2003 Ford F-250 - Project Outcast: Part 8

After coming up just shy of 500 rwhp in Part 7 (“More Fuel For The Fire”) despite having 185cc injectors in the mix, we had a hunch that the Powermax turbo was holding our ’03 F-250 back. So this month, we installed a larger turbo from Elite Diesel, called the Powermax-SSX, which was specifically designed to complement the Stage 2 Tow Power injectors residing in our 6.0L Power Stroke. After the install, the truck was once again run on the dyno at Randall’s Performance, and then tested out on the street. Although we weren’t able to get the truck to the dragstrip before going to print, look for our eighth-mile results on www.dieselpowermag.com.

So far, we’ve experienced the typical back and forth balance everyone who modifies a diesel struggles with: adding fuel requires more air, and more air usually calls for more fuel. This teetering process is typical, and one change to the fuel/air equation can completely change the driveability of your truck. Luckily, this month we’ve restored our 6.0L’s driveability with this turbo. The slight haze out the tailpipe while cruising is gone, and the new charger cleans things up in a hurry once you hit the go pedal. If you’re looking for the ultimate 500 to 550hp combination for your ’03 to ’07 Power Stroke, look no further than the combination of parts in this month’s installment.

Turbo Details

Turbo:	Vendor:	Compressor Wheel:	Turbine Wheel:	Price:
Powermax-SSX, variable-geometry Garrett GT3788VA based (Powermax)	Elite Diesel Engineering	Inducer: 64.4mm Exducer: 86.6mm Precision Turbo & Engine competition-engineered aerodynamics wheel	Inducer: 72.5mm Exducer: 66.5mm Housing: .90 A/R	$2,050

538hp Mods List

Modifications:	When:	Price:
SCT Touch Screen Extreme with Elite Diesel Insanity tune	Part 1 (Aug. ’12)	$1,130
AEM Brute Force intake	Part 1 (Aug. ’12)	$277.07
Silverline dual-exit 4-inch exhaust from XDP	Part 1 (Aug. ’12)	$642.71
River City Diesel EGR delete	Part 2 (Oct. ’12)	$199.99
ARP head studs from MKM Customs	Part 2 (Oct. ’12)	$468.71
Elite Diesel 58-volt Stage 1 FICM	Part 4 (Dec. ’12)	$635
DieselSite billet high-pressure oil pump	Part 6 (May ’13)	$999
Elite Diesel Stage 2 Tow Power Injectors (185/70s)	Part 7 (July ’13)	$3,250
Strictly Diesel regulated return	Part 7 (July ’13)	$674.95
FASS Titanium Series 125-gph fuel system with 75-psi pump regulator spring from Strictly Diesel	Part 7 (July ’13)	$698.50
CFM Plus Large Mouth kit	Part 7 (July ’13)	$439.95
Elite Diesel Powermax-SSX	Part 8 (Jan. ’14)	$2,050

Total $11,465.88
*Dyno pulls were made in Fourth gear (converter locked). Dyno runs began at 55 mph and ended at 95 mph. 35 percent load applied. DynoJet correction factor.

Final Thoughts and Driving Impressions
Just when we thought the factory Powermax was a good match for the 185cc injectors, Elite’s Powermax-SSX blew it completely out of the water. We have to say, the company really did its homework with this charger. It combines the quick-spooling, variable-geometry turbine side of the Powermax with a high-flowing, billet compressor wheel, and should have rock-solid durability thanks to the 360- degree thrust bearing upgrade in the center cartridge. With great off-idle response, strong midrange, and horsepower holding steady all the way to 3,600 rpm, this turbo is the latest and greatest for the 500 to 550hp 6.0L Power Stroke crowd. Cruising EGT is also 100 degrees cooler than it was with the stock Powermax in the mix (800 degrees vs. 700 degrees with the cruise set at 70 mph).

On another note, the stock, 72,000-mile transmission hasn’t skipped a beat, even though we’ve been beating on it. Our plan is to see how far we can push the factory 5R110 before it slips. Will it be next time, or will it handle 600 rwhp and more than 1,000 lb-ft of torque before a problem surfaces? Keep following Project Outcast to find out.