Project F-150 Ecoboost – Making Serious Power with Garrett’s Powermax Twin Turbo and Intercooler Upgrade

The turbo package uses Garrett’s reverse rotation wheels to make a unit that fits as well as the OEM parts.  The turbos use a conventional high-quality dynamic bearing center section much like the OEM turbos.

The new Garrett turbos have an internal wastegate like the OEM turbos, but introduce the exhaust flow into the exhaust system in a more efficient less restrictive way. Good wastegate flow can really improve both power and response in an internally wastegated turbo.

The CFD optimized compressor and turbine wheels of the Garrett turbos are larger, lighter and are more efficient, especially at higher than stock boost pressures.  The compressor wheel is machined from a forged billet for improved strength which allows for thinner blades for more aerodynamic efficiency. The compressor and turbine housings are also optimized to the wheels.  The turbos flow 22% more than stock and can support close to 300 hp per turbo.

The compressor has a .56 A/R housing with a 62 trim wheel.  The turbine side has a small .45 A/R housing with a largish 80 trim turbine wheel.  This is pretty unusual and is pretty close to axial flow for the turbine. Perhaps this is some of Garrett’s latest technology!

When looking at the compressor flow map, you can see that the Garrett Powermax F-150 Ecoboost upgrade turbo flows much better than stock!

To start our evaluation of the Garrett intercooler we needed to first get some baseline temperature data from the stock intercooler.  We collect this data by inserting thermocouples in the inlet and outlet sides of the intercooler. We start this process by loosening the couplers which are very easy to access from under the car.

12 comments

  1. I’m currently shopping for an Ecoboost F150, the stock intercooler setup just does not makes sense to me. First, with the acres of real estate on the front of an F150, why did they feel the need to put the licence plate right in front of the intercooler opening, covering 80% of it? Second, shutters? really? I mean I understand shutters on a radiator for warm up, but on an intercooler? And I don’t buy the aero benefit… with as much penny pinching as oems do, there’s no way that minuscule aero benefit could justify the price. My money is on the condensation build up Ford suffers with on their turbo cars. But to me thats like using pain killers to deal with a broken bone rather than casting it… I do kinda like the idea of fan on the intercooler tho… prolly helps with low speed high load situations that a truck could see..

      1. With the amazing prevalence of turbochargers on vehicles these days, and every tuning company offering a “stage 1” tune that increases boost pressure and fuel delivery, it makes me wonder how many other platforms fall victim to insane intake temperatures when pushed like this. All of the twin turbo German stuff, the turbo 4pot 2.0 everythings etc.

    1. AJ Hartman built a 3.5EB SN95 with the MT82. I bet it’s a riot!
      I wish the package was a little smaller. It would be a fun swap engine if the bay is wide enough.

      1. And then got boned by dyno procedures… ah, NASA.

        But yeah, again, it seems fun. I wonder if the Link GDI ECU would run one of these well.

  2. Did I miss you testing the new intercooler with the same aftermarket tune you ran on the OE turbo/intercooler setup that increased the temps a bunch? If not, did you and what where the temps?

  3. Jeeezlus, power is waaay too easy these days. 435whp on a Superflow on pump gas through a truck drivetrain wasn’t something you could bolt on without sacrifice (comfort, driveability, etc). Now? No problem, hell, you could even finance the parts! 🙂

Leave a Reply

Your email address will not be published. Required fields are marked *

*
*