TriShield

Review - 2011 Ford F-150 (3.7 vs 5.0 vs 6.2 vs Ecoboost)



By Sajeev Mehta on October 4, 2010

While my invitation to the media burnout fest musta been lost in the mail, I attended a regional ride/drive event to cover the four new engines in the 2011 Ford F-150 as compared to some of its domestic competition. The afternoon included a fairly-lame autocross, a (short) drag strip and towing tests. The product specialist made a point to ask everyone to tell their friends about this event. Luckily for Ford, I got a lot of people to tell.

Chevy Silverado Z71 (5.3L, 6AT) - The Z71 Chevy used to be a serious 4WD off-road package, but now it can be a knobby tired, softly sprung PreRunner rig. Which shows the Blue Oval Boys stacking the cards in their favor, earning a wag of my finger. The Z71 was terrible on the autocross, but I brake torqued my way (3.73 gears?) to a dead heat with the EcoBoost at the drag strip. Irrelevant, as the drag strip was short and sweet, though I preferred the throttle tip in of the Chevy from a standstill. Lose the Z71, add a little more Z06 under the hood and FoMoCo could be in trouble.

Dodge Ram 1500 (5.7L, 5AT) - The “Big Horn” edition Ram was perfectly respectable in every performance metric, with more midrange V8 lust and soundtrack than the 5.3L Chevy and feeling similar to the 5.0L Ford. But I suspect, in the real world, the impressive horsepower isn’t up to par when stuck with Dodge’s 5-speed automatic. It’s still a very nice truck, but here’s proof that continuous improvement isn’t just for cars.

Ford F-150 V6 (3.7L, 6AT) - This six-banger could be the reincarnation of the powerful, efficient and legendary Ford straight-six. I noticed the rumbly exhaust at first, then the 7000rpm tach with no redline markings. The new motor’s lusty midrange was expected with variable valve timing, but the tach ran through its full range of motion. That’s right, an $18,000-ish truck can rev to 7000rpm and bring a smile to one’s face. The lightweight cammer Ford was soft on the bottom end, has the lowest tow ratings, but is far and away the most fun truck I’ve experienced in years. Maybe its because Paul and I both love I-6 Fords (his small-six from 1966, my 1994 big-six).

F-150 5.0L (6AT) - The last 5.0 was a joke compared to it’s faster/stronger/cheaper 4.9L straight-six brother, but this is a respectable mid-range motor, more grunt than the 3.7L with a great sound for not much extra coin. And compared to the outgoing 4.6L trucks, Dearborn gave us a reason to believe that multi-cam V8s have a place in big trucks: depending on the EPA’s final judgment.

F-150 6.2L (6AT) - Though a top option with BOSS 429-esque valve covers, a macho engine note and impressive grunt that sounds like da bomb, an overweight 6.2L iron big block motor has no business in a nimble, streetwise F-150. Crotch-rocket aficionados say the same about Harley Davidson’s V-twin in modern bikes, which explains why this motor is standard in the Harley-fettled F-150. That said, I adore this BOSS-wannabe, and eagerly await my first test in a workhorse F-250: the Powerstroke diesel’s premium might be in trouble. But the F-150? Not so much.

F-150 EcoBoost (3.5L, 6AT) - The “Eco-Brick” may certainly appeals to urban cowboys and status seekers in the flyover states. Gutsy move, but the numbers don’t lie: there’s plenty of low end grunt with a gentle turbo whistle, taking much needed weight off the nose for the best autocross performance of the bunch. And while our mini-drag race test wasn’t a win, the EcoBoost mill would destroy the competition if it ran through more than one gear.

But truck users whose actions create America’s collective pickup forklore might be unimpressed: over load/under maintain this beast and I see a well worn, multiple owner, Eco-Brick F-150 eating turbos in less than 100,000 miles. Respectable for the sludge-factories from VW and Audi, but that might as well be pickup brand management suicide.

Conclusion - I’d buy Ford’s base V6, XLT trimmings, start praying for a MidBox option and research how to use a sawzall/welder to lower the bed rails to a usable height.

And while a ride and drive is no substitute for real seat time, Ford eclipsed the competition with upscale interiors stocked with full color gauge displays and great ICE systems, decent suspensions, 6-speed transmissions across the board for respectable fuel economy (or so they promise) and a blizzard of configurations.

More to the point, this is a slam-dunk of a mid-cycle refresh. If only we could peer into the future, checking out Texas’ Craigslist ads from the year 2025: if a fully depreciated Ford sells for more than its Chevy counterpart, the circle shall be complete.

Mike Morris

iTrader: (55)

Its true-wack up the Allison 6 speed by more than about 70 HP and it will break not to mention tripping codes. The previous trans in the 6.4 PS was very tough-many of those trucks put out over 600 HP and up with no problems. Keep in mind the Superduties are very heavy as well. They new trans is suppose to me stronger than last years...

