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Can You Turbo a Ford V10? (Ford V10 Turbo Kit Options)

• February 28, 2023 /
• RV Engines /
• By James V.

Getting more power has been the goal of gearheads since muscle cars were first introduced. The owners of these cars looked high and low for those parts that would give them an extra 5 or 10 or more HP. That is they did until the turbocharger was introduced.

It has been done but it is not something you can get from the factory. You will have to be a gearhead and know what you are doing before the upgrade is successful. The addition of the turbo exposes some very vital weak spots that need to be dealt with.

To learn more about this upgrade to the Ford V-10, just continue to read our article. It explores the issue to get you the best available information possible. If this project is done on a wide scale, it is not advertised very well.

Can You Turbo a Ford V10?

It seems that it is possible for you to turbo a Triton Ford V10 engine. How you do it will vary depending on how much room you have under the hood. This is not a commercial venture nor an after-market operation.

Most of the examples we have been able to find were done privately with a collection of parts gathered from different sources. One owner was able to put the turbocharger under the hood next to the block.

Another owner placed his turbocharger underneath the truck on the passenger side of the vehicle. You can view his video at this link. Just be forewarned it is not a professional video. The guy is a mechanic, not a photographer.

If you want to see photos of the under the hood installation, then click here. Images and videos will provide a better explanation than our mere words at this point.

Notice the intercooler on both installations is placed in front of the radiator. If you have enough money, it is possible to complete this project. How well it will perform is another question to be answered in another article.

Suffice it to say, since many shops are not advertising installing these parts, it is not a very popular option for most experienced mechanics.

Ford 6.8 V10 Turbo Kit Options

We did see one kit for sale on one at a Ford Truck discussion forum. Without giving out the wrong details, here is what this kit had in it:

For Sale: Turbo kit for Ford v10 (Excursion or F250). I have a complete set of cold and hot piping for a turbo setup for a v10, along with 39 lb injectors, a blow-off valve, a waste gate, and an intercooler. Here is a break down of what all I have.

Driver’s side Exhaust manifold

Crossover from Passenger Exhaust manifold (uses original) to Driver’s side

Exhaust pipe from the turbo exhaust pipe to the catalytic converter

Y pipe from Turbo exhaust and BOV to cat pipe.

Turbo stand inlet pipe. Ready for a .96 A/R Turbo

Cold Piping

Piping from the air filter to the turbo

Piping from turbo to intercooler

Piping from the intercooler to intake

Other Equipment Included

Intercooler

Blow off Valve (BOV)

39 lb fuel injectors (qty 10)

Hose clamps

The only thing you will need is a Turbo and a MAF sensor.

The owner was selling it all for $1200 minus the turbo and a MAF sensor. This kit was sold 12 years ago giving you an idea of how rare these kits can be. So far, our research has turned up only 2 privately done turbo upgrades for this engine.

One reason more people do not pursue this option is that According to the company called Banks, the heads are the weak link. The extra heat may be too much for them and you would have problems adjusting those heads.

The Banks company does have a power pack for those RVs with the Ford Triton V10. You can read about it at this link. Other than that, there are not that many after-market companies listing a turbocharger kit for the Triton V-10 engine.

One would think that since Ford never stopped production of this motor, it is in the F450-F750 cab and chassis options, there would be more attempts to create a kit for this motor.

There may be some engine specialty shops that may offer kits but they may not be that popular and do not rank very high on the internet. Try a local search to see if any company is advertising in their cities only.

Ford V10 Motorhome Turbo Kit

So far we have found only one company that makes a series of Ford turbochargers and sells them in a kit. You can view their Ford product lineup at this link.

There are several pages of these kits and you may have to go through a few of them before you find one compatible with your RV. Most of the advertising we have seen during our research has been performance packs. You can get them directly from Banks or you can sort through many of them at Summit Racing.

These performance packs are made for Class A motorhomes but they are not going to be cheap. If you can’t find a turbo kit for your RV, you may want to talk to the people at 5-Star tuning. They also do performance work on motorhomes of all classes.

We mention these companies because we do not want to leave any possible options out for you to enhance your RV. The question is, will the extra performance and fuel savings pay for the upgrade?

That is a question you have to ask and answer yourself.

The Cost Of Turbo Or Performance Kits

The cheapest we saw was $1200 and it was bought from a guy who bought it from a guy and you know how that works. The private turbo installations did not list their costs as they part their parts one at a time and not in a kit.

If you are going to go the performance or tuning route, then you are looking at spending a minimum of $2000. Banks sold their parts individually for a wide range of prices.

You would have to shop around and see what can be bought and for how much. Before you get started, make sure to talk to someone who knows turbochargers as you will need to buy the right parts for this upgrade to work.

