If you live in a dry climate or are on a budget, an aluminized exhaust will save you a few bucks over stainless and still last a long time.
As far as diameter is concerned, if you only plan to take your truck to around 5-600hp, then a single 4” exhaust will get the job done just fine, and if you are planning on going a lot higher, you might as well install a 5” kit right out of the gate.
The S&B Cold Air Intake kit does exactly that, and it comes with your choice of an oiled or dry filter.Īs with any diesel, airflow is king, and there’s no better first upgrade on a 6.0 than to improve airflow, such as with an S&B Cold Air Intake.įor an exhaust, you’ll want to replace everything from the turbo back, and the choices you’ll need to make are what size pipe diameter, what material, and what type of sound. Ideally, you’ll want a filter which sits enclosed in an airbox, isolated from engine bay heat, and one that draws in cooler ambient air from outside the vehicle.
While there are plenty of intake kits which increase power with a larger diameter tube, often you’ll see a filter placed on the end of that larger tube with no way to isolate the filter from heat. When shopping for an intake system, just be sure to remember the importance of the “cold” part of cold air intake. If you want to build a high-performance Ford, the 6.0 is a great engine to start with, but the question is: what to do first? The Basicsįreeing up the airflow pathway into and out of the engine is a surefire way to increase the performance of any diesel engine, and a six liter is no different. In terms of emissions controls, the six liter was equipped with a Diesel Oxidation Catalyst and an EGR system, and many enthusiasts argue the 6.0 V8 has the best sounding exhaust note of any diesel powerplant out there, and as you increase the power and RPM, the sound just keeps getting better. To keep the airflow up, its design included four valves per cylinder and a single variable geometry turbocharger sitting on top of the valley. It made peak power at 3,200 RPM, which is about 500 higher than most other diesel V8’s. In order to produce its power output of 325 horsepower and 560-570 pounds of torque, the 6.0 needed to push lots of airflow through the engine and operate at a slightly higher RPM range. The 6.0 Powerstroke was manufactured by Navistar International, and has a displacement of 365 cubic inches, making it the smallest displacement diesel engine to be used by Ford in their heavy-duty trucks, but not the weakest. Starting midway through 2003, Ford rolled out an all-new powerplant for use in its Superduty line of pickups, and it used a HEUI fuel injection system just like the 7.3 which preceded it.
We’ve been taking an in-depth look at the best ways to add power to many kinds of late model diesel engines, and for the Ford guys, the 6.7 and 6.4 Powerstroke have great potential, but today we’re taking a crack at the smallest of them all, the Six Liter. Just because Ford never made a special edition high-performance diesel truck doesn’t mean you can’t build your own, in fact, many diesel owners have done just that. While the Lightning and Raptor are two very different trucks built for two very different purposes, they do have one thing in common: they’re ½ tons powered by a gasoline engine. Starting with the Lightning F-150 and later with the Raptor, quite a few Ford trucks have rolled off the assembly line with some high-performance upgrades. In the world of trucks, Ford also takes a win with the title of best-selling pickup in the US for the past 36 years, so you might think some of that “special sauce” they applied to their performance cars might make its way into the pickups as well, and you’d be right.
From the supercharged Terminator Mustangs in the early 2000’s to the road-race inspired GT350 Mustang, Ford made sure everyone knew who was on top of the muscle car mountain. In the world of high-performance cars, Ford has built quite a name for themselves in the last few decades with some special-edition coupes.