Any truck forum is dominated by a few people who are having a problem and want to tell the world.
The Ecoboost is a very solid, reliable, capable performer. People with brand envy would like to bring it down. But the marketplace is telling the story. It is a kick-a$$ towing machine.
Bob & Wendy; Spanky & Piper the Fox Terriers
2012 Race Red FX4 Ecoboost, Max Tow, Luxury Pkg
Surveyor 235RKS
Reese Dual Cam
I have the 5.0, 4x4 screw with 6.5' bed. I bought it in early June with 10 miles on it, and it now has a whopping 2500 miles on it. So far, my mpg is just over 18, but that's mostly highway driving. I like everything about it!
The same guy who posted all his problems with the EB did so on the forum and I believe the shudder is for some an F150 problem. Some guys on the forum got fed up and started a post to talk about as many have said here problem free miles since ownership. Also the Eco has been out longer in the sho and flex with minor tweaks to go into the 150. Mine is also problem free and as I stated before an amazing tow vehicle. The 5.0 is also an excellent motor they are just diff. I chose the boost for better more comfortable towing lower rpm torque and less shifting. Its all personal preference the 5.0 will get the job done as well. Go test them both out and choose what you like as the feel fits you but DON'T let a few things you here make your decision for you. I have several friends who work at diff dealers in the service dept and they never see Eco in unless they need an oil change. Now don't get me wrong I'm sure there are issues with any vehicle on the road. My friends 5.0 blew up, threw a rod with under 10000 miles does that mean the 5.0 is junk, NO it means he got a bad motor and they replaced it with one in the crate. As far as being a die hard V8 guy my brother in law would never touch anything else and starts trying to make every V8 he buys stronger the day he gets it home. He spent a lot of money moding his 5.4 and it runs well. A month or so back he was going to get the 6.2 and has been looking and thinking then he got in my boost and has ask to drive it probably 5 times cuz he can't believe it and each time he has a bigger smile on his face. Needless to say he picks up his new FX4 tonight from the dealer and it is an Ecoboost. Sorry to ramble on but Ford has 4 engine choices and all seem to be very good at this point. As I stated it is ultimately your choice but there is a reason so many people are towing TT and 5vers with the Eco and I believe this is why you read so much about it
MO_Trout_Bum wrote: So, we already discussed the fact the 5.0 is a totally different engine now. That said, it is rated very close to the old 5.4 and is a very respectable engine for towing. Personally, I would be paranoid about going with the EB in a tow vehicle since we just don't know how it will stand up over time, what the common failure points will be and what they will cost to repair. So, if it was me doing this, I would evaluate the cost difference between 6.2L and 5.0L and go with whatever gives me the most bang for the buck. Both are very good choices.
Why wouldn't you be paranoid about the 6.2 and the 5.0 as well as the Ecoboost? All three motors are new designs for 2011 truck line up.. Actually if my memory serves me right the first Ecoboost design came out in the Lincoln in 2009, then the Taurus SHO in 2010.
Kevin O, Fair question. I am mainly paranoid about the additional turbo components, related controls, cooling systems, etc. Similar to the turbo diesel engines, these components can be extremely costly to repair. By this time next year, I think this will all be proven out to my satisfaction. Until then, I would lean toward a naturally-aspirated gas engine if buying a replacement gas towing vehicle. Just my take on things....
MO_Trout_Bum wrote: So, we already discussed the fact the 5.0 is a totally different engine now. That said, it is rated very close to the old 5.4 and is a very respectable engine for towing. Personally, I would be paranoid about going with the EB in a tow vehicle since we just don't know how it will stand up over time, what the common failure points will be and what they will cost to repair. So, if it was me doing this, I would evaluate the cost difference between 6.2L and 5.0L and go with whatever gives me the most bang for the buck. Both are very good choices.
