When we tested the 5. Is it too good to be true? For that money, you only add five horsepower which peaks at a lower rpm. The V8 had to work hard on the hills; one long hill on a 65-mph highway required flooring the accelerator pedal to maintain speed. Not bad for maintenance either. A note on axle ratios: Our EcoBoost has a 3. We recently completed our full testing of two versions of the updated F-150, to see how the V6 fares in a V8 world.
In real-world driving, we got 17. The dark blue and beige paint combination looks good on this truck. And that was with the six-speed automatic. The biggest news from Ford's freshening of the is the addition of the 3. They couldn't find the keys for the car.
To compare the two trucks, we hitched up a 7,500-pound enclosed car trailer. But pricing is aggressive: The upgrade from the 5. While turbochargers have gotten a lot more reliable over time, there is no denying that the V8 is a simpler engine. The brakes never seem to fade. So does the well-crafted interior, which combines black leather captain's chairs, light-hued wood on the dash, and an extremely roomy second row, which would seem to suggest this truck isn't ready for hard work.
A torque curve you can lay a ruler on and decent mileage -- why do we mess around with V-8s anymore? We also measured fuel economy while towing over a 33-mile mixed driving loop that combined steep hills, rolling two-lane roads, and some highway stretches. Really fun to drive, really easy to drive. Consumers have embraced the EcoBoost technology, with initial trucks sales being stronger than expected. Regardless of the difference, our two trucks were well matched when it came to capability. Changing that ratio affects payload and tow capacities. The it tows really well too.
Towing performance actually rivals that of some turbodiesel heavy-duty ¾-ton trucks. The EcoBoost engine is more relaxed to drive with better mid-range oomph. The twin-turbo's power delivery was much smoother than expected, with no noticeable turbo lag, and much quieter, too. The EcoBoost has 40 more pound-feet of maximum torque at a lower 1,750 rpm. If they can get enough people in them, they will have converts left and right. We then clocked 0-60 mph acceleration and 45-65 mph passing times at our track.
Ford has publicly tested the EcoBoost in tough environs; that and the resilience of modern-day turbocharging systems -- consider turbodiesels in heavy-duty trucks -- gives us confidence in the long-term reliability of this engine. See for yourself by spotting all of those EcoBoost trucks on the road by their offset front license plate, which allows airflow to the giant intercooler. It seemed like the 4. The twin-turbo propelled the SuperCrew F-150 to 60 mph in 6. Our only concerns were with fuel economy and reliability. It doesn't have the most horsepower or torque -- that would also be the 6. Not bad for a truck on gas.
And the inverter of the car was in ruff shape. This makes a big difference when you're hooked up to a trailer. Definitely not a dealership that I would recommend. The twin-turbo isn't the largest displacement engine available -- those honors go to the 6. And, depending on the engine, the transmission was either a four- or six-speed automatic.
Version 0-60 mph towing a 7,500-lb. All kinds of woarning lites. How do all of these numbers play out in the real world? It simply downshifted a gear or two to keep up. That is an absolute bargain, and in that truck, 0-60 times would be even faster than in the SuperCrew. When the 2009 F-150 won Truck of the Year, the biggest shortcoming was its engines. This truck handles really well too. We do wonder if it would still surpass V-8 fuel economy when towing, but that's a test for another day.