The Ecoboost Mustang comes with a 4-banger turbocharged engine of course. Many OEM applications are transitioning to fully machined compressor wheels as you can see here. As a side note, the boost pressure is referenced off the fitting at the compressor inlet. The curious bit is the fitting at the compressor inlet which is not a common feature. My guess is Ford is measuring the compressor inlet pressure in addition to the compressor outlet pressure which then tells the computer exactly where the turbo is operating on the compressor map (with the MAF measuring mass air flow) without measuring turbo speed directly.
The oil feed line is a combination of hard line and braided line. My guess is to prevent failure of the oil line due to fatigue from vibrations. Of course, a head shield covers the turbine housing of the turbo to protect the two water lines routed around the turbine housing.
This is the 3.5L V6 Ecoboost engine. It has a sizable oil cooler; it’s the rectangular block the oil filter is attached to with the two hose barbs for engine coolant to flow through.
The turbine housings are attached to the engine block via this mounting boss on the back side of the turbine housing. This engine is for the F-150 which is expected to potentially live a rough and tumble life off-road (Ford proved out the engine in the Baja 1000 race), so this extra support was added to hold the weight of the turbo. Mitsubishi did the same thing on the Evo X turbo because rally car.
You MIQ readers may recognize this Borg Warner EFR turbine housing with the variable turbine geometry valve from last year. Apparently, it is available now.