Reviews of 2011 Ford F150 With 35 Liter Engine
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Kickoff Test: 2011 Ford F-150 Full Line
Replacement for Displacement: Tin Ford'southward EcoBoost V-six Hang With Its 5-eight Brethren?
When this generation of of Ford'southward F-150 was introduced for the 2009 model twelvemonth, information technology was impressive plenty to win Motor Trend'south Truck of the Twelvemonth honors. That was despite its one big downside: an aging lineup of engines, all three of which were V-8s. They included a 2-valve, 248-horsepower, 294-pound-foot, four.6-liter 5-8; some other 4.half-dozen-liter Five-viii with three valves per cylinder that put out 292 horsepower and 320 pound-feet of torque; and a 5.4-liter V-eight offer 310 horsepower and 365 pound-feet. Making things worse, the 2-valve was backed by a iv-speed automated, and fuel economy wasn't skilful enough. Many clues pointed to the aforementioned determination: It was fourth dimension for new engines.
Fast forward ii model years, and all three Five-8s have been swept aside for 2 V-6s and 2 V-8s, all with variable valve timing. All but one (the 6.two) feature all-aluminum construction, and all are backed by the same six-speed automatic. Fuel economy has improved across the board, except for the half dozen.two. And in what seems a major contradiction, power has increased also: Even the base 5-6 has more horsepower than the three-valve 4.6-liter, falling only 8 shy of the v.four.
We wanted to know how these new engines perform, then we wrangled together iv F-150s with four different attitudes: a 3.7-liter, 5-6-powered regular cab STX, a 5.0-liter SuperCrew XLT, a 6.ii-liter Harley-Davidson Edition SuperCrew, and a three.5-liter EcoBoost SuperCrew Lariat. We took the quartet to the runway in El Toro, California, on the road, and to the dyno at K&N Applied science to encounter how the F-150 fares with the new engines.
We as well wanted to detect out if the horsepower, torque, and fuel economy data match up with the manufacturer's numbers, and whether it makes sense to become a twin-turbo V-6 instead of a adept one-time American 5-8.
A couple notes about our examination procedures: Unfortunately, we couldn't get all four trucks with exactly the aforementioned equipment. There are two different beam ratios, 3.55:1 and 3.73:one; two trucks are rear drive; and one has a shorter wheelbase. Associate editor Mike Febbo made the following observations: All graphs represent the trucks existence tested in second gear. The high and depression run were thrown out and i of the remaining runs was chosen as representative. We were surprised by how consequent the engines dyno'ed. Power and torque varied by only a few percent from pull to pull. 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.
All trucks began with at least three-quarters of a tank of 87-octane gasoline, the minimum requirement for all engines tested per Ford. A SuperFlow eddy current dyno was used for testing all trucks. (Eddy current dynos generally evidence lower numbers than inertia dynos.) Although it is possible to theoretically calculate crank horsepower numbers from wheel horsepower numbers, nosotros're using the wheel horsepower numbers to measure out the trucks against each other and not against mill claims.
3.5-liter EcoBoost Twin-Turbo Lariat SuperCrewThis is the commencement time in a long time a V-6 has been the engine at the peak of a half-ton'due south lineup. The EcoBoost doesn't come standard on whatsoever F-150, only pricing is aggressive: The upgrade from the 5.0-liter tin can cost a mere $750, depending on trim level. For that money, you add only v horsepower (which peaks at a lower rpm). Large deal, right? The true do good is with torque, where the proceeds is twoscore pound-feet (420 versus the 5.0's 380), and peak torque is at 2500 rpm as opposed to the v.0's 4250. The EcoBoost engine doesn't sound like a V-eight, but it certainly pulls like one. The twin-turbo's power delivery is much smoother than expected, with no noticeable turbo lag, and much quieter.
At 17.two mpg, our fuel economy was inside the EPA estimates at 16 mpg city/22 highway, and best of the test.
When we gear up this story, the idea was to see whether it makes more sense for buyers to get the twin-turbo V-6 or the five.0-liter Five-eight. From the dyno and track results, the EcoBoost'due south performance data makes information technology a ameliorate rival for the vi.2. The EcoBoost F-150 was fastest of the test, reaching 60 mph in half dozen.two seconds and finishing the quarter in fourteen.8 seconds at 95.0 mph. Things got a fiddling more complicated at the dyno, where the guys at Yard&Northward said that this was the most choosy turbocharged vehicle they had ever tested. For dyno testing, the rear-bicycle speed sensors had to be disconnected. The traction command would not let operation with the front end wheels stationary. But M&North completed four successful runs. Febbo explains: "In early testing, information technology was clear the EcoBoost would use a less aggressive timing map if a proper amount of cooldown was not given. These runs were thrown out as nonrepresentative."