The turbocharger we found on Amazon sold for $179 and it was made for a diesel engine. However, it is only compatible with Dodge Ram 2500 & 3500 made between the years 1999 and 2002.

We did a second search of that marketplace and there were 3 turbochargers for sale that would fit a Ford engine. However, all three were not compatible with the Triton V10.

One was compatible with the Powerstroke 7.3L and it sold for $264. Another was for the Ford Excursion 2000-2003 and the Ford F-250 F350 F450 F550 Super Duty 1999-2003 but they had to have the 7.3L Powerboost engine as well. The price of this option was $279.

The final one we saw was for the Ford 3.5L Ecoboost Engine and it was a twin turbocharger costing $699. The options for the V10 are very limited and rare.

The Pros And Cons Of Turbocharging An Engine

Many car, truck, and RV owners love to get more power out of their engines. They spend a lot of money trying to give it the right boost. But turbocharging may not be as great as those owners claim it is. Here are some pros and cons so you can decide if it is worth it or not to turbocharge your motor.

• more HP than natural aspiration or supercharging will provide
• a more powerful ride, you have the power there when you need it
• your vehicle will go a lot faster
• the turbocharger uses exhaust gases to work so you are not losing on fuel economy
• great for upgrading a smaller engine
• you may get a little boost in fuel economy
• can be very expensive to install
• labor is going to be expensive due to all the extra work
• extra wiring and tubing is required
• may not provide that fuel economy boost everyone brags about
• parts may need to be moved to accommodate the turbocharger and its parts

Some Final Words

While many gearheads feel that extra speed and power are worth the expense, it may not be a great idea to turbocharge your Triton V10 . There are weak spots in that motor that would have to be addressed before you installed the turbocharger.

Then you have to consider the expense as you may not get the fuel savings you were hoping for. But if it is only power and speed that you want, then the expense may be justified. That is if you can find a turbocharger and supporting parts for the Triton V10.

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BANKS POWERPACK SYSTEM 00-05 FORD EXCURSION V10 6.8L - HEADERS, EXHAUST, HIGH FLOW FILTER

Banks Power

Regular price $2,169.00

Gains up to: +56 hp | +67 lb ft Torque.  7% improved mileage.

Powerpack® system.

'00-05 V10 Excursion:  Banks has the formula for building V-10 muscle: the stainless-steel PowerPack adds best gains of  +56 hp ,  +67 lb-ft  torque, and  7%  more miles to tfhe tank-full. A pair of bulletproof TorqueTube manifolds uncorks major torque for big hauling and climbing jobs.

Application: 1999-05 Excursion 6.8L v-10 | TorqueTube Headers | Stainless steel exhaust system | Ram-Air Intake

Test vehicle: 1999 Ford F-350 crew cab dually • 6.8L Triton V-10 • 4R100 4-speed automatic • 4.10 rear axle ratio • 7500 lbs solo weight • 20,000 lbs combined towing weight.

Horsepower and torque measured at rear wheels.

TorqueTube® Exhaust Manifolds

For 2000-05 models only

•    Lifetime stainless steel construction never cracks or blows •    Mandrel-formed tubes tune exhaust flow for maximum torque •    Patented PowerPickle® pulse converter maximizes exhaust extraction •    No sealant or gaskets required  •    1/2”-thick flanges never warp •    Flanges welded both sides, then milled flat •    Includes stainless Y-pipe assembly with seamless Y-collector  •    Includes necessary heat shielding •    5-Year Limited Warranty

PowerPickle ® Banks invented a ballistic flow device to overcome the problem that occurs where tubes join within a single collector; a "dead zone" that kills exhaust-gas velocity. The patented PowerPickle fills that void and utilizes the rotational firing order to maximize exhaust extraction. This detail-exclusive to Banks-captures exhaust-gas action and turns it into massive torque.

Monster® Exhaust

Formed of heavy-duty stainless steel, Banks' increased-diameter mandrel-bent 3.5" Monster exhaust pipe and tailpipe cut backpressure for increased power, longevity and fuel efficiency. The free-flowing polished-stainless straight-through Monster muffler delivers a commanding, yet civil, exhaust note. The polished-stainless tailpipe tip provides an awesome finishing touch. Outflows stock and the competition.

Includes:  Polished-stainless straight-through Monster muffler with 3.5" flow path; Stainless constant-diameter 3.5" intermediate pipe & tailpipe; tailpipe tip

Banks High Flow Air Filter

• Lifetime, high-flow Banks Ram-Air filter • Flows more cool, dense ram-air into engine • Includes service kit for use every 30,000-50,000 miles • Lifetime Limited Warranty

• Choosing a selection results in a full page refresh.
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Banks Power

The Leader in Diesel Performance

V-10 PowerPack

Motorhome september 2000.