Why wouldn't you be paranoid about the 6.2 and the 5.0 as well as the Ecoboost? All three motors are new designs for 2011 truck line up.. Actually if my memory serves me right the first Ecoboost design came out in the Lincoln in 2009, then the Taurus SHO in 2010.
Kevin O, Fair question. I am mainly paranoid about the additional turbo components, related controls, cooling systems, etc. Similar to the turbo diesel engines, these components can be extremely costly to repair. By this time next year, I think this will all be proven out to my satisfaction. Until then, I would lean toward a naturally-aspirated gas engine if buying a replacement gas towing vehicle. Just my take on things....
Agree on the Eco and that many don't understand about 'highly stressed' with the
twin turbos (parallel) spinning around 170,000 RPMs each with the new
+2,000 PSI direct injection system and whether they beefed up the
rotating components, along with the castings 'enough' for the long haul
OBTW, could not find out whether the piston bottomes have additional
spray lube for cooling or not. Stuffing in approx 25% more air into
it for the approx 12PSI boost will have those pistons get really, really hot.
-Ben Picture of my rig
1996 GMC SLT Suburban 3/4 ton K3500/7.4L/4:1/+150Kmiles orig owner...
1980 Chevy Silverado C10/long bed/"BUILT" 5.7L/3:73/1 ton helper springs/+329Kmiles, bought it from dad...
1998 Mazda B2500 (1/2 ton) pickup, 2nd owner...
Praise Dyno Brake equiped and all have "nose bleed" braking!
Previous trucks/offroaders: 40's Jeep restored in mid 60's / 69 DuneBuggy (approx +1K lb: VW pan/200hpCorvair: eng, cam, dual carb'w velocity stacks'n 18" runners, 4spd transaxle) made myself from ground up / 1970 Toyota FJ40 / 1973 K5 Blazer (2dr Tahoe, 1 ton axles front/rear, +255K miles when sold it)...
Sold the boat (looking for another): Trophy with twin 150's...
51 cylinders in household, what's yours?...
msalyer wrote: Wow, I posted because I thought this thread was about the 5.0. I must of been mistaken.
He actually asked about both and was wondering why there were so many people and post w the EB. And not as many 5.0 probably trying to weigh his options that are out there as well as real world experience unless I'm mistaken and if so I will stand corrected.
msalyer wrote: Wow, I posted because I thought this thread was about the 5.0. I must of been mistaken.
He actually asked about both and was wondering why there were so many people and post w the EB. And not as many 5.0 probably trying to weigh his options that are out there as well as real world experience unless I'm mistaken and if so I will stand corrected.
My gear-head and wrench opinion is that most don't know that they are
not comparing apples to apples
V6 vs V8
Naturally aspired vs forced fed
A lighter engine, so it 'should' have less weight to carry/run with
and that also means more cargo rating due to those 2 missing cylinders
Higher MPG because unless the driver is into the boost all the time,
those turbo's aren't forcing air into the smaller displacement, therefore
better MPG
It appears to be smallish turbos for low end and wonder how far they
can be pushed on the top end of the tach
I can see maintenance issues if they aren't kept up with both in a
good (severe duty) schedule and quality of materials
At +2,000 PSI fuel injection, would assume that system has some pretty
expensive fuel filters and safety components that would not take kindly
to lack of maintenance. So many threads out there telling folks that
the stuff today (both the systems and the materials) so good, that they
can ignore oil change schedules and to go to extended schedules. I
know that turbo's do not do well with poor maintenance schedules and materials
How many of these owners know to let the turbos spin down and then rest
(cool down) before shutting down? Ditto start up, stay off the throttle
to allow the oil PSI to get up there. Remember, they list the average
turbo RPM on these to be in the 170,000 RPM range. That takes a fraction
of a second to ruination if there is a hiccup in oil supply
write up on siphon cooling of turbos.
Even if your DW was driving while you were were dozing in the other seat and she shut it down at the top of the Donner pass after pulling your 5 ton trailer to the top ,she wont have cooked em.
They havent thought of everything but they do get the easy stuff.
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