Ecoboost Big Turbo Thread

[5TAR5CR3AM]

5th and 6th injectors have been added to the IM on the speed platform. That was pretty much their solution to fueling after meth and e85 were no longer good enough, or they wanted to stay on pump gas only.

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[5TAR5CR3AM]

I like Borg Warner and Garett Turbos. I prefer units manufacturered to OEM standards. You rarely see a BW fail, but PTE failures are widespread.

Mike

Before 2010 yes pte had terrible reliability. That is no longer the case with the newer style turbos.

 

[MustangEcoboost.com]

Will chime in here with regards to water cooled center housings- while they do help manage center housing temperatures during operation, their key advantage is actually after engine shut down. The coolant prevents a massive spike in bearing temperatures post shutdown which leads to coke formation and destroyed bearings or a damaged turbo.

Many aftermarket manufacturers offer big upgrade turbos without water jackets and while I understand the cost and simplicity reasons for doing so, the benefits of water cooling are huge if you want a long lasting setup.

Excellent article on watercooling benefits and proper line routing by Garrett here: http://www.turbobygarrett.com/turbobygarrett/Garrett_White_Papers

 

[ThatsMrGimp2U]

Here's a question for you, LM.

Fifth injector. Would it be possible to add an auxillary injector into the IM, which would help prevent additional carbon buildup?

So a google search for 5th port injection and try and look at the stuff that comes from mazdaspeedforums.org. They did make a kit for that platform and it had very good results.

I will for sure be going with a larger turbo, however it will more than likely be next year. In the meantime, I really want to max out the stocker. Going to work with my tuner on a meth and e blend tune and see where that gets me ;)

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[mbreinin]

Before 2010 yes pte had terrible reliability. That is no longer the case with the newer style turbos.

I see almost daily posts on forums about PTE issues, and their lack of customer service afterward. Maybe it is older styles but there seems to be a high rate of failures.

 

[Full-Race Geoff]

This thread is for discussion for current and future owners of the Ecoboost Mustang who have plans to put a larger turbo on. Share your plans, ideas, doubts, current builds, power goals, etc... anything to help benefit the community.

the oem turbo is an extremely small AR/small turbine wheel twinscroll turbo. this means it can not breathe above 5000RPM, and cyl pressure and EGT will spike. Even if you cram bigger wheels in there (not many to choose from due to the reverse rotation) the small a/r housing is the deal breaker. Beyond that the stock head is quite restrictive unless you get some significant port work done. This is a great platform, but there is a serious learning curve

I have already been talking to my tuner. We are shooting for an under-stressed 500whp/wtq with room to go more. Let's face it. Anyone who mods their car never stops when "goals" are met. For this I am split on 2 turbos. The Precision PTE6266 and the Garrett GTX35R.

who is your tuner? I think that both of those turbos are wayyy overkill for your goals, unlikely to reach 500tq and very difficult to fuel (at this point in time). neither are going to be straightforwards integrations, and its one of the most difficult to fabricate exhaust manifolds imaginable. I am speaking from experience, attached photo shows an 800+hp capable EFR9180 on our ecoboost stang

I'm sure with ATP's drop in turbos it will work with all stock locations and lines.

the oem turbo is a *Reverse rotation* garrett. this makes doing a drop-in far more difficult... most of the 'good' turbine wheels are standard rotation. Combine this with the fact that the integrated manifold/turbine housing is very restrictive and small A/R... and you can understand why we made the decision to make an investment cast manifold and go to a traditional twinscroll performance turbo (borgwarner EFR)

I'll probably go with a Garett turbo, as the stock is garett anyways. Hopefully the transition would then be less painful, but a Borg would be my second.

This 2.3L mustang ecoboost engine is based on the duratec 2.0L 'ecoboost' found on the focus ST and fusion ecoboost... which borgwarner K03 comes OEM on. Its actually far easier to integrate a BW to this 2.3L than it is an aftermarket garrett gt turbo

I like Borg Warner and Garett Turbos. I prefer units manufacturered to OEM standards. You rarely see a BW fail, but PTE failures are widespread.

:cheers:

Will chime in here with regards to water cooled center housings- while they do help manage center housing temperatures during operation, their key advantage is actually after engine shut down. The coolant prevents a massive spike in bearing temperatures post shutdown which leads to coke formation and destroyed bearings or a damaged turbo.

great post, you are 100% correct

 

[Billy1]

Full-Race Geoff thanks for posting. I have been waiting on the promised write-up of the 500+hp Ecoboost you exhibited at SEMA. Did you post it somewhere and I missed it?

 

[Full-Race Geoff]

it is written up, but Ford has not given us our car back yet so I can not finish. Right now our mustang is in detroit, at the auto show along with brian deegans F150 ecoboost if anyone reading will be there

 

[myfriend]

So at this time there's no way to upgrade to bigger injectors or in-tank fuel pump?

 

[ThatsMrGimp2U]

So at this time there's no way to upgrade to bigger injectors or in-tank fuel pump?

Bigger injectors don't benefit direct injection engines the same way as port injected. What is important is pressure. If you put a bigger injector to allow for more fuel, you will see a pressure drop. The cam driven pump is a weak point for sure. And at this time it is undetermined how the in tank pump stacks up. That upgraded by itself will increase your head room by a very small margin though.


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[Full-Race Geoff]

So at this time there's no way to upgrade to bigger injectors or in-tank fuel pump?

in-tank pump is easy to upgrade. beyond this, for increased fueling, you can opt to ditch the intank regulator and go to an external boost referenced FPR rising rate 1:1 w/ return line

the hpfp upgrades are well along development, ford is working on this with us

the injector upgrades are also well along development. We have acheived 30% more injector flow as of this time

 

[myfriend]

Bigger injectors don't benefit direct injection engines the same way as port injected. What is important is pressure. If you put a bigger injector to allow for more fuel, you will see a pressure drop. The cam driven pump is a weak point for sure. And at this time it is undetermined how the in tank pump stacks up. That upgraded by itself will increase your head room by a very small margin though.


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Thanks for the useful information. Hopefully someone can solve this issue.

 

[myfriend]

in-tank pump is easy to upgrade. beyond this, for increased fueling, you can opt to ditch the intank regulator and go to an external boost referenced FPR rising rate 1:1 w/ return line

the hpfp upgrades are well along development, ford is working on this with us

the injector upgrades are also well along development. We have acheived 30% more injector flow as of this time

oh wow that's great news. So this would be enough to support 450-500 wheels horsepower?

 

[Tamadrummer88]

Does anyone know if Ford Racing will be releasing turbo upgrade kits or even intercooler upgrades?


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[mbreinin]

Does anyone know if Ford Racing will be releasing turbo upgrade kits or even intercooler upgrades?


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According to their press release, they are working with Full Race and will be offering that kit through FRPP.

Mike

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