William Maley

Ford News: 2017 Ford F-150 to Get 10-Speed Automatic, Second-Generation 3.5L EcoBoost

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2017 will be an important year for the Ford F-150 as the blue oval will be introducing the second-generation of the 3.5L EcoBoost V6 and a ten-speed automatic transmission.

 

The second-generation 3.5L EcoBoost is completely all-new with the block, heads, turbochargers, and other components changed. A key item Ford points out with the 3.5 engine is that it features direct injection and port fuel injection - basically two injectors for each cylinder. In low-load situations, the engine uses only the port fuel injection as it is said to be more efficient. During heavy-load situations, both injection systems are used to provide maximum power.

 

Horsepower still stands at 365. Torque has increased from 420 to 450 pound-feet, making the 3.5L the one of the torquiest engines in a full-size, light-duty truck (GM's 6.2L V8 with 460 pound-feet rules the roost here). There is also a more potent version that will go into the Raptor with 450 horsepower.

 

The engine will be paired up with a new ten-speed automatic that is the result of a partnership with Ford and General Motors. The automatic is said to improve overall efficiency with eighth, ninth, and tenth gear all being overdrive and a reduction in friction.

 

Ford didn't talk about how much of an improvement the ten-speed would bring in terms of fuel economy numbers, so we'll be waiting for the official EPA numbers. The new 3.5L EcoBoost and ten-speed automatic will arrive later this fall.

 

Source: Ford

 

Press Release is on Page 2






Click here to view the article

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The torque increase is great and more important than a HP increase. But even a small HP bump would have been nice.

 

I do like the dual FI set up. A) its said to be more efficient at certain RPM loads. B) it will also help alleviate carbon build up that is known to accumulate on DI engines.

 

I wonder when the exactly this 2017 with its new gen 3.5L EB and class leading 10spd will be available?

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^ Is it beating the ZL1 to the dealerships? I honestly do not know but I know they said it would be available a month or so ago.. 

 

I am a little disappointed w/ no hp bump but that's for no good reason as this is a truck and it's getting a 30tq increase. That's the most important part. I also hope that they chiseled out some of the ecoboost fuel economy situations. 

 

It is good to hear that they are mixing direct and port injection, for the same reason named above, coked up valves. 

 

I would eventually like to know where the efficiency gains will come from, 10spd vs 2nd gen 3.5EB. I'm curious how much efficiency will be had from the new more efficient with more ratios transmission and how much will be gained from the engine itself. Nice to see them both be put together at the same time. I would think this would yield pretty good overall gains being put together at the same time. 

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"Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

 

The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

 

It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

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"Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

 

The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

 

It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

 

 

Maybe its meant as not " peak torque ", but as in torquiest power spread. There the EB's ( 2.7 and 3.5 ) have shown to not be as peaky as the EcoTec3's

 

One must remember that the 6.2L is only available on some trims too.

 

EDIT

 

* best-in-class 450 lb.-ft. for a V6. *

 

I was reading the PR and can't find where it states " torquest engine in a full sized light duty truck

 

 

https://media.ford.com/content/fordmedia/fna/us/en/news/2016/05/03/2017-ford-f150-more-torque-better-boost.html

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"Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

 

The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

 

It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

Good point. I made a slight correction and added GM's 6.2 to the story.

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On no. please no more back and forth bickering....f***** dammit buy an American truck, any of them and be pleased how they dispatch anything foreign.

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The dual-mode FI system sounds like it'll be an advantage.

 

I doubt the 10-spd is likely to EVER see 9th & 10th gear usage. My brother has a 6-spd (5th & 6th overdrive) and it almost never shifts to 6th. You have to be coasting on dead-level highway with a slight tailwind to get it in 6th. I'd like to take a spin in one of these 10-spd F-150s tho.

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The first volume-production 10-speed automatic transmission available to consumers from any automaker will deliver improved acceleration and performance

And will be available around the same time as the ZL1.

Just to clarify.

Still great news for Ford. The ten speed will be a hit for both Ford and GM.

Yeah I just saw that too. I didn't see the press release was on page 2. I guess they're taking a jab at the EcoDiesel V6.

Or it's just clever marketing since they don't have a mainstream V8 to compare to the 6.2L. Edited by surreal1272

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

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More interested to see how the 10 speed will do.....

 

 

Makes me wonder since FCA is screwing up the 9 speeds pretty well right now...

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

 

True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

 

I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

 

True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

 

I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

 

 

I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

 

My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

 

The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

 

True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

 

I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

 

 

I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

 

My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

 

The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

 

That was one thing I "addressed" as well in an earlier post. I hope this new motor addresses that issue as well. 

