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Ford 2.7 vs 3.5 vs. 5.0

TiTRD said:
Awesome!

No real elevation here. 4k at the most. Longevity is my concern. How long do these things last? V8 is tried and true.

Next truck I buy I will drive into the ground and likely give my kid.
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I just do synthetic oil changes every 5k miles and it keeps ticking. The only problems I’ve had with the truck the 5.0s would too.. clock spring and some 4x4 actuator in the front end. I’m hoping for a lot I’m at 149k
 
Fullsize80cherokee said:
I just do synthetic oil changes every 5k miles and it keeps ticking. The only problems I’ve had with the truck the 5.0s would too.. clock spring and some 4x4 actuator in the front end. I’m hoping for a lot I’m at 149k
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My 2006 had the same actuator problem. It went click click clank!?
 
I’d like a tuned 2.7tt for an engine swap in a Tacoma….
 
TiTRD said:
My 2006 had the same actuator problem. It went click click clank!?
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maybe it said it’s in 4x4 but it wasn’t and this time of year driving 60-70 on snow on an empty highway I don’t want surprises so it went in to get fixed, it shifted in 4lo so I thought the t case was fucked but was just a cheap actuator. I don’t mind the 2,7 disrespect, I’d love to cheaply get one for my early bronco project It’s a small engine.
 
99k mile 2.7/6 spd here.

We bought it for a wife mobile because the tahoes and expeditions middle seat room sucked.

Never planned to tow with it, but my 97 F350 broke down and it's filled the gap surprisingly well. I've had probably 12-14k behind it and it wasn't bad at all. It pulls well at 2-3k rpm and rarely will drop to 3rd and pull 3500 on grades, this is towing way over its rating, Super impressive for a 1/2t. The wife even towed our 4runner on a trailer 900 miles when we moved, with almost no towing experience. Towing milage isn't near as bad as what people are saying. Better than my 6.0 burb got empty driving like a grandma :laughing: about 11-12 mpg depending. It was 10.5 towing a 3/4t dodge on a 5k lb deck over trailer at 65. Maybe a little less with my in laws huge travel trailer. I haven't seen much better with any diesels.

I haven't towed or driven a 5.0, but had an 18 6.2 F250 for work, and I think the 2.7 would eat it up towing in the hills.

Everytime this comes up, you hear people say the same old "muh V8" shit. The turbo engines are too high strung, ect. It's all bullshit, the 5.0 isn't a pushrod carb motor, so simplicity is just a stupid argument on any newer truck. Cam phasers are an issue on both, possibly a little more common on the 5.0 actually from what I've read.

If you actually read about issues, on ignore the idiots spewing bs, aside from the first few years, the 2.7 and 3.5 are proven reliable. Everyone bit he's about cam phasers, but that's a ~$3500 job that might pop up before 200k :laughing: also goes for the 5.0. An ecoboost F150 is like half of all modern 1/2t trucks, so if they were as unreliable as everyone says, they'd be littering the road sides.

Also funny because the op is literally talking about a "simple" V8 failing at pretty low miles.

I don't think you can go wrong with the 5.0, but I just love the turbo performance in the mountains and/or towing.
 
YotaAtieToo said:
Everytime this comes up, you hear people say the same old "muh V8" shit. The turbo engines are too high strung, ect. It's all bullshit, the 5.0 isn't a pushrod carb motor, so simplicity is just a stupid argument on any newer truck. Cam phasers are an issue on both, possibly a little more common on the 5.0 actually from what I've read.
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I'd really like to see ford factory turbo the 7.3, which is old school pushrod. Fuel wise wouldn't be stellar but would give most modern diesels a run for their money at hugely reduced maintenance cost.
 
I put 100 miles on one was a 14 with the 6 speed that was acting up. At least 80% of the time the rears were rolling. It likes to run.

Would not be afraid of the ecoboost.
 
I have 2017 F-150 5.0. Had it for almost 3 years. I was scared of the ecoboost and never test drove one until recently. I would trade mine for a 2.7 if I could get the numbers to make sense. Maybe not as reliable but who really knows. I have 50k trouble free miles on mine. Power empty to 4k trailer load is great. I think it struggles more than it should pulling my 22ft wakeboard boat (weight unknown) maybe 7-8k? Maybe it is the 3.31 gears I would like deeper gears but when buying used you get what you get.

In your case I would spend the $5k for the newer truck with half the miles. The 10speed will probably be better for you and I like the looks of the 18-20 trucks better than the 15-17. To me the 2017 looks more dated than it should.
 
