Ford has publicly tested the EcoBoost in tough environs; that and the resilience of modern-day turbocharging systems -- consider turbodiesels in heavy-duty trucks -- gives us confidence in the long-term reliability of this engine. . The EcoBoost engine doesn't sound like a V-8, but it certainly pulls like one. Really fun to drive, really easy to drive. But our F-150 tests show that its performance scales up to the heavier pickup and heavier trailers.
The twin-turbo's power delivery was much smoother than expected, with no noticeable turbo lag, and much quieter, too. We do wonder if it would still surpass V-8 fuel economy when towing, but that's a test for another day. The brakes never seem to fade. See for yourself by spotting all of those EcoBoost trucks on the road by their offset front license plate, which allows airflow to the giant intercooler. The last time we tested a 5. Towing performance actually rivals that of some turbodiesel heavy-duty ¾-ton trucks. The EcoBoost engine is more relaxed to drive with better mid-range oomph.
Not only that, but offers the EcoBoost in a regular cab model. We recently completed our full testing of two versions of the updated F-150, to see how the V6 fares in a V8 world. So does the well-crafted interior, which combines black leather captain's chairs, light-hued wood on the dash, and an extremely roomy second row, which would seem to suggest this truck isn't ready for hard work. Not bad for a truck on gas. Definitely not a dealership that I would recommend. It is very quick off the line, and there is plenty of pull at higher rpm as well.
All kinds of woarning lites. For that money, you only add five horsepower which peaks at a lower rpm. To compare the two trucks, we hitched up a 7,500-pound enclosed car trailer. Changing that ratio affects payload and tow capacities. Then they had to run it up the street to get fuel. The it tows really well too.
Subjectively the EcoBoost felt much more capable than the 5. We also measured fuel economy while towing over a 33-mile mixed driving loop that combined steep hills, rolling two-lane roads, and some highway stretches. But pricing is aggressive: The upgrade from the 5. In real-world driving, we got 17. The EcoBoost has 40 more pound-feet of maximum torque at a lower 1,750 rpm.
Our only concerns were with fuel economy and reliability. This truck handles really well too. When we tested the 5. Other than engine and axle ratio differences, the only variation in equipment between the two trucks was that the EcoBoost had Ford's convenient integrated trailer brake controller. If they can get enough people in them, they will have converts left and right. The dark blue and beige paint combination looks good on this truck.
The F-150s did pretty well for a truck, tying the 5. By contrast, the EcoBoost was quiet and relaxed, rarely going over 2,500 rpm. Is it too good to be true? And the inverter of the car was in ruff shape. Fuel economy while towing was the same for the two trucks. It doesn't have the most horsepower or torque -- that would also be the 6.
Regardless of the difference, our two trucks were well matched when it came to capability. The V8 had to work hard on the hills; one long hill on a 65-mph highway required flooring the accelerator pedal to maintain speed. This high-tech engine marks a radical departure in a traditionally V8-driven market segment. That is an absolute bargain, and in that truck, 0-60 times would be even faster than in the SuperCrew. A torque curve you can lay a ruler on and decent mileage -- why do we mess around with V-8s anymore? When we took the car for a ride the dashboard lit up like a Christmas tree.