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Ford Announces 2015 F150 2.7L EcoBoost V6 Power, Towing Numbers

Ford announced back in January that the company would introduce a new 2.7L EcoBoost V6 for the 2015 F150 which caused many skeptics to question whether it would be “enough motor” for the bestselling truck in America, but with the formal announcement of the power figures for the next generation F150 – those skeptics will need to find a new point to critique.

Ford Motor Company has made very good use of its EcoBoost technology and as both the original and the most powerful EcoBoost, the 3.5L twin turbo engine has quickly become the most popular engine choice for new Ford F150 buyers. EcoBoost technology has also made a huge impact across the rest of the Ford lineup including the current Escape, Edge, Explorer, Fiesta, Focus, Fusion, Flex, and Taurus – all of which have become popular models with the various turbocharged engines. Even the mighty Mustang will be getting an EcoBoost engine very soon, with the new 2.3L EcoBoost coming to the 2015 Mustang both in the US and abroad.

With all of that in mind, it is getting harder and harder to question Ford’s integration of EcoBoost technology, but there were some people who wondered if the new 2.7L EcoBoost that will power the 2015 Ford F150 would just be too little to get by. I was not one of those skeptics and I anticipated that the 2.7L EcoBoost would offer somewhere in the area of 315-325 horsepower. Turns out, I was right on the money.

Impressive Power from an Efficient V6
The 2015 Ford F150 powered by the new 2.7L EcoBoost V6 will deliver 325 horsepower and 375lb-ft of torque; figures that fall just short of the 5.0L V8 with 360 horsepower and 380lb-ft of torque. This engine is expected to give these F150s a monster advantage in fuel economy over almost all of the other trucks in the half ton segment – except for perhaps the Ram 150 EcoDiesel. Most importantly, Ford has been able to introduce this small and efficient engine without killing the working abilities of the truck, with the 2.7L V6 affording owners the option to haul 2,250lbs and tow 8,500lbs.

When combined with the weight saving efforts made through the use of aluminum body panels on the 2015 Ford F150, this tiny twin turbo V6 should be able to hang with the vast majority of half ton trucks for the 2015 model year in terms of capabilities while exceeding almost anything else on the market in fuel economy.

The Real Battle Comes with the Ram EcoDiesel
The most efficient truck in the full size, half ton segment right now is the Ram 1500 EcoDiesel, which delivers 20 miles per gallon in the city and 28mpg on the highway. This 3.0L turbo diesel engine offers 240 horsepower and 420lb-ft of torque, allowing it to haul 1,620lbs and tow 9,200lbs so in addition to being the most efficient, it is also as capable as you would expect a truck of this size to be in today’s market. If Ford wants to reclaim the title of offering the most efficient half ton truck in America, they will need to beat the Ram EcoDiesel and this new 2.7L EcoBoost is their best bet.

Prior to the arrival of the EcoDiesel, the Ram 1500 with the Pentastar led the segment in MPGs but before that, it was the 3.5L EcoBoost V6 in the Ford F150. Unlike the Pentastar V6 which bested it in fuel economy, this 3.5L EcoBoost engine is also one of the most powerful in the segment. Ford was able to design their most capable engine to also be their most efficient, so with the emphasis being more on fuel economy with the new 2.7L V6, Ford could take a real run at the top of the MPG chart.

The larger and significantly more powerful 3.5L EcoBoost V6 offers 16mpg around town and 22mpg on the highway, but that is in the current, heavier 2014 F150. Going to the much smaller and slightly less powerful 2.7L EcoBoost should help tack on at least a couple MPGs on both ends while the lightweight 2015 F150 body and chassis design could add a couple more.

Will it be enough for the 2.7L EcoBoost powered 2015 Ford F150 to reach better than 20mpg around town and 28 on the highway? Only time will tell…but if nothing else the arrival of the new EcoBoost V6 with 325hp and 375lb-ft of torque will continue to push all of the truck makers in America to constantly find ways to make more power without compromising efficiency.

