Photo 1/12 | project Outcast Part 6 super Duty On Dyno | Back on the dyno, boost peaked at 32 psi and EGT never crept past a cool, 1,250 degrees. However, even though the PowerMax is still a variable-geometry turbo, its larger size brought with it a minor increase in turbo lag (which we expected, being that the fuel system was unchanged). Its later spool time is evident on the dyno graph in the form of a slightly lower peak torque number.
Photo 2/12 | project Outcast Part 6 garrett Gt3788va Turbo | Due to its affordability, bolt-in nature, and performance, Garrett’s GT3788VA turbo (better known as the PowerMax) has found a comfortable home in the 6.0L aftermarket. Nine movable vanes in a .90 A/R turbine housing and a relatively small turbine wheel with a 66.5mm exducer keep low-rpm driving characteristics respectable, despite the PowerMax’s larger-than-stock 63.5mm compressor wheel. For turbo gurus, the PowerMax is effectively a 63.5/66.5/.90. Our turbo came from the largest PowerMax distributor in the country: Performance Truck Products in Tomball, Texas.
Photo 3/12 | project Outcast Part 6 dieselsite Hpop | DieselSite’s heavy-duty, high-volume, high-pressure oil pump for ’03 to early ’04 6.0L Power Strokes is said to be much more reliable and efficient than the factory pump. Its pump features a dozen improved internal components, and every known weak link associated with the early pumps has been addressed. DieselSite’s stock-output high-pressure oil pump is also slightly larger in volume than a stock pump, capable of supporting up to 190cc injectors.
Photo 4/12 | project Outcast Part 6 factory Hpop Removal | With the factory turbo, high-pressure oil pump cover, pump mounting bolts, and discharge line removed, the stock high-pressure oil pump was pulled.
Photo 5/12 | project Outcast Part 6 hpop Compariosn | Here you can see the high-pressure oil pump from DieselSite (left) next to the stock ’03 pump. It’s important to note that the folks at DieselSite didn’t redesign the housing and machine it from 6061 billet-aluminum for looks or to charge a higher retail price—they did it because nearly every single aspect of the early pumps is prone to failure (including the housing).
Photo 6/12 | project Outcast Part 6 hpop Install | After removing all the shipping plugs, we placed the new high-pressure oil pump in the crankcase. Its three mounting bolts were then torqued to the recommended 18 ft-lb specification.
Photo 7/12 | project Outcast Part 6 discharge Pipe | Before attaching the discharge line to the new high-pressure oil pump, we topped off the pump with some oil to ease the priming process during startup. Then, we torqued the discharge line bolts to 71 in-lb (arrows).
Photo 8/12 | project Outcast Part 6 icp Sensor | As added insurance, we went ahead and installed a brand-new ICP sensor as well (PN 3C3Z9F838EA). Even though we had a fresh ICP sensor in the mix back when ICP voltage was fluctuating, this ensured we’d have no problems once the truck was up and running again. Plus, it’s a tough item to get to on early 6.0L engines, as it’s mounted under the turbo.
Photo 9/12 | project Outcast Part 6 turbo Comparison | When the PowerMax (left) is compared to the stock turbo, the larger compressor wheel and map width enhancement groove is noticeable. With a 63.5mm compressor wheel inducer, the PowerMax is considerably larger than the factory ’03 turbo, which has a 59mm compressor wheel. The PowerMax also flows 70 pounds per minute (roughly 1,000 cfm) vs. the stock unit’s less than 60 pounds per minute (approximately 850 cfm).
Photo 10/12 | project Outcast Part 6 turbo Installed | Here you can see the PowerMax nestled in the factory-mounted location in the back of the lifter valley. Thanks to it being a direct, bolt-in replacement, installing the PowerMax was a cinch. However, due to ’03 turbos having a different mounting bolt location than ’04 to ’07 models, it’s important to specify which model year truck you have when ordering.
Photo 11/12 | project Outcast Part 6 super Duty On Dyno | Back on the dyno, boost peaked at 32 psi and EGT never crept past a cool, 1,250 degrees. However, even though the PowerMax is still a variable-geometry turbo, its larger size brought with it a minor increase in turbo lag (which we expected, being that the fuel system was unchanged). Its later spool time is evident on the dyno graph in the form of a slightly lower peak torque number.
Photo 12/12 | project Outcast Part 6 dyno Chart | Project Outcast: Part 6