No Products in the Cart
From Parley’s to Weber to Spanish Fork Canyon, Utah’s mix of elevation, summer heat, and long, steady grades is a stress test for any RAM 2500/3500. The right turbo setup isn’t just about peak numbers—it’s about early, predictable spool, engine-braking control, and cool, repeatable EGTs when you’re pulling your camper, toy hauler, or equipment trailer.
Below is our Wasatch-specific guide to choosing the best towing turbo (and the supporting gear) for your 5.9L or 6.7L Cummins—plus a pre-trip checklist and how we spec your setup at T3 Speed Shop.
Utah’s towing conditions amplify weaknesses in air systems and calibration:
Elevation: Thinner air means your turbo and intercooler work harder to deliver the same oxygen. Marginal setups run hotter and feel lazier.
Long grades: Sustained load exposes charge-air heat soak and drive-pressure (EMP) issues that a short dyno pull won’t show.
Summer temps: Hot ambient air raises compressor outlet temps and coolant/trans temps, stacking heat across the whole system.
Translation: For Utah towing, prioritize airflow efficiency and heat management over peak boost bragging rights. The combo that wins is a turbo that spools early, flows cleanly at sustained load, and a charge path that stays cool.
When we talk “best towing turbo,” we’re aiming for these street realities:
Early, smooth spool: Launches with a trailer should feel controlled, not smoky or boggy.
Cool sustained EGTs: You’ll see spikes, but temps must settle on long pulls—not ratchet higher.
Healthy boost-to-drive ratio: Don’t trap heat. A setup that flows well will protect the turbo and engine.
Engine braking (VGT trucks): On the 6.7L, VGT vane control provides valuable downhill braking. If you tow canyons often, that control is a big deal.
Predictable manners: Clean tip-in, stable midrange, no surge under steady throttle.
VGT vs. Wastegated at a glance
VGT (Variable Geometry Turbo):
Pros: Quick low-RPM response, integrated engine braking, adaptive feel with proper tuning.
Tradeoffs: Needs clean calibration; watch EMP if vanes are over-clamped.
Great for: Mixed city + canyon towing, frequent descents where you want engine-braking control.
Wastegated/Fixed Geometry:
Pros: Simple, robust hardware; often cooler at sustained heavy load when sized right.
Tradeoffs: Less inherent engine braking; can feel soft off-idle if oversized.
Great for: Heavier, long-distance hauls where you value airflow simplicity and repeatability.
Every truck is different, but these patterns work consistently here on the Wasatch Front.
Goals: Early spool, clean launches, quiet cabin, minimal smoke.
Turbo: Healthy stock VGT (6.7L) or mild hybrid drop-in; well-sized small wastegated is OK but VGT’s drivability wins in town.
Air system: Sealed cold-air intake, low-drop intercooler if your stock core is tired, fresh charge boots/clamps.
Tune: Clean tip-in, modest peak boost, EMP-aware vane control.
Monitoring: Boost + EGT recommended.
Result: Snappy response, fewer downshifts, calmer temps on moderate grades.
Goals: Strong midrange, stable temps, engine braking for descents.
Turbo: High-efficiency VGT (great balance) or carefully sized small-to-mid wastegated unit.
Air system: Low-pressure-drop intercooler, reinforced charge pipes/clamps, sealed intake that actually pulls cool air.
Tune: Tow-minded fueling ramp, smoke limiters for hill starts, boost-to-EMP ratio prioritized; engine-brake mapping verified (VGT).
Monitoring: Boost + EGT, fuel supply pressure if you’ve increased fueling.
Result: Earlier, flatter torque; EGTs settle on long pulls; better control on descents.
Goals: Repeatable climbs, safe EGTs, durable hardware.
Turbo: Properly sized wastegated/fixed-geometry turbo or a tow-optimized high-flow VGT. Choice hinges on how much you need engine braking vs. ultimate sustained-load airflow.
Air system: Premium low-drop intercooler, high-quality silicone boots, T-bolt clamps, clean exhaust path.
