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GM bests Ford's EcoBoost V6 fuel efficiency without complex, expensive turbochargers

Ford has spent a great deal of time and money developing and marketing its EcoBoost family. The company makes a wide variety of EcoBoost engines (which is basically a fancy name for turbocharging plus direct injection) ranging from a 1.0-liter three-cylinder to a 3.5-liter V6.
Ford's efforts have paid off, as sales of the naturally aspirated V6- and EcoBoost V6-equipped F-150s have outpaced those of the V8 models. And all along the way, Ford has thumbed its nose at the Chevrolet Silverado/GMC Sierra, stating how its EcoBoost V6 gets V8 performance and V6 fuel economy.
GM, however, is hitting back today with the announcement that its new 5.3-liter EcoTec3 V8 engines manages to produce 355 horsepower and 383 lb-ft of torque. While the horsepower number compares favorably with the EcoBoost V6 in the F-150, it's down quite a bit in torque. GM says that in 4x2 trim, the EcoTec3 will be good for 23 mpg highway; checking off the 4x4 option box will result in 22 mpg on the highway.

2014 Chevrolet Silverado
Both of these numbers are 1 mpg better than the EcoBoost F-150. In fact, it matches the fuel economy of Ford’s naturally aspirated, 3.7-liter V6.
“Silverado’s available 5.3-liter EcoTec3 V8 gives customers the best of both worlds,” bragged Jeff Luke, executive chief engineer for the Silverado. “Customers get the proven power and dependability of a V-8 truck engine, with better fuel economy than a leading competitor’s smaller turbocharged V-6.”

5.3-liter EcoTec3 V8 engine
GM's decision to go the "tried and true" route may pay off in the end. Recent reports have suggested that while many manufacturers seem to ace the EPA's tests with turbocharged gasoline engines, most consumers aren't able to match the sticker numbers in the real world.

The Ford Atlas Concept previews the nexxt generation F-150
GM’s fun in the mpg sun, however, likely won’t last long. Ford is reportedly looking to trim up to 700 pounds from the next generation F-150, which will go a long way towards improving fuel efficiency. Ford showcased the use of active aero technology on its Atlas truck concept (which no doubt is a precursor to the next generation F-150), which boost highway fuel efficiency by 2 mpg.

Sources: General Motors [1], [2]

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RE: GM.... bleh.
By robertgu on 4/2/2013 5:54:43 PM , Rating: 3
Wow, this post is so full of misinformation it is almost stunning. Please stop spread FUD on a subject you clearly know nothing about.

For one gas engines run lower exhaust temps than diesels. You can find tons of resources on this but I link just one simple one:

Additionally, Gas engine turbo typically do NOT experience higher lbs of boost compared to diesels. A typical gas turbo application has max lbs of boost numbers ranging from 5lb to 15lb due to denotation potential with pump gas. Compare that to diesel engines experiencing 25 to 32 max lbs of boost as typical applications.

As for RPM ranges, how is my diesel truck’s RPM range from 0 to 6k RPM red line, and I easily can get close to red line when I need to punch it to pass on hills (same use scenario as gassers).

The main reason why diesel turbo historically were more reliable than gas turbos isn’t because it was diesel over gas, both industries had similar turbo technology, the main reason is because of user use case. Back when turbos were more “delicate” diesel operators knew they had to take “care” of the turbo. You can’t go WOT then park the rig and shutdown the engine as it would greatly harm the turbo, you had to do cool downs first. Similarly you can’t start up a rig and go balls out as it would cause premature failure on the turbo and engine. Meanwhile the typical gas users did not educate themselves in these and other things you need to know if you own a turbo vehicle and thus the Urban Legend that gas turbo are terrible quality while diesel turbos are great was born. Today, as mentioned by another person on this thread, the turbos of today are built with new technology designed to deal with people that do not properly do cool downs, warm ups, frequent oil changes, etc.

RE: GM.... bleh.
By Manch on 4/3/2013 10:12:10 AM , Rating: 1
oi...Because the burned gases are expanded further in a diesel engine cylinder, the exhaust gas is cooler, meaning turbochargers require less cooling, and can be more reliable, than with spark-ignition engines.

I pull that straight from wiki.

You're confusing inches of manifold pressure with PSI, but this is a common misconception.

That's great if your truck revs to 6k. Typical diesels do not have a high rpm range and that is why the turbos do not have to spin as fast as one for a gas engine. As your rpms go up, the amount of air required to keep the combustion chamber "under boost" climbs as well. An engine at 7000rpm needs double that of one at 3500. A typical diesel with a narrow rpm range means the turbo will operate in a very narrow range as well.

I never said gas turbos are horrible or of low quality, but they are subject to higher rpms, higher temps, surging/back pressure, and all of that affects there reliability.

Instead of arguing with me using e-how, and urban legends, you may want to stop skipping your science classes, pick up a good tech manual, or maybe enroll in a vocational school if you're so inclined.

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