2.7 High Power Build Theory and Plan: Big Turbo Dreaming

[BigOleOgre]

Preface and Build Theory: I've always loved modifying my vehicles for higher higher hp/tq. Obviously this equals-mo power, mo fun, mo money. While waiting for other things to fall into place, or not, for the tuning end I've been doing some research. I played around with the idea of custom installing TD04 19T turbos (for those who don't know this is probably one of the best little turbos ever made), but was getting quite involved and expensive to even consider, then Garrett announced the powermax turbo upgrades for the 3.0 and 2.7, more on that later.

Insights: The 3.0 and 2.7 turbos are similar enough to be interchangeable (i know the turbines, exhaust out, and air inlet/outlets are different, stay with me)
The ecoboost turbos exhaust inlets (manifold connection) are identical in terms of bolt pattern and size, which means they are a direct fit and interchangeable in that regard. The turbo exhaust outlet (downpipe connection) really doesn't matter as you can now connect Raptor 3.0 downpipes. The Air inlet and outlets are slightly smaller on the 2.7 vs 3.0, but now all those larger piping add-ons can be utilized. Therefore all the Raptor turbo feed bolt ons (3.0 intakes and piping, intercooler piping, downpipes etc) can now be used, with some minor alterations if needed, on the 2.7. With the very limited support the 2.7 ranger is getting in these regards i find this a revelation. Why should those weird Raptor kids get all the fun right? With Turbos MO AIR=MO POWA.

Plan: The new Garrett Powermax turbos for the 2.7 and 3.0 are the EXACT same Turbo, the only difference being the Air inlet/outlet size.
If im spending $3500 on turbos, around $6-7k with supporting mods...why wouldn't i just opt for the Turbos that allow for larger air-intake/charge and exhaust-downpipe connections? So i can now utilize the large pipe process west crossover intake, intercooler charge pipes, stage 2 intercooler, and a set of Raptor downpipes with a larger exhaust to fully utilize the airflow of the new turbos.

Conclusion: With all the smaller air and exhaust systems changed to the larger and better cooling systems available to the 3.0 Raptor the 2.7 is now perched to make the same power, all things being equal, minus the displacement.

This is my plan, done some looking, but this is an open theory, if I've missed something please come crush my hopes and dreams so i can evaluate and reassess. But I'm excited for the potential of 500+ safe wheel hp and tq. I would love to be that guinea pig that goes E85 for max power, but i drive all over the place and can only reliably get 93. However, i will be the guinea pig for longevity at this power level as i put on 20-30k miles a year covering my midwest territory. The CGI nano engine is very stout and i don't doubt it can handle it, after looking into other platforms 2.7 builds that have reached these numbers. My final piece will be tune, which hopefully is The Gander. but in the mean time fun money is accruing. Worst case scenario is i just go with the 2.7 powermaxes, and wait for more 2.7 support.

Stock Turbos modified by CRP. L 2.7, R 3.0

Garrett Powermax Turbos L 2.7, R 3.0

Project West Large Pipe intake and charge pipes

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[HighDesertRanger]

Following this!

 

[Valhalla]

Preface and Build Theory: I've always loved modifying my vehicles for higher higher hp/tq. Obviously this equals-mo power, mo fun, mo money. While waiting for other things to fall into place, or not, for the tuning end I've been doing some research. I played around with the idea of custom installing TD04 19T turbos (for those who don't know this is probably one of the best little turbos ever made), but was getting quite involved and expensive to even consider, then Garrett announced the powermax turbo upgrades for the 3.0 and 2.7, more on that later.

Insights: The 3.0 and 2.7 turbos are similar enough to be interchangeable (i know the turbines, exhaust out, and air inlet/outlets are different, stay with me)
The ecoboost turbos exhaust inlets (manifold connection) are identical in terms of bolt pattern and size, which means they are a direct fit and interchangeable in that regard. The turbo exhaust outlet (downpipe connection) really doesn't matter as you can now connect Raptor 3.0 downpipes. The Air inlet and outlets are slightly smaller on the 2.7 vs 3.0, but now all those larger piping add-ons can be utilized. Therefore all the Raptor turbo feed bolt ons (3.0 intakes and piping, intercooler piping, downpipes etc) can now be used, with some minor alterations if needed, on the 2.7. With the very limited support the 2.7 ranger is getting in these regards i find this a revelation. Why should those weird Raptor kids get all the fun right? With Turbos MO AIR=MO POWA.

Plan: The new Garrett Powermax turbos for the 2.7 and 3.0 are the EXACT same Turbo, the only difference being the Air inlet/outlet size.
If im spending $3500 on turbos, around $6-7k with supporting mods...why wouldn't i just opt for the Turbos that allow for larger air-intake/charge and exhaust-downpipe connections? So i can now utilize the large pipe process west crossover intake, intercooler charge pipes, stage 2 intercooler, and a set of Raptor downpipes with a larger exhaust to fully utilize the airflow of the new turbos.

