Ford 3.5 Econoboost

[jejeosborne]

I have a 2011 screw cab ecoboost with 3:73 gears (max tow package). I get about 16-16.5 in town and 20-21 at 65 mph. I have about 11,000 miles and love the truck. I am getting about 3 mpg better than the dodge Dakota it replaced. Here are the real numbers since I started tracking. Realize I do a lot of towing. Gas was cheaper when I owned the Dakota but the ford is still cheaper per mile to drive.

 

[aczlan]

Turbos built today are not a problem if you can resist the temptation to open'r up on a regular basis. That said, you need good oil in it.

Confused here... Most turbos and engines in general appreciate being opened up and having the carbon cooked out once in a while (the "Italian tuneup").
Good oil is important, I wouldn't run anything but synthetic in any turbo car/light truck engine (I run Mobile 1 5W-30 in my cars) to prevent coking in the turbo.

Aaron Z

 

[tcartwri]

Confused here... Most turbos and engines in general appreciate being opened up and having the carbon cooked out once in a while (the "Italian tuneup").
Good oil is important, I wouldn't run anything but synthetic in any turbo car/light truck engine (I run Mobile 1 5W-30 in my cars) to prevent coking in the turbo.

Aaron Z

You're still living in the days of the carburetor. There is no need to 'cook' an engine these days. Hasn't been for 20 years.

 

[jcmseven]

My father bought an Ecoboost 150 of late. It is a nice truck and in my opinion a real upgrade for Ford v. previous models. I believe his has the 3.55:1 limited slip (electronic) rear differential. He does mostly highway type driving and gets around 19-20 unloaded and does not pull much. When I pull with his truck, I have gotten for a small load (Gator plus blade on 6x14 trailer, tandem) about 3500-4000 pounds total around 13 mpg. My dad also has owned a 5.0L which was essentially identical and has become the "company truck." It did not get quite the fuel economy on the highway but very similar towing with I believe a 3.73 ring gear. The difference with a similar load was less than 1 mpg between the two. Both trucks ran well; I could tell little performance difference in how than ran unloaded but dad preferred the Ecoboost and that is the one he chose for his primary wheels--with the other going to the company. It is clear though that the Ecoboost, though a strong gasoline engine, is not a diesel. It comes up roughly 300 lb. feet shy of diesel torque output on the new engine choices and does so at a slightly higher RPM (500-800). It seems to be fuel efficient but seems to have a substantial drop in economy when pulling heavy or working hard. Those things said, I am impressed with the Ecoboost and if I were buying a 1/2 ton truck right now, it would be an Ecoboost/3.73 combination. I think the engine and components are well made and heavier than in their other gasoline engines to handle the increased pressures and temps associated with a turbo system. I do think this also goes to show that there is still a place for diesels in pulling discussions, regardless of how expensive the diesel cost may be.

John M

 

[TheGoose]

I have a Screw 4x4 with the 3.55. I'm getting about 20 mpg at 65 mph. Drops off pretty fast after that. Avg. is about 17 in city/hwy.

The engine has very good power and is really quiet, even through a hard acceleration. Pulls my 22' bay boat no problem. I really like the way the engine feels, almost like a small diesel.

Overall I like the truck, but I was hoping it would get slightly better mileage overall, somewhere around 18-19. It does get pretty terrible mileage in the city, as do all trucks. If I had to buy one again I would try for the 3:73 gears but when shopping for mine I had to settle for the 3:55's as I wanted one with a real 6.5' truck bed and not the toy 5' bed. I also moved over from a Chevy 5.3L. The 5.3L has many detractors on here but for me was a very solid engine. Time will tell if the EB turns out that way.

 

[Soundguy]

are they putting this in the 350/450 trucks? or is this a 150 only job?

 

[greasemonkeyok]

Coking in the turbo was a problem with early VW diesels, but it seems (I have no empirical data to back it up) that is no longer a major problem. I attribute the decline in turbo problems to the quality of the synthetic oils most operators use in turbo diesels these days.

 

[aczlan]

Coking in the turbo was a problem with early VW diesels, but it seems (I have no empirical data to back it up) that is no longer a major problem. I attribute the decline in turbo problems to the quality of the synthetic oils most operators use in turbo diesels these days.

From what I have read, it is a combination of synthetic oil and ULSD or Bio-ULSD mix. Less sulfur means less carbon and the 5% bio that most diesel has cleans things up better.

Aaron Z

 

[jejeosborne]

Coking in the turbo was a problem with early VW diesels, but it seems (I have no empirical data to back it up) that is no longer a major problem. I attribute the decline in turbo problems to the quality of the synthetic oils most operators use in turbo diesels these days.

