Ron AKA

I would suggest the 2.7 EB will be fine for your towing, even with the 3.31 ratio, which will give you the best fuel economy. What you should be concerned about is the durability of the engine. Only time will tell if Ford has solved the gas dilution of lubricating oil, CAC water induction, and intake valve coking issues. Power and towing will be the very least of your concerns.

Rico808

I am well aware, which is why I'm in no rush. If the engine can do what I need it do then that's all that really matters to me as far as performance.

The more important issue is potential issues. I think the 2.7tt is going to be the best engine to meet my needs, but the 5.0 is sure appealing to my "buyer confidence scale". Either one will work.

What I am hoping for, is that Ford has learned from the 3.5tt and learned how to prevent the issues of that engine. In their new design, and with that being said, doing that without creating a new array of issues.

I'm glad I'm not in a rush. I am looking at a Lariat 501A Supercab FX4 Sport package. If I'm going to spend that much I want to make sure I'm going to be happy with it

nihilus

I'll bite the bait, it is just too damn tempting.

The INITIAL test on the 2.7tt was doubtfully easy driving. But more importantly, they tested loaded up 4x4 screws. OP was looking at a 2x4 xl/xlt, and probably not a screw. The engine will be prime for what he plans on using it for.

Ron AKA

I think Ford has to go to a more sophisticated PCV system that will provide adequate ventilation during boost as well as non-boost. That should prevent the gasoline dilution of the oil, and if the system minimizes entrained oil it should also cut down on intake coking. Have not looked at the 2.7 EB to see if they have made any changes. The CAC water problem should be much easier to solve. Perhaps they already have.

snobdds

There is no PVC system flaw. It was a myth concocted by a seller of catch cans so he could sell more catch cans. It works just fine.

Anther one he made up was the fuel dilution...

Another one was the coking of the valves, even though ford used a reversion process to spray fuel and pre-charge the cylinder on the exhaust stroke...which puts raw gas on the open valves.

That seller has been put away to pasture, but his BS still lingers. Then we have super bright engineers come along and eat it all back up.

oldwrench

My concern with the 2.7, would it be on boost much of the time pulling a empty trailer fighting wind resistance? Yeah, empty it may have great mpg if the conditions are right, but, for a small engine it may be quite rare the conditions are right.

papa tiger

Order 2.7 with max load package. UR in boost all the time with the 3.5L also. That's what turbo's do. How much boost is determined by your position of the accelerator pedals demand for torque. If you pull mountains go for more displacement. Here is what a can catches on the clean air side under certain conditions of blow by and the lower picture is what it looks like 24 hours later after it settles out. Swirl the glass and it easily mixed back up into the milk shake look. This is what comes out the hole drilled in the bottom of the CAC. The clear is a water like liquid containing combustion byproducts of the oil. Obviously by mixing with the oil easily it is not pure water. Well designed CAN's work and make the truck a better truck. Ford/HP/Racing uses them in the BAJA truck and other venues. Question to ask is does the motor have a good oil separator on it ? A good separator will remove much of the oil that is going into the PCV system thus changing the concentration of oil to watery mix. Less oil, less snot condensation. The combustion byproducts in the Blowby are not controllable and here is where the CAN does its job when in boost when designed properly. Ones who deny the build up of this snot in the CAC do not necessarily speak fact but fiction. It is always there in vapor form while in low boost/high boost and condenses with pressure changes/temp changes into the drain hole discharge or with out a drilled hole it can follow up the intake tube into a cylinder. I have absolutely no reason to show this or state the facts except to reaffirm this fact as fact. Constantly varying speeds and power will help much like a diesel Semi constantly changing gears. It's those long steady runs at low RPM's that builds it up. It isn't really boosting much and vacuum in the intake manifold isn't working much. It's the Vacuum thing about a Gasoline motor that is the sticky wicket, it has to rely on the fresh air side and that turbo's air needs meanwhile the PCV valve is closed with no fresh air entering the motor only combustion byproduct blow by entering the crankcase.

Ron AKA

I did a bit of a poll here and at another EcoBoost site. I found that the 3.5 EB is on the borderline between no boost and boost at highway speeds without towing. This came from those who actually measure boost and not guess at it. It is typically in boost when towing at highway speed. The 2.7 is obviously going to go into boost a bit sooner.


The catch can stuff that you like to show does reduce intake coking to some degree. However it does nothing at all for the charge air cooler moisture problem. And it does little to nothing to address the gasoline in oil problem. The catch can systems like the stock system provides very poor PCV when in boost.

isthatahemi

Kindof like semi's that are always under boost, designed like that because it's inefficient. Right.

isthatahemi

The turbos are providing boost under the above condition, whether or not the net effect is a small vacuum condition in the intake manifold or not.