We wanted to know how these new engines perform, so we wrangled together four F-150s with four different attitudes: a 3. This is the utilitarian of the group. Power and torque varied by only a few percent from pull to pull. Making things worse, the two-valve was backed by a four-speed automatic, and fuel economy wasn't good enough. They included a two-valve, 248-horsepower, 294-pound-foot, 4. Febbo tested this further at the track with a G-Tech performance meter, and got a real boost signal.
And in what seems a major contradiction, power has increased as well: Even the base V-6 has more horsepower than the three-valve 4. The best dyno run showed 286 peak horsepower at 5770 rpm, and 287 pound-feet of torque at 4390 rpm. Although it is possible to theoretically calculate crank horsepower numbers from wheel horsepower numbers, we're using the wheel horsepower numbers to measure the trucks against each other and not against factory claims. The runs showed that the turbos don't produce full boost until above 2000 rpm. It went through the quarter mile in 15 seconds flat at 94. Torque is 15 lower, also at a higher rpm. I think it would happily tow a small boat or two jet skis.
The torque peaked at a much higher rpm than predicted, but if you look at the curve at 3000 rpm, the torque there is very close to what Ford's numbers show when factoring in driveline losses. The Coyote-equipped F-150 goes from 0 to 60 in 6. The EcoBoost F-150 was fastest of the test, reaching 60 mph in 6. The traction control would not allow operation with the front wheels stationary. A SuperFlow eddy current dyno was used for testing all trucks. That's slightly slower than the 6. It also achieved less impressive numbers at the dyno.
That was despite its one big downside: an aging lineup of engines, all three of which were V-8s. A couple notes about our test procedures: Unfortunately, we couldn't get all four trucks with exactly the same equipment. For that money, you add only 5 horsepower which peaks at a lower rpm. Many clues pointed to the same conclusion: It was time for new engines. There are two different axle ratios, 3.
We also wanted to find out if the horsepower, torque, and fuel economy data match up with the manufacturer's numbers, and whether it makes sense to get a twin-turbo V-6 instead of a good old American V-8. There is no definitive winner here. Associate editor Mike Febbo made the following observations: All graphs represent the trucks being tested in second gear. The lineup of motors is completed by two V6 engines, a 3. The maximum payload these trucks can carry is rated at 2,080 lbs, while the top towing rating is 11,300 lbs with the correct suite of upgrades. Peak horsepower is about 13 higher than that of the EcoBoost, but at a significantly higher rpm.
It kind of disappears, but in a good way. I love the sounds this thing makes. All trucks began with at least three-quarters of a tank of 87-octane gasoline, the minimum requirement for all engines tested per. It was determined that third-gear pulls would be significantly longer, and heat soak would be higher on the dyno than in real-world conditions with proper airflow. Curb weight varies from a low of 4,685 lbs up to a high of 6,200 lbs. The EcoBoost engine doesn't sound like a V-8, but it certainly pulls like one.
Overall, it seems the EcoBoost has a lot more to offer as a daily driver. . This is a much better workaday hauler than the 4. When we set up this story, the idea was to see whether it makes more sense for buyers to get the twin-turbo V-6 or the 5. Fuel economy has improved across the board, except for the 6. The twin-turbo's power delivery is much smoother than expected, with no noticeable turbo lag, and much quieter.
The true benefit is with torque, where the gain is 40 pound-feet 420 versus the 5. Horsepower is 302 at 6500 rpm, torque 278 at 4000 rpm. Its fuel economy on the road was 13. When this generation of of 's F-150 was introduced for the 2009 model year, it was impressive enough to win Motor Trend's Truck of the Year honors. All four engines in these four trucks show the breadth of the F-150 line: The 3. It got from 0 to 60 in 7. There, it makes 344 pound-feet of torque on this dyno.
I hope Ford makes a performance exhaust for this engine. Its best dyno run showed 232 horsepower at 6120 rpm, and 217 pound-feet of torque at 4240 rpm. You don't have to think about it. But the Harley-Davidson does truly shine: It is a big, raucous V-8 -- the last of the two-valves -- with a nasty grumble at idle and fantastic seat-of-the-pants feel. The 2011 Ford F-150 , falling at the middle of it generation, carries a revolutionary feature under its hood — a quartet of upgraded engines. These four engines are expected to remain the standard array for the F-150 at least through the end of 2015.