Could very well be the case...

Great point.

 

@speakerfritz Anymore updates on your Pusher system? I'm doing the DCR pump soon 0n my '22 450 and considering the Pusher intake and pipes while its being done. Wondering if its worth it.

 

My 2019 never passive regen before putting on the pusher intake and now it does. Other than that….theres no real wow factor.

I changed my intake becuase I had some binding between the metering valve and existing stock bottom section of the intake when I put my DPK in….choice was either do some grinding or use some washers…I use washers…but think the washers causes an exhuast leak becuase of the tilt….i also hated the big plastic mess ford put on the 2017 thru 2019 6.7 (and prior). I think they went to a slimmer cast top section intake in 2020 and later.

if you have a 2020 or later I don’t think it would be worth changing the pipes and or if you do not have a 17 thru 19.

 

Question... when you say you see passive regens happening, is that an actual reduction on the truck SL gauge or just the iDash PID? While I do see passive regens reducing the SL on the iDash, and in different amounts depending on conditions, it usually does not reflect on the truck, and sometimes while I see a minor amount of reduction on the iDash, at that time I've seen the SL go up by the 5% increment that it does each time. The iDash must have a more exact way of measuring the SL % and different way of doing it because the iDash always reduces quicker and goes to 0.0% when my truck never does. So the level that the SL % ends up AT must be the zero level for the iDash. But I have recognized the pattern that the iDash usually catches up to the truck SL % PID at about 80%... It's definitely weird for sure.

Another question for you. What are the conditions for your truck when you get passive regens? More specifically, what is EGT 4 at when this happens? You do a lot of city driving. When I drive in the city or local stop and go, I never see any passive regening. Only when I'm at higher speeds on the expressway and climbing hills, along with climbing the local hills on the way home and the exhaust is hot, do I see reduction in SL on the iDash. I'm just wondering where you're seeing it and where you're driving. My EGTs, specifically EGT 1 and 4 that I monitor on my "EDC" screen set up, get up to high 500s/ low 600s for EGT1 and usually the same or slightly lower for EGT 4 (depending on the conditions).

I'm going to be honest here, if I ever did look into a Pusher intake, I think I'd get it coated with a thermal protection layer of ceramic coating to keep the engine heat out of the intake... because it's weird how you said you thought it was hotter under the hood WITH the Pusher intake installed which could be that intake absorbing the heat possibly... I'm always thinking.

 

the idash SL PID counts back wards

before the pusher intake…passive would rarely happen….long drive…engine hot…long stretch of no load driving…etc. but with the pusher intake…I have seen regular passive regens at local driving speeds …25mph, etc.


the engine compartment got super hot at first with the intake. I checked my coolant with a hydrometer and both the egr and engine coolant were way off…not enough water ….prior to this I pretty much went with the 50/50 mix instructions by volume and never tested it. Once I got the coolant mix exact…the hot to touch problem stopped and no part of the engine bay that I could reach was too hot to touch.


but …insulation wrapping intuitively sounds like a good idea…but I would heat gun the intake during and after a drive to see what the real world temps really are.

 

Good info. I may just save this money for something else then.

 

Ok thanks for that info on the coolant... and yeah, makes sense you are getting passive regens on the long drives.

Not a wrap but this... a thermal barrier coating to keep the Pusher from absorbing any heat from the engine and transferring it to the intake charge plus maybe keeping the underhood temps down... I'm still looking at venting my hood but like the Pusher, not a high priority at this time. But I'm always overthinking and overkill...

 

Also look into these guys. I sent my headers and exhaust on my Z06 to these guys. I never measured the temperature before or after but just from driving it around in traffic I definitely feel like it cut down on the temperature on the inside of the car.

https://www.jet-hot.com

 

I'm not seeing how it makes any sense that the Pusher intake would increase exhaust temperatures enough at low speeds, no load, to the point of having passive regens.

 

As an aside, I’ve not been a fan of hood vents after I saw a TVR coolant hose or radiator blow as the vehicle was passing me. With hood vents letting the steam out I reckon he would have been completely blind.

 

I came across them as well thanks, but I'm not even close to even considering a Pusher intake. Time will tell....

 

I just ordered the pusher cold side.

mainly to move the IAT upstream from my methonal injectors….and..it looks like SPE sent me an 11 thru 16 cold side …it has the 2.5 intercooler connection…so that may be causing some spooky bananas .

so the spe will be coming out. I think the IAT being opposite from the npt ports is causing me problems.

will know for sure when it all goes in and I crank up all the settings…AEM, Deringer, pedal monster.

probally get the pipe and of feb beginning of March…they need extra weeks for powder coating and adding npt ports.

 

they connect the egt at a 45 degree angle…a lot of hot gases are being ventured into the turbo.

 

I added the separate pusher cold side today

the pusher had the IAT in almost stock position and the npt ports between the IAT and butterfly valve.

this should prevent the methonal injectors from spraying the IAT.

 

I took off the SPE cold side. Mainly becuase the IAT was not in stock location and was instead opposite the npt ports…so I was was spraying the IAT with the methonal injectors and that gave me air temp related errors.

yoy can see the IAT hole opposite one of the npt ports.