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Waaaat? You do realize that the 3.5EB would likely pull north of 20K - as long as the truck didn't come apart underneath it, right?
Just look at the 2003 Super Duty, the last year of the venerable 7.3. The F350 was rated up to 21,500lbs. with a motor producing 275/525. The 2018 3.5EB is producing 375/470... pretty damn close. And I bet both motors would pull well north of 21.5 - the transmission might come apart or the frame might stretch, but that's not an engine issue.
20K...ounces? 1/2 pounds? cuz kilos is 2.2 pounds...
You're getting into semi truck weights here...
(where does it end? how far will it go? how much weight is really the max? stayed tuned for another episode of Holy F**k Overloaded Truck!)
The Tug MT is powered by the N/A version of the EcoBoost, but with its bore diameter increased to 3.76 inches. Its designed to pushback regional aircraft, which start at 40,000 lbs. https://textrongse.txtsv.com/vehicles/mt
Last edited by JDMCyclone3.5F150_ML; May 28, 2018 at 03:44 PM.
Recently while searching for a late model used F-150 I was asking the same questions as the OP, read all the same threads, videos, etc. In the end I opted for a 2015 5.0L for the simple reason that these N/A motors are less stressed than the Ecos. No doubt the Ecos are great engines and their historical reliability is being written every day. Still, with the 5.0L, you don't have to put your foot into the pedal to have the truck cruise almost effortlessly. All of this said, how you drive and maintain a vehicle has a lot to do with the reliability of any of these power plants.
Not trying to start anything here but, since the 3.5 generates more power and torque at lower rpm's, doesn't that mean that you have to put *less* foot into it?
When you consider how many F-150s are sold the number of problems with any of the engines is relatively small. Like someone else said the reliability depends more on the owner's care than Ford engineering.
Also, don't be afraid to put your foot into it every now and then. When Ford designed these engines it was with heavy towing in mind needing WOT operation. With the amount of power the engines make acceleration is more than adequate in everyday driving with less than 50% throttle. The VCT system really is not doing much at lower revs and cruising, When you put the hammer down the VCT system fully engages and fully switches over to a performance profile. Think of it as exercising the system, these trucks were built to work hard.
When you consider how many F-150s are sold the number of problems with any of the engines is relatively small. Like someone else said the reliability depends more on the owner's care than Ford engineering.
Also, don't be afraid to put your foot into it every now and then. When Ford designed these engines it was with heavy towing in mind needing WOT operation. With the amount of power the engines make acceleration is more than adequate in everyday driving with less than 50% throttle. The VCT system really is not doing much at lower revs and cruising, When you put the hammer down the VCT system fully engages and fully switches over to a performance profile. Think of it as exercising the system, these trucks were built to work hard.
When I'm at WOT, it sounds like a VTEC crossover is happening at 6700 RPM
Love this high-revving engine
Me it doesn’t matter because I’m gonna be under warranty the whole time I have my truck...Wife and I were talking about it on the way back from the NC mountains and talking about turbocharged engines and start stop options...I said, it don make a rats posterior to me because it will be under warranty...
Last edited by Notgrownup; May 28, 2018 at 07:23 PM.
