The max tow results in a 4.10 ratio for the ecoboost and 3.73 for the 6.2.

 

Actually, the Ecoboost with the max tow package ... 157"... Supercrew 4x4 comes with either the 3.73 or 4.1 . I believe mine is 3.73. I'm not home to check it out, but 90% sure it's not 4.1.

 

I stand corrected. I would have sworn that the 4.10 was required but it is not.

 

The Max Tow option gives the Lariat EB the 3.73s. The 4.10s are only an option on the FX4 but does not increase the payload or towing capacity.

 

Um, ....... huh?

 

Only true way to compare is trade trailers and repeat test to be fair.1000 lbs is big difference in trailers, if that is really the difference, trailer brakes dragging low tire pressure or more rolling resistance etc... to be scientific.

 

I've had an ecoboost for about 2 hours now, and I must say, I'm an expert now, and I say, the bulldookie quotient of the vehicular manslaughter in this 6 valve (V6) diesel is by far the most flatulent of any motor car I've ever driven.

 

Guys' has anyone put aftermarket gauges in one of the EB trucks yet? I am just curious as to what you are seeing for EGT's if anyone has a pyrometer or dual pyrometers installed.

 

Huh? Lol love the wording on this.

 

Sounds like the intercooler pump isn't circulating. That is my assumption from Lightning engines...

 

wow this is a great thread i cant wait to hear the diagnosis from Ford.

To dsq3973, you have made some very goodpoints and you def kow what youre talking about as far as the egt's and engine load. I drive a tractor trailer for a living hauling gasoline. I gross 107,000lbs driving a KW with a 475 Cat, 10spd, and 4.11's. When I get to a steep grade (and there are alot of them in upstate NY) I downshift to a gear that will let the tractor work easily to keep it cool and keep egt's down so not to heatup the turbos. Theres a hill I pull everyday about 5 miles long that I can reach the top at 35mph, 7th gear, at 1900rpm oil temp will be at 240*, water at 210* and pyro around 1100*. On the otherhand if I downshift to 6th and keep it at 1700rpm I will reach the top at 28mph oil at 210*, Water at 195*, pyro 800* truck pulling easily. So the key is to lower the truck into a gear where it can pickup speed if needed but keep it at a conservative rpm instead.

 

Savage02, that's the thing on these newer trucks the PCM on the truck is controlling the trans not the driver and keeps down shifting to maintain speed even if you try and keep it in a higher gear. I know with my F350 towing our 5er I have to remain above 62mph to stay in over drive or it kicks down to 4th and I have to remain above 42mph to stay in fourth. But the kicker is if I push the truck to hard up the grade in overdive to remain above 62 I am pushing 32+lbs of boost and the stock intercooler won't take much more than that I have already blown a boot off once pushing to hard I really don't want to pop the intercooler. I know on the Class 8's we get to choose the gear we can pull the hill in and it's all about knowing the truck and how much weight is on it. I know how fast I have to hit a hill with our boom truck to stay in 8th all the way up the hill and I also know what gear I need to be in when I hit the bottom of the hill fully loaded to 60,000lbs.

The thing is with the newer pick up trucks with them doing away with the manual trans in them it's going to create these perfect storm situations that these two gentelman have experienced. I don't know there driving history but normally you see this with people that have never driven a turbo charged vehicle before and it is not there fault it's just a lack of experience towing with a turbo charged vehicle. Because you and I know on a normally aspirated vehicle if you want to go faster up a hill all you do is push the skinny pedal down and you don't have much to worry about other than trans temps. But now you take that same person and stick them in a turbo diesel or an EcoBoost towing the same load with no experience and what are they going to do out of habit? They are going push the skinny pedal futher towards the floor out of habit not knowing any better and these situations are what happens. The PCM's in these trucks are just a machine and are doing what they are programed are to do the rest comes back to the driver watching and understanding what is going with the truck and adjusting the input they have. And some of that comes with putting the correct gauges in the truck to monitor what's going on like you and I both have done so we don't burn up our expensive trucks. The attitude of if Ford did not put it in the truck we don't need is what got me so hot under the collar earlier and is load of crap. Sorry bud, I didn't mean to ramble on about something we both know.

 

The trans in the '11 F-150's is Select shift, where if you select manual mode, ("M" on the shift selector) you can control the gear the trans is in. I wanna say it's standard on all f-150's, but not too sure, I know my truck has it.

'11 F150/EB/3.55/XLT/Standard Tow Package

 

Ok, I did here that and I knew the Super Duty's came with it. But does the PCM over ride that at some point and force a shift near or at red line to prevent damage or does the truck simply go into limp mode?

 

I know mine bounces off the rev limiter.