I love my 2021 5.0 w/ 10 speed! I've towed a bunch with it and right now it has just over 13k miles on it and I like it more every day. It gets 19 mpg commuting to work (windy hills, lots of stop lights), 22 on the free way and bout 10-13 towing depending on what I am towing. I can't give any comparison for 5.0 vs 3.5, but I know that I am really glad with my engine choice! My truck's towing capacity is 9400 pounds and I've probably towed close to that a couple times, didn't seem to struggle. My only complaint about the truck is when towing on the free way it seems to shift a lot, sometimes I wont even notice, I'll be in 7th or 8th and all of sudden I look down and it's dropped a gear.

The 2.7L EB with the 10 speed is such an under rated truck! They get discredited because of the size of the displacement, but they are a torque monster! I actually drove one for 3 weeks just before I bought my new f150 and man that thing was a beast! Fastest stock truck I have ever driven hands down! The biggest draw back to the 2.7 IMO is that the entire truck just felt light, I towed an 18' trailer with my SXS and a honda four wheeler and it just felt like the trailer was pushing the back tires, I will say in that particular trucks defense that the one I drove was the high way-eeist truck you could get with a shit tow rating of like 6800 lbs so it had the single spring in the back, so maybe the 2.7 with max tow package wouldn't feel so wishy-washy with a trailer.
 
I have an 18 with the 2.7 and about 70,000 miles. Prior to that I had a 16 with the 3.5. The turbo lag on the 2.7 is much more noticable. Once it spools up its fast, but its a dog until it does. I notice this most changing lanes in traffic. Pull over a lane to pass, mash your foot to the floor and it doesn't go anywhere until it spools up.
 
My son abought a truck about a year ago. 2011 with the 5.0 at 151k miles. That's an impressive engine. He tows his TJ on a trailer with ease and daily drives the truck. Commutes about 60 miles per day at gets 17-18 mpg (mostly freeway). Has 20k trouble free miles on it so far. Towing is 12 mpg compared to my 2010 V10 F350 at 8 mpg with a 1000 lb heavier load. I like his truck a LOT.

(Talking yourself into selling a paid off, 120k mile truck is difficult so I'll stick with the V10 for a while)
 
Since you're not towing at high altitude I don't see any reason not to go 5.0 in your situation.
 
TiTRD said:
Here's the other 5.0 I'm looking at. 2020 with 47k 10 speed. Lesser interior package, but still nice. $5k more than the one above.

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My dad has this truck in a '19.
He really wants to swap it for a Ram diesel or F250 because he says it lacks low end torque pulling his 21' bass boat.
I have questioned him on that and he says it has the power and does the job just fine as far as a YES/NO status but has to be driven like a Detroit (mad at it) even with the 10 speed.
He has never had a diesel pickup so I am not sure if he just always wanted one and is at the end of his life and sees his chance or what.
 
I've been looking for this same truck. Have settled on the 5.0 as well, just seems like the best bang for the buck. I drove one and was surprised by the power. Owned a first year ecoboost and that truck was a blast to drive, and turned into an utter piece of shit motor. Never buy the first year of a radically different engine I guess...lessons learned. I want the 6.5 bed though. Those trucks are rare, but apparently nobody wants them because they sit a long time.
 
I know we're talking used trucks here, but FYI, apparently on the 21+? up 5.0's Ford switched to a oil pump mounted in the pan and a BELT to run it. I haven't heard much about it yet.
 
YotaAtieToo said:
Everytime this comes up, you hear people say the same old "muh V8" shit. The turbo engines are too high strung, ect. It's all bullshit!

I don't think you can go wrong with the 5.0, but I just love the turbo performance in the mountains and/or towing.
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Guilty. Which is stupid because I’m looking to replace a 6.4 twin turbo diesel that’s far more complicated than the ecoboost I’m afraid of. And my 6.4 has been almost completely trouble free for 200K miles. I live at high elevation so the turbo truck should be my first choice.

You’ve swayed me to give it a shot. I know jack shit about ecoboosts. What’s the difference between a 2.7 and a 3.5? Why do they even make the little one? I will be towing a trailer a lot with it so will be looking at the higher GVWR versions.
 
I've owned a 3.5, Dad and Grandpa have owned 5.0 models w/ both the 6 and the 10spd. I'd pick the 5.0 w/ a 10spd hands down based on those trucks. As for the reliability question, one of our vendors sent down a new guy last week to supplement the project we're on. He showed up in a 18 with the 2.7 with 279K on the dash, based on the records he got when he inherited the truck it's all original running gear, and it seemed solid when we made him drive to lunch.
 
