The Guide to the Ford 2.0 EcoBoost Engine

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The Guide to the Ford 2.0 EcoBoost Engine. The 2.0 EcoBoost engine was introduced by Ford for the 2010 model year and has since become a workhorse. The 2.0 EcoBoost engine is a true standout, appearing in over a dozen models across the Ford, Lincoln, Volvo, and Range Rover brands. The Ford 2.0 EcoBoost employs some of the most advanced modern technology in the automotive industry, including a twin-scroll turbocharger and direct injection. Despite being only a decade old, the 2.0 has already established a solid reputation.

We’ll go over everything you need to know about the Ford 2.0 EcoBoost inline-four engine in this article. We’ll go over the history of the EcoBoost engine, technical specifications, vehicle applications, and fundamental engine design. We’ll also go over the 2.0’s dependability and common issues, as well as provide a brief mod guide to increase horsepower and torque.

Previously, we looked at the Ford 2.3 EcoBoost engine and compared it to the 2.7 EcoBoost engine. Check out those articles for more information on EcoBoost.

The Guide to the Ford 2.0 EcoBoost Engine

History of the Ford 2.0 EcoBoost Engine

The EcoBoost engine family is relatively new, having been introduced by Ford for the 2010 model year. That year, they debuted three engines: 1.6L and 2.0L single-turbo inline-fours, as well as a 3.5L twin-turbo V6. The EcoBoost was designed to reduce emissions while increasing fuel economy while maintaining higher displacement power levels. To that end, Ford chose to combine small displacement with turbocharging, which has proven to be extremely successful.

All three EcoBoost engines (1.6, 2.0, and 3.5) are still in production today, and Ford has added several more over the years. The 2.0 first appeared in a variety of vehicles in both North America and Europe. In the United States, the 2.0 was first seen in the Volvo V60 and V70, but it soon found its way into the Ford Edge and Explorer, as well as the Range Rover Evoque.

Ford refreshed and updated the 2.0 EcoBoost in 2015. The update increased peak power output while also widening the overall power band. It also made the 2.0 compatible with all-wheel drive configurations, which were previously only available in front-wheel drive models. Ford has continued to use the engine both at home and abroad. Depending on the vehicle, the engine output ranges from 160 to 250 horsepower and 146 to 280 lb-ft of torque.

The engine was still being used in a variety of vehicles as of 2023. The Lincoln MKC, Nautilus, and Corsair are among them, as are the Ford Edge, Maverick, and Bronco Sport. Ford has no plans to reduce production of the 2.0, which should continue for many years.

Technical Engine Specifications for the 2.0 EcoBoost

The Guide to the Ford 2.0 EcoBoost Engine

Applications for Ford 2.0 EcoBoost Vehicles

Applications for Gen 1 Domestic Vehicles:

  • Volvo V60 & V70 2010-2013
  • Volvo XC60 & T5 2010-2017
  • Ford Edge 2011, 2012, 2013, and 2014
  • Ford Explorer 2011, 2012, 2013, 2014, and 2015.
  • Range Rover Evoque (2011-2017)
  • Ford Focus & ST 2012-2018
  • Ford Escape 2013, 2014, and 2015
  • Ford Fusion 2013, 2014, 2015, and 2016
  • Ford Taurus from 2013 to 2019.
  • Land Rover Freelander 2 2013-2014
  • MKZ 2013-2015 Lincoln

Vehicle Applications for Generation 2:

  • Ford Edge (2015 and later)
  • Ford Everest 15-2022
  • Ford Explorer 15-2022
  • Land Rover Discovery Sport 2015-2017
  • MKC 2015-2018 Lincoln
  • Ford Escape from 2016 to the present
  • 2016-Present Lincoln MKZ
  • 2017-2020 Ford Fusion
  • Lincoln MKC (2019)
  • Lincoln (2019-Present) Nautilus
  • Lincoln Corsair from 2020 to the present
  • Ford Bronco Sport from 2021 to the present
  • Ford Maverick from 2022 to the present

Fundamentals of Ford 2.0 EcoBoost Engine Design

The 2.0 EcoBoost engine is a 2.0 liter (1,999 cc) inline-four with an aluminum head and cylinder block. Because the block is “open deck,” it is less durable than a “semi-closed” or “fully closed deck” block. The cylinders, on the other hand, have steel sleeves in them, which helps to compensate for the block’s openness. The cylinder head incorporates an exhaust manifold, which saves weight and improves flow.

The engine is built around a cast iron crankshaft, forged steel I-beam connecting rods, and hypereutectic aluminum pistons. The pistons also have oil squirters to keep them cool. The engine is based in part on the 2.0 Mazda L engine that Ford has used since the early 2000s. Ford installed a BorgWarner K03 turbocharger in all first-generation 2.0 EcoBoost vehicles, with varying levels of boost depending on the application.