Road-test and dyno evaluation of Banks PowerPack for Ford 6.8L V-10 Class-A motorhomes

Note: This article represents information on the ’97-05 V-10 Power Pack. Please contact a Banks Power Consultant for information specific to other years/configurations.

When you own a Class A motorhome, any gain in fuel economy or performance is welcome. The new Gale Banks Power Pack® for the Ford 6.8-liter Triton V-10 engine can deliver a welcome kick in the performance pants for this popular power plant.

A 0.5-mpg improvement may not sound like much to a light-truck or sport-utility-vehicle (SUV) owner, but when you’re driving your coach in the outer reaches of East Nowhere, the gas gauge is nearing empty and the next gas station is some 10 miles away, another 0.5 mpg can mean a lot. Likewise, shaving a few seconds off a 30-second 0- to 60-mph time may not win any races, but it is synonymous with better hill-climb ability and can mean the difference between merging safely and tangling with an oncoming semi.

Since the early 1970’s Gale Banks Engineering has made a name for itself by improving the performance and fuel economy of everything from Class A motorhomes to half-ton pickup trucks. While performance and economy are often thought of as mutually exclusive goals, Banks’ longstanding claim is that both can be provided with the Power Pack, a systematic approach to engine efficiency through improvement of intake as well as exhaust systems. By allowing the engine to breathe easier, efficiency is increased, which can translate into more power and torque, and improved fuel economy.

The Banks Power Pack® was fitted to this 1999 Pace Arrow Vision. Performance portion of the testing was conducted on the company’s computerized Mustang chassis dynamometer. Tests included rear-wheel horsepower, as well as simulated 0- to 60-mph and 40- to 60-mph runs.

Banks uses a data-acquisition system capable of recording a variety of inputs, including 32 analog, 16 digital, 16 thermocouple and eight frequencies- from coast to coast, if need be.

Banks OttoMind piggyback module recalibrates the computer’s ignition timing and air-fuel ratio settings to maximize gains from the intake and exhaust system modifications.

The Banks V-10 Power Pack® exhaust system consists of 3-inch mandrel-bent stainless-steel tubing and a Dynaflow muffler. The system is clamped into place, then tack-welded.

A muscular, yet pleasant and civilized exhaust rumble escapes through a 3-1/2-inch Monster tailpipe fitted with a polished stainless-steel tip and an integrat heat shield.

PowerPack® Parts & Pieces Ford’s V-10 is a popular and widely used motorhome engine. Banks works its magic by replacing the stock air-inlet duct with a Banks Ram-Air intake system consisting of a Super Scoop that draws in fresh air from a location just behind the grill, a formed metal transfer tube that replaces the stock plastic piece and a lifetime highflow Ram-Air filter with its own service kit. The result, according to Banks, is an improvement in airflow over the stock intake system.

To improve the exhaust side, the stock cast-iron “log” manifolds are replaced with Banks’ stainless steel TorqueTube exhaust headers incorporating beefy 5/8-inch-thick flanges and tuned 1-5/8-inch primary tubes that merge into a five-tube, 3-inch collector featuring a device Banks calls a PowerPickle. According to Banks, the Power Pickle helps merge the flow from each primary tube into the collector and combines with a “rotational firing order” to scavenge the cylinders of exhaust gasses. Rather than changing the firing order of the engine, rotational firing order in “header speak” means that primary tubes of each header are arranged prior to the collector in the firing order of that bank of cylinders. This arrangement helps to “pull” the exhaust from the cylinders, rather than allowing it to escape under its own pressure. It’s not a new concept, but it is a proven one, according to Banks.

Exhaust is then routed into a Banks Y-pipe that is shorter and straighter than the stock piece. The Y-pipe merges exhaust from both headers into a single 3-inch stainless-steel exhaust system, consisting of Banks’ own acoustic-tuned Dynaflow muffler, a 3-1/2-inch Monster tailpipe and a 4-inch polished stainless-steel tip with right- or left-side exit available.

Finally, the stock EECV engine control computer’s chip is enhanced with a Banks’ OttoMind piggyback module, which mounts to an external port on the computer and recalibrates ignition timing parameters and air-fuel ratios to take full advantage of the intake/exhaust system modifications. Banks reports that this Power Pack system is 50-state legal per CARB E.O. no. D-161-57, and claims the setup is good for up to 50 hp and 65-lb-ft of torque, as well as an 8 percent improvement in fuel economy.

In the Lab Banks invited us to the company’s expansive facility in Azusa, California, to confirm these figures. Upon our arrival, engineering executive Peter Treydte took us around back to the computerized chassis dynamometer, where a 1999 Fleetwood Pace Arrow Vision awaited us. The testing, Treydte explained, would consist of three pulls to measure rear-wheel horsepower, followed by three simulated 0-60 and three 40-60 acceleration runs.

