ecoboost f150
Jan 11, 2011 | 11:29 AM
#12
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From: el paso, tx
Jan 11, 2011 | 01:54 PM
#13
Jan 11, 2011 | 04:37 PM
#14
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From: Ontario, Canada
Hahaaha idk about the 6.0 part. And its sad ford always has to boost their motors to keep up with gm's na motors! Hahaha oh well that's why they will always be second! As for this ecoboost. Kind of a bad idea if you think about it. A small motor with turbos trucks are about torque if you use them for a truck. Small motor with a turbo naw I will pass for a dmax if that's the case! Hahaha
Jan 11, 2011 | 04:56 PM
#15
Jan 11, 2011 | 06:56 PM
#16
4200 Vortec Turbo....... Please build it
I'd like to see GM bring back the 4200 I6 as turbocharged model for trucks/suvs. Add VVT to the Intake camshaft, and design a good turbo manifold for a single Variable Geometry Ball Bearing turbo with cold side compressor modulation. That would get the torque pumped up in a hurry, set it up to run WELL between 8-10 PSI, so that aftermarket could be tuned up more at the owners risk/fuel choice (E85?). Using the LNF 2.0 numbers for torque, realizing that the boost pressure I said above will be less than what the LNF runs, and taking into account the Longer stroke of the LL8, I'd be willing to bet you could see 610 lbft of torque out of that combination (at the flywheel). That would be an EcoBoost killer for sure. I'd take on of those with a 6L90E in my next ECSB 4x4 in a heart beat.
Jan 11, 2011 | 07:32 PM
#17
You are correct, in most cases a roots/screw based supercharger will reach 90% of it's maximum torque band sooner than/ with a higher average value than will a turbo charged engine (same displacement between the two), provided it has the appropriate camshaft specs. Implementation of multiple technologies such as Variable Geometry trubines, quick-spool valves, and twin/sequential turbo charging are coming close if not beating larger displacement engines in the power versus efficiency category.
I'd like to see GM bring back the 4200 I6 as turbocharged model for trucks/suvs. Add VVT to the Intake camshaft, and design a good turbo manifold for a single Variable Geometry Ball Bearing turbo with cold side compressor modulation. That would get the torque pumped up in a hurry, set it up to run WELL between 8-10 PSI, so that aftermarket could be tuned up more at the owners risk/fuel choice (E85?). Using the LNF 2.0 numbers for torque, realizing that the boost pressure I said above will be less than what the LNF runs, and taking into account the Longer stroke of the LL8, I'd be willing to bet you could see 610 lbft of torque out of that combination (at the flywheel). That would be an EcoBoost killer for sure. I'd take on of those with a 6L90E in my next ECSB 4x4 in a heart beat.
I'd like to see GM bring back the 4200 I6 as turbocharged model for trucks/suvs. Add VVT to the Intake camshaft, and design a good turbo manifold for a single Variable Geometry Ball Bearing turbo with cold side compressor modulation. That would get the torque pumped up in a hurry, set it up to run WELL between 8-10 PSI, so that aftermarket could be tuned up more at the owners risk/fuel choice (E85?). Using the LNF 2.0 numbers for torque, realizing that the boost pressure I said above will be less than what the LNF runs, and taking into account the Longer stroke of the LL8, I'd be willing to bet you could see 610 lbft of torque out of that combination (at the flywheel). That would be an EcoBoost killer for sure. I'd take on of those with a 6L90E in my next ECSB 4x4 in a heart beat.