JR4X said:
Guilty. Which is stupid because I’m looking to replace a 6.4 twin turbo diesel that’s far more complicated than the ecoboost I’m afraid of. And my 6.4 has been almost completely trouble free for 200K miles. I live at high elevation so the turbo truck should be my first choice.
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I figured you'd be a prime candidate for a turbo over na. :laughing:

JR4X said:
You’ve swayed me to give it a shot. I know jack shit about ecoboosts. What’s the difference between a 2.7 and a 3.5? Why do they even make the little one? I will be towing a trailer a lot with it so will be looking at the higher GVWR versions.
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I'm not sure, when we were shopping, I tried to research the reliability differences and if you look past the bullshit, they all seem very even in reality. We had a specific list of options, colors and shit we wanted, but I didn't care what engine. We found the exact truck we wanted in a 2.7 and jumped on it.

If I knew the future of the truck involved as much towing as it has, I would have went 3.5 just because. I've also heard that they aren't as far off seat of the pants as the specs make it sound.
 
inthefield said:
I've owned a 3.5, Dad and Grandpa have owned 5.0 models w/ both the 6 and the 10spd. I'd pick the 5.0 w/ a 10spd hands down based on those trucks. As for the reliability question, one of our vendors sent down a new guy last week to supplement the project we're on. He showed up in a 18 with the 2.7 with 279K on the dash, based on the records he got when he inherited the truck it's all original running gear, and it seemed solid when we made him drive to lunch.
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What year 3.5?

I see some hate on the 3.5 and it's almost always the first generation. I don't think it's fair to compare something 10 years old to something 3 years old.
 
YotaAtieToo said:
What year 3.5?

I see some hate on the 3.5 and it's almost always the first generation. I don't think it's fair to compare something 10 years old to something 3 years old.
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Mine was a 2014, so that is a fair caveat to add into the conversation. I think there were some improvements in the 17 model year. It was never an issue of reliability for that truck at all, it was the complexity vs. benefit equation. If it's a light weight towing / commuter with altitude not being brought into the equation. My opinion is the 5.0 is the better fit for me.
 
inthefield said:
Mine was a 2014, so that is a fair caveat to add into the conversation. I think there were some improvements in the 17 model year. It was never an issue of reliability for that truck at all, it was the complexity vs. benefit equation. If it's a light weight towing / commuter with altitude not being brought into the equation. My opinion is the 5.0 is the better fit for me.
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I think they improved it in 15 also.

I guess I just don't see any simplicy in a new truck no matter how you slice it. We had a wiper switch go bad and had to take it to the dealer to reflash the computer to get it to work :homer:
Everything is complicated on these things, all computer controlled. The last thing I worry about is 2 turbos and a little extra piping.

And again, if you deep dive into long term (200k+ mile) reliability, I can not find any major difference. Possibly even a slight advantage to to ecoboost.
 
It's hilarious to me that you guys won't buy a turbo gas motor but wouldn't bat an eye at buying a turbo diesel. :laughing:
 
RusM said:
It's hilarious to me that you guys won't buy a turbo gas motor but wouldn't bat an eye at buying a turbo diesel. :laughing:
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It is interesting, right? I see it this way. Mfg NEEDS to have their true workhorse vehicles be as reliable as possible or they ultimately lose fleet sales (perfect example is the 6.0 and 6.4 Powerstroke engines). For my money, I only want a RELIABLE yet powerful vehicle. I'm not wanting to "take a chance"/"be the guinea pig" on new ideas. Turbo diesels have been in use for many decades and were put in pickups in the early 90's in very simplistic form. As the turbo diesels got more and more popular in work trucks and "racing", people tinkered with the engines creating situations where the turbo diesels from 2003-current now have more and more emissions equipment. This creates higher prices for the trucks due to the extra engineering (that's never free) and likely creates other maint items.

Personally, I went back to the tried/true displacement works formula for my latest HD pickup (2010 F350 with V10---If I had to buy a new one today, I'd look hard at the 7.3L gas Ford). Due to the MASSIVE popularity of the half ton trucks, they are now getting more and more stringent emissions and fuel efficiency requirements due to the volume of vehicles on the roads. This results in the EcoBoost type engines.

