Ford confirms (again) EcoBoost engine for F-150 lineup
2009 Ford F-150 - Click above for high-res image gallery
The biggest bit of truck news from Ford today may have been the introduction of the latest Super Duty models, but the automaker didn't leave its smaller full-size pickup out of the festivities entirely. Buried down at the bottom of the press release (after the break) is a paragraph on the long-expected EcoBoost engine for the F-150.
No real details are given on the new turbocharged, direct injection mill, but we're expecting to see a 3.5-liter V6 engine similar to the one used in Ford's front-wheel drive models, but modified to accommodate a rear-wheel drive layout. Ford says its EcoBoost technology has been optimized for truck applications, meaning there should be tons of torque with a peak that starts at the lower end of the rpm scale and continues on through the midrange.
Ford also announced that its EcoBoost engine will boast a 20-percent improvement in fuel economy with a corresponding reduction in carbon emissions as compared to a similarly powerful naturally aspirated engine.
Gallery: 2009 Ford F-150
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PRESS RELEASE
FAR-RANGING FORD F-SERIES POWERTRAIN LEADERSHIP ENABLES POWER, CAPABILITY, FUEL ECONOMY
- Next-generation F-Series Super Duty features new Ford-designed, Ford-engineered and Ford-built 6.7-liter Power Stroke® V-8 turbocharged diesel and 6.2-liter V-8 gasoline engines that deliver significantly improved torque and horsepower as well as class-leading fuel economy, enabling best-in-class towing and payload
- Diesel and gas engines have flexible fueling options – diesel engine can accommodate up to B20 and gas engine can run on E85
- The new 6R140 heavy-duty TorqShift® six-speed automatic transmission specifically is designed to handle the increased torque produced by the new diesel engine and the higher rpm of the new gasoline engine with full SelectShift™ capability; new transmission also is available with segment-exclusive Live Drive Power Take Off (PTO) for diesels
- An EcoBoost™ engine specially engineered and optimized for truck applications joins the lineup for the award-winning Ford F-150 in late 2010
DALLAS, Sept. 24, 2009 – Leadership demands continuous improvement. When it comes to Ford F-Series powertrains, continuous improvement has been a constant across several dimensions. Fuel economy. Torque. Horsepower. Durability. Reliability. Flexible fueling options.
All those attributes are available and apparent across all F-Series truck lines, ready for customers to do their jobs with the best combination of capability and fuel economy. The next-generation Super Duty, available in 2010, features all-new diesel and gasoline engines and a new TorqShift® six-speed automatic transmission, enabling best-in-class towing and payload.
"All of our customers, especially our truck customers, demand solutions – not compromises," said Barb Samardzich, Ford vice president, Global Powertrain Engineering. "They're unwilling to sacrifice fuel economy for capability or trade off durability for flexible fueling. Our lineup of truck powertrains will provide the power, fuel economy and flexibility they need."
Built Ford Tough testing for durability
The new engines and transmission are proved out by Ford's intensive development and testing protocol. First, extensive CAD (computer-aided design) and CAE (computer-aided engineering) work is completed to identify any potential challenges before hardware is created, which not only is time efficient, it also helps ensure quality at the outset.
In keeping with F-Series Built Ford Tough heritage, components are tested in the laboratory with a regimen designed to exceed what even the harshest user might dish out. Engines and transmissions literally run continuously for several hundred hours. Finally, a battery of in-vehicle, real-world tests validates the work done in laboratories.
The next-generation Super Duty arrives with two all-new technologically advanced engines: the 6.7-liter Power Stroke V-8 turbocharged diesel and the 6.2-liter gasoline V-8. The Ford-engineered diesel engine utilizes inboard exhaust architecture, an automotive-industry first for a modern production diesel engine. The exhaust manifolds reside in the valley of the engine instead of outboard, while the intake is outboard of the engine. The cylinder heads essentially are flipped around in comparison with previous V-8 engine architecture.
