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#4527204 - 09/26/17 11:13 PM 17 F150 3.5 gen 2 Eco 9588 miles
KJSmith Online   content


Registered: 08/31/15
Posts: 253
Loc: TX
New Truck.
17 F150 3.5 Eco w/10 spd tranny
21.5 lifetime mpg so far.

Last Truck


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#4527218 - 09/27/17 12:49 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
SR5 Online   content


Registered: 07/07/15
Posts: 4472
Loc: Down Under
Congratulations on the new truck !!
This is the FF oil I assume.

It still has ample TBN (2.2) after ~ 9600 miles. Typical new engine wear metals that should settle down.

Thanks for posting.

How are you finding that 10 speed box ?
_________________________
Penrite Vantage 10W40 SN & A3/B4 + Wesfil-Cooper Z154

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#4527298 - 09/27/17 06:40 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
dnewton3 Offline



Registered: 05/14/07
Posts: 7392
Loc: Indianapolis, IN
Completely normal to be above normal with FF break in. I see nothing here in terms of wear that is unexpected.

I will note that the fuel is nicely low! On an EB engine!
Given that the average mpg is above 20, I'd have to estimate it seems some decent highway use.
However, this is the "new" 2017 fuel system that uses both DI and MPI, if I am not mistaken. Yes - 12 injectors on a v-6, as I understand it.
Perhaps they've solved the fuel dilution issue via technology?


Edited by dnewton3 (09/27/17 06:41 AM)
_________________________
The act of preventative maintenance, in and of itself, is FAR MORE important than brand/grade/base choices among lubes and filters.
- under maintaining something is akin to abuse/neglect; that can kill equipment by shortening the lifespan
- over maintaining something has never been proven to be anything but a waste of time and money

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#4527355 - 09/27/17 08:17 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
dustyroads Offline


Registered: 05/13/13
Posts: 1069
Loc: upstate NY
Congrats on the new truck! The UOA looks fine for the factory fill on that many miles. I'm sure that the new truck is a hoot to drive and you're getting much better fuel economy.

Did you refill with Magnatec (as you were using in the last truck)?

Edit- I originally wrote Tundra...I had that wrong until I looked at the old UOA thread.


Edited by dustyroads (09/27/17 08:20 AM)
_________________________
2013 F150 XLT 5.0 4X4 96k+
Edge 5W-30 / Fram 10575





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#4527373 - 09/27/17 08:42 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
CT8 Offline


Registered: 10/09/14
Posts: 11017
Loc: Idaho
The extra injectors are for the particulates in the exhaust.
_________________________
"Don't let your preconceived notions get in the way of facts."
Geoff Metcalf

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#4527378 - 09/27/17 08:44 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
gonefishing Offline


Registered: 10/28/11
Posts: 353
Loc: ND
Oil life monitor %?
_________________________
2014 GMC Sierra 1500 SLT All-Terrain 5.3 4x4

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#4527380 - 09/27/17 08:46 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: gonefishing]
CT8 Offline


Registered: 10/09/14
Posts: 11017
Loc: Idaho
Originally Posted By: gonefishing
Oil life monitor %?
5% i would place a bet on.
_________________________
"Don't let your preconceived notions get in the way of facts."
Geoff Metcalf

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#4527400 - 09/27/17 09:19 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
oil_film_movies Offline


Registered: 06/13/16
Posts: 2569
Loc: MN
What is the Manganese for? I don't think I've seen much if any Mn in oils. Function is....? Or from what wear surface?

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#4527402 - 09/27/17 09:20 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
bigj_16 Offline


Registered: 07/03/17
Posts: 1271
Loc: Douglas County, Colorado
KJSmith, thanx for posting!

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#4527405 - 09/27/17 09:22 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
pbm Offline


Registered: 04/19/04
Posts: 7609
Loc: New York
I think that's a nice UOA for FF @ nearly 10K.
If you are getting 21.5 on this young engine it will probably go up a little when fully broken in.
I'd be very happy with these results. Good Luck with that nice F150...
_________________________
'Journalism is Dead'

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#4527407 - 09/27/17 09:25 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
oil_film_movies Offline


Registered: 06/13/16
Posts: 2569
Loc: MN

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#4527422 - 09/27/17 09:46 AM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: KJSmith]
bigj_16 Offline


Registered: 07/03/17
Posts: 1271
Loc: Douglas County, Colorado
KJSmith, anything noticeable stand out on the Gen.2 engine compared to the Gen.1? How about the 10-speed?

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#4527533 - 09/27/17 12:00 PM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: CT8]
dnewton3 Offline



Registered: 05/14/07
Posts: 7392
Loc: Indianapolis, IN
Originally Posted By: CT8
The extra injectors are for the particulates in the exhaust.


I don't think that's right ...
but I am willing to be open minded if you have more info.

