Never heard of a 30$ quart of oil no matter what kind. Looks like you should quit buying Jap Junk, and if turbos were so bad why did you keep buying them? Looks like you already paid out your A$$, keep up the good work.

 

 

$30 a quart oil? Not even Amsoil is that expensive (yet).
Premium gas? Not required.
Burned out turbos at 100K? Highly doubtful.
Such bad luck with turbos, and you purchased 4 turbocharged vehicles? Brilliant.

NO TURBOS ON ENGINES MADE FOR WORK? (sorry, I couldn't stand to retype that brilliant piece of English composition that Fordication used in his post). OMGWTFBBQ!!!! Quick, someone call Cat, Cummins, International, Ford, MB, etc. and tell them that turbos on engines built for work are no bueno and should be removed immediately.

Sorry to tell you this... ignorance is fixable, but stupid is forever. You may make any assumptions regarding your position in this maxim at your will.

 

I am pretty sure Turbo Diesel engines have proven that Turbo technology can be made very reliable. I would also argue that depending on the engine you can easily get more torque and HP from the turbo. As for the "weight" that is missing in the engine, I would think that would only improve the efficiency(mpg, acceleration, net towing capacity) of the truck further.

 

That is not what the concept of "there is no replacement for displacement". That concept means that a smaller engine with turbo cant compete against a larger engine without becasue displacement cant be replaced by a turbo. Everyone knows that if all is equal the bigger engine wins. The argument here is that a properly designed V6 +turbo engine can and does have more HP, torque, and fuel efficency than a naturally aspirated V8 with much larger displacement.

 

Yes the engine is Twin turbo. Generally done this way because they can use two smaller turbos which will give less turbo lag (faster spoolup), and it is much easier to design the exhaust and intake schemes. Most V layout engines will have an even amount of turbos (eg some large diesel engines have large quad turbos.

 

I would guess that there is a lot left in the engine. Since this is a truck ford had to balance reliability in the stock design. If you are willing to give up longevity/reliability to some degree, then you can get more out of the engine. One of the easiest mods on a turbo would be to increase the boost level. Depending on how Ford is controlling the boost will dictate how easy this is. It could be as easy as adding a bleed valve to a wastegate tube. I assume this thing has electronic controls so it can also be just a matter of a program change in the ECU.

 

It does have electronic controls for the wastegate, based on their media pamphlets anyway. Most newer vehicles you can get a little more umph just with tuning, however, that is probably where reliability is going to be questionable the most as we have yet to know how far Ford has pushed the engine with their tuning in stock form.

This is why there are a group of people that have actually detuned their trucks with 6.0s, as they feel Ford pushed the engine too much in stock form already.

 

Its likely they havent pushed it too far. 365hp is nothing for a 3.5L engine. This is going in their flagship truck so the last thing they want is to compromise reliability. I am sure you could push 450+ without much effort. There are guys running 400+hp on 2Liter nissan engines with no work so this isnt a stretch at all.

 

Hey Hoss, I am not knocking your choice of a V8 vs. a Twin turbo 6. I am going to argue about how turbos do not hold up in trucks. Guess what I do for the military... Here is a hint, I am a mechanic. On top of that I have been around turbo engines in extreme use situations all my life (also known as a Farm boy) Turbos in working applications is nothing new. I do not think you are a troll, and you are stating your thoughts which is more then fair considering that this is a forum for trucks. But don't tell me that it needs fancy $30 a quart oil because it does not. You are using outdated information on turbos to justify your thoughts. Something we all do, Maybe you should wait and see. In 3 years 4 months and 2 weeks I will be ready to buy a new truck (that is when my wife's car is paid off) I think the eco boost is going to be the cat's meow. Who knows I could be eating serious crow between now and then. By then the eco will be tested and true or a complete flop. You don't have to think that the glass is half empty, just wait and see. And it runs off of regular pump gas

 

Looking at the teardown video, the wastegate control is a simple diaphram type wastegate pressure control. Nothing electronic I can see. It would be east to add a bleed valve to the tubing from the intake manifold to increast boost. Also you could change over to electronic wastegate control for in cabin tuning. I would wait until the warranty is over though ;-)

 

(oops, got a little long winded here. )


I’ve been driving my 2000 F150 for too long and it’s time for and upgrade. And knowing the potential and tune’ability of turbo charge motors, I’m excited about the EcoBoot motor. I was jazzed to see this thread. But, disappointed to see it devolve into a P’ssing contest between 6.2s and the EcoBoost.

