Squirrel Cage Fans

How We Dyno Tested Ford's 3.5-liter EcoBoost V-6 and 5.0-liter V-8 Engines

In response to reader comments about observed low-end power output (or rather, the lack of measured output below 2,000 rpm) during our earlier dyno test of Ford’s all-new 3.5-liter EcoBoost V-6, we’ve rerun the test.

This time, we combined engineering resources from Ford and our friends at K&N Engineering . Ford graciously flew in an engineer from Dearborn, Mich., to participate in the testing at K&N’s headquarters in Riverside, Calif.

We also made sure we had two 2011 F-150s to compare on the same day on K&N’s SuperFlow chassis dyno – an EcoBoost V-6 and a 5.0-liter V-8. Both trucks were 145-inch-wheelbase models with four-wheel drive and 3.73 rear axles. The EcoBoost F-150 ($41,300) was a SuperCab FX4 with a 6.5-foot cargo box and 4,650 miles on its odometer. The 5.0 F-150 ($40,715) was a SuperCrew with a 5.5-foot cargo box and 3,130 miles. All the tires were identical: Wrangler SR-A P275/65R18 114T.

The SuperFlow eddy-current dyno is different from the Dynojet inertia-type dyno we’ve used in the past. Whereas an inertia dyno measures engine power at a vehicle’s rear wheels based on how fast it can spin heavy drums, an eddy-current dyno adds the ability to simulate a load on the trucks by using electro-magnets to add resistance to drum spin, as if they were pulling a trailer.

Both trucks were run in two-wheel drive, lashed down securely on the SuperFlow’s four spinning rollers.

Conditions were favorable the entire day. It was cloudy with a light drizzle. The temperature in the dyno cell was 68 degrees, barometric pressure was 29 inches and humidity was 45 percent. K&N used industry-standard SAE correction factors to determine the power ratings from both trucks, which account for environmental factors at the time of testing.

To keep both trucks cool, we used seven fans: three in the forward room wall, two squirrel-cage fans aimed at the radiator, one squirrel targeted at the EcoBoost’s turbo intercooler in the lower bumper and one directly under the right side exhaust.

EcoBoost on the Dyno

The EcoBoost gasoline twin-turbo direct-injection engine required more than six hours to test properly on the dyno because measuring its low-end power output was difficult.

At first, we encountered an issue accurately reading engine rpm on the dyno, even after the Ford engineer identified a specific wire for the dyno to "listen" to. Eventually, Ford and K&N decided to use vehicle speed to determine power output because the Ford engineer could receive the same data on his laptop that was plugged into the truck’s onboard diagnostic system as K&N measured with the dyno.

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