Jizz

TT EB V6 at 365hp is a tune away from the 400hp Coyote imho. I will wait and see what the SHO guys do to fortify that statement but I bet that TT can and will be wicked.

I also expect that the EB TT weighs less or about the same as a 4 valve 5.0

walt460

I know this is an old tread, but there is a lot of new information about swapping a 3.5L Ecoboost into a S197 if anyone is still interested. Installing a 2011-2014 F150 3.5L Ecoboost engine and 6R80 auto trans into a 2011-2014 Mustang is a lot easier than anyone might have imagined. Anyone want to know more?

walt460

The 2011-2014 F150 Ecoboost engine and it's 6R80 auto trans is a very powerful and strong powertrain. With 365HP and 420ft-lbs it makes the F150 a strong performing truck.

Over 42% of all F150s built since the start of 2011MY have the 3.5L Ecoboost. That means there are over 400,000 F150s with the Ecoboost engine. AAA data shows that after 3 years of use, F150's have a 5% "Total loss, sold at auction" rate. (2011 & newer cars and light trucks with multiple air bag systems are see a much higher rate of "Salvage" due to the costs and liabilities associated with repairing them.) That means we are on our way to maybe 20,000 Ecoboost F150 "salvage" trucks in wrecking yards. THAT is an opportunity!

-- The F150's 3.5L Ecoboost engine is just 28-1/2" wide across the turbos, and just 22" wide across the cylinder heads.
-- It comes with a rear sump oil pan that is exactly the same oil pan as used on the 3.7L V6 in both the F150 and the 2011-2014 Mustang.
-- In fact, the F150 V6s and the 2011-2014 3.7L V6 have the same motor mounting pads on the blocks.
-- The Ecoboost's H-pipe mating locations are very similar to a Mustang's.
-- The 6R80 upper case dimensions and overall length are very similar to an old AOD, 4R70W, etc. (the lower case is larger, but not an issue for packaging in a vehicle tunnel.)
-- Actually, you could bolt a 2011-2014 F150 3.5L Ecoboost with the 6R80 right into a 2011-2014 Mustang. And very likely it would also fit into all 1979-2010 Mustangs, as well as 1998-2007 Rangers and many other RWD vehicles.

Now, if a 5250# 2011 2WD F150 Ecoboost SCAB with a 3.73:1 gear and 30" tall tires runs the 1/4 in 15.0 seconds. Then a 3500# mustang with 26" tall tires could well run into the 11s. And, get close to 30MPG highway FE.

What do you think?

Norm Peterson

I would absolutely want to know how durable it is for a 20 minute open track session. Solving the heat issue for only 11 seconds at a time at the dragstrip or maybe a minute at autocross followed by at least a 5 minute cooldown is childs' play by comparison.

An automatic is a non-starter for me and the MT82 may be a bit too marginal for the torque. What manual transmission would find its way behind an EB 3.5?


Norm

Chromeshadow

I own a F150, been watching this engine over there. They seem to hold up towing over 5 tons, so sounds like they are pretty solid. They don't offer a manual on any of the truck in the USA, it might be more trouble than it's worth to try to get a stick behind it.

JIM5.0

With the introduction of the TiVCT 3.7L engines, I am not sure why the non-TiVCT 3.6 EcoBoost V6 would replace the 3.7L TiVCT.
If anything, Ford will reserve the Mustang for the 3.7L V6 and not put the 3.5L EcoBoost into it.

We are looking at a much larger picture that will dictate why the non-TiVCT 3.6L EcoBoost would not be installed in Mustangs.
That picture are the economic competition forces at play here: the engine wars between Ford and its competitors.

What I see happening instead is a TT EcoBoosted 3.7L TiVCT in the Mustang tuned to over 425 BHP.
Sure, FoMoCo has invested considerable money to field the non-TiVCT 3.5L EcoBoost, and sure FoMoCo will milk this engine as long as possible to try their best to get back as much ROI (return of investment) as possible, but considering the architecture of the 3.7L TiVCT is just like the Coyote in that it was designed to be boosted, it only makes sense that Ford would EcoBoost the TiVCT 3.7L engine instead of swapping in the non-TiVCT 3.5L EcoBoost.

