Ford V-6 beats v-8's in towing competition

[Ryan03]

If you want better mileage then that, buy a Prius. I hear they now come with fake engine noise makers to make them sound like they're actually running.:laughing:

Succa you crazy...... cards slappin wheel spokes is where its at fooo !!!!

 

[dodge man]

I've done quite a bit of reading on the aftermarket computers for cars and trucks. They do work, but at a price. Most of the reading I have done has been about gas motors. The biggest difference they make is the ignition timing curve and the fuel curve. People tend to think more fuel is better, but that is not the case. Leaner is actually going to make more power in a gas motor, but too lean hurts long term durablity. A quicker ignition curve will also add power at lower RPM's. Anybody that has messed with the weights and springs in a old style distrubutor knows how this can increase power.

The price to pay for this is you have to use a higher octane fuel, which costs more at the pump.

I am looking at adding one of these computers to my Challenger with the 5.7 hemi. It will do other things also. Hemis usually have what they call torque management. It backs the power and torque down when the transmissions shifts. This softens the shift and allows the transmission and other drivetrain components to live longer. You can firm up these shifts if you choose. You can also adjust the shift points, change tire sizes to correct the speedo. You can also record data and change the ignition and fuel curves in a custom manner if you know what you are doing.

 

[Dmace]

Hemis usually have what they call torque management. It backs the power and torque down when the transmissions shifts. This softens the shift and allows the transmission and other drivetrain components to live longer. You can firm up these shifts if you choose.

I did this to my 03 RAM Hemi for free, there is a wire (#10) in the TCM under the hood you can disconnect and it stops the throttle control between shifts. Now at wide open throttle, it will smoke 2nd and chirp 3rd. Lot's of fun! :thumbsup:

 

[dodge man]

OK, you've just re-invented the wheel. Were did you get this info from, the old Chrysler Lean-Burn brochures?

I'm not making that up. For a gas motor, a little on the lean side makes more power. All you have to do is look at air fuel ratios compared to the dyno curve for an engine. The problem with to lean is it's hard on the engine.

The lean burn technology was an attempt to control emissions, which didn't always work out so great.

 

[dodge man]

Sorry, I don't buy it. 14.7 is pretty lean already, and you want to run them around 15 to 1? So lead us to some of those tests. Don Garlits might be interested in reading some of them too.

14.7 is considered in theory the perfect air fuel ratio. Most gas engines are running much richer at full throttle with a factory tune, maybe around 12:1 or 13:1. They usually will make more power if they run a little leaner than the factory air fuel ratio at full throttle. Maximum power is probably still richer than 14.7 to 1. When I talked running leaner for more power, I meant leaner than the factory computer is set for.

Don Garlits ran top fuel. They burn nitro methane which is a unique fuel in that it contains oxyegen. They run very rich, 2 to 1 or richer so its kind of hard to compare them to a regular gas motor.

 

[Nightrain1]

DodgeMan is correct, but scarred pistons can be the result from leaning out the engine too much. They run like crazy till they melt down.
You fellas working around the programmed soft shift be careful also. There is a reason Chrysler detuned the shifts. I remember when the cummins engines were eating transmissions like candy. Dodges quick answer was to lower the rpm at the shift point.

 

[dodge man]

Your right, there is a reason they soften up the shifts. I'm sure its harder on the drive train. In the early 90's, there was a lot of room for improvement in factory computers. The aftermarket computers could add quite a bit of power. In more recent years, the factory is making the fuel and ignition curves pretty hot and there is less room for improvement. The only way to get much of an improvement is by running it for higher octane fuel.

I wonder what the new twin turbo Ford requires for fuel? I'm betting 91 octane or better. I'm guessing the boost, fuel and ignition is very agressive in the new V6. Its really pretty impressive numbers from a V6.

 

[JasG]

I wonder what the new twin turbo Ford requires for fuel? I'm betting 91 octane or better. I'm guessing the boost, fuel and ignition is very agressive in the new V6. Its really pretty impressive numbers from a V6.

According to Ford any octane is fine, no E85 at this time.

 

[Ford850]

Another interesting note about the 3.5 is the Job #2 axles had to be upgraded for them. The 3.5 will be built as Job #2 trucks and according to guys at the factory posting on a Ford site, "job 2 axles are upgraded with better bearings and a thicker pinion shaft"..."ecoboost was breaking the job 1 pinion shafts and thats why they went to a thicker super duty size pinion shaft." The Job #1 eco boost were only used for demos, and it sounds like these (and other?) changes could be why there is such a delay to get them built for sales. Job #2 starts the first week of 2011. The torque that engine is producing must be pushing the drivetrain to it's limits.

 

[davkir]

Not that I have a lot of experience, but I saw a cut-away version of the V-6 at the local annual auto show. The turbochargers were the smallest I have ever seen.
I think Ford has a home run with this one.