The newfound strength that came with scrapping the stock Garrett 3788VA VVT in favor of a good S300 was cool, but the figures showing on the Auto Meter Manufacturer Match pyrometer weren’t. Towing in 73 mph, on flat surface, and with the Allison locked in Tow-Haul, the owner saw 1, 300 levels F, sustained. Not only did this particular force the driver to spend an excessive amount of time watching EGT, but with the particular LBZ’s track-record of cracking pistons he began to worry about bottom-end longevity, as well.

Right after zero headway was made by isolating out the cooling stack plus pressure-washing the exchangers, the owner provided an exhaust housing with a stronger A/R a try. While the 1 . zero A/R housing that showed up around the S366 SX-E would provide good higher rpm flow for making horsepower, the slightly more restrictive. 91 A/R casing would produce quicker spool upward and improved transient response.

While securing the exhaust housing’s A/R isn’t conducive to producing more horsepower, it does make a turbo more efficient at lower engine speed, and a straightforward exhaust housing swap can be done fairly cheap. In this case, the cost of the. 91 A/R housing was only $165, with the 1 . 0 housing most likely being worth a fair amount in the used market (and could help the master recoup some of that expense). Using the S366 SX-E pulled as a finish assembly, the 1 . 0 casing was quickly removed and the. 91 housing installed in its place.

As soon as in position and re-fastened to the HSP Diesel T4 turbo pedestal, the particular oil feed was reattached towards the top of the center cartridge. Oil provide comes from the passenger side the particular LBZ’s block with the S300 turbocharged system in the mix.

The owner furthermore upgraded the driver side exhaust a lot more to a factory LML unit simultaneously. From the factory, the driver side a lot more on all ’01-’10 Duramax motors is dented (or kinked) with regard to steering shaft clearance. The manufacturing plant LML version isn’t, and is believed to offer more exhaust flow (albeit minimal). For just $89 through Xtreme Diesel Performance, it was a hard update to pass up.

In the midst of the turbo and a lot more changes, the owner also switched EFI Live tuners, giving CTT Fine-tuning a call. After data signing the truck’s towing performance making use of his FlashScan V2, the guys in CTT were confident they could assist bring EGT down.

A major benefit in order to sharing data log info that the tuner is essentially allowed to peer into the engine to see what’s wrong or even exactly which area is in require of optimizing. Data logging furthermore leads to quick turnaround times meant for tuning fixes and tweaks, many always reduces the amount of revisions you have to get things just right. In this case, the people at CTT Tuning built the tow-specific tune based on the owner’s mods and using the data logs he provided them.

Back on the test loop, plus running the same 73-mph across level ground with the Allison in Tow-Haul, the pyrometer showed a consistent one, 200 degrees F. The wear out housing, exhaust manifold, and custom-tailored tow-tune had combined to awesome things off 100 degrees.

Believing the particular factory intercooler to be out of the efficiency range, an aftermarket device from Mishimoto was next over the list. Despite its size (and being double the weight of the manufacturer air-to-air exchanger), its heavy-duty, all-aluminum bar-and-plate intercooler is a direct-fit, drop-in replacement for all ’06-’10 LBZ plus LMM trucks. It’s available in On stealth Black powder coat or the Modern Silver version you see here.

Opting for Mishimoto’s complete intercooler kit meant that the hot-side intercooler pipe and cold-side pipes came along for the ride, which usually with their larger diameter help to open boosted air’s pathway into the minds. Three of the company’s DuraCore silicon boots and six T-bolt clamps are also included in the comprehensive intercooler program.

Because of its 3-inch diameter, Mishimoto’s hot-side pipe opens up airflow between the turbo’s compressor outlet and the inlet from the intercooler. Enlarging both the hot plus cold-side intercooler pipes has long-been proven to cool intake temps, fall EGT, and even free up a few extra horsepower on Duramax mills.

No plastic material or crimped-on end tanks right here. Cast-aluminum, precision TIG-welded end reservoirs make Mishimoto’s intercooler capable of standing to extreme boost pressure. Finish tank wall thickness checks within at 4mm.

If you’ve spent any time about higher boost street trucks, do you know what this lip means. Mishimoto progresses a bead around the outer size of the intercooler’s hot-side inlet to help keep the boot from backing away from under high pressure. The hot-side inlet for Mishimoto’s intercooler measures 3-inches, while the outlet is 3. 5-inches.

Just about all piping supplied in Mishimoto’s intercooler kit is made from mandrel-bent aluminum along with smooth, sweeping transitions. The cold-side pipes feature CNC-machined, quick-disconnect flanges and measure 3. 5 in . in diameter (again, opening up movement beyond stock). As a bonus, almost all intercooler plumbing is polished to some mirror shine for an aesthetically pleasing completed look.

Mishimoto boots are a few of the finest quality silicone intercooler pipe couplers you’ll find. Their DuraCore technology entails a durable 5-layer construction that resists oil, extreme pressure, fuel, and that also rejects heat. Unlike cheaper alternatives, they won’t break down over time.

A direct, drop-in replacement, the Mishimoto intercooler doesn’t require a whole lot of aftermarket hardware to install. That said, you do need the two lower A/C condenser brackets, the two aluminum spacers, and the M8x1. 25 bolt and washer shown here—all of which are incorporated with the intercooler.

At 2 . 76 inches, the Mishimoto unit’s core thickness is nearly twice that of the OEM intercooler. But don’t let the Mishimoto core’s thickness intimidate you, there is plenty of room to allow for the bigger intercooler into the factory cooling stack. Just make sure you have a helping hand when it’s time and energy to lower the Mishimoto cooler in to place. It’s roughly twice the weight of the stocker.

Chrome steel, constant-tension T-bolt clamps ensure the several DuraCore intercooler boots never move. Their consistent holding power is their spring-loaded design, and Mishimoto claims it’s engineered them to make up for thermal expansion.

Although the installation is usually more than a couple-hour process, the job was most very straightforward. And as we subsequently found out, the time and cost purchased installing Mishimoto’s intercooler kit turned out to be well worth it.

No, this image has not been Photoshopped. The Mishimoto intercooler, combined with the high-flow hot and cold-side pipes, misplaced EGT by 200 degrees. Immediately, cruising the same route under the identical conditions, the pyrometer holds balanced at 1, 000 degrees towards flat ground. In a towing conditions, this is huge. Aside from the reduced force the engine and turbo go to as a result of being exposed to less heat, the owner of the smartpen isn’t forced to immediately back out of this throttle if he encounters any kind of grade—and now he might not even delete any speed at all.