Fuel & cooling: Verified lift-pump pressure under load; upgraded trans cooling strategy; ensure radiator/stack is clean.
Tune: Sustained-load EGT management, realistic rail targets, smooth boost ramp (no surge).
Optional: If leaving VGT, consider an exhaust brake solution to regain downhill control.
Result: “Set it and forget it” climbs at your target speed with temps that stop creeping.
A great turbo won’t carry a weak supporting cast up Parley’s in July. Pair it with:
Intercooler: Choose low pressure drop and proven heat rejection over marketing hype. This is your EGT relief valve on long pulls.
Charge tract integrity: Boost leaks are EGT accelerant. Use T-bolt clamps and quality silicone boots; smoke-test annually (or before trips).
Transmission cooling: Towing heat kills transmissions. Ensure cooler health, fluid quality, and that fan/clutch strategies are working.
Brakes & engine braking: On VGT trucks, confirm engine-brake mapping. Use pad/rotor compounds that handle heat; set your trailer brake controller before heading downhill.
Run this quick list a week before your trip (or book our Tow-Ready Check):
Air system:
☐ Smoke/boost test charge tract
☐ Inspect/replace aged clamps & boots
☐ Confirm intercooler isn’t oil-soaked or damaged
Fuel system:
☐ Replace fuel filters on schedule
☐ Verify lift-pump pressure at idle and a brief load pull
☐ Drain water separator (if applicable)
Turbo control:
☐ VGT actuator functional; engine-brake map verified
☐ Wastegate base spring/duty cycle checked (if fixed-geometry)
Cooling & brakes:
☐ Coolant/trans fluid health; no debris blocking the stack
☐ Pads/rotors measured; no pulsation; trailer brake gain set
☐ Tire pressures (truck + trailer), torque on lugs/hitch hardware
Monitoring:
☐ Boost + EGT gauges working
☐ Optional: fuel supply pressure & trans temp displays
Print that, throw it in the glove box, and you’re ahead of 90% of roadside issues we see every summer.
Bring your rig and your trailer details. In a same-week consult, we’ll:
Interview your use case: Trailer weight, typical routes (Parley’s, Weber, US-6), target cruising speed, reliance on engine braking.
Health check: Smoke/boost test, actuator/wastegate function, filter status, lift-pump pressure.
Short road logs: Quick pull to capture boost/EGT (and EMP if equipped).
Recommendation: Stay with/upgrade VGT for control, or move to a wastegated unit for sustained-load cooling—paired with the right intercooler and tune.
Verification plan: Post-install drive to confirm earlier spool, stable temps, and calm shifts.
Book a Tow-Focused Turbo Consult
Get a data-backed plan for Utah grades—then feel the difference on your next trip. Financing available.
(Place a small Wasatch Front map/embed near this section with your shop pin and common canyon routes.)
Does elevation change my turbo choice?
Yes—thin air punishes marginal airflow. If you tow canyons often and value downhill control, a VGT (or high-efficiency VGT upgrade) is usually the safer, friendlier choice. For heavy, sustained interstate pulls in hot weather, a properly sized wastegated unit can run cooler under load—just know you’ll rely more on gearing and trailer brakes on descents.
What’s the safest EGT range when pulling long grades?
It depends on the truck and sensors, but the point isn’t a magic number—it’s trend and recovery. Short spikes happen; what you want is an EGT that stabilizes and comes down when you ease throttle. If temps keep creeping up at a steady speed, you need more airflow, less fueling, better charge cooling—or all three.
Can I keep the stock turbo and still tow heavy?
Often, yes—with the right supporting pieces. A healthy stock VGT, low-drop intercooler, sealed charge tract, and tow-minded tune can handle impressive loads. When logs show chronic high EGT/EMP at your target speed, it’s time for a tow-optimized VGT or a wastegated solution.
Tell us your trailer, route, and goals. We’ll spec the turbo, intercooler, and tune that keep EGTs calm and control high—for Utah, not just the dyno sheet.