I'm older and like the displacement solution. It comes at a cost. I also live at 4400' and regularly tow across 8000' summits. Does the gasser take the hills like the turbo diesels (or even a half ton Ecoboost)? Absolutely not. However, the gassers can tow 22,500 lbs across 8000' summits at 62-65 mph and that's good enough for me to not have to deal with DEF, Turbochargers, $400+ injectors x 8 or 6, or a $10-15k fuel system. The diesels and turbo gassers will pass me going up the hills but I would estimate over the life of my truck, it costs MUCH less per mile to run than the more complex solutions? At least that's how it works in my head.

Back to the 5.0 vs 3.5 or 2.7L. For miles on the truck from 1-125/150k, the Ecoboost is likely a SWEET solution (we have a 3.5 in my wife's Lincoln that I've towed a single car hauler/Jeep behind a few times) and they no doubt haul ass. The 5.0L is not a slouch and I believe it's good to go from 1-200k+ miles with regular service due to "simplicity" (5.0 is not the pushrod V8 I think of it as) but it's predecessors have only cam phaser issues to really be their Achilles heel? (not an insignificant cost).

Personally, it'd take a lot of advantages for me to consider the 3.5L over the 5.0L F150. I'd do the 5.0L. I can't deny some of the cool features of the EcoBoost and if you're willing to take a smallish risk, I think they're proven pretty solid also? I would think regular maint would be the way to treat either powertrain but would be more critical on the harder working 3.5 or 2.7L than on the 5.0L?
 
obvious solution is obvious.


you need a cummins ford project truck you'll never finish.

are the 7.3l f250's out in the wild or no? Is that an option. It seems like exactly what you want. no idea what they cost or whatever.
 
Ecoboosts are great if taken care of. I wouldn't buy a used one personally because they live and die by how they're maintained, and I do this to poorly maintained ones pretty regularly.

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TrikeKid said:
Ecoboosts are great if taken care of. I wouldn't buy a used one personally because they live and die by how they're maintained, and I do this to poorly maintained ones pretty regularly.

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Swapping turbos and ???
 
mbryson said:
It is interesting, right? I see it this way. Mfg NEEDS to have their true workhorse vehicles be as reliable as possible or they ultimately lose fleet sales (perfect example is the 6.0 and 6.4 Powerstroke engines). For my money, I only want a RELIABLE yet powerful vehicle. I'm not wanting to "take a chance"/"be the guinea pig" on new ideas. Turbo diesels have been in use for many decades and were put in pickups in the early 90's in very simplistic form. As the turbo diesels got more and more popular in work trucks and "racing", people tinkered with the engines creating situations where the turbo diesels from 2003-current now have more and more emissions equipment. This creates higher prices for the trucks due to the extra engineering (that's never free) and likely creates other maint items.

Personally, I went back to the tried/true displacement works formula for my latest HD pickup (2010 F350 with V10---If I had to buy a new one today, I'd look hard at the 7.3L gas Ford). Due to the MASSIVE popularity of the half ton trucks, they are now getting more and more stringent emissions and fuel efficiency requirements due to the volume of vehicles on the roads. This results in the EcoBoost type engines.

I'm older and like the displacement solution. It comes at a cost. I also live at 4400' and regularly tow across 8000' summits. Does the gasser take the hills like the turbo diesels (or even a half ton Ecoboost)? Absolutely not. However, the gassers can tow 22,500 lbs across 8000' summits at 62-65 mph and that's good enough for me to not have to deal with DEF, Turbochargers, $400+ injectors x 8 or 6, or a $10-15k fuel system. The diesels and turbo gassers will pass me going up the hills but I would estimate over the life of my truck, it costs MUCH less per mile to run than the more complex solutions? At least that's how it works in my head.
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You lost me at "towing 22.5k lbs over 8k feet at 65 mph" do you mean grossing 22.5k? Either way I have a hard time believing the V10 is cresting 8k feet at that speed.

I think the gasser 3/4t+ make sense for some and if it works for you, thats great. I'd be curious to actually run the numbers and see what's cheaper. I think that you're really only winning at purchase price assuming you're picking the truck up cheap. Towing that kind of wieght, you're getting absolutely abysmal fuel mileage.

There are quite a few 6.7 ps and cummins trucks at 400k+ miles. I'd be pretty shocked if the V10 lasted that long towing that kind of wieght.

mbryson said:
Back to the 5.0 vs 3.5 or 2.7L. For miles on the truck from 1-125/150k, the Ecoboost is likely a SWEET solution (we have a 3.5 in my wife's Lincoln that I've towed a single car hauler/Jeep behind a few times) and they no doubt haul ass. The 5.0L is not a slouch and I believe it's good to go from 1-200k+ miles with regular service due to "simplicity" (5.0 is not the pushrod V8 I think of it as) but it's predecessors have only cam phaser issues to really be their Achilles heel? (not an insignificant cost).

