Looking at the Ford website for the specs on the 2018 F-150 I noticed some interesting points. The 5.0 is now a true 5.0 since the cubic inches is now 307 instead of the the older 302 cubic inches which was 4.9L. The 5.0 and 3.5EB now have more power and torque but that torque comes at higher revs. The older 5.0 made 387lb/ft at 3,850 but the new one makes 400lb/ft at 4,500. The second gen 3.5EB is the same. The first gen made it's 420lb/ft at 2,500 and new one needs to rev to 3,500 to get it's 470. The winner in the changes seems to be the 2.7 EB. It gets more torque at lower revs compared to the previous version. The 1st gen made 375lb/ft at 3,000 but the new one makes 400lb/ft at 2,750.

I've always thought that a good engine made it's torque down low but maxed it's horsepower at higher revs. Lots of torque to get you off the line but had the horsepower up high to maintain power delivery from idle to redline. What do you guys think?

 

Has anyone put out a dyno chart for the new 5.0? I'd be curious to see what the torque is at 3850rpm.

 

With the 2nd gen 3.5L, it makes more torque throughout the powerband than the 1st gen. 5star tuning's graphs prove this. 400 Ft/lb at 2750 vs 340 Ft/lb at 2750







I can't speak for the 5.0L, however it's safe to say it follows the same trend.

 

I was curious about this also but have been unable to find a factory dyno graph from Ford. Both motors make their peak tq numbers higher in the rev range than the previous generation but they also make more tq. I'm curious if they match the previous generations numbers at the same rpm then everything after that is where increase in torque comes in. So far I haven't been able to find a factory dyno graph from Ford though.

 

In the 5.0, they went from 10.5/1 to 12/1 compression. That will inevitably add more low end torque. I bet when curves come out, we will see low end gains even though the peak moved up.

I also noticed that the oil sump is almost 9 quarts now(!).

 

The biggest advantage to the 2018 engines is dual injection. Two injectors per cylinder - 1 Port Injection and 1 Direct Injection. This will eliminate carbon build up on intake valves.

 

Ford went with the dual injectors to meet upcoming particulate emissions regulations, any intake valve cleaning properties along the way are incidental and wholly unnecessary. There are six years - eight counting the SHOs - and a zillion miles of these engines out there by now, the problem points are widely known, dirty valves aren't one of them.

 

Aspade very well may be dead on. You will start seeing particulate filters on gdi vehicles soon due to particulates. If fords solution of dual injection avoids a particulate filter and Regen cycle, I'm all for it.

 

And the oil pan is plastic . The sump capacity increase will mean that tech will either overfill the 2015-2017s or underfill the 2018-future models. Also coolant capacity has gone down in all engines by a couple of quarts. Are the current models over cooled or has Ford included some new thermal management tech on the new engines?

 

From what I've read Ford's strategy is to run the engines with port injection the majority of the time. DI will be used alone or in conjunction with port injection when the engine is under load. Startup, idle and cruise will be port injection only. You guys may be right, Ford maybe using port injection for emissions. All DI vehicles have those black exhaust no matter the manufacturer while port injection models are usually clean.