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The Ford 2.0 EcoBoost engine has a dual overhead camshaft (DOHC) valvetrain. There are four valves per cylinder, for a total of 16 valves. Ford’s proprietary Twin Independent-Variable Camshaft Timing (Ti-VCT) technology is also used in the engine to improve power and fuel economy. The camshafts are driven by a chain.

The cooling system serves as a fail-safe system for the engine. When the coolant temperature rises too high, a warning light illuminates, and the engine begins deactivating cylinders to cool down. If the engine continues to run, it will eventually shut down to protect itself. The Ford 2.0 EcoBoost also includes adaptive knock control, which allows the engine to run on 87 octane fuel without damaging it.

The Guide to the Ford 2.0 EcoBoost Engine

Fueling with Direct Injection EcoBoost

The 2.0 EcoBoost may also be referred to as the 2.0 GTDI. This is an abbreviation for Gasoline Turbocharged Direct Injection. While the gasoline and turbocharger are obvious, Ford’s direct injection is relatively new. It was first developed in Europe after WWII, but it was not widely used in production automobiles until recently. It was first used by Ford in the EcoBoost series, where it has since become a mainstay.

The name “EcoBoost” is derived from two key elements: direct injection fueling and turbocharging. Direct injection reduces emissions while increasing fuel economy, hence the term “Eco.” Furthermore, every EcoBoost is outfitted with a turbocharger, hence the name “Boost.”

So, what is direct injection fueling? It’s a type of electronic fuel injection, but it uses a different type of fuel injector in a different location. The injector in standard systems sits above the intake valve and squirts fuel into the combustion chamber when the valve opens. While some fuel will inevitably hit the valve, it will serve the purpose of cleaning the valve of carbon.

Instead, in direct injection systems, the injector is located just above the combustion chamber. The name “direct injection” comes from the fact that it injects fuel directly into the combustion chamber. DI-systems operate at significantly higher fuel pressures than standard systems. Some pressurize the fuel to 3,000 PSI, which is roughly 50 times higher than a standard fuel injection system.

As the fuel is squirted into the combustion chamber, the high pressure atomizes it, reducing emissions and improving fuel economy. The DI also allows for more precise fuel injection timing, which improves fuel economy, emissions, and performance.

Downsides of EcoBoost Direct Injection

While direct injection has many advantages, such as improved fuel economy, lower emissions, and increased power, it also has some significant disadvantages. The increased cost of DI-systems is one of the most obvious. From the injector to the supplemental high pressure fuel pump to the fuel rails, everything about a DI-system is more expensive. The technology is much more complex than older systems and much more expensive.

Unfortunately, despite being much more expensive, these systems are also prone to failure. Part of this is to be expected, as early electronic fuel injection systems were not without flaws. The high pressure fuel pump is the most commonly failed component, followed by injectors less frequently. HPFP are prone to seizing and failing, especially when high amounts of ethanol are used. Injectors have also been known to seize or become stuck open on occasion. This will improve with time and technological advancement, but it may still be an issue for the time being.

The most significant disadvantage of a direct injection system is the accumulation of carbon on the intake valves. As previously stated, in non-DI electronic fuel injection systems, fuel washes over the intake valve, preventing carbon deposits from forming. However, because DI injectors are located above the combustion chamber and the fuel does not come into contact with the intake valves, they eventually become caked with excessive carbon buildup.

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This allows carbon deposits to form over time. Exhaust valves burn off excess carbon caused by the heat of exiting exhaust gases. However, because the intake valves are much cooler, the oil is never burned off and leaves behind carbon.

Walnut Blasting and Direct Injection

For the vast majority of drivers, carbon buildup is minimal and will have no effect on engine performance for well over 100,000 miles. However, in some cases, the carbon deposits can become too caked on, causing misfiring, starting, and engine stalling issues. The only way to remove the carbon is through a process known as walnut blasting, which is both expensive and difficult to find.

However, the vast majority of people will have no problems with carbon buildup, at least not for at least 100,000 miles.

If you need to Walnut Blast your engine, we have a guide on YouTube for you! The engine in the video is a BMW N54, but the same concept and process apply to Ford EcoBoosts.

Related : The 3.5L EcoBoost Timing Chain Rattle – Causes and Solutions

2015 2.0 EcoBoost Updates

Ford made some significant changes to the EcoBoost for 2015. For the new twin-scroll turbocharger, the aluminum cylinder head with integrated exhaust manifold was revised. Ford also installed new pistons, which increased the compression ratio from 9.3:1 to 10.1:1. The crankshaft was strengthened by converting it from cast iron to forged steel, and new connecting rods and pistons were installed.

Both the fueling and oiling systems received minor improvements to improve flow and lubrication. The 2.0 EcoBoost is capable of towing up to 3,500 pounds, which is impressive for a two-liter four-cylinder engine. Horsepower increased slightly, but engines now produced torque earlier and maintained it for longer.

The addition of a twin-scroll turbocharger was by far the most significant upgrade. The first generation had a single-scroll turbo, and both generations are manufactured by Borg Warner. Twin-scroll turbos are more efficient and produce more power than single-scroll turbos.

