TMizzy

Well...this escalated quickly!

Full-Race Geoff

peak numbers are not huge on ecoboost dyno charts because the turbine wheel and turbine housing are sized "small" on these engines for instant spool and early torque, reminiscent of a large displacement NA motor.

The corollary of this type of powerband is there will be restricted exhaust flow in the upper RPM's with high pre-turbine backpressure, high EGT and consequently high in-cylinder combustion pressures.. This means you should not run aggressive timing or lean the engine out with stock turbos on pump fuel. This gets amplified if you run 87 octane and have a bad tank of gas, especially with a high load or towing . Weve seen 85 octane labeled as 87, and old 87 test at 83! this is not good for any engine let alone a turbocharged 6cyl in a 6000lb vehicle. almost nobody is fueling their F150 ecoboost trucks up with race gas (although water/meth is the bandaid for poor fuel). I prefer 91/93 octane where available and would never recommend running less than 89oct because a bad/old tank of 89 usually burns ~87. The advantage of this very small and restrictive turbo is you have full boost before 2000rpm. great for the large displacement NA feel that so many people demand

thats exactly what we designed our exhaust to do -- haul the mail, quietly. This is a really nice truck and one of its best attributes is low in-cabin NVH which id hate to ruin with an obnoxious pipe. Im only 32 but my hair is starting to fall out from too many loud cars over the years, and my hearing sucks from long trips with loud pipes. Now I prefer to get in a silent f150 than a loud one at the end of the day but thats just me, everyone is different and even our non resonated version is stilll pretty quiet, just a function of good quality handmade mufflers and proper pipe diameters

we are not tuning any of these engines for max HP or max TQ, instead we tune for increased performance without sacrificed longevity/reliability. We too could "play the numbers game" by leaning out and adding timing, but thats just to make a pretty graph and try to impress people online. Instead its a better and more realistic representation to use a calibration that we can be confident in. I will say that no matter who your tune came from, its a good idea to check logs whenever you are considering a higher octane aka more aggressive tune. this PCM is no dummy!

correct - its not a good idea to tune this engine on "Ragged edge" because the computer will not allow it... as you saw the logs on aggressive tunes show that as soon as the computer sees a hint of knock - it excessively pulls timing and keeps it backed off. I believe very strongly there is >zero< benefit to an aggressive tune on a stock turbo pump gas application

hi thanks for the questions, typically our customers are racers who stare at dynocharts for days on end. I forget that it would be a benefit to more clearly explain things, ill ask our computer guy here to put some arrows on the charts. Basically we are measuring "peak gains" instead of "gains at peak power". On a truck application like this, we focus on low-end-grunt and the ability to move a heavy load from slow speed to highway speed. On the F150 ecoboost and 6 speed auto trans, this is the RPM range from 1850rpm ->4000rpm and that is where we want the power gains to be.

Think about this when you are behind the wheel, watch the tach and figure out what RPM range your driving has it at the most? let me know

13'TwinScrew

Geoff, do you guys have any more info on when your tune is going to be available?

Full-Race Geoff

no date yet, the 11/12 will be ready before the 13, we are still working on the boost control strategy for the 13s its a little bit trickier

2011FX4boost

Thanks for the answer Geoff!

13'TwinScrew

Thanks, I might have go ahead a pick-up a tuner and then get your tunes, too. It's pretty nice to know that they are working on perfecting the tune prior to releasing it.

Shaggy1970

Geoff, Thanks for the very insightful answers to my questions. I looked at the videos for the exhaust on your web site and the sound from the truck is much louder than stock, am I looking at the wrong video, I am in if I can find an exhaust that is just quite as stock but gives me the gains.

Shaggy1970

Geoff,
Having re-read your answer to peak horsepower question, would it be safe to say then the horse power on this motor is limited by only the size of the turbo's. I mean if you slap on an aftermarket turbo how much gain is possible from this block without changing the displacement, cams, or valve heights/springs?

I would think it would rev and put the horse power down quicker but you can change the redline, right?

Full-Race Geoff

you might be watching the resonator deleted vids. i will dig up the resonated vids for you later I have to be in meetings for the rest of the day (working with elan group on the EFR turbo setup for "deltawing", google it if youre bored really cool stuff)

roushyates is doing some great stuff with their 3.5L ecoboost... They call it the LIBRA engine and its a very lightly modified F150 motor.

the HP limit on these engines comes from 2 areas - the turbos and the fueling system. We have the turbo end covered, and still working with a few different companies on some possible fueling solutions. There are a lot of things in motion, and mtxpert on here is really doing some cool things with his DI retrofit. I think the aftermarket companies will really support ecoboost motors and camshaft development will take off once these trucks are off warranty, people pick them up 2nd hand with the intention to midify, by that time people will start swapping them into other chassis...

speed hunters did a feature on this fox body 5.0: http://www.speedhunters.com/2013/01/...fox-redefined/ its been giving me nightmares, makes me want to sell my nissan race car and build one of these things with an f150 ecoboost motor to really push the engines limits in a high performance application

thanks, we can still offer custom tunes in-house for the time being if anyone is local to us (Phoenix, AZ)

Joewee3.5

I have a question that you may have answered Geoff. You said that the comp pulls timing excessively when the tune is extreme. Every time I've been to the track my first run is the fastest both et and trap speed. Could the comp be learning and pulling timing on the later runs? I have wondered this for some time. Maybe I should run the tow tune next time.