so far, the fuel economy has picked up a ton. On average, we were seeing 17-miles per gallon just daily driving. So, already, this compound kit has earned us two miles per gallon and a better driving experience.
Just the week after Memorial Day, the first annual Firepunk Diesel Outlaw Diesel Revenge event was the place to be. Of course, considering all of the changes to my drag truck, we couldn’t miss this event. Like probably anyone, my anxiety was running a little high putting this much of change to the test that far from home, but off for the maiden voyage we went.
Headed out of town, my initial assessment was wow. Unlike before, the truck had a powerband that seemed endless. From stoplight to stoplight, it never seemed to strain with the load behind it. Although it was early, I kept an eye on the EGT’s in town just to see and I was pleased to notice that they never even reached 900-degrees where before it was much higher.
Headed to the western edge of Ohio, we journeyed northbound in southern Illinois where this would be our hilliest area until Ohio. Knowing this would be a big test, holding 70-MPH with a load, I was hopeful that things would go smoothly. With the cruise control locked on 70, the EGT’s climbed like before but then they stopped. Once we reached the 990-1,000-degree mark, it petered out.
Making it safely through Illinois, we were northbound and down and nothing could stop us then. Unfamiliar with the area, we reached a pretty mountainous area outside of Cleveland and it was much more of a test than our former Illinois hill. I’m still pleased to announce the EGT’s reached 1,190-degrees even up a long, steep mountain.
With the event coming to a close, we ventured back south with the load behind us. Upon our arrival, we took our mileage and gallons pumped data and did the math. Loaded down, the truck churned out 15-miles per gallon. That is a six miles per gallon improvement over last years setup. Now, you’re probably thinking there is no way these turbos did that.
Well, you’re right and you’re wrong in my opinion. If this were a stock turbo we were comparing to, the difference in mileage wouldn’t be so exaggerated. It’s the fact that this single turbo was so inefficient, our mileage was taking a huge hit. Compound turbos can and will improve the performance and mileage of your truck.
We cannot stress enough how nice the Pusher compound kit is. If you’re even remotely thinking about making cleaner, better power on your truck, you can’t go wrong here. All the way down to the quality of packaging, Pusher Intakes is a professional as they come. To get your kit today, be sure and check out their website.
We can’t thank Pusher Intakes and BD Diesel Performance enough for being involved in this build series enough. We are ecstatic of the results and look forward to seeing what this will do on the dyno compared to before. What do you expect this truck to make on the dyno? Let us know in the comments below.