Coking on the ecoboost is also not a problem due to the water cooled bearings. Water flow continues through syphon action even after shutdown so no need to idle like turbos of the past. The oil ford recommends is a semi-synthetic. When my free maintenance contract expires, I will run full synthetic though.

 

[WilliamBos]

are they putting this in the 350/450 trucks? or is this a 150 only job?

So far, only the F150, but who knows what they have planned.

 

[MossflowerWoods]

I have a 2011 Ford Flex Crossover with the EcoBoost V6. I have well over 33,000 miles on it and it has averaged 19mpg in mixed city, rural back road, hwy driving. I picked it up July 5th 2011 with 100 miles on the odometer.

I've only towed once so far, a flatbed with 50 square bales, in the snow. and it puled at least as easy as my 2wd F-150 with 5.4 Triton.

I also have 3 speeding tickets in the first 8 months of driving it.

I bought the 100,000 mile warranty & prepaid scheduled maintenance, all at 0% with nothing down.

I LOVE that vehicle.
David

 

[Soundguy]

the turbo coking stuff got me to thinking.

I know the turbo inmy old 84 pontiac had a coked bearing problem one time..

now that makes me wonder.. what did ford ( navistar? ) put on them 7.3's vs the 6.0 turbo's

are they oil only or water. also.. anyone using an intercooler?

 

[swines]

....also.. anyone using an intercooler?

The EcoBoost has an air-to-air intercooler. The opening for the intercooler is below the front bumper.

 

[Highbeam]

now that makes me wonder.. what did ford ( navistar? ) put on them 7.3's vs the 6.0 turbo's

are they oil only or water. also.. anyone using an intercooler?

Both 7.3 and 6.0 are oil cooled. The 6.0 uses a goofy Variable vane turbo that does get gooped up.

 

[Robert F.]

A turbo would not scare me. All diesels are turbo. Now a turbo from the 80s, yes, but today, no.

What has made your GM such a high cost to maintain and run truck?

Chris

Chris, maybe I expect too much. Have not had any problems with the drive train, you'd never know it has 135,000 miles, runs no different that it did when I bought it. I don't consider maintenance items as problems. For a while, I had what seemed like endless "check engine" issues. Dealer finally took care of it but many trips there and lost time. It is somewhat like someone here said, power window motor, fan clutch, air conditioner clutch, ignition switch....... Not big huge things, just annoying. Some of it may be due to not being repaired as it should have. Front wheel bearing, use to be twenty bucks and a little labor took care of front wheel bearings. Not any more. Within two years, I had to have the left front replaced twice and the right front once. I take excellent care of my vehicles but I don't really know about the previous owner. Maybe if I buy new instead of used?

 

[Soundguy]

i heard about them VV turbo's.. interesting things I guess.. untill one has a problem..

 

[WilliamBos]

The ABS speed sensor is in the unit bearing, hence the higher price. Stay away from aftermarket ones, GM ones do last longer.

I bought my current truck from a GM dealer, optimum used with full warranty. Next one will be the same, or new, depends whats out there.

Will not buy private or off Joe Schmoe car lots.

Chris, maybe I expect too much. Have not had any problems with the drive train, you'd never know it has 135,000 miles, runs no different that it did when I bought it. I don't consider maintenance items as problems. For a while, I had what seemed like endless "check engine" issues. Dealer finally took care of it but many trips there and lost time. It is somewhat like someone here said, power window motor, fan clutch, air conditioner clutch, ignition switch....... Not big huge things, just annoying. Some of it may be due to not being repaired as it should have. Front wheel bearing, use to be twenty bucks and a little labor took care of front wheel bearings. Not any more. Within two years, I had to have the left front replaced twice and the right front once. I take excellent care of my vehicles but I don't really know about the previous owner. Maybe if I buy new instead of used?

 

[frischtr]

Duramax has had a VGT since '04 with the LLY, Cummins since '07.5 with the 6.7. Ford has had a VGT or a variation of it since the 6.0 in '03... Not a new technology at this point. The key to keeping the VGT from getting clogged with soot is to step on the loud pedal every so often and quit driving like a grandma.

 

[WilliamBos]

Duramax has had a VGT since '04 with the LLY, Cummins since '07.5 with the 6.7. Ford has had a VGT or a variation of it since the 6.0 in '03... Not a new technology at this point. The key to keeping the VGT from getting clogged with soot is to step on the loud pedal every so often and quit driving like a grandma.

Let them cool down properly, use a good quality oil, and DO NOT extend the drain intervals.

 

[frischtr]

Let them cool down properly, use a good quality oil, and DO NOT extend the drain intervals.

That is true for any oil cooled turbo, I was specifically speaking to keeping the vanes in a VGT functioning fluidly.