Next, we’d top off the fuel tank and embark on a 103-mile fuel-economy loop that would include a 6- to 7-percent grade that stretches skyward for four miles. The following day, the Banks Power Pack system would be installed, and the test would be repeated to determine the results.

In the dyno area, we were told that Banks initiates its testing at the top of the engine’s rpm band (in this case, 4,600 rpm) with the transmission manually locked in third gear. The dyno then steps the engine down in 200 rpm increments to 1,800 rpm. Each step lasts 10 seconds, but only the second half of each step is recorded. According to Banks, this technique allows for the torque spike that occurs when the dyno makes each step: stabilizing the figures before recording them results in more accurate readings. Further, stepping the engine down rather than up “heat soaks” the engine, more closely representing the heavy load situation a motorhome may encounter when pulling a long grade.

Inside, the Pace Arrow looked like a mobile science laboratory. On the floor was a data-logging system that records a variety of inputs and can sample data 1,000 times per second—from coast to coast if necessary. Behind the driver’s seat, we positioned a junction box from which the computer took all of its samples.

First we brought the engine up to 4,600 rpm, then mashed the accelerator to the floor until the pull was completed. After three pulls, we recorded the average: 181.9 hp at 4,408 rpm and 299 lb-ft of torque at 1,999 rpm.

Next, it was time for the acceleration testing. Based on the weight of the vehicle, aerodynamic considerations and a variety of other parameters, the dyno can accurately simulate 0- to 60-mph, 40 to 60, even standing 1/4-mile tests. As a rule, we do acceleration runs outdoors under real-world conditions, but that’s not always practical. Dynamometer testing is sometimes preferred in metropolitan areas because a stretch of road long and straight enough to get a 20,500-pound coach up to 60 mph can be difficult to find. In addition, the dyno eliminates any variables, such as road undulations, wind gusts and, of course, traffic. The three 0-60 runs on the dyno yielded an average of 32.5 seconds. Subsequent 40-6- testing resulted in an average of 17.5 seconds.

Road Trip On the highway, we were careful to keep the speed at exactly 60 mph (where possible) to maintain consistency. At a green bridge that marks the beginning of the 6- to 7-percent grade, the Pace Arrow was given full throttle to maintain 54 mph in third gear at 3,000 rpm. Roughly one mile later, at the predetermined landmark, the transmission downshifted into second gear, and speed dropped to 51 mph at 4,400 rpm. And by the top of the grade that pace had slowed to 49 mph at 4,300 rpm. When we arrived back at the Banks facility, the Pace Arrow had been driven 103.1 miles and had consumed 14.432 gallons of regular unleaded fuel for an average of 7.1 mpg.

Test coach went from 181.9 hp at 4,408 rpm stock (lower line) to 229.6 hp at 3,800 rpm with the Banks Power Pack® system installed. Best gain was 53 hp at 4,000 rpm.

Torque likewise increased from 299 lb-ft at 1,999 rpm (lower line) to 351 lb-ft at 2,809 rpm with the Power Pack® installed. Best gain was an impressive 70 lb-ft at 3,600 rpm.

Modified Coach Testing Once the Power Pack had been installed, the Pace Arrow was back on the dyno. The results, to say the least, were impressive. Rear-wheel horsepower increased all the way through the engine’s operating range, with a peak figure of 229.6 hp at 3,800 rpm (average over three pulls) and a best gain of 53 hp at 4,000 rpm. Torque likewise improved to 351 lb-ft at 2,809 rpm, with a best gain of 70 lb-ft at 3,600 rpm.

With such impressive horsepower and torque gains, you would expect a noticeable reduction in 0- to 60-mph and 40- to 60-mph timed acceleration runs—and the Banks Power Pack system delivered. The 0- to 60-mph times dropped an average of 6.4 seconds, while 40 to 60 times improved by 3.9 seconds.

When we got back on the road to repeat the fuel-economy loop, the first thing we noticed was the noise level. Inside, there’s virtually no change in sound level or quality, and that’s good for keeping the coach interior quiet. Outside, the exhaust creates a more authoritative, muscular sound quality, but it’s still within the realm of the civilized exhaust performance.

Back on the grade, the Pace Arrow managed 62 mph wide-open at 3,450 rpm in third gear, and slowed to 58 mph at 3,200 rpm by our landmark, but did not downshift. By the top of the grade, we had dropped to 56 mph at 2,900 rpm, but the transmission remained in third gear.

Staying in a higher gear at a lower rpm reduces fuel consumption, and it showed. At the end of our 103 mile loop, the Pace Arrow had consumed 13.4 gallons of fuel for an average of 7,687 mpg, an improvement of 0.543 mpg, or 7.6 percent. (For more complete test results, see the charts.)

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