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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






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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
      Mazda has a big dream for itself. It is trying to stand out from the competition by becoming more premium. The first steps of this process took place last year with a refreshed Mazda6 sedan. As we noted in our review at the time, the 6 made great strides in improving noise isolation and material quality. Now, the premium dream is coming more into focus with the redesigned CX-5. Mazda is making some big promises with claims of improved refinement and an upscale look and feel for the interior. We spent a week in a 2017 CX-5 Grand Touring to see if those promises are met.
      The past few years have seen Mazda designing some distinctive looking vehicles and the redesigned CX-5 is no exception. The overall shape is an evolution of the first-generation model with smoother lines and more curves. The small details such as the wider front grille, slim LED headlights, 19-inch aluminum wheels, and a rear tailgate design similar to the Mazda3 really set the CX-5 apart from the competition. The only item that slightly ruins the design is the oversized Mazda emblem on the front grille. This is due to the emblem holding the hardware for various active safety equipment such as the radar cruise control.
      Moving inside, it is clear Mazda has put a lot of effort in making the CX-5 a cut above the rest. The modern design and appointments such as the stitching on the dash and bright trim around the vents make for a very classy cabin. Most materials are soft-touch which add another level of the premium-ness Mazda is pushing. Controls fall readily to hand for both driver and front-seat passenger. 
      The front seats in the Grand Touring come wrapped in leather upholstery and feature power adjustments and heat. It would be nice if Mazda had the option of ventilation to prop up their premium image, but we’re nitpicking here. The seats offer excellent support over long trips and plenty of head and legroom. Back seat passengers will have no complaints as head and legroom are very competitive with other models, and there is the option of heated seats. Cargo space is where the CX-5 falters. Open the tailgate to be greeted with 30.9 cubic feet behind the rear seats. Fold the seats to expand space to 59.6 cubic feet. It pales in comparison to the likes of the Honda CR-V (39.2 and 75.8 cubic feet) and Volkswagen’s redesigned Tiguan (37.6 and 73.5 cubic feet).
      The Grand Touring comes with a 7-inch touchscreen with the Mazda Connect infotainment system and a control knob. It does take some time to learn the various idiosyncrasies such as the touchscreen functions being locked out when the vehicle is on the move and having to jump through various menus to switch between various audio sources. Once you get the hang of the system, it becomes easy to use. Mazda Connect is beginning to show its age with the dark color palate, somewhat dated navigation interface, and the lack of Apple CarPlay and Android Auto integration. 
      Mazda only offers the 2.5L Skyactiv-G four-cylinder engine with 187 horsepower and 185 pound-feet of torque. This is paired with a six-speed automatic and the choice of either front-wheel or Mazda’s i-Active all-wheel drive. The engine is where Mazda’s premium image takes a serious hit. Around town, the engine is very peppy and is willing to get speed quickly. But the powertrain feels somewhat winded when power was needed to make a pass or merge on an expressway. Mazda has been working on a diesel engine option that was expected to arrive in the second half of last year, but hasn’t come out at the time of this writing. A fix that I’m willing to propose is to offer the turbocharged 2.5L four from the CX-9. The six-speed automatic goes about its business with crisp and smooth shifts.
      Fuel economy for the CX-5 AWD is rated by the EPA at 23 City/29 Highway/26 Combined. My average for the week landed around 25.7 mpg.
      We have praised the previous-generation Mazda CX-5 as being one best driving crossovers. The new one continues that with agile handling and excellent body control. The steering provides excellent feedback and weight when driving down a winding road. Mazda has fitted their G-Vectoring Control that monitors steering and throttle input, and will reduce engine power to improve overall handling. But as I noted in my Mazda6 quick drive last year, I couldn’t tell if the system made a difference or not. The same is true when it comes to the CX-5. This sporting edge does mean the ride quality is slightly rough with a fair number of road imperfections being transmitted inside. The 19-inch wheels don’t help with this and it might be worth considering dropping down to the Touring for the smaller 17-inch wheels. At least Mazda is continuing to improve road and wind noise isolation. Compared to the last CX-5 I drove, there is a reduction in road and wind noise inside. It is almost as quiet as what you might find in a luxury model.
      If I was to recommend a CX-5 for most buyers in 2017, that would be the Grand Touring. While I find the price to be slightly high and the 19-inch wheels make the ride uncomfortable, it was the only way to get a number of active safety features such as radar cruise control and the smart city brake support. Thankfully for 2018, Mazda has migrated a number of those features down to the Touring and Sport trims. If you’re considering a 2018 CX-5, the Touring is your best bet as you’ll get most everything on the Grand Touring at a price that won’t break the bank.
      Has Mazda accomplished their hopes of becoming more premium? The answer is a bit mixed. For the positives, Mazda has been making great strides in improving the noise isolation in their vehicles and the new CX-5 is no exception. There is also the distinctive exterior shape, noticeable improvement in material quality, and the sharp driving dynamics that have made the CX-5 a darling of the automotive press. The negatives on the CX-5 include a slightly stiff ride, smallish cargo area, and certain missing features that would really help with the premium image Mazda is trying to project. But the biggest issue has to be the engine. While 2.5 Skyactiv-G is perfectly adequate around town, it really struggles when more speed is called for. Dropping either the long-delayed diesel or the CX-9’s turbo-four would really do wonders and help foster the premium image.
      The 2017 Mazda CX-5 is so close to the premium edge. It just needs a few more tweaks to reach it.
      Disclaimer: Mazda Provided the CX-5, Insurance, and One Tank of Gas
      Year: 2017
      Make: Mazda
      Model: CX-5
      Trim: Grand Touring AWD
      Engine: 2.5L Skyactiv-G Four-Cylinder
      Driveline: Six-Speed Automatic
      Horsepower @ RPM: 187 @ 6,000
      Torque @ RPM: 186 @ 4,000 
      Fuel Economy: City/Highway/Combined - 23/29/26
      Curb Weight: 3,693 lbs
      Location of Manufacture: Hiroshima, Japan
      Base Price: $30,695
      As Tested Price: $34,380 (Includes $940.00 Destination Charge)
      Options:
      Premium Package - $1,830.00
      Soul Red - $595.00
      Retractable Cargo Cover $250.00
      Cargo Mat - $70.00

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