Blakbird24

iTrader: (24)

I have good friend who is a GM master tech...his buddy has a 2006 2500. He went all out on that truck...programmer with all the supporting mods. He takes it to pulls just about every week throughout the summer...it puts out about 1000lbfts...and the tranny is fine. He's had to replace diffs, axles, the driveshaft (multiple times)...but that transmission has proved to be absolutely bulletproof for over four years. When I first rode in the truck about two years ago, my master tech friend told me that he had not yet seen a broken Allison...and he knows quite a few guys that run the pull circuit.

Mike Morris

iTrader: (55)

Sorry but I disagree. I have rebuilt 30 Allisons in bolton trucks in the last 2 years(6 speeds-5 speeds as used on pre late 06s arw weaker). After bolt ons they will break on non duallys(duallys are much heavier). If they don't-you are extremely lucky.

CaptainDirtymax

one problem, the Allison 1000 is NOT in any tracked vehicles. the Allison 3000 is. the main problem that the Allison 1000's have when you throw more power at them, is the 5th/6th gear clutches slipping. that's how they "break" so to speak.

they don't physically break. the gearing and case are more than up to the task of towing 20k lbs all day long, the clutches are not.

a Suncoast stage II Allison will hold more power than the Ford would even dream about btw.

Spoolin

iTrader: (8)

From what I understand the Allison tranny is the best stock tranny out there for towing. If you mod the truck than it will start to break and what not but in stock configuration it's top of the class.

Darksol

How can the current G.M. trucks look like the 99's and the Dodges not look like a 94? Ditto for Ford superduty since 99. They haven't had earth shaking changes inside or out. Except for the new for 2011 engines

ThisBlood147

I agree. While I probably still classify as a "Ford guy" around these parts, I don't really care for their latest truck offerings style-wise. Chevy's current frontends are equally ugly. The new Sierra's, on the other hand, are some pretty handsome trucks. But I have to say.......the newest Dodge's (2011's?)take the cake in the best looking category. They did some sweet massaging to those bodies.

As far as interiors/drivetrains/performance/towing...I think all 3 of Detroit's boys are producing industry leading stuff as of right now. I don't see how you can go wrong with any of them IMO. Comes down to preference.

Blakbird24

iTrader: (24)

It's funny because you and I share the same opinion on the GM trucks...I think the Sierra looks phenomenal and the Silverado is eh. However, I could not possibly disagree more with your opinion on the Dodges. I think they are some of the worst looking trucks ever made.

texas94z

Just wait for the next gen GM half ton trucks. Its going to be a truck for the future kinda like how the VOLT is the future of cars. DI, possibly turbocharged or supercharged, Gen V V8s with 2/4 mode transmissions. I bet GM spent a lot of time in the wind tunnel too.

Have y'all ever driven the hybrid silverado? It's the best truck on the market. Thats the future.

ThisBlood147

I know not a single guy that actually makes working use of his truck that would even consider a hybrid drivetrain for his next one. It's nifty, sure. But I think we're quite a long ways away from having a truck buying market that will be largely open to that kind of product. Not to mention how much more expensive such an option is compared to a standard gas driven model.

What's the mpg rating on one those hybrid trucks?

TriShield

21mpg city. Big increase over the standard powertrains.

TriShield

Agreed.

DiscerningZ32

The thing that would sell me on the Ford (if I was interested in a pickup) is the floor mounted shifter. I can't stand column mounted shifters. JMO.

texas94z

Tell Verizon that.

http://www.environmentalleader.com/2...erado-hybrids/

Jon5212

iTrader: (2)

If he truly is putting 1000 RWTQ he does not have a stock Allison plain and simple. A stock allison will slip and grenade itself at that power level. If he has a Suncoast or PPE kit in it then thats fine but he's full of BS if he claims its a stock allison.

1slow01Z71

iTrader: (36)

I put down 365/752 to the ground thoguh a stock allison, my tuning and 35s. It ran just fine like that for 30k for a total of 105k before I sold it. I agree no way youre running 1000rwtq through a stock allison for more than a glory dyno run. Its not so much the actual trans thats so weak its the torque converter that actually ***** teh bed first. People have gotten away with a good converter and transgo jr shift kit for a long time with quite a bit of power. There are also plenty of guys running 600/1200+ with stock clutch packs its all in how you build the trans. I dont know how to personally but IdahoRob on dieselplace seems to have the magic recipe.

Jon5212

iTrader: (2)

^^^ I agree the transgo JR helps, but if he truly is on a stock allison 1000 RWTQ will make it limp in no time at all. Blackbird tell your friend to give me that "stock" allison, I'll put it in my truck, I'll turn it to my race tune and I can guarantee I'll limp mode it within 10 minutes