The thread is called “EcoBoost upgrades”. I say we stick to that and ignore the rest. Sorta like that odd cuisine in the family, if you ignore him, he’ll go away.
<O</O

So to EcoBoost upgrades. I’m looking forward to what the aftermarket comes up with. Turbos are SO easy to get significant improvements out of with little investment, as compare to normally aspirated engines. As we all know, engines are essentially air pumps. Ease the flow of air coming and going and you gain performance. In a normally aspirated engine, we do this with performance air filters and exhaust mods. The same applies to a turbo, but turbos have additional pluming that other engines do not. I’m referring to the plenums that run from the air filter to the turbos to the intercooler to the intake manifold. This can be quite a network of tubing snaked about the engine compartment. And much like a cat-back system, if you ease the flow of air through that plumbing, you’ll increase performance. Address those three areas, cool air/filter kit, intake pluming and exhaust and I wouldn’t be surprised to see close to a 10% increase in performance, depending on Fords existing tuning. So that easing airflow. Then next step is increasing the volume of air. And that’s where the conversation, dollars signs and your imagination can go wild.
<O</O
<O</O
Turbos raise the efficiency of existing displacement by increase the air/fuel charge in each cylinder, more fuel and air, more power. In a normally aspirated engine we do this with valve train tuning, bigger valves, higher lift, longer duration, and LOTS of $$$. With a turbo charges motor you can do this two ways without ever cracking open the top or bottom end of the engine. One is by cooling the charged air coming out of the turbo. The second is by increasing boost.

<O</OTurbos increase air volume and oxygen density by compressing ambient air. Anyone that’s ever taken a physics class knows that when you compress air it heats up. This compressed hot air ads to the air pressure that would otherwise exist at ambient temperatures. Intercoolers are used to decrease the air temp. The more efficient the intercooler, the more air/oxygen you can get into the cylinders for combustion. For example, if the existing intercooler reduces the compressed air coming out of the turbo to, say, 200 degrees at 12psi, a more efficient intercooler might drop that to 140 degrees at 12psi; thereby forcing more oxygen at the same pressure/boost into the cylinders (boost pressure is measured post intercooler). As the ECM senses more oxygen in the cylinders it will provide more fuel producing more power.<O</O<O</O
Now to the pièce de résistance, BOOST PRESURE! You can go nuts here. As I think I saw mentioned earlier, boost is controlled by dump valves/waist gates on the air side of the turbo and bypass valves on the exhaust. Play with these and you can significantly increase power. Additionally, I’ve seen many in the European market, for example Audis, swap out the factory turbo for larger units and produce MASSIVE amounts of power.

<O</OFinally there’s the ECM. If the F150s ECM is as programmable as some of the others I’ve seen, this could be a really fun vehicle.

<O</OI’ll bet companies like Bully Dog will have something by the end of the year, if not the first of next.

<O</ONow where did my Ford A-Plan PIN and that order form go…..<O</O

 

If you are really wanting to have fun, why set your sights on one size fits all tuning? Why not think of custom?

 

True! With some of the ECM programmers I've seen lately, Looks like we'll be able to set a number or customer profiles in the system and hit that "Go Baby, GO!" option when the urge strikes us. Mix that with some breathing mods and controllable waist gates and all sorts of fun can be had. <?xml:namespace prefix = o ns = "urn:schemas-microsoft-comfficeffice" /><o></o>

 

Nobody's tuning anything from Ford that's turbocharged until Bosch's encryption is broken.
Ford got fed up with the idiots and fraudulent warranty claims, so they locked down the software on the turbocharged vehicles for 2011.
You can thank the owners of 6.0L PSD's and turbocharged SHO's that have be defrauding Ford through warranty claims on modified vehicles for this. I'm surprised that they didn't lock down ALL of them PCM's across the board.
JL