The dyno showed 316 rear-wheel horsepower at a peak of 5000 rpm, with 347 pound-anxiety of torque at 4395. The torque peaked at a much college rpm than predicted, but if you look at the curve at 3000 rpm, the torque at that place is very close to what Ford'southward numbers testify when factoring in driveline losses. There, it makes 344 pound-anxiety of torque on this dyno. The runs showed that the turbos don't produce full boost until higher up 2000 rpm. Febbo tested this further at the track with a K-Tech performance meter, and got a real boost betoken. However, the torque converter doesn't lock up until 2000 rpm.The results: The v.0- and half dozen.2-liter V-8s showed an average of 22-percent driveline loss in ability and torque. If that number were to exist believed, you could estimate that the EcoBoost engine is actually making closer to 385 horsepower instead of the Ford-rated 365. These are best-guess theoretical numbers and should not be considered fact.
6.2-liter V-8 Harley-Davidson Edition AWD
Why isn't the vi.2-liter 5-8 considered the best in the line? It didn't perform besides at the runway, though the scant deviation is probably attributable to the weight and friction of its AWD system. It also achieved less impressive numbers at the dyno. Overall, it seems the EcoBoost has a lot more to offer as a daily driver. Merely 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. Its 6.4-second 0-sixty time is aught to sneeze at, and its braking is all-time of examination -- it stopped in 117 feet from 60 mph, which can be attributed primarily to its 45-series Pirelli Scorpion Nothing tires.
Anyone who likes Harley-Davidson motorcycles will dear the attitude this truck has. Another way to make this truck even more special would be to add a supercharger. There's plenty of room under the hood for one.
It went through the quarter mile in 15 seconds apartment at 94.half dozen mph, and the dyno runs showed 329 horses at 5745 rpm and 335 pound-anxiety at 4548 rpm. Superlative horsepower is about 13 higher than that of the EcoBoost, but at a significantly higher rpm. Torque is 15 lower, also at a higher rpm. Its fuel economy on the route was 13.five mpg combined, which is about what yous would look from the largest-displacement engine here.
five.0-liter V-8 XLT Supercrew 4x4
The level of refinement in this engine is very good, and the benefits of variable valve timing and dual overhead cams pay off. Febbo writes, "This engine is constantly building ability, and it loves to rev. It'due south so smooth, it doesn't feel like it's working difficult. I love the sounds this thing makes. I hope Ford makes a operation exhaust for this engine. There's something about this truck in brilliant crimson and this engine note that ever has me seeing the Mustang tie-in." This version of the Mustang'due south 5.0-liter has been detuned, with 360 horsepower and 380 pound-anxiety, as opposed to the Mustang GT'south 412 and 390.
The Coyote-equipped F-150 goes from 0 to sixty in 6.9 seconds, and finishes the quarter mile in 15.3 seconds at 93.three mph. That's slightly slower than the 6.2, but when you factor in the amend as-tested fuel economy (15.5 mpg), only slight difference in operation, and $15,245 divergence in base toll, the 5.0-liter provides a lot of value for the money. This is a much better workaday hauler than the iv.vi or 5.iv-liter Five-8s that previously powered the F-150. Most one-half-ton buyers will be happy using this truck for towing and hauling, and it's a great daily driver, besides. Nosotros have to presume that when towing, the EcoBoost volition spend more time with the turbos at piece of work, significant more fuel consumption -- and in that environs, this V-8 may produce similar or better fuel economy with a trailer hooked upwardly. The best dyno run showed 286 peak horsepower at 5770 rpm, and 287 pound-anxiety of torque at 4390 rpm.
3.vii-liter V-half-dozen STX REGULAR CAB
This work truck's plain cabin has gray cloth seats and few goodies. The STX comes in at an as-tested price of $27,570. Says Febbo, "The little engine that does. This is the commonsensical of the grouping. It kind of disappears, merely in a proficient way. You don't have to think almost it. Information technology never feels fast, only it doesn't feel specially ho-hum, either. If you aren't towing, or towing anything big, this might be the perfect engine. I think it would happily tow a small boat or ii jet skis."
The lack of amenities and its shorter wheelbase turn into benefits at the rails, where the truck's light weight--the merely 1 here under 5000 pounds--gave the iii.7 the best possible chance to polish. Similar the 5.0-liter Coyote engine, the 3.7 was detuned relative to its Mustang specification. Horsepower is 302 at 6500 rpm, torque 278 at 4000 rpm. It got from 0 to 60 in vii.4 seconds, and through the quarter mile at 89.4 mph in xv.7 seconds. Its best dyno run showed 232 horsepower at 6120 rpm, and 217 pound-feet of torque at 4240 rpm.
At that place is no definitive winner hither. All four engines in these iv trucks bear witness the latitude of the F-150 line: The iii.7 serves as a piece of work truck base of operations model, just it'southward far from a penalty to drive. The 5.0-liter Five-8 is the volume engine, almost similar to the 4.half dozen- and 5.4-liters that were replaced, but is vastly meliorate than both. The 6.2-liter gives yous the sound and experience of a big 5-8 -- it'southward the one for showing off. The EcoBoost has the potential for providing decent fuel economy, plus plenty of towing capacity -- just not necessarily at the same time. When it comes to fuel economy, those who tow ofttimes may prefer the V-8s, but for buyers who are looking for a daily driver and just occasionally tow, the the EcoBoost is, as Febbo aptly stated, "the game changer for trucks." If they can get enough people in them, they will have converts left and right.