 

I would think the 5.3 would get the 8spd across the board for 2017 as it has been slowly moving through the lineup. You can get it now can't you? Only in like High Country or whatever trim though, right? 

 

Well I was factoring in purchase cost and fuel cost and at 1-2 mpg across the board or for the life of the truck that adds up when fuel eventually goes above $3/gallon again. 

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But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

 

 

The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

 

True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

 

I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

 

 

I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

 

My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

 

The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

 

 

 

Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

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Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

 

I agree the 2.7 is the natural competition to the 5.3, but I disagree about the "proven" fuel economy.  The EPA numbers may look good, but that's not what most people consider "proven" in the real world. In fact, the exact opposite seems to be true

 

18.9 mpg Average?  Just about any Chevy pickup with the 5.3 can do that without a sweat.

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Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

 

I agree the 2.7 is the natural competition to the 5.3, but I disagree about the "proven" fuel economy.  The EPA numbers may look good, but that's not what most people consider "proven" in the real world. In fact, the exact opposite seems to be true

 

18.9 mpg Average?  Just about any Chevy pickup with the 5.3 can do that without a sweat.

 

 

 

The EPA rates the four-wheel-drive 2015 F-150 with the 2.7-liter EcoBoost V-6 at 18/23 mpg, and when we put it through our Real MPG testing, we saw 17 mpg city, 22 mpg highway, and 19 mpg combined. We also did a far less scientific test while the trucks were loaded down with the mats and divided the miles driven by the gallons pumped. In that test, we got 16.8 mpg.

Then there’s Chevy’s solution. Recognizing that many truck buyers prefer V-8s regardless of power ratings, Chevy went through its 5.3-liter truck engine with a fine-toothed comb looking for efficiencies. Its piece-de-resistance is a cylinder deactivation system that turns it into a 2.7-liter V-4 under light loads. It’s a neat trick, but not as effective as Ford’s solution. The Chevy is EPA-rated at 16 mpg city, 22 mpg highway, and 18 mpg combined. In our Real MPG testing, it returned a disappointing 13 mpg city, 19 mpg highway, and 15 mpg combined. In our payload fuel economy test, though, it came within striking distance of the Ford at 16.4 mpg observed

 

REAL MPG, CITY/HWY/COMB Chevy 13/19/15 mpg  Ford 17/22/19 mpg

 

 

EPA CITY/HWY/COMB ECON Chevy 16/22/18 mpg  Ford 18/23/20 mpg

 

Real MPG is what M/T recorded ( unloaded ), the Ford avg 4 mpg better and was much closer to its EPA ratings than the Chevy

 

http://www.motortrend.com/news/comparison-2015-ford-f-150-vs-ram-1500-chevrolet-silverado/

Edited by FordCosworth

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I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

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I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

 

 

And I prefer actual head to head comparisons that what " one claims ". 

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I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

 

 

And I prefer actual head to head comparisons that what " one claims ". 

 

 

Edmunds and Wards and Car and Driver and many posters on Ford150 got the same results, and I quote "Where's the Eco in Ecoboost?"

 

In fact all of my ecoboost drives have returned disappointing MPGs with the exception of the Fusion 2.0T. 

 

You and MT are the outier.