Speaking of EcoBoost, as already announced by Ford, there will be a small I-4 TiVCT EcoBoost option for the 2015 Mustang. Ford has this miniscule engine producing just a bit more BHP than the non-EcoBoost TiVCT 3.7L. But the tradeoff is as with all smaller engines: You have to turn much more RPM to see that BHP and you will never get as much torque from a smaller engine that you could potentially get with a bigger displacement engine.

That being said, once the competition turns up the power offerings in their cars, specifically Chevy, Ford will begin to pull it's other hand from behind their back and begin to introduce more power into our TiVCT engines.

For Example: Chevy will off a V6 option that will top 350BHP in their direct injected 3.6L. The current Chevy direct injected 3.6L LFX V6 is rated at 323BHP, so whatever they will call their 350BHP version will appear in the Camaro LT2 (not to be confused with the 2LT, which will still use the LFX)
To counter this Ford will direct inject the TiVCT 3.7L and make the V6 Mustang produce just as much BHP without even the need for forced induction.
If Chevy turbos thie direct injected 3.6L V6, Ford will counter and finally full EcoBoost the 3.7L, with initial offerings close to 400BHP if not more, and with the ability to tune it to above 425BHP.

In line with this example, look at what is happening today: Chevy directed injected their LS3 engine to become the 6.2L LT1 450BHP. I am sure there is more to pull out of this engine, 475 BHP will be very easy to pull out of the 6.2L LT1.
Ford will no doubt top the Coyote to those levels. Heck, the Coyote is already producing 444BHP in its Roadrunner form in the Boss 302, and without any need for any direct injection at all. Ford can very easily put the base Coyote to above 450BHP. The 2015 Mustang GT will receive bigger valves and higher lifts of the Roadrunner engine, putting it closer to that 450BHP benchmark set by Chevy's direct injected 6.2L LT1.
When Chevy ups the CR even more in the 6.2L LT1, Ford will up the CR in the Coyote and add direct injection to match Chevy's version of the 475BHP LT1.
When Chevy boosts the LT1, Ford will boost the direct injected Coyote, thus turning it into the first EcoBoost V8.

The Coyote is designed to take over 650BHP under boost, and some guys are crazy enough to boost it to over 1000RWHP

ghunt

I would say a 20 minute open track session in a Mustang is "child's play" compared to an F150 with an Ecoboost towing a loaded trailer around all day.

BrazenStang

Hey Walt, very cool idea! I own a '96 Bronco that I have been considering the swap to the 3.5L EcoBoost. However, it never occurred to me that it might be considered as a swap into the 2011-2014 Mustang. My guess is that the V6 guys would be more interested in this? Wouldn't a TT kit for the 3.7L V6 cost about the same and give the Mustang the advantage over the Ecoboost?

Norm Peterson

Only if you're running the F150 at full WOT repeatedly at, up to or just below redline, and rarely running it below about 4500 rpm.




Norm

walt460

Norm,

The mt-82 si not the strongest manual trans around, but I hear that there is a company working on a kit to put the Viper spec T-56 behind the 3.5L Ecoboost.

Ford Racing will have a "Controls Pak" out this year to allow anyone to install a 3.5L Ecoboost and run it with a manual trans.

The Ford Truck engine durability testing does include running the engine at the redline under load and also extended high RPM cycling. The engine has 6 bolt mains, alll mains are 6 bolt, and the piston skirts are cooled with oil misters, and it has forged crank and forged (powdered metal) rods. One Ford Racing engineering stated that at the 365HP and 420ft-lb stock specifications, the engine does not make enough power to hurt itself.

If installed in a mustang, just need to make certain that the oil cooler has enough capacity to keep oil temps down as it down in the F150.