2017 Ford F-150 3.5L V-6 EcoBoost 10-Speed
More Gears, Even More Power!
On a full scale level, the '17 F-150 is the same as the '16 model, which implies the new EcoBoost powertrain is the feature news for the nameplate. The new EcoBoost V-6 replaces the original 3.5-liter EcoBoost V-6, which has been discretionary all through the F-150 lineup since 2011. With "just" 375 pull and 470 lb-ft of torque, the walker obligation F-150's EcoBoost speaks to the lower condition of tune for this motor. Despite everything we're tending to definite force figures for the Raptor, yet it's ensured to have much more than 400 torque. Everything's relative, however, and even the consistent evaluation 3.5 is certifiably substantial, beating its forerunner by 10 strength and 50 lb-ft of torque. Portage calls this EcoBoost "all new," and to be sure it continues just the old motor's drag focus measurement, cylinder uprooting, and barrel liners. The piece is new, the turbos are new, the cooling framework (which includes new stream ways and a higher-volume, higher-rate water pump) is new, and the fuel-conveyance framework now utilizes both immediate and port injectors for enhanced discharges and more power.
The motor comes combined solely with a 10-speed programmed transmission co-created with General Motors. The unit cunningly packs its six grips and four planetary gearsets into a bundle scarcely bigger and heavier than the six-speed it replaces, and its proportions and internals are imparted to the General Motors form. The bellhousing is, obviously, remarkable to Ford—no, you can't jolt the Camaro ZL1's 10-speed programmed to an EcoBoost, despite the fact that their internal bits are indistinguishable—just like the transmission programming and move technique. The 10-velocity's proportion spread, at 7.4, is more extensive than the six-speed's, yet not by much. To begin with rigging is shorter than its six-speed equal, and tenth apparatus is somewhat taller than the old programmed's 6th. The course of action guarantees snappier off-the-line increasing speed and marginally bring down motor revs at thruway speeds. As some time recently, the 3.5-liter EcoBoost is the accepted big cheese motor in the F-150 lineup, pressing significantly more pinnacle torque (an extra 83 lb-ft) than the 5.0-liter V-8. Like the V-8, the base 285-hp 3.5-liter V-6 and the mid-level 2.7-liter twin-turbocharged V-6 EcoBoost both go unaltered for 2017 and keep the six-speed programmed.
Maybe More Eco, Definitely More Boost
We truly loved the F-150's past mix of the 3.5-liter EcoBoost and the six-speed programmed. The powertrain gives a lot of push and is pleasantly cleaned, which was sufficient for us to give it a win in a late two-truck examination test with the V-8–powered F-150. That EcoBoost demonstrated speedier than the V-8, more happy with towing, and smoother in operation—yet, urgently, it was more "support" than "eco." The other 3.5-liter EcoBoost F-150s we've tried neglected to post apparently preferable mileage numbers over their eight-barrel partners, in spite of higher EPA figures. Last EPA gauges for the new motor are pending, yet as some time recently, they ought to be higher than the V-8 model's. Portage can assert here and there that its EcoBoost offers the best of both universes—mileage (eco!) and power (support!)— however even with the effectiveness boosting measures connected to the new 3.5-liter EcoBoost, we anticipate the 10-speed programmed will do the truly difficult work with regards to enhancing the truck's EPA appraisals.
Credit the 10-rate's littler strides between rigging proportions, which keep motor speeds low a greater amount of the time. Step onto the F-150's gas pedal delicately, and you can undoubtedly quicken at an ordinary rate (i.e., not holding up activity) without the motor breaking 3000 rpm. This is critical, in light of the fact that the six-rate's more extensive crevices between rigging proportions empowered higher revs from the old EcoBoost to construct speed, hence keeping its turbochargers "in the help" a greater amount of the time. The 10-speed, then again, makes it less demanding to abstain from dunking too far into the throttle in ordinary driving, which ought to enhance the EcoBoost's genuine efficiency.
Try not to disparage additional force, however. As one Ford engineer put it, the extra 50 lb-ft of most extreme torque is extraordinary for foot-to-the-floor racing or towing, yet it additionally means there's additional off-pinnacle torque at the lower motor rates where numerous drivers invest the vast majority of their energy. Should you need to jab a stick in the EcoBoost, however, the transmission is amusement to give greatest push. Floor the quickening agent, and the transmission clicks off perfect, firm moves around 400 rpm short of the demonstrated redline. We're informed that torque tumbles off steeply between around 5300 rpm and the 5750-rpm fuel cutoff, so Ford customized the transmission to short-move and keep the motor on bubble. Concerning the motor itself, it feels basically precisely like the active 3.5-liter EcoBoost, with more punch.
You Can't Have Too Many Gears
Astute programming tuning keeps the transmission's huge number of apparatuses from feeling occupied or move crazed. To a limited extent throttle quickening, the PC skips gears, ordinarily beginning in first before hopping to third, then fifth, and afterward going rapidly apparatus to rigging (6th, seventh, eighth, and so forth.) as the driver dials down gas pedal after achieving the coveted street speed. The same speculation applies to downshifts, with the transmission taking more noteworthy jumps—say, from tenth to eighth to fifth to third to first—as opposed to rearranging through each apparatus as the vehicle eases back to a stop. This mitigates the juddering sensation normal in other uber gear-in addition to transmissions that attempt to keep pace with the driver's braking while downshifting successively through lower gears.
There are truly just two situations amid which the 10-rate will move consecutively, and they couldn't be more diverse. The first is amid completely open-throttle occasions, from a stop to top velocity, where the transmission winds out every rigging the distance. The second is, basically, the EPA's efficiency test cycle. To repeat this sort of throttle contribution to this present reality, you'd have to put an eggshell between your foot and the gas pedal—and after that endeavor to quicken the F-150 without breaking that shell. We just investigated the full-throttle technique.
For the ever-basic towing part of trucking, the 10-speed doesn't frustrate. We drove a 2017 F-150—with a major double pivot trailer that Ford guaranteed added up to 9900 pounds of balance—consecutive with a 2016 model with the same burden. In spite of the fact that we can't address the V-6's energy favorable position over its ancestor, the 10-speed holds an unmistakable edge. Its additional proportions bear the cost of more choices when downshifting, for example, while slipping a precarious evaluation, and the movements are even rev coordinated in Tow/Haul mode for greatest smoothness. The six-speed, by correlation, is slower to change and feels lumpier while selecting a lower gear; it can likewise be gotten out attempting to pick among riggings.
The main wrinkle in the 10-pace's suit is periodic part-throttle faltering when changing out of third gear, when it appeared as though it was scanning for the following apparatus however taking as much time as necessary doing as such. Passage says the transmission's modifying is almost last, and that this issue is on the hacking square. We'll need to sit tight for a full test to perceive how viable the blend of the new V-6 and the 10-pace is at enlivening the F-150 and enhancing its efficiency, however our early introductions are certain. The Raptor's interpretation of this powertrain will be more sizzling, without a doubt, yet the ordinary form will serve significantly more purchasers as a $2095 choice on the base, general taxi 2017 F-150 XL (with the more drawn out eight-foot bed)— and costing amongst $1300 and $2095 on more costly trim levels; it is standard on the F-150 Limited. As of now, the 2.7-liter and 3.5-liter EcoBoost motors control almost 65 percent of all new F-150s, with the V-8 and the base non-turbo V-6 duking it out for the scraps. This new form—and its 10-speed programmed—ought to keep on tipping the F-150's business blend for EcoBoost.
==>2017 Ford F-150 3.5L V-6 EcoBoost 10-Speed<==
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