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    • By William Maley
      The Toyota Highlander may not be the flashiest or fun to drive. But it has many qualities to make it one of Toyota’s best selling models such as functional and spacious interior, long list of standard equipment, and high-reliability marks. Last year, Toyota unveiled an updated Highlander with tweaks to the exterior, revised V6, and more safety. Considering it has been a few years since we last checked out the Highlander, it seemed a revisit was in order.
      The 2017 Highlander boasts new front and rear fascias to give it a more SUV-appearance and we think Toyota has mostly succeeded in this regard. The only issue is the front end reminding us too much of a Cylon from the original Battlestar Galactica TV. Thank the new grille design for this. Move inside and the Highlander is the same as we last saw it back in 2014 when we did our original review. This is both good and bad. The good is that the controls for the various functions are easy to use. The center console features a huge storage bin that you can easily fit a large purse or a laptop computer. A shelf underneath climate controls provides a nice space to throw small items such as a smartphone. The bad is that the controls for certain functions are not in easy reach for the drive. We also not fans of the capacitive touch buttons around the 8-inch touchscreen as they didn’t always respond. There were times we found ourselves hitting the buttons two to three times to get something to happen. The infotainment system itself is beginning to look somewhat dated with an interface that looks like it comes from the Windows XP era and the screen is somewhat dim. But we cannot argue that the system is easy to use thanks to a simple layout. Passengers sitting in the front and second-row seats will appreciate the large amount of head and legroom on offer. Also, the seats themselves are padded quite nicely. We do wish the second-row was mounted slightly higher for better long-distance comfort. The third-row seat as the seats aren’t that comfortable due to the thin amount of padding. Legroom is also quite tight with only 27.7-inches of space, meaning this is a space best reserved for small kids. Most Highlanders like our XLE AWD tester will feature Toyota’s latest 3.5L V6 that comes with direct and port fuel-injection and an upgraded valve train. The end result is 295 horsepower and 263 pound-feet of torque - up 25 and 15 respectively. This is paired with a new eight-speed automatic. Other engines include a four-cylinder for the base LE and a hybrid powertrain. Toyota’s V6 engine is one our favorites as it provides impressive acceleration and a steady stream of power up to redline. This updated engine is no exception as it feels slightly quicker than the last Highlander we drove.  The powertrain stumbles somewhat due to the eight-speed automatic’s programming. Toyota went for something that focuses on fuel economy which means the transmission is quick to upshift, but slow to downshift. This means you’ll be waiting for a moment or two for the transmission to get its act together when trying to merge onto a freeway. You might be fooled into thinking that you’re riding in a Lexus considering the smooth ride of the Highlander. Bumps are turned into minor ripples. Little road and wind noise that come inside. The Highlander is a vehicle you want to keep in its comfort zone when it comes to handling. Push it in a corner and you’ll experience excessive body roll. One thing Toyota deserves credit for the 2018 Highlander is having a number of active features standard across the entire Highlander lineup. This includes adaptive cruise control, automatic high beams, pre-collision warning with pedestrian detection and automatic braking; and lane departure warning with lane keep assist. The only item we would like to see added to this list is blind spot monitoring. You can only get it on XLE models and above. Disclaimer: Toyota Provided the Highlander, Insurance, and One Tank of Gas
      Year: 2017
      Make: Toyota
      Model: Highlander
      Trim: XLE AWD
      Engine: 3.5L DOHC D-4S with Dual VVT-i V6
      Driveline: Eight-Speed Automatic, 
      Horsepower @ RPM: 295 @ 6,600
      Torque @ RPM: 263 @ 4,700
      Fuel Economy: City/Highway/Combined - 20/26/22
      Curb Weight: 4,430 lbs
      Location of Manufacture: Princeton, Indiana
      Base Price: $39,980
      As Tested Price: $43,184 (Includes $960.00 Destination Charge)
      Options:
      Rear Seat BluRay Entertainment System - $1,810.00
      Carpet Floor Mats & Cargo Mat - $225.00
      Body Side Molding - $209.00
    • By William Maley
      Last week, Ford CEO Jim Hackett unveiled his plans for the company. One key part of his plan is moving $7 billion from the development of cars to trucks. What does this entail? Car and Driver have done a bit of digging and has brought forth some answers.
      Jim Farley, Ford’s president of global markets tells the magazine the company will focus on its regional strengths for future products. For the U.S., this means developing “authentic, off-road capable” vehicles according to him. That includes the upcoming EcoSport crossover, Ranger pickup, and Bronco SUV.
      Ford is planning to focus on utility vehicles in other markets as well as they have found success with “styled, on-road performance" crossovers. Europe will begin seeing models that are “urban-utility products.” For Asia (in particular China), Ford will focus on the "C-plus" larger midsize segment and three-row SUVs.
      As for cars, Farley said Ford will be repositioning products in certain markets to "lower-volume, higher-revenue sub-segments." For example, the Fiesta and Focus will become more upmarket.
      Source: Car and Driver

      View full article
    • By William Maley
      Last week, Ford CEO Jim Hackett unveiled his plans for the company. One key part of his plan is moving $7 billion from the development of cars to trucks. What does this entail? Car and Driver have done a bit of digging and has brought forth some answers.
      Jim Farley, Ford’s president of global markets tells the magazine the company will focus on its regional strengths for future products. For the U.S., this means developing “authentic, off-road capable” vehicles according to him. That includes the upcoming EcoSport crossover, Ranger pickup, and Bronco SUV.
      Ford is planning to focus on utility vehicles in other markets as well as they have found success with “styled, on-road performance" crossovers. Europe will begin seeing models that are “urban-utility products.” For Asia (in particular China), Ford will focus on the "C-plus" larger midsize segment and three-row SUVs.
      As for cars, Farley said Ford will be repositioning products in certain markets to "lower-volume, higher-revenue sub-segments." For example, the Fiesta and Focus will become more upmarket.
      Source: Car and Driver
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