Towing with 400 to 500 rwhp has become commonplace with today’s modified diesels.
Towing with a modified diesel is the only way to go. With the right combination of parts, you’ll be able to get loads to move quicker, stop faster, and run as reliably as a stock truck. The best advice we can give is to look in your mirrors frequently, keep an eye on the trailer, and make sure your powertrain temperatures remain in check (EGT, coolant, and transmission). After all, the primary reason we install gauges in our A-pillars is to ensure we avoid a meltdown.
Built To Tow
The ride while pulling a trailer is actually smoother in most 3/4- and 1-ton pickups. This is because you’re now using your truck for what it was designed to do. You’ll also notice that a loaded trailer calms down the firm shifts your aftermarket automatic transmission might typically make.
For maximum efficiency while towing, nothing can beat a small-sized compound turbo setup.
As for our ’97 F-350, towing in bone-stock form was pitiful. We had virtually zero fuel on tap to light the truck’s 60mm turbo. Throw in the fact that our stock Garrett turbocharger had a loose, 1.15 A/R turbine housing, and we could literally count to three before it was spooled—not a good thing for freeway merging! With our combination of 238/80 hybrid injectors, an electric lift pump, Adrenaline high-pressure oil pump, six-position chip, 66mm turbo, and built E4OD, we’ve got plenty of juice on tap to get 10,000 pounds rolling with ease. We simply run the truck in its heavy-tow setting to keep everything cool, watch our surroundings (and other drivers), and let the truck do the rest. Last but not least, our reliable Tekonsha brake controller allows us to stop safely.
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The most overlooked part of modifying a diesel for towing hard is the cooling system. For
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If you plan on towing heavy, a good hitch is a must. As weight goes up, it’s also recommen
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Gauges, gauges, gauges. Keep an eye on everything you can while towing, and make sure no t