Here's what I understand is the issue, and how it was addressed. Up to now, Ford's EB engines only used DI. That allows for much higher compression ratios, which ups power and efficiency. The downside to DI is that there is no longer any fuel going down the intake tract, and cleaning/cooling the back of the intake valves. Without this cooling effect of gas vaporization in the intake tract, the intake valves run hotter, and yet still get a full dose of PCV oil impurities and EGR exhaust. So the lack of gas detergents in the intake tract allows more heat to bake the ever-present oil blow-by byproducts, with no aid from the detergents in the gasoline. Simply put; same amount of PCV junk, more heat, less cleaner. That makes for a bad combination. There are lots of 'tube vids showing the backs of intake valves in EB engines having a mound of carbon gunk on them.

So, Ford introduced this next-gen EB; it has the DI injectors AND multi-port injectors. I'm not sure what protocol is used to determine when each set is firing. Several opportunities exist:
- only DI fires
- only MPI fires
- DI fires prior to MPI sequentially; one finishes prior to the other coming open
- MPI fires prior to DI sequentially; one finishes prior to the other coming open
- DI and MPI fire in overlap; one before the other but overlapping in timing
- DI and MIP fire concurrently
I'm sure it's fairly complex. As the makers of tuners get this worked out, we'll know more.

But I don't think it has anything to do with particulate in the exhaust stream.
As I said, if you have more or different info, please share!
I'm very interested in this new engine and how it deals with the inherent problems.
_________________________
The act of preventative maintenance, in and of itself, is FAR MORE important than brand/grade/base choices among lubes and filters.
- under maintaining something is akin to abuse/neglect; that can kill equipment by shortening the lifespan
- over maintaining something has never been proven to be anything but a waste of time and money

Top
#4527668 - 09/27/17 02:59 PM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: CT8]
volk06 Offline


Registered: 10/04/10
Posts: 4910
Loc: Midwest
Originally Posted By: CT8
The extra injectors are for the particulates in the exhaust.


I don't think this is right as others have mentioned. This is not a diesel engine, which some manufacturers have utilized injectors right before emissions. This engines uses DI and PI. The port injector is supposed to help for a few reasons but it also helps wash deposits away that have been an issue with DI engines.

Originally Posted By: oil_film_movies
What is the Manganese for? I don't think I've seen much if any Mn in oils. Function is....? Or from what wear surface?


I've read that the manganese is a contaminant from the fuel from the combustion process on DI engines.
_________________________
2011 F-150 Ecoboost
2012 Focus S
2001 Taurus

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#4527726 - 09/27/17 04:39 PM Re: 17 F150 3.5 gen 2 Eco 9588 miles [Re: dnewton3]
Strawdog Offline


Registered: 08/28/13
Posts: 32
Loc: Near Galveston, TX
Originally Posted By: dnewton3
Originally Posted By: CT8
The extra injectors are for the particulates in the exhaust.


I don't think that's right ...
but I am willing to be open minded if you have more info.

Here's what I understand is the issue, and how it was addressed. Up to now, Ford's EB engines only used DI. That allows for much higher compression ratios, which ups power and efficiency. The downside to DI is that there is no longer any fuel going down the intake tract, and cleaning/cooling the back of the intake valves. Without this cooling effect of gas vaporization in the intake tract, the intake valves run hotter, and yet still get a full dose of PCV oil impurities and EGR exhaust. So the lack of gas detergents in the intake tract allows more heat to bake the ever-present oil blow-by byproducts, with no aid from the detergents in the gasoline. Simply put; same amount of PCV junk, more heat, less cleaner. That makes for a bad combination. There are lots of 'tube vids showing the backs of intake valves in EB engines having a mound of carbon gunk on them.

So, Ford introduced this next-gen EB; it has the DI injectors AND multi-port injectors. I'm not sure what protocol is used to determine when each set is firing. Several opportunities exist:
- only DI fires
- only MPI fires
- DI fires prior to MPI sequentially; one finishes prior to the other coming open
- MPI fires prior to DI sequentially; one finishes prior to the other coming open
- DI and MPI fire in overlap; one before the other but overlapping in timing
- DI and MIP fire concurrently
I'm sure it's fairly complex. As the makers of tuners get this worked out, we'll know more.

But I don't think it has anything to do with particulate in the exhaust stream.
As I said, if you have more or different info, please share!
I'm very interested in this new engine and how it deals with the inherent problems.


That is total speculation.

The port injectors were added by ford to decease emissions at cold start and to improve fuel mileage. This is stated in a press release from ford, (I posted it in another thread).

https://www.forbes.com/sites/samabuelsam...r/#4d01cf74545e


LSPI is not rampant on later model ecoboost engines ,(despite what you read on the internet by a FEW people). I know many people with them with no issues. The 2.7 was introduced in 15 and a blank slate new engine and if there had been a rampant problem that needed port injection to rectify they would have done it then. Proper valve timing can greatly minimize the LSPI problem the in DI motors. Participate emission standards and other emission standards are getting more stringent and these are a way to cope with it.


Edited by Strawdog (09/27/17 04:52 PM)

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