This is a discussion on Aftermarket Exhaust = No Low End Torque?? within the F150 Ecoboost Chat forums, part of the F150 Ecoboost Forum category; First thing that comes to mind is the .035" plug gap. With extra (maybe) velocity or different turbulence, you may be blowing out spark at ...
First thing that comes to mind is the .035" plug gap. With extra (maybe) velocity or different turbulence, you may be blowing out spark at higher boost. Common thinking is to gap them at 0.028" stock or tuned. I would re-gap and see what happens first.
-2016 XLT (XTR) 3.5 ecoboost supercrew 6.5' box, max tow, line-x, Bakflip MX4, Firestone ride-rite airbags, Vantech Rack, Alpine PWE-S8 Sub.
-2019 Open Range UT2504BH.
-Sold: 2009 XLT (XTR pkg) supercrew 5.4l 6sp 6.5ft bed. 131k miles, Rider Topper, Ride Rite airbags, Ford well liners, 5Star custom Tune.
-Sold: 2010 Funfinder 189FDS
-Sold: 2005 R-Vision Bantam Flyer F18 Hybrid
2018 KingRanch Kingsville Edition- Gen2 3.5 - Runs SO good on Factory tunes. Simply amazing. Good Job Ford
Too late!-lol> I'm on the Keystone RV Forum from time to time.....and already had a few "discussions" on what a 1/2 ton (Ford F150 Ecoboost) should and should not tow?
Oh, and those same diesel boys don't and or have not overloaded their rigs?....umm yeah right.
My advice to them is....go out and test drive one, than get back to me.
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Power wise, if I need to accelerate to hwy speeds on a hwy on ramp.. NO problem... Just mat it, it goes onto 3rd and revs like crazy, but it's up to 60 mph in an instant and works for me..
I like how quiet this beast is... I'm an old V8 guy from the Muscle car days and love a good 'ol exhaust tone.. From a V8... But there is just no way to get that from a V6, so I just go with the quiet and low torque power these things have and enjoy..
Sorry I can't help with your specific mods.... I left the game when they stopped using carbs and points distributers... ha, ha...
You lose low-end torque but gain higher rpm hp. There are plenty of threads and posts on multiple forums regarding this issue.
2018 Magnetic Metallic 2.7 Ecoboost XLT Sport
2013 Oxford White EcoBoost FX4 - GoneOriginally Posted by noodles
Check out the following threads for most of the questions regarding the F150 Ecoboost:
New Members, please read through this thread for all the Rules for .Net
Just got off the phone with 5-Star. GREAT customer service, talked about several things but the bottom line is they don't think a tune can/will necessarily fix the "mechanical" issues brought about with the larger diameter exhaust path... What they suggested is to remove the MBPR pipe from the collector back to the muffler and reinstall the factory piece, which is not only smaller in diameter but also includes the resonator. They feel this could possibly reintroduce enough backpressure to bring good mechanical balance back to the system, and then we can look into tweaking my tune from there.
So... Back on the rack she goes!!
2012 FX4 SCREW, 6.5' bed, 3.73's, UPR Dual Valve w/ CSS, 285/65-18 BFG A/T's - SOLD
2016 Platinum SCREW, 6.5' bed, 3.55's
I’m interested to see how this turns out for you. We see quite a few members that install exhaust systems and extol the virtues of the new hardware. After all it’s a sizable investment and everyone wants to recognize a performance improvement. We also see a lot of recommendations made to those who are looking for more HP, to avoid installing an exhaust system. These recommendations are often made by those who have never experienced the situation first hand. This all said, we haven’t seen (to my knowledge) anyone who has felt like the exhaust, once installed robbed them of ponies and pulled the exhaust to see if they could rectify the problem. Your’s will be the first and I curious to read your results.
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FWIW, back pressure is ALWAYS bad. Nothing good comes from backpressure. That is a blanket term wildly thrown around incorrectly.
Abruptly changing from a 2.5" pipe to a 3" pipe for example could create a reversion pulse wave which could negatively affect performance. Not because you want "backpressure" from the original 2.5"pipe.
And if you have a pair of 3" downpipes for example, you would want the outlet of the collector to be 4.25" to maintain the same total cross sectional area which would maintain exhaust gas velocity which should minimize any reversion pulses.
If exhaust tuning is your thing, you can purposefully introduce reversion pulses to actually increase power in a certain rpm range. Stepped headers come to mind. Or 4-2-1 headers as the collector itself will cause reversion pulses and placement of the collector can change how the exhaust pulses react with each other.
2014 Lariat Screw, 157", Max Tow, 502A - Gearhead Tuned, AFE CAC, CRP Manifolds, RX Catch Can, Bilstein 5100, AirLift RideControl, 275/60R20 Wrangler Duratracs
2006 Jeep Liberty CRD(diesel) - GDE Tune, Straight piped, AFE filter, GTB2060 custom build turbo, 2.5" Lift, ARB bumper, 4.10's, Detroit Truetracs F/R