Air filter intake 2016 Ram 6.7

Just for info, the EGT readings post turbo are around 400* lower than pre turbo.

Their reasoning behind that is the ECM monitors EGT's and will defuel if they get too high so you have to worry about EGT's. This is of course if you are stock and if you alter the tuning to turn these safety nets off then you are responsible for monitoring your engine.

You can buy an EDGE Insight or other monitor as a gauge to pull the data from the ECM, but the factory pyro is post turbo. If you are deleting your EGR system then make sure to get one that has the EGR cooler block plate with a hole already tapped for a pyro and you can by the EDGE EGT pyro for the Insight. One side note, deleting the EGR cooler will cause very bad drone so I would look into an FTE resonator as well.

EGT's. Thats one issue that disappoints with this new truck. No EGT gauge. Tran temp yes but no EGT????

This is a good rule of thumb.



If you can blow black smoke then you need more air.

I know this is like apples and oranges, but on my old VE pumped 12v I had the more fuel thing in aces, but I was hitting 1,800* on a short full throttle run, I installed a big intercooler, 3 inch cool tubz including a 3 inch intake tub and a 60mm wheel on my turbo and brought my EGT's down to a max of 1,275* as well as boost numbers going from 28lbs to 41, that is a huge gain.

mich800 wrote:


I understand that. I was just curious if anyone here had any objective analysis done. Whether on a dyno or on the track. It is one thing to say something doesn’t work and another to actually prove or demonstrate that.

10-4 and I agree.

ShinerBock wrote:

mich800 wrote:

S Davis wrote:

ivbinconned wrote:
Really Davis. I guess in a shop with a dyno you could test stock and the aftermarket. Then we'd know.

Well I tested it at the track and two years took the truck to the NHRA division6 championships.

What was the outcome ? Was the aftermarket intake the same better or worse ?

The track and real world are two very different scenarios. Just because something works on the track does not mean it will in a real world towing situation. On the track, you can get away with getting up to 1,400F EGT's for a 12 second run, but you cannot towing up an 8 mile road.

As I said earlier, intakes are not just about power gains in a diesel. It is about creating cooler and easier flowing air flow that helps you increase your usable power. And by usable I mean the amount of power you can sustain without the EGT's getting too hot.

I know the article below is about turbo's but it will help explain what I mean. Take look the graph on page 16 and notice the difference in usable power at certain rpms with each turbo. Cooling the intake air and creating an easier flow will allow you lower the EGT's allowing you to increase the usable power when towing. You don't have to worry about this on the track since you are at higher rpms and you can run at higher EGT's for a short period of time without causing too much damage.

A Comparison of the Performance Characteristics of Aftermarket Turbos

I understand that. I was just curious if anyone here had any objective analysis done. Whether on a dyno or on the track. It is one thing to say something doesn’t work and another to actually prove or demonstrate that.

mich800 wrote:

S Davis wrote:

ivbinconned wrote:
Really Davis. I guess in a shop with a dyno you could test stock and the aftermarket. Then we'd know.

Well I tested it at the track and two years took the truck to the NHRA division6 championships.

What was the outcome ? Was the aftermarket intake the same better or worse ?

The track and real world are two very different scenarios. Just because something works on the track does not mean it will in a real world towing situation. On the track, you can get away with getting up to 1,400F EGT's for a 12 second run, but you cannot towing up an 8 mile road.

As I said earlier, intakes are not just about power gains in a diesel. It is about creating cooler and easier flowing air flow that helps you increase your usable power. And by usable I mean the amount of power you can sustain without the EGT's getting too hot.

I know the article below is about turbo's but it will help explain what I mean. Take look the graph on page 16 and notice the difference in usable power at certain rpms with each turbo. Cooling the intake air and creating an easier flow will allow you lower the EGT's allowing you to increase the usable power when towing. You don't have to worry about this on the track since you are at higher rpms and you can run at higher EGT's for a short period of time without causing too much damage.

A Comparison of the Performance Characteristics of Aftermarket Turbos

mich800 wrote:

S Davis wrote:

ivbinconned wrote:
Really Davis. I guess in a shop with a dyno you could test stock and the aftermarket. Then we'd know.

Well I tested it at the track and two years took the truck to the NHRA division6 championships.

What was the outcome ? Was the aftermarket intake the same better or worse ?

Never needed to run an aftermarket intake, the truck would tun out of fuel before it ran out of air. The truck is a 09 2500 HD @7400lbs and would run a 12.95 @ 103mph with a 1.6 60'.

S Davis wrote:

ivbinconned wrote:
Really Davis. I guess in a shop with a dyno you could test stock and the aftermarket. Then we'd know.

Well I tested it at the track and two years took the truck to the NHRA division6 championships.

What was the outcome ? Was the aftermarket intake the same better or worse ?