The distinction is in how the exhaust gas pulses arrive at the turbo internals. On single-scrolls, all exhaust gas is forced into a single port as it travels inside. This creates turbulence and can be excessively restrictive. A twin-scroll has two ports instead of one. Because the pulses are separated, the flow is much smoother and faster, allowing more pulse energy to be transferred from the exhaust to the turbo. This enables a faster and more sustained boost response.

Ford’s tuning takes advantage of this, in conjunction with DI, to significantly increase power output and efficiency on the EcoBoosts. It produces earlier peak torque and a flatter overall curve, while increasing horsepower across the board.

Common Ford 2.0 EcoBoost Issues and Reliability

Previously, we looked at the Ford 2.0 EcoBoost engine’s common issues and dependability.

The following are the top five most common EcoBoost issues:

  • Coolant Infiltration
  • Exhaust Manifold Crack
  • Failure of the Turbo/Boost Control Solenoid
  • Fuel Pump Failure Due to Low Pressure (LPFP)
  • Carbon Accumulation

The first issue is coolant intrusion. The EcoBoost design has a flaw where the cylinder head and cylinder block meet. As a result of the weak gasket and open deck block design, coolant leaks into the cylinders. This is primarily an issue with first-generation 2.0 EcoBoosts, as it was largely resolved with the redesign of the second generation.

Following that are cracked exhaust manifolds. As previously stated, the EcoBoost employs an integrated exhaust manifold on the cylinder head. While this improves flow and emissions, it makes the manifold prone to cracking. Exhaust leaks are a serious problem in turbocharged vehicles because they can cause severe overboost.

The solenoids that control the turbo/boost are also prone to failure. These solenoids are in charge of ensuring that the turbo produces the correct amount of boost and not too much or too little. Some have failed as early as 50,000 miles, and they have a significant impact on performance.

The in-tank or low-pressure fuel pump (LPFP) can also fail from time to time. This fuel pump collaborates with the high pressure fuel pump (HPFP) to provide enough fuel for the engine, and the HPFP is also known to fail prematurely.

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Our final concern is carbon buildup, which we mentioned briefly earlier. It’s an unavoidable side effect of the direct injection system on all 2.0 EcoBoost engines. The only solution is walnut blasting, which you can learn how to do yourself by watching our linked YouTube video above.

EcoBoost dependability

Overall, we rate the 2.0 EcoBoost engine as above-average in terms of dependability. These engines can easily exceed 150,000 miles without issue, and many have exceeded 200,000 miles. While the problems mentioned above are serious, they do not affect a large number of 2.0 EcoBoosts. The second generation improves on the first generation in order to make it even more reliable. However, both generations should be regarded as strong and capable.

Ford 2.0 EcoBoost Engine Performance Enhancements

The Ford 2.0 EcoBoost engine is already quite capable right out of the box. The most powerful versions produce 250 horsepower and 280 pound-feet of torque, which is not bad for an economy car that is not necessarily designed for performance. Furthermore, the 2.0 EcoBoost is capable of towing up to 3,500 lbs, which is an impressive feat for a 2.0 liter inline-four.

If you still want more horsepower and torque, there are several upgrades you can make. Fortunately, we’ve already written a slew of Ford 2.0 EcoBoost mod guides. We’ll just summarize them here, and if you want a more detailed breakdown, check out the linked guides.

The following are the top five Ford 2.0 EcoBoost performance mods:

  • Tune
  • Intake
  • Downpipe
  • FMIC
  • Fueling

Tuning, performance intakes, downpipes, front mount intercoolers (FMIC), and alternative fueling are the top five best Ford 2.0 EcoBoost performance mods. While there is no set order, we would probably recommend starting with tuning. Without any hardware changes, tuning can add 5-15% more horsepower and torque. Performance intakes are also excellent mods for increasing horsepower, and FMIC are especially beneficial for those who live in hot climates.

Upgraded 2.0 EcoBoost downpipes are also excellent mod options for the Focus ST. One of the most restrictive parts of the exhaust system is the downpipe, which connects to the turbocharger. Upgrading the exhaust usually entails replacing the stock catalytic converters with high flow cats, which results in a significant increase in horsepower and torque. Upgraded charge pipes for the Focus ST are also relatively inexpensive mods that can improve airflow while adding little power.

Conclusion of the Ford 2.0 EcoBoost Engine Guide

Overall, the Ford 2.0 EcoBoost engine is exceptional. It has above-average dependability and produces commendable performance with a strong towing capacity. Despite having only 2.0 liters of displacement, it has the performance and power to compete with many V6s. Depending on the make and model, the 2.0 can produce up to 250 horsepower and 280 pound-feet of torque, as well as 3,500 pounds of towing capacity.

We have several mod guides that should help you with your build if you want to get even more performance out of the 2.0 EcoBoost. We can help you get your 2.0 build started with everything from upgraded downpipes and charge pipes to full guides for the Focus ST and Maverick.