Ah, the EcoBoost V6 – Ford’s twin-turbocharged V6 has been a fine addition to the half-ton since its introduction in 2011. However, as with anything made by automakers, it’s a one-size-fits-all approach to the masses that love trucks, and can’t account for differences in what a customer wants out of his or her truck. JMS filled the void for those who want turbo control, and they did it with the BoostMax.
The device plugs inline into the vehicle’s electrical connections, and can be installed in ways that inhibit it from getting hit or disconnected. Inline connection also means you’re not having to cut and splice wires together; you’re simply using the connectors Ford already has, and piggybacking off of their electrical signal to power the device.
We did a little test run of the BoostMax on a 2016 F-150 3.5-liter EcoBoost. We wanted to see what sorts of changes came from adding on a lightweight, compact device. The idea was to do a run the stock truck on the dyno, and then dyno it with the BoostMax applied, to see what sort of gains could be had.
Installing the device was a fairly straightforward. With the engine cover removed, we had access to the MAP and TIP sensors, which we connected with the BoostMax’s wiring harnesses. We went inside the truck to access the pedal sensor, near the top of the pedal’s bracket. After feeding the wiring through a grommet, we connected the pedal position harness to the main BoostMax harness, and then connected JMS’s provided remote boost knob, which would later allow us to control the turbocharger’s output.
Getting back to the gas pedal, we connected the pedal position harness to the BoostMax harness. It plugged via a four-pin connector, which in turn was connected to the BoostMax module. The BoostMax comes with the option to use an 87 octane fuel rating via a chip, but since the owner of the truck used 91 octane fuel regularly, we left it out.
Under the dashboard, we located the pedal position sensor and unplugged it. We hooked up the BoostMax harness in between the sensor and its connector, and moved onto mounting the boost knob. We chose to put the knob near the parking brake release lever, making it easy to access while still being safe from getting hit by a knee or shoe while getting in and out of the vehicle.
After reconnecting the battery, we did a dry run around the block and liked what we were feeling with the BoostMax set to around 70 percent. Now it was time to confirm the good feeling with a run on the dyno.
Cranked to 100 percent, the truck put down some respectable numbers. We saw the greatest gains in the midrange of the power band – 69.1 horsepower and 92.8 lb-ft of torque.