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I heard the F-150 chief engineer say that this is the sweet setup in the new F-150. He should know.
The Diesel Ram may have equal or slightly better fuel efficiency, but if this 2.7 turbo uses regular unleaded it is going to dominate in terms of fuel economy.
Real world mpg for the ecoboost powered fords is considerably less then advertised, my 2013 escape with the 2.0 ecoboost is pretty fast but no way frugal. 23 mpg average with 64k miles. We have a fleet of these, we expected better mileage, way better. We are moving on to the Subaru Legacy and back to Chevy Equinox. I like my Escape for the power and ride, but it has no room, heavy torque steer and little gremlins (stalls a lot) that frustrate you.
My 2011 gets 25-30 mpg on the highway...unless you are beating on those can get phenomenal fuel economoy
No it doesn't. Unless you are driving downhill with a stiff breeze at your back all day there is simple no chance of this level of mpg from one of these trucks. I own a 2012 with several upgrades that aid in fuel economy and also drive VERY conservatively and can in no way get 25-30 mpg.
I do have a ford car before they are nice looking cars .. suspensions I love it.. but I just wonder why they stalls a lot especially winter time....
Let's see if Ford is more honest with their MPG numbers on the new model. Looking forward to seeing if this might finally be the truck to replace my trusty 04 F150
Beside the light weight and small displacement, the start stop should add another MPG or so. This should push it equal or ahead of the EcoDiesel. As for towing capacity, most Ecoboost engines can pick up about 30 ft-lbs of torque from just an ECU flash. That should make it even better. If the 2.7 EcoBoost is priced right it's going to be a game changer.
Real world MPG isn't the same as the rating for one reason, when they are tested they go light on the throttle which you could do in the real world but its nowhere near as fun. A slow, boring car doesn't tempt you like an EcoBoost engined car with peak torque right around 2,000 rpm. If you drive a lot and want MPGs, learn to use your cruise control. On short trips I'm having too much fun to worry about mileage but on long trips I can cruise at 80 and get close to the advertised highway MPG. Its slightly less because I'm going fast and shitty oxygenated CA gas. If you are doing short trips all the time your mileage is going to be screwed up any way. If you do long trips and cruise at 65, you're going to see that highway MPG. That experience is from a 2014 Fiesta ST which I drive like a mad man. This 2.7 is probably the most advanced engine Ford has ever made and I think it compares favorably to the V6 in the Nissan GT-R, TiVCT is more advanced than Nissan's VVT system and the block can probably handle more cylinder pressure. The thing is redefining world class and its being done at high volume in an inexpensive vehicle. If they stick it in a Fusion and call it ST, people might forget about the Mitsubishi EVO. That's not too much of a pipe dream because they are putting it in the Edge which is built on the Fusion platform.
" A slow, boring car doesn't tempt you like an EcoBoost engined car with peak torque right around 2,000 rpm. " So true. I think this is the critical point many are missing, The ecoboost engines have eager throttles, and ample low end torque. I shake my head when my co-worker with their torque managed GM's and their lifeless throttles putting around telling me about their great mileage. A note on the 2.7 vs the Ram Eco-diesel. The Ram will perform nowhere near as well (240hp), require an initial outlay of $3000 more, cost more to maintain, and require more expensive fuel.
You cannot compare the power or performance of engines using HP ratings, especially when you are comparing gas vs diesel. Remember, Horsepower = (Torque x RPM) / 5252, therefore the high-RPM gas engines will have inflated HP ratings compared to a low-RPM diesel, this is especially true when dealing with a gas fuelled turbo engine. This is the same reason you see 1000+ HP 4cyl Honda Civics, they get up into the 10,000RPM range even and even with the little bit of torque they have the way HP is calculated over RPMs skews the "power" numbers. In the end, horsepower means nothing, the true measure of power is torque, the EcoDiesel has 45 more ft/lbs than the 2.7 EcoBoost, hence the higher tow rating. Another huge factor in performance is gear ratio, a high gear ratio is probably the reason your co-workers GM has a lifeless throttle, a high gear ratio sacrifices power for economy. I would also argue that diesels are cheaper to maintain as they have approx. 30% fewer parts than their gasoline counterparts and they hold their resale value way better.
Diesels take a lot more oil during oil changes and are required more ofter and cost more to have done. Initial cost for the engine is higher. The fuel is, for me about $0.80 more per gallon. Winter diesel fuel is even higher.
first, only HP is a measure of an engine's power. Torque is not. That 4 banger civic may have higher BHP than ft-lbs of torque, but BHP (POWER) is what makes vehicles accelerate fast, and it will certainly run circles around a car with half the power but 1k ft-lbs torque. Torque helps to define how wide the power band is and how immediately the throttle responds, but that is it. Fast vehicles have high power and low weight. Torque numbers be damned. To counter your Civic analogy, look at a tractor trailer or freight train. Relatively low power numbers but incredible torque. No need to point out that they don't accelerate very quickly, even when they are just the cabs and aren't hauling... despite huge (but low power) engines.