Conclusion: With all the smaller air and exhaust systems changed to the larger and better cooling systems available to the 3.0 Raptor the 2.7 is now perched to make the same power, all things being equal, minus the displacement.

This is my plan, done some looking, but this is an open theory, if I've missed something please come crush my hopes and dreams so i can evaluate and reassess. But I'm excited for the potential of 500+ safe wheel hp and tq. I would love to be that guinea pig that goes E85 for max power, but i drive all over the place and can only reliably get 93. However, i will be the guinea pig for longevity at this power level as i put on 20-30k miles a year covering my midwest territory. The CGI nano engine is very stout and i don't doubt it can handle it, after looking into other platforms 2.7 builds that have reached these numbers. My final piece will be tune, which hopefully is The Gander. but in the mean time fun money is accruing. Worst case scenario is i just go with the 2.7 powermaxes, and wait for more 2.7 support.

Stock Turbos modified by CRP. L 2.7, R 3.0

Garrett Powermax Turbos L 2.7, R 3.0

Project West Large Pipe intake and charge pipes

check out the bronco 6g forum. Lots of people upgrading the 2.7.
Check out the Bronco

 

[burbansk]

I am also interested in your future build. Not sure if I would be willing to spend that kind of money though, especially since its my wife's truck. LOL Now if it was my 3.5L Ecoboost F150. That's another story.

 

[BigOleOgre]

check out the bronco 6g forum. Lots of people upgrading the 2.7.
Check out the Bronco

Oh I've crawled all over the Bronco and F150 forums, although there are upgraded turbo builds, no on has changed 2.7 turbos to the larger inlet/outlet "raptor" turbos yet. Theres not alot of turbo options due to the fact that the manifold is integrated into the head which makes the idea of putting actually bigger, not just altered, turbos on prohibitly expensive. Im sure someone will eventually invest the time and money to do it, these nano engines should be able to withstand much more than what 1 series garret, TD04 Mitsubishi, or equivalent turbos could throw at them if the manifold could be upgraded.

 

[BigBassDaddy407]

Preface and Build Theory: I've always loved modifying my vehicles for higher higher hp/tq. Obviously this equals-mo power, mo fun, mo money. While waiting for other things to fall into place, or not, for the tuning end I've been doing some research. I played around with the idea of custom installing TD04 19T turbos (for those who don't know this is probably one of the best little turbos ever made), but was getting quite involved and expensive to even consider, then Garrett announced the powermax turbo upgrades for the 3.0 and 2.7, more on that later.

Have you considered larger single turbo? It would be more involved but there's plenty of room for piping. I know it's not for everyone but I love hearing a turbo coming out of lag.

I wish ford made it an inline 6 instead of V6.

This should be a good test for thr 10r60.

 

[BigOleOgre]

Have you considered larger single turbo? It would be more involved but there's plenty of room for piping. I know it's not for everyone but I love hearing a turbo coming out of lag.

I wish ford made it an inline 6 instead of V6.

This should be a good test for thr 10r60.

I did not consider a Single turbo setup, due to the design and cost involved and the fact i tow a boat with this and i cant imagine that waiting till 3-4k rpms for boost would be fun lol. Ive always prefered twin turbo setups for that quick spool fun factor as well, single turbo is different kinda fun.

Inline 6s tend to be high reving HP for intended use, i think most trucks that use a 6 will use a V for that different kind of torquey intended use. but a strictly street performance intended truck would be cool to have around again, idk if the market would allow it though.

 

[BigOleOgre]

UPDATE: This is most likely not feasable or not worth the investment. After getting all the measurements needed to verify everything would fit with only slight modifications to some cable connections, tubings, etc. Everything was falling into place and everything would fit but this single solitary problem..... A most liekly unnecessary EGR system, probably added to the 2.7s in their early life to appease CA regulations. After all the 2.7 and 3.0 are basically the same damn engine with the 2.7 having slightly lower displacement, smaller turbos, and dual injection. It makes Zero sense that it requires an EGR while the 3.0 doesnt. There should be a kit to remove the damn thing but with previous EPA administration's crack down on any tampering or disabling of EGR systems I understand why there isnt.

The EGR system sits directly in the path of any and every 3.0 intake crossover. I could probably make this work but messing with the EGR system isn't worth the squeeze with cost and possible engine/legal problems, and no tuner would tune out the EGR as that could result in huge consequences from the EPA. The closest I came was ordering the K&N Raptor intake as its the only one that could possibly squeeze through with some slight modification to that EGR bracket and lowe system, but then the whole tube would be severely close to the EGR system and in danger of melting.

Build plan is still on, just going with just plain jane 2.7 supporting mods, and probably some custom fabrication since there are so few options. The intake tube to the driver side turbo is the biggest restriction point im trying to find a proper aftermarket or custom solution to at the moment. Will update with a build thread when its gets going.

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