This unique layout combines the best of proven technology with new, patented approaches backed by an extensive testing regimen to assure customer satisfaction. The 6.7-liter Power Stroke V-8 turbocharged diesel engine will deliver significant improvement in torque and horsepower as well as class-leading fuel economy, further strengthening Super Duty's best-in-class towing and payload capabilities.
Key features of the new 6.7-liter Power Stroke V-8 turbocharged diesel engine
- Compacted graphite iron engine block
- Aluminum cylinder heads
- Turbocharger with dual-sided compressor wheel that works in a single housing uniquely center-mounted on the engine block
- Unique inboard exhaust and outboard intake architecture
- High-pressure fuel system – new Bosch 29,000-psi common-rail fuel-injection system
- Biodiesel compatible up to B20
Key features of the new 6.2-liter V-8 gasoline engine
- Increased torque, horsepower and fuel economy
- Cast-iron engine block and four-bolt main bearing caps, with cross bolts, for durability
- Aluminum cylinder heads, with two valves per cylinder, and two spark plugs per cylinder
- Cast-iron crankshaft, with dual-mode damper
- Forged steel connecting rods
- Cast-aluminum pistons, with cooling jets
- Single overhead camshaft with variable valve timing and roller-rocker shaft valvetrain
- Magnesium cam covers for lighter weight
- Stamped-steel oil pan
- Composite intake manifold
- Stainless steel fuel rail; port fuel injected; mechanical returnless fuel system
- 9.8:1 compression ratio
- E85/flex fuel capable
New transmission harnesses the increased power
Ford's new 6R140 heavy-duty TorqShift™ six-speed transmission was developed specifically to manage the increased torque produced by the new Power Stroke diesel engine. Its components are largely shared with the gasoline engine as well, helping improve the overall efficiency of that powerplant. By design, the new 6R140 transmission seamlessly delivers the enormous low-rpm torque produced by the new diesel engine and efficiently manages the higher rpm of the new gasoline engine.
The 6R140 six-speed automatic transmission balances customer desire for convenience during routine operation while also allowing for complete manual control. Ford's SelectShift Automatic™ transmission functionality features two benefits of particular use to Super Duty customers.
One is Progressive Range Select. With this feature, a toggle on the shift lever allows the customer to reduce the range of available gears while in Drive. When the customer "taps" down into Range Select mode, the display shows the available gears and highlights the current gear state. This feature will allow the customer to limit use of upper gears when heavily loaded or while towing on grades.
For full manual function, customers also can pull the shift lever into "M" for manual mode and use the same toggle switch to select the gear desired. The display will show the selected gear and the control system will lock the torque converter and hold that gear for a full manual transmission feel.
Finally, segment-exclusive Live Drive Power Take Off (PTO) is enabled by the new transmission. On 2011 Super Duty diesels with the PTO prep option, the PTO output gear is linked through the torque converter to the engine crankshaft and is available any time the engine is running. This allows the transmission to power auxiliary equipment to run devices such as snowplows, aerial lifts, tow truck lifts, cement mixers or dump trucks with maximum flexibility. Pioneered on agricultural applications, the Live Drive feature is particularly useful when mobile PTO function is required during start-stop operations, such as salt spreading, snow plowing or cement pouring.
EcoBoost for truck applications joins F-150 lineup
Joining the lineup for the F-150 in 2010 is a version of Ford's EcoBoost engine, specially engineered and optimized for truck applications.
This new engine builds off the strengths of the EcoBoost system, which include:
- Peak torque that begins at a low engine speed and continues across a wide rpm band, making it ideally suited for trailer towing and other truck applications.
- Direct fuel injection, which uses high-pressure fuel injectors to spray a fine mist of fuel directly into each cylinder. This precisely controlled fuel delivery improves the engine's transient response, contributes to improved fuel economy and enables improved emissions, particularly at cold start.
- Turbocharging for increased boost and power; precise controls mean instant spool up.
- 20 percent better fuel economy and reduced CO2 emissions compared to a larger naturally aspirated engine.
