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3.5-liter EcoBoost V6
V8 what? EcoBoost V6 is probably going to be a hot seller for the F-150

When we brought you news of Ford's overhauled F-150 powertrain lineup for 2011, most people were quite happy with the changes made. However, there were some that were skeptical about the possible power ratings for the optional EcoBoost V6 engine.

Some simply weren't buying into the idea that the 3.5-liter EcoBoost V6 -- a twin-turbocharged engine that sees duty in the Ford Taurus SHO and Ford Flex -- could possibly produce even more power in a truck platform that would undergo much more stress.

Today, however, Ford is giving the naysayers a healthy dish of crow to eat with the final power/torque figures for the EcoBoost V6 engine option in the 2011 Ford F-150. The engine will generate 365 hp at 5,000 rpm and an outrageous 420 lb-ft of torque at 2,500 rpm. Even more impressive is that 90 percent of peak torque will be available from 1,700 rpm to 5,000 rpm. Towing capacity with the new engine matches that of the larger 6.2-liter V8 engine option -- 11,300 pounds. Better still, all of this is achieved using regular unleaded fuel.

For comparison, the EcoBoost V6 generates 365 hp at 5,500 rpm and 350 lb-ft at 1,500 rpm in the Taurus SHO.

The new EcoBoost will be a more expensive engine option than the 5.0-liter V8 which generates 360 hp and 380 lb-ft of torque.

“Truck customers should think of the EcoBoost truck engine as a gas-powered engine with diesel-type capability and characteristics,” said Jim Mazuchowski, Ford's V6 engines program manager. “The twin turbochargers and direct injection give it the broad, flat torque curve that makes towing with a diesel so effortless – and hard acceleration so much fun.”

“Customers have embraced the EcoBoost solution of delivering the power they desire with the fuel economy they demand in a no-compromise package,” added Derrick Kuzak, group vice president, Global Product Development. “From the start, we have pledged that this solution applies to any engine and any customer. The EcoBoost truck engine for the 2011 F-150 will deliver those attributes and has been specially tuned and tested to deliver the best-in-class towing and capability our truck customers demand.”

The EcoBoost V6 engine option will be available for the F-150 in early 2011. Although Ford didn't give any specific fuel economy numbers for the engine, it will more than likely be more fuel efficient than the less powerful 5.0-liter V8.



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RE: I'm patient
By Brandon Hill (blog) on 9/21/2010 12:23:27 PM , Rating: 3
HD diesel pickups use DI and turbos; they can't be THAT bad...


RE: I'm patient
By Pneumothorax on 9/21/2010 2:16:26 PM , Rating: 2
That's the problem. The diesel engine block itself is stout and will outlast the chassis. It's the supporting "cast", the turbos and di components that run into trouble. I'm very pro-diesel (have a 335d myself), but I'm also aware that maintenance on them isn't going to be cheaper vs. a naturally aspirated motor. For many super-duty diesel truck owners, the money they saved on mileage is eaten up by the higher maintenance costs, but a diesel truck engine is superior by it's virtue of much greater torque vs. the equivalent sized gasser. I'd also like to see endurance tests like going up a steep grade, towing max capacity, and at 105F for this ecoboost v6 vs. the new 5 liter V8. I'd also wager the fuel economy isn't going to be much different in those conditions.


RE: I'm patient
By Spuke on 9/21/2010 2:46:59 PM , Rating: 2
quote:
but I'm also aware that maintenance on them isn't going to be cheaper vs. a naturally aspirated motor
Depends on the car. My DI turbo 4 cyl has only oil, oil filter and air filter changes until 100K. Lowest maintenance car I've EVER owned. Looking at the Taurus SHO's maintenance schedule, looks exactly the same as my car. Can't imagine much more maintenance on the F150.


RE: I'm patient
By Pneumothorax on 9/21/2010 4:14:39 PM , Rating: 2
I'm not talking about cheap oil changes and basic maintenance. I'm talking about the inevitable turbo failures and etc. that are part of a forced induction engine. For the majority of the fickle car buying public it won't be an issue as most will dump the car/truck long before six figure mileage. For the people who actually use their truck to work/haul stuff, 100,000 miles isn't a lot and long-term costs become a bigger factor.


RE: I'm patient
By sprockkets on 9/21/2010 6:17:39 PM , Rating: 2
It's probably why they are still offering the 5.0/6.2 V8.

I think time will tell if you are right, and while past evidence is on your side, Ford isn't someone who does crap like that with their trucks and doesn't bother testing them.

Now I want the V6 in a new company van for my work. The current V6 4 speed trany is a wimp.


RE: I'm patient
By Spuke on 9/21/2010 6:45:36 PM , Rating: 2
quote:
I'm talking about the inevitable turbo failures and etc. that are part of a forced induction engine.
HD trucks use turbo's and have no premature failures, why would the F150 be the same? This isn't 1986 dude, turbos' nowadays are better designed and use better materials, not to mention, todays turbo's are water/oil cooled. This isn't your grandmas POS GM turbo car.


RE: I'm patient
By Spuke on 9/21/2010 6:48:28 PM , Rating: 2
Check out Mozee's post below on FOrd's durability testing. There's no way in hell Ford is going to put a POS engine in a vehicle that sells 50k units a month. No way.


RE: I'm patient
By iFX on 9/21/2010 7:37:27 PM , Rating: 2
I'm not sure you understand the difference (no offense intended). A diesel engine is comparatively overbuilt if you only intended to run it at gas engine compression levels. The difference is, a diesel engine might run a 40:1 compression ratio - if you ran that on a gas engine it wouldn't last a minute. Gas engines are typically designed for compression levels of 10:1 or less. Everything on a diesel engine is made to withstand much higher operating tolerances, gas engines just aren't, even "beefed" up gas engines with turbos.


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