New Ford F-150 with EcoBoost 3.5L V6 Engine Myth vs. Reality
Reality: The F-150 is a rear wheel drive application, it is specifically engineered for the F-150 truck, the engine shares the basic archtecture as the v6 in the SHO and Flex but has specific differences-EcoBoost? V6 Engine Myth: Turbocharged engines run very hot. EcoBoost Reality: The all-new EcoBoost turbochargers are protected from the heat with water-cooled center bearings. In the past, "coking" was a problem for many turbos since they couldn't shed heat without the engine running. The water-cooled center bearings with convection cooling (or siphoning) keep the EcoBoost engine coolant circulating after the engine is shut down helping to cool the turbos.
Myth: The EcoBoost 3.5L V6 is a car engine. EcoBoost Reality: Customers might think the F-150 EcoBoost 3.5L V6 engine is the same engine as the Taurus SHO and Flex since it shares the same displacement and the EcoBoost name. Truth is, they share basic architecture, but the EcoBoost engine under the hood of F-150 is the first rear-wheel drive application and is specifically engineered and tested to be Built Ford Tough® Key Ford F-150 Truck-specific Features include an optimized intake and exhaust camshaft designs for a balance of optimum horsepower, torque and fuel efficiency as well as specific tuning of the Ti-VCT (Twin independent Variable Cam Timing). The specific cylinder heads with intake port "turbulence shelf" of the 3.5L V6 EcoBoost Engine on the all new Ford F150 also boasts a cCast exhaust manifolds for heavy-duty operation and durability. Maximizing the cooling system to effectively manage engine heat also adds to the new Ford engine efficiency and effectiveness. The polymer-coating on the lower main bearing ensures durability. The F-150-specific turbochargers with water-cooled center bearings cap off the new Ford engine that was built by Ford by the ground up.
Diesel Engine Technologies have also gone thru and complete overhaul as well. The new Ford engine offers turbocharging with intercooler and direct injection fuel delivery while the steel piston upper ring carriers help maximize piston durability. Accompaned with the integrated engine oil cooler is definately a truck engine.
You may have also heard people say that they can't believe that the EcoBoost 3.5L V6 engine isn't powerful enough for a full-size pickup. Again the EcoBoost Reality: The all-new EcoBoost 3.5L V6 has more torque than any competitive engine and 50 more horsepower than the GM 5.3L V8 engine. Yes, you read that correctly: more power than competitive V8 engines. And we're talking a diesel engine-like broad, flat torque curve. Worth noting: EcoBoost power figures are based on regular unleaded gasoline. Extra-cost premium fuel is NOT required for EcoBoost to deliver the power.
Myth: Serious towing and hauling isn't something the EcoBoost 3.5L V6 engine can do. EcoBoost Reality: A 2011 F-150 properly equipped with the all-new EcoBoost 3.5L V6 can tow a best-in-class(2) 11,300 lbs. That's what having 90 percent of the 420 lb.-ft. of torque on tap between 1700 and 5000 rpm does for towing and hauling capability. No competitor - even with a V8 - matches the towing capability of EcoBoost.
Myth: The EcoBoost 3.5L V6 engine isn't durable enough for serious full-size truck use. EcoBoost Reality: The all-new EcoBoost 3.5L V6 engine passed all of the higher stress level testing and torture testing required of any engine with the Built Ford Tough badge. Ford powertrain engineers set the testing baseline at the harshest-level use of an F-150 customer - then pushed EcoBoost well beyond those levels. EcoBoost Testing Highlights include more than 1.5 million total hours of computer analytical time, more than 13,000 total hours of laboratory dynamometer testing, dynamometer tests help ensure 150,000-mile durability, including: more than 5000 hours at full load (full-boost) conditions as well as more than 2500 hours of testing at or above 5000 engine rpm and 1,000-hour tests to ensure dependability for even the toughest truck customer - that's almost 42 days of continuous operation. The extreme thermal cycling replicates conditions from the Arctic Circle to Death Valley to simulate 10 years of use in the harshest environments. More than 100,000 hours of in-vehicle testing that replicates extensive real-world customer
Take a look inside a Tortured EcoBoost V-6
Myth: The EcoBoost 3.5L V-6 is not powerful enough for a full-size pickup.
Ford has been pushing its revolutionary V-6 to the extremes to prove to truck buyers that its twin-turbo gasoline direct-injection 3.5-liter EcoBoost mill is every bit the equal of a conventional V-8.
The same engine also endured the equivalent of 150,000 harsh-user miles on the dynamometer, then was installed into a new 2011 F-150 to work as a log skidder in Oregon, and towed a trailer (loaded to near the F-150's maximum 11,300-pound tow rating at high speed around a NASCAR track for 24 hours.
The Davis Dam test was arranged and managed by Ford using a 2011 Ford F-150 XLT. It was joined by a Chevy Silverado 1500 with a 5.3-liter Vortec V-8 and a Ram 1500 with a 5.7-liter Hemi V-8. Each crew-cab truck towed a 9,000-pound trailer up the grade.
Davis Dam, which has a 5 percent average grade, is one of the toughest grades in the U.S. The Society of Automotive Engineers and a cooperative group of truck manufacturers chose it as the climb site to create standardized tow rating tests for new pickups by 2013.
Ford measured how long it took the trucks to perform in two tests: The first challenge was a zero-to-60 mph test, and the second was time over 3.5 miles of the grade, which is about 12 miles long.
In both tests, run at wide open throttle, Ford's EcoBoost V-6 beat the Chevy and Ram V-8s.
In the zero-to-60 test, the Ford was faster by 12.6 seconds than the Chevy and 11.9 seconds faster than the Ram.
Over 3.5 miles, the F-150 outperformed the Silverado 1500 by 42.9 seconds and 3.2 seconds faster than the Ram 1500.
Results of the fastest run for each truck are shown above
For each test, three runs were made using independent professional drivers. The trucks switched drivers and lanes to reduce the chance for variances during the runs.
Besides the engines, the biggest differences among the similarly configured trucks were the rear axles. The Ram had a work-optimized 3.92 rear axle; the Chevy had a 3.42 rear axle optimized toward fuel economy; and the EcoBoost truck split the difference with a 3.73 rear axle.
"We took care to ensure the constancy, accuracy and integrity of the tests, and to have the results verified independently," said Eric Kuehn, 2011 F-150 chief engineer.
The EcoBoost V-6 will be available in the 2011 Ford F-150 early next year. With up to 90 percent of peak torque available between 1,700 rpm to 5,000 rpm, we're looking forward to putting its diesel-like performance through a rigorous road test as soon as we can.
Myth: Serious towing and hauling isn't something the EcoBoost 3.5L can do.
Reality: Comparison ratings for
Ford F-150 with EcoBoost V-6 - max. trailer wgt. 11,300 max payload 3060
Chevrolet Silverado with 6.2L v8- max. trailer wgt. 10,700 max payload 1980
Ram Hemi with V8 max. trailer wgt 10,450 max payload 1900
Toyota Tundra with 5.7 iForce V8 max. trailer wgt.10,400 max payload 1860