Love This Engine

Great..  now you guys have me looking at availability and pricing on one of these in my area..

Update:

Oh man, does this powertrain pull a ~3500 pound rolling parachute well. In the (hopefully not too distant) future, we'll be 'upgrading' to a slightly bigger ~5000 pound rolling parachute, so I'm curious to see how much effect that does or doesn't have. Apparently locking out the top 2-3 gears is typical for towing, even in 'tow/haul' mode, minimizing shifting and actually maximizing fuel economy. From there it just pulled in that gear the vast majority of the time, and rarely downshifted. On flatter land I locked out 9/10, and in the hills I locked out 8/9/10. That put it at ~2500rpm in 7th, which felt like its 'happy place'. Low enough rpm that it's comfortable at light throttle when the ground leveled out, yet high enough rpm to make boost/torque when you dip into the throttle on the hills. Only on the steepest grades we hit did it ever need to drop into 6th. I was even pleased with its aggressive downshifting to largely hold speed on the down grades. Fuel economy was also noticeably better than our 2017 Sedona towing the same travel trailer.

Speaking of fuel economy, I have also gone into the computer settings to cut the (already reasonable) displayed fuel economy optimism by more than half from the original discussion... Which makes the following all the more enjoyable.

So I finally was able to get a 'summer' run in on the same stretch of highway as the original post in this thread. I'll start with the return trip...

It was warm enough to need the A/C, and traffic was being annoying again. It's just a weekend morning vs weekend afternoon thing. Afterword I had to LOL at myself for getting frustrated at the traffic 'killing' my fuel economy down to 'only' 26.5 mpg or so. The first 1/2 of the drive, was showing over 28 mpg. As for the trip there...

I was mildly shocked. The early 'flatter' half of the of the route was staying solidly above 30mpg, even accounting for the remaining optimism in the computer. Just moments before the readout was at 30.0, but it was not to be. Even accounting for optimism, this should be ~29.5mpg.

I'm officially convinced that a calm-cool driver, on a calm-cool day, on a flat(ish) loop of flowing highway, might actually be able to exceed 30mpg (actual) in this truck... Especially if the elephant-ear tow-mirrors were swapped back out for the originally pictured mirrors, and maybe all of the baked-on bugs from the above discussed 1500+ mile towing trip were washed off. Admittedly, I feel like the 'weekend morning' traffic may also be providing some unavoidable aero advantage, where a truly empty highway might ultimately pull the economy back down some too. Although that should be true to some degree or another of pretty much anything else on the road.

I really wish I could swap this powertrain into something (other than a truck) worthy of its awesomeness.

Wow, that's impressive. Wife's IS-F, with an 8 speed trans and (I assume) a much slicker aero profile struggles to hit 25mpg highway. 

Didn't the Fusion Sport have the 2.7T as an available motor?

I have a 2015 F150 Supercab 4x4 with the 2.7 Ecoboost and a 6-speed transmission. In my area the gas is all E10 and I run 87 octane. Best I can do is 18-19 mpg around town, it'll drop to 15 when it's cold. The mileage improves noticeably when I leave the area and get away from E10. 

I really don't care about the corn liquor in the fuel but it does ding the fuel economy. I've run service trucks on E85 and they run fine but I had to run to the gas station twice as much.

My '22 Bronco Badlands has the 2.7. 

It does NOT get 20-anything miles per gallon.

It has the aerodynamics of a barn door, lots of rolling resistance from the 315/70/17's, weighs about 2 and half tons, and the A/C is on ALL the time (it's been over 100 degrees here in TX for months).

Not exactly fast, either - even with 4.70s in the axles.

It sure would be nice if Ford would offer the Godzilla (or even the baby zilla) V8, but they never will.  

I only use the  Fuelly logs, the dash has always been off by at least 1mpg to that in both of my F150's.

first is my 2018; this was a four door, 4x4, 5.0 10spd. It tracked towing miles and those were 18,485 so a little over 11% of the total.

second is my 23 F150; also four door 4x4, 5.0 10spd. This does not track towing mileage but I do and it's at 3844 so a little over 6%

I am really astounded by the numbers and what I see from the 2.7 and 3.5 without noticeable numbers of failures is super impressive.

The other F150 EB thread reminded me I've been meaning to do a 2+ year update:

My recent (hopefully temporary) job assignment change has change my commute from 25 minutes of relatively relaxed off-highway commute to 40/60 minutes (am/pm) of highway commuter hell. The previous commute was ~22mpg. The current one is still ~20mpg.  From time to time I have to laugh at the absurdity of actually feeling disappointed when it doesn't break above 20 mpg.

I've also been learning more about my previous economy runs. To start with, I finally broke 30 mpg (twice actually) along that same 44 mile stretch of I5 going from North of Seattle to Tacoma:

The readout gets adjusted to consistently be within 0.1 mpg of calculated.

Because of time of day I head back from these trips, I've never gotten a 'clean' return run to get a good 2-way number, but just considering that it's still a lot of up/down but not a significant start/finish elevation change, I remain generally amazed. I've always fully acknowledged that this recurring 'best case scenario' drive is mostly just an interesting (at least to me) side note. However, I did finally get to keep heading south on one trip, and made some additional observations.

I stopped in Tacoma still, so by time I got back on the highway and up to speed I was 'down' to 28 mpg. That held steady the rest of the way, another ~30 miles, through Olympia. However, things noticeably changed after that.

While I've gotten some great 'clean' runs, I've also had some in the (more expected) 24-26 mpg range, but hadn't previously been able to confidently explain it. I can now put that to rest, and it's really no great mystery. It's not just speed, it's traffic. Namely, it seems to be more traffic causing indirect and inadvertent 'drafting' effects, as long as it keeps flowing. Never have I ever driven a vehicle this affected by traffic, probably because I've never driven this efficiently large of a vehicle before either. With sufficiently dense-yet-flowing traffic, the truck readily pulls 28+mpg. Once outside of the metro area, where traffic became sparse, it dropped off substantially. By the time I had gone the rest of the way to Portland (200 miles total) I was down to 'only' 26 mpg.

We also picked up a larger (frontal width/area, length, and weight) travel trailer last spring, to better accommodate our family adventures.

I expected a hit, but wasn't sure how much. Some people were reporting sub-10mpg with these behind their 1/2 tons. Thankfully that is not the case for me, unless we happen to be crossing the mountains. Generally I'm averaging 11 mpg all over the PNW. When crossing the (Cascade) mountains it's 9 mpg up to the pass, recovering to 10 mpg by the time we get back down the other side. That's at least as good as I've generally seen reported for any other gas engines with these trailers. So I'm chalking that up as another win for this absolutely fantastic engine.

I'm not sure when I'll get to find out how much the economy improves pulling something smaller like a car, but I'm looking forward to it.

I also finally put it in 'sport' mode for at bit on some back roads. What a giggle!... It actually made me want to see what it would be like to throw one of these in a race car.