The 2.7 EcoBoost was firstly introduced in 2015 as a new engine for the Ford F-150. Since then, the engine has gained widespread use among Ford's and Lincoln's cars, such as Ford Edge Sport, Fusion Sport, and Lincoln MKX, Continental. The engine features the two-piece engine block - upper and lower block.
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2017 Ford F-150 2.7 EcoBoost V6 Engine The Ford F-150 is nothing if not versatile. Designed to appeal to a wide range of drivers’ wants and needs, this capable, full-sized pickup truck offers not only a variety of different cab and bed options, but a selection of engine options as well.
The first of three Ecoboost engine options on the 2017 F-150 is a 2.7-liter brute with 325 horsepower and 375 pound-feet of torque. This bad boy can tow up to 8,500 pounds; it can also support up to 2,210 pounds in it payload.
Ford F150 Forum - Community of Ford Truck Fans > Late Model F150s ... Longevity of the 2.7 Ecoboost? Smawgunner on 04-30-2019. 07-09-2020 09:32 AM by PCOcloak. 2. 11,172.
Nov 22, 2017 · Hello fellas…I have a friend who is looking to purchase a 2018 Ford F-150 with the 2.7 ecoboost. He doesn’t know much about these engines so he asked me. I am not really familiar with them but I’ve heard good stuff about them. I read that they tweaked the engine for the 2018 model and matched it with the 10 speed auto transmission.
Nov 23, 2017 · I traded my 2017 tacoma in for the F-150 because the engine and transmission in the new tacomas are garbage. The full size and better engine is what I needed and it’s what I got. I was concerned about the 2.7 being too small but the truck has all the get up and go that I need.
Categories: 2018 Ford F-150, 2019 Ford F-150, Ford F-150, Reviews The 2.7 Liter EcoBoost V6 has been around now since the 2015 Ford F-150 and was updated for the 2018 model year with an additional 25 lb-ft of torque for 325 horsepower and 400 lb-ft of torque.
When Ford Motor Company launched its EcoBoost program, it had two key outcomes in mind: 1) design a smaller, more efficient engine to replace larger, less efficient power plants yet produce the same (if not more) power, and 2) achieve superior fuel economy over the outgoing engines (especially when not under heavy loads). By utilizing technology such as direct injection, precise electronic control via computer and forced induction to achieve great volumetric efficiency, Ford reached its goal.
In the eyes of the aftermarket, what Ford really did with the EcoBoost was open the door for big power gains to be had through the use of simple, inexpensive ECU tweaks (i.e., programmers). In the first installment of our EcoBoosted series, we highlighted the technology that makes these boosted V6 mills perform like V8s. Now, its time to take advantage of this technology and electronically unlock this platforms true potential. Were teaming up with Gearhead Automotive Performance to illustrate how well the 2.7L EcoBoost found in the F-150 responds to custom tuning calibrations.
On naturally aspirated engines, programming normally nets a small power gain relative to engine size. However, big horsepower gains come from adding extra oxygen, pumped into the engine via artificial atmosphere such as nitrous oxide or boost.
Nitrous is great for short durations and comes with relatively low setup and operating costs, but having to refill a bottle on a regular basis is a major drawback (and the cost associated with refills adds up over time), not to mention its legality (or lack thereof) on the street in some parts of the U.S. This leaves the practice of pressurizing the intake charge via a means of boost as a much more permanent solution.
The problem with engines that leave the factory naturally aspirated is that adding boost requires an external air compressor such as a supercharger or turbocharger. Bolting on either method of forced induction can cost several thousand dollars.
The test mule for Gearheads tuning development was this two-wheel drive 16 F-150 in XLT trim and equipped with the 2.7L EcoBoost V6. The smaller displacement of the 2.7L (165 ci) when compared to the 3.5L offers more potential for better fuel economy while still making respectable power (325 hp at the crank, in stock trim). Once aboard the companys Dynocom 15000 all-wheel drive chassis dyno, a stock baseline of 292 rwhp was achieved, along with 388 lb-ft of torque. The only modification at this point was a K&N drop-in air filter. Well note that all dyno testing was performed on 93 octane gasoline, which means the factory calibration (stock baseline) yielded more horsepower than if 87 octane had been used. This is because the Ford ECU has the ability to automatically adapt to higher octane. And while the truck basically made the same peak horsepower number around 5,500 rpm, at 6,000 rpm it was making 361 hp with the Bully Dog intake in the mix vs. 347 hp with the stock intake and K&N drop-in filter. Here you can see the 292 hp stock baseline, the 79 hp gain with the Gearhead performance tune and the 80 hp increase with both the Gearhead tune and Bully Dog intake on the truck. Also notice that the power band extends a bit beyond 5,500 rpm once tuned and (as previously mentioned) even further with the aftermarket intake on the engine. An extra 80 hp can shave an entire second off an F-150s quarter-mile elapsed time yet leave the truck just as reliable and streetable as it was the day if left the dealer lot. The stock air filter produced a solid 10 hp loss across the board, starting at 4,000 rpm and continuing until the end of the tests. The K&N filter yielded no real gains when tested with the stock programming, but proved to be good for an easy 10 additional ponies once the factory ECU calibration was tweaked. According to Gearhead, at the very least, every EcoBoost owner should run some type of aftermarket air filter to take full advantage of their aftermarket tuning.
Gearhead used an SCT Livewire TS+ device to communicate with the ECU and upload calibrations. But make no mistake about it this isnt an off-the-shelf programmer. It features Gearheads proprietary tuning files created via SCT calibration software. In addition to offering tunes via the Livewire TS+, Gearheads custom tuning can also be had via an SCT X4 (a traditional handheld programmer).
To see if they could squeeze any more power out of the EcoBoost beyond using the drop-in K&N air filter, a Rapid Flow cold air intake from Bully Dog was added. After replacing the factory air intake (and K&N filter) with the Bully dog assembly, the horsepower curves downturn after 5,500 rpm (as is shown in the dyno graph below) wasnt as pronounced as it had been with the factory air box.
Since becoming one of the premier tuners in the diesel performance industry (where theyre known for their excellent manipulation of the somewhat complicated Ford transmission control scheme, among other things), Gearhead took note of the diesel-like technology present on the EcoBoost engines. Recently, Gearhead dove headfirst into the EcoBoost tuning market and owner Matt Robinson quickly realized that the EcoBoosts horsepower-per-dollar ratio is quite good when it comes to tuning.
Apr 22, 2016 · At 17.8 miles per gallon, the F-150 EcoBoost 3.5-liter will cost $1,213 per year. At 19.4 miles per gallon, the F-150 EcoBoost 2.7-liter will cost $1,113 per year, a savings of – drum roll, please – $8 per month. Fuel won’t always be cheap, of course. If our hypothetical Texas truck owner keeps his F-150 long enough, he’ll pay $4.00/gallon.