Expecting more and delivering more
Leadership is expected of F-Series, which has been the best-selling truck in the U.S. for 32 straight years. Historically, best-in-class towing and payload capability and legendary Built Ford Tough durability have driven F-Series customer loyalty. The new 6.7-liter Power Stroke diesel and 6.2-liter V-8 gasoline engines with significantly improved torque and horsepower as well as enhanced productivity with class-leading fuel economy give Ford customers even more reasons to stay loyal in the years ahead.
"Customer loyalty and leadership are earned only by delivering a superior product," Samardzich said. "Our customers want – and deserve – continuous improvement in: torque, horsepower, fuel economy, capability, reliability and all the comforts, conveniences and technologies available."
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Reader Comments (Page 1 of 2)
Thomas 6:06PM (9/24/2009)
"late 2010"
How late, I wonder. Summer? If it's September of 2010, that's almost 2011.
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Allen 6:14PM (9/24/2009)
20% improvement?
5.4L gets 14/18 in a 4X4, so if this is 20% better it should get 17/22
5.4L gets 14/20 in a 2X4, so this should get 17/24
While I imagine it does do better than a 5.4L, I doubt it will achieve those numbers. I'd bet on closer to a 10% gain.
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The Other Bob 7:40PM (9/24/2009)
The 4.6 3V get 15/21 with fwd, so a 20% increase would bring it up to 18/25.2.
I doubt it will go that high though.
Allen 6:18PM (9/24/2009)
I forgot to add:
Power wise, the EB should help the F150. Assuming it makes the same 355hp and 350lb-ft as the Flex, 0-60 should drop from about 8 seconds for a 5.4L to the low 7s with the EcoBoost. Being that the EB also makes it's torque peak at a very low RPM, towing and hauling should be much improved. The only wild card is long term durability. The Duratec engine family has proven very reliable over the years, but this engine should be significantly more stressed than any other Duratec application. I guess only time will tell.
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Gloria 6:26PM (9/24/2009)
The durability testing, on the Ecoboost, was pretty extreme. Lookup some of the info on it.......... it makes a good read.
You know, things like running 24/7 at peak power............... for 15 days straight. Start-up, floored for a few minutes, immediately shut off. Do this for thousands of times, in a row, to test the durability of the turbo cooling. (if you know anything about turbo engines, this would kill most turbos) Etc.
I don't think that Ford will risk their reliability/dependability ratings............. for one engine.
Tang 6:19PM (9/24/2009)
Can you say turbo F-150?
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220v 6:31PM (9/24/2009)
Good job, blue oval. Now the bowtie needs to finally kick the 4.3L V6 to the curb and get a modern mill into the Silverado and Sierra. Turbo Inline 6 anyone? Hell, even the ecoboost 4cyl could make as much torque as the current mill.
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montoym 6:58PM (9/24/2009)
I always thought that the 4.2L I-6 in the Trailblazer would make a nice SIlverado 6cyl option. It makes nearly as much power as the V-8's and about 100hp more than the 4.3 V6. I've always wondered why they never did that. My best guess is that the 4.3L is more of a truck engine with its power down low while the I-6 has its torque and HP peaks much higher in the rev range.
That engine has been shown turbocharged as well. If they could adapt DI to it and strap a turbo or two to it, they'd compete with Ford directly on the EcoBoost front.
In N/A trim, the 4.3L achieves about the same mpg's in the Silverado as the 4.2 I-6 in the T-Blazer. But, you get 100hp more. Plus, both are still placed in front of an anitquated 4spd gearbox. Just fitting one of the modern 6spd transmissions to the engine would pick up a couple of mpg's right there.
StickShift 7:17PM (9/24/2009)
IIRC, the 4.2L I6 was kept out of the latest GM trucks because of packaging issues and a desire get max crash ratings. Squeezing the I6 into the engine bay would have been a lot of work; getting it to STAY there in a crash would have been even harder. I think GM didn't want to go through all that work just for the 'cheap' motor.
