The crew at Honest Charley Garage did a masterful job on the 2013 AMSOIL/STREET RODDER 1951 Ford of blending the look of a traditional custom combined with the latest in mechanical technology. Chopped, channeled, nosed, and decked are not terms that are normally heard in the same sentence with direct injected, turbocharged, electronically controlled V-6—but all those elements can be found in the car seen here.
In there somewhere is a Ford Racing Performance Parts small but powerful EcoBoost V-6.
Under the nosed hood of the Road Tour Ford is a new EcoBoost V-6 of the same make. Based on the Duratec V-6, this remarkable new engine has a 3.6-inch bore and a 3.41 stroke for 213 ci, or 3,496 cc, and cranks out 365 hp at 5,000 rpm and 420 lb-ft of torque at 2,500 rpm. Known as the EcoBoost 3.5L GTDI (Gasoline Turbocharged Direct Injection), our engine came from Ford Racing Performance Parts and can be found under PN M-6007-35T.
This new aluminum engine has a block equipped with six-bolt bearing caps that hold a forged steel crankshaft. Powder metal connecting rods with floating pins hook to aluminum pistons that have been treated to a low-friction skirt coating. Piston cooling jets in the bottom end of the engine shoot oil at the underside of the 10:1 slugs. Topping off all of this are aluminum dual-overhead cam heads with variable cam timing, high-pressure direct-port fuel injection, and dual water-cooled turbochargers.
To reduce the temperature of the compressed air coming out of the turbos and into the engi
As might be expected, an engine this high-tech has a host of sophisticated electronic controls and we needed someone with the expertise to figure out how to make it run. So Honest Charley's head honcho on this project, Greg Cunningham, turned to the team at Fuel Air Spark Technology (FAST) for help.
For over 10 years, FAST has been a leading developer of advanced electronic fuel injection and ignition control technology so we were confident in their ability to create a system for our application. David Page and Brian Reese were the whiz kids responsible for figuring it out.
To control the ignition system, a FAST Extreme Ignition Module was used. Like many other modern engines, the EcoBoost utilizes signals from crankshaft-triggered devices to control a variety of electronic functions, including ignition. A V-6 fires a spark plug every 120 degrees of crankshaft rotation (a V-8 fires every 90 degrees) and the challenge was to interpret and separate the signals needed to control the coil packs from a multitude of electronic signals. Much easier said than done, but they did it.
Operating the fuel-injection system is a FAST XFI 2.0 with self-learning capabilities. Once the system was installed target air/fuel ratios were set via the Setup Wizard that is used for initial programing.
Like most EFI systems the computer relies on a variety of sensors to control air/fuel ratios:
- Manifold Absolute Pressure Sensor (MAP): senses load by reading vacuum and is one of the parameters for adjusting mixture.
- Coolant Temperature Sensor (CTS): essentially the electronic version of a choke, it tells the computer a richer mixture and fast idle are needed to keep the engine running.
This is a FAST air temperature sensor, or ATS.
- Air Temperature Sensor (ATS): it provides one of the parameters for air/fuel ratio—hotter air requires a leaner mixture/cooler air a richer mixture.
- Throttle Position Sensor (TPS): acts like an accelerator pump, and provides the computer with additional information—also used to establish shift points for computer-controlled automatic transmissions.
- Idle Air Control (IAC): it controls an air bypass in the throttle body to maintain and adjust idle speed.
FAST supplied the Extreme ignition ECU along with a Coyote V-8 wiring harness with two coi
When the engine is first started, the FAST EFI starts out with basic closed-loop operation, which means the ECU is comparing readings from the wide-band O2 sensor to the target's established for idle, cruise, and wide-open throttle. The ECU then makes corrections by adding or subtracting an amount of fuel to make the target numbers and those from the O2 sensor match. As the car accumulates miles, the computer accumulates more data—it learns to provide the proper air/fuel ratio for each and every situation.
In this era of sophisticated production automobiles we're seeing increased mileage and performance from smaller displacement engines, certainly the twin-turbocharged EcoBoost V-6 is a prime example. Thanks to the equally impressive products from FAST street rodders can also benefit from OEM technology and have something new to go along with something old.
Plastic pipe was used by the Honest Charley Garage crew to mock up the turbo inlet and int
The finished stainless plumbing is a definite improvement over the plastic.
As this engine is supercharged, FAST provided a two-bar MAP sensor that can read full vacu
The throttle position sensor mounts directly to the throttle body. It’s used by the EFI co
The FAST EFI controller uses wideband oxygen sensors to determine the air/fuel ratio and m
A coolant temperature sensor, or CTS, is the “choke” in an EFI system.
Two turbochargers, one mounted to the exhaust manifolds on each side, are small to keep tu
The stock manifold’s turbo outlets are very small at 1.18 inches; the exhaust pipes coming
The 3.5 EcoBoost block is “open deck” with steel sleeves molded in. Heads have high-effici