We are seeing a 1:1 if not less backpressure to boost ratio on these trucks with our single kits. The 6.7L reacts very well to these fixed chargers, they flow well. If that's not torture testing altitude for vgt vs. This truck tows 20k+ pounds what seems like 24/7 across the nation, but mostly in Colorado and through the mountains with zero issues, zero complaints except for a blow boot one time. We have our second kit that rolled off production in a tow truck that sees 10k miles a MONTH. Hopefully this will help a few decide what they really want the F series 6.0 to be.We can build a vgt kit, but we don't because there is zero need for a vgt on a 6.7L. If however you want a 8K lb play toy a non VGT can be fun, just be willing to make considerable sacrifices to get there. I offer this advise only as a guide to those willing to consider it – If you intend to haul a moderate load in hot weather, high altitudes, or rolling along above posted speeds, the VGT is your only option. Yes tuning, machine work, and a litany of other mods can make a non vgt simular to VGT towing, but not without compromises.
To this add our old friend the EPA and its impressive the PSD can do what it does. The other issues are total displacement, exhaust velocity, cam design, etc.įord and IH had to allow for normal driving, the ability to haul 19K lbs and provide a 100K mile warrantee. With so many limits, engineers can “tweek” everything for maximum torque within the design window. Many have asked if a non VGT can be tuned or modified to tow like or better than OEM, the short answer is no.Ī few have asked but why? “the big rigs use fixed turbines, why can’t I? ”Ī duty specific engine is designed for a VERY narrow rpm band, maybe 1000 rpm or so. I tried to explain this issue to a customer today and figured I’d try here as well. Non VGT towing and why they don’t work………
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