The 4.3L is essentially a fleet-only model anyway - I can't find it on the Chevrolet website as an option. Oh, there it is - only on the Work Truck w/ long bed. I think everyone just steps up the power and similar fuel economy the 4.8L V8 offers.
MikeW 10:27PM (9/24/2009)
GM could have put the 4.4 I6 (use the larger pistons of the I4 & I5), add variable intake valve timing. 300hp 300ft-lbs
and don't forget the 6L50, perfect 'entry level' like five years ago.
Well at least the 4.8 isn't crap anymore, thanks to VCT, and is cheaper than the I6
Joey Mazz 2:40AM (9/25/2009)
The Chevy 4.3 v6 may be extremely obsolete but it is a strong, reliable and inexpensive engine. I had a 95 s10 that I drove up to about 145k before I sold it... still miss that truck. I do agree however that gm needs a more modern, more competetive engine if they plan on selling any trucks in this market. The 3.6 DI engine in the camaro might be an option.
Farmboy 6:33PM (9/24/2009)
This is awesome. Will it be re-tuned for better numbers on the F-150 or will it still be 365 HP? The aftermarket will be all over this.
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Allen 6:55PM (9/24/2009)
Wait until they put it in a Mustang, then the aftermarket will really be all over it.
MikeW 10:09PM (9/24/2009)
Still be at 365hp?
The one exception is 365hp, the SHO
It is 355hp, on premium, in the other applications.
220v 6:34PM (9/24/2009)
Sorry, I meant GM Ecotec 4cyl turbo. But the 4cyl ecoboost is coming...
http://www.autoblog.com/2009/07/21/ford-officially-confirms-four-cylinder-ecoboost/
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alexacoon 6:34PM (9/24/2009)
Now if they put this in a Ranger I would be very interested, I had a 1990 with a 4.0 V6 and it was very nice, this would be a great improvement and ought to do even better on gas. If the old 4.0 did 27mpg on the highway I wouldn't doubt this would do close to 35 as you certainly wouldn't have to put the foot down very hard to make it move with so much more torque in a much lighter truck.
I might be just as happy with the ecoboost 4 with a lighter 2wd standard cab, might it near 40mpg with a manual?
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montoym 7:13PM (9/24/2009)
Based on the mpg's of other DI+Turbo engines around currently, don't get your hopes up.
You might, might possibly hit 30mpg in a Ranger with a 4cyl EcoBoost, mainly due to the inferior aerodynamics of a truck.
Audi has the 2.0T in the A4 and and A3 and both achieve around 30mpg hwy. Those are both significantly more aerodynamic than a Ranger would be as well.
The Pontiac Solstice also has a DI+Turbo 2L 4cyl(with similar power to what the Ford EcoBoost 4cyl is expected to have).
That car achieves under 30mpg as well. Granted, with a more modern 6spd transmission, you might squeeze out a few more mpg's.
Nonetheless, I don't know what kool-aid you're swilling, but you're not going to get anywhere close to 40mpg in a Ranger even with a 4cyl EcoBoost. You want closer to 40mpg, drop in a small turbodiesel. You'll still get the torque too.
As far as your '90 4.0 V6, the EPA figures for that truck show 21mpg hwy. How you managed to get almost 30% better mileage (while driving essentially a box) is anyone's guess.
merlot066 8:42PM (9/24/2009)
It isn't really Kool-Aid. The current Ranger with the ancient 2.3L and the old 5-speed gets 27 highway, the 2.5 could easily get 30-32, and if they wanted to do something crazy like make an SFE EcoBoost package with low resistance tires and everything they could probably squeeze around 40 MPG out of it.
matthew 10:34AM (9/25/2009)
The 2.3 in the Ranger isn't ancient. The old Lima engine hasn't been in the Ranger since 2001. It was 2.5l at that time.
The current Ranger engine is the 2.3l Duratec.
Jesse Thoresen 7:30PM (9/24/2009)
Good news but I'd rather have the 4.4L V8 Diesel Engine.
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