Looks good! More than details?| 2011 FORD F-1500 | ||
| STX (3.7L) | XLT (5.0L) | |
| DIMENSIONS/CAPACITIES | ||
| Wheelbase | 125.9 in | 144.5 in |
| Length 10 width ten pinnacle | 213.2 x 79.2 x 74.viii in | 231.9 ten 79.2 x 75.nine in |
| Track, f/r | 67.0/67.0 in | 67.0/67.0 in |
| Turning circumvolve | 41.7 ft | 47.0 ft |
| Curb weight | 4698 lb | 5640 lb |
| Payload capacity | 1752 lb | 1560 lb |
| GVWR | 6450 lb | 7200 lb |
| GCWR | 10,400 lb | xv,100 lb |
| Towing chapters | 5500 lb | 9300 lb |
| Seating capacity | 3 | five |
| Headroom, f/r | 41.0/— in | 41.0/40.iii in |
| Legroom, f/r | 41.4/— in | 41.4/43.5 in |
| Shoulder room, f/r | 66.vi/— in | 65.9/65.five in |
| Bed LxWxH | 78.8 x 65.2 x 22.4 in | 67.0 x 65.2 ten 22.4 in |
| Width bet wheelhousings | fifty.0 in | 50.0 in |
| Bed volume | 65.five cu ft | 55.iv cu ft |
| Performance | ||
| CONSUMER INFO | ||
| Base of operations toll | $26,855 | $37,255 |
| Toll as tested | $27,570 | $39,745 |
| Airbags | Front, front side, f/r curtain | Front end, forepart side, f/r curtain |
| Fuel capacity | 26.0 gal | 36.0 gal |
| EPA fuel economy, city/hwy | 17/23 mpg | xiv/19 mpg |
| As-tested fuel economic system* | xv.seven mpg | 15.5 mpg |
| CO2 emissions | one.01 lb/mi | 1.22 lb/mi |
| Recommended fuel | Regular unleaded | Regular unleaded |
| POWERTRAIN | ||
| Drivetrain layout | Front engine, 4WD | Front end engine, RWD |
| Engine type | ninety-deg Five-8, atomic number 26 block/aluminum heads | Twin-turbo 60-deg V-6, aluminum cake/heads |
| Diameter x stroke | 4.02 x 3.74 in | 3.64 x three.45 in |
| Deportation | 379cu in/6.2L | 213cu in/three.5L |
| Compression ratio | ix.8:i | x.0:i |
| Valve gear | SOHC, two valves/cyl | DOHC, 4 valves/cyl |
| SAE horsepower | 411 hp @ 5500 rpm | 365 hp @ 5000 rpm |
| SAE torque | 434 lb-ft @ 4500 rpm | 420 lb-ft @ 2500 rpm |
| Transmission type | 6R-80E six-speed automatic | 6R-80E half dozen-speed automatic |
| 1st | four.17:i | 4.17:1 |
| 2nd | 2.34:i | ii.34:1 |
| 3rd | 1.52:1 | 1.52:1 |
| quaternary | 1.xiv:ane | 1.14:1 |
| 5th | 0.86:1 | 0.86:1 |
| 6th | 0.69:one | 0.61:1 |
| Reverse | iii.40:i | 3.40:1 |
| Axle ratio | 3.55:1 | 3.73:1 |
| Concluding bulldoze ratio | 2.45:1 | 2.28:1 |
| CHASSIS | ||
| Suspension, f/r | Contained,controlarms, curl springs, anti-roll bar/ alive axle, leaf springs | Independent, control arms, curlicue springs, anti-roll bar/live axle, leaf springs |
| Steering blazon | Hydraulic-assist rack-and-pinion | Electrical-assist rack-and-pinion |
| Ratio | 20.0:1 | 20.0:1 |
| Turns, lock to lock | 3.3 | 3.iii |
| Brakes, f/r | 13.eight-in vented disc; xiii.7-in vented disc, ABS | 13.8-in vented disc; 13.7-in vented disc, ABS |
| Wheels | 9.0 x 22-in forged aluminum | 7.5 x eighteen-in bandage aluminum |
| Tires | "275/45R22 112V Pirelli Scorpion Zero" | "P265/60R18 109T Michelin LTX A/S M+S" |
| Acceleration | ||
| 0-thirty | 2.3 sec | 2.2 sec |
| 0-40 | iii.half dozen | 3.5 |
| 0-50 | 4.9 | 4.7 |
| 0-sixty | 6.4 | 6.2 |
| 0-70 | 8.6 | 8.three |
| 0-fourscore | 10.9 | 10.4 |
| 0-xc | 13.six | 13 |
| Quarter mile | 15.0 sec @ 94.6 mph | 14.8 sec @ 95.0 mph |
| Braking, 60-0 | 117 ft | 126 ft |
| *All trucks driven on essentially the same 65/35-percent city/highway route, but on different days. | ||
Source: https://www.motortrend.com/reviews/2011-ford-f-150-full-line-test/
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