Personally, it'd take a lot of advantages for me to consider the 3.5L over the 5.0L F150. I'd do the 5.0L. I can't deny some of the cool features of the EcoBoost and if you're willing to take a smallish risk, I think they're proven pretty solid also? I would think regular maint would be the way to treat either powertrain but would be more critical on the harder working 3.5 or 2.7L than on the 5.0L?
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Again, more speculation. Cam phasers seem to be the first to go out on either engine. Some people even reporting it sooner on the 5.0. Maybe because it's higher rpm nature?

They both seem to have very few fluke failures before 75k, some failures before 150k and typically need cam phasers before 200k. I was told by another member that cam phaser job is $3500. I don't think that's horrible for 200k miles on a newer vehicle. Much better than an entire new Hemi or 5.3 like the other brands seem to need. Not to mention the other issues with those brands.

I have yet to really read about many problems with the turbos themselves going out prematurely. They also aren't all that much either depending on what route you go. I'm all ears for actual info though as our 2.7 is nearing 100k and I'm not 100% about keeping it till 200k+ or reupping for one under warranty.

87manche said:
obvious solution is obvious.


you need a cummins ford project truck you'll never finish.
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I recommend this to everyone :flipoff2:
 
YotaAtieToo said:
You lost me at "towing 22.5k lbs over 8k feet at 65 mph" do you mean grossing 22.5k? Either way I have a hard time believing the V10 is cresting 8k feet at that speed.

I think the gasser 3/4t+ make sense for some and if it works for you, thats great. I'd be curious to actually run the numbers and see what's cheaper. I think that you're really only winning at purchase price assuming you're picking the truck up cheap. Towing that kind of wieght, you're getting absolutely abysmal fuel mileage.

There are quite a few 6.7 ps and cummins trucks at 400k+ miles. I'd be pretty shocked if the V10 lasted that long towing that kind of wieght.



Again, more speculation. Cam phasers seem to be the first to go out on either engine. Some people even reporting it sooner on the 5.0. Maybe because it's higher rpm nature?

They both seem to have very few fluke failures before 75k, some failures before 150k and typically need cam phasers before 200k. I was told by another member that cam phaser job is $3500. I don't think that's horrible for 200k miles on a newer vehicle. Much better than an entire new Hemi or 5.3 like the other brands seem to need.
I have yet to really read about many problems with the turbos themselves going out prematurely. They also aren't all that much either depending on what route you go.



I recommend this to everyone :flipoff2:
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While this isn't a thread about my V10 (a friend riding to/from the last Rubicon trip we did named her "Sweaty Betty"), I did haul a 5900 lb gooseneck, 5k trail Jeep, 3700 lb TJ and a 7k truck over Utah's Soldier Summit on highway 6 MANY times with my V10 F350. Add some passengers and gear and I'm right at the 22,500 range for GCVW? (does my UT math suck?) You're right, I do get dismal mpg with that load. I get about 6.5 mpg. I get 8 mpg with a single car hauler and said 5k trail Jeep. My son with the 5.0L/6 speed F150 and 3700 lb TJ gets over 11 mpg on the same route, same speeds as my truck. The 5.0L is a sweet setup and I bet would be even betterer with the 10 speed?

For my 4-8 trips from SLC-Moab per year along with 2-3 trips from SLC-St George, I will keep the V10. Truck/gooseneck has also done two trips from SLC-South Lake Tahoe. Same mpg, same experience, same feelings about the V10 vs a diesel. I sold the goose thinking I'd get the 10-11 mpg towing the single car. I just don't get that. This truck should just tow at 6.5-7mpg, I guess. If I was towing more often than that, I do think your argument for a diesel really makes a lot of sense. With how often I tow and how I use my truck.... I'll stick with it for now. As mentioned, I think I'd look HARD at the 7.3L gas before buying another diesel. These are my dollars. You may believe differently and I'm cool with that.

There are two hills that test the shit out of any truck with that kind of load on that highway (SLC-Moab----highway 6 through Price, UT). I'm at 62-65 mph going over the summit with that load.

I've bought rigs before based on other folks' opinions. I don't have them any longer. The above is my experience and my opinion. I'll stand by it.

You are correct in my "speculation" with the cam phaser issues and general statements on the F150. I don't have experience there other than friends that have had those issues. (and my daughter that works at Ford parts knowing exactly the part numbers for a cam phaser job)
 
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