The Top 5 Ford 2.0 EcoBoost Engine Issues. Ford’s 2.0L EcoBoost is a turbocharged, inline-4 cylinder direct injection gas engine that debuted in 2010. The engine, which produces 200-252hp and 221-270lb-ft of torque, combines modest power with excellent fuel efficiency. Since its introduction, the 2.0 EcoBoost engine has been used in many of the entry-level Ford, Volvo, Land Rover, and Lincoln models.
The 2.0 EB is based on the 2.0L Mazda L-series engine block. The EcoBoost, on the other hand, employs unique heads, a different fuel injection system, and twin-independent variable cam timing (Ti-VCT). The 2.0 EcoBoost received a significant update in 2015.
First Generation 2.0 EcoBoost
Despite being heavily overhauled in 2015, the first-generation engine was not a flop. It was the first EcoBoost engine to use twin-independent variable cam timing, whereas the 2.3L and 3.5L used more traditional VVT systems.
The first generation 2.0 lasted until 2018 before being completely phased out in the United States by the second generation 2.0. The Gen 1 engines are still used in a number of European Ford vehicles. Here are the models that use the first generation 2.0 EcoBoost:
- Ford S-Max, Galaxy, and Mondeo (2010-Present)
- Volvo S60, V60, and V70 models from 2010 to 2013.
- Volvo XC60 T5 from 2012 to 2017.
- Ford Explorer 2011, 2012, 2013, 2014, and 2015.
- Ford Edge 2011, 2012, 2013, and 2014
- Range Rover Evoque (2011-2017)
- From 2012 to 2016, Ford Falcon
- Ford Escape 2013, 2014, and 2015
- Land Rover Freelander 2 (2013-2015)
- Ford Fusion 2013, 2014, 2015, and 2016
- Ford Taurus from 2013 to 2017.
- MKZ 2013-2015 Lincoln
- Land Rover Discovery Sport 2015-2017
- MKC 2015-2018 Lincoln
2.0 EcoBoost 2nd Gen
Ford gave the 2.0 a major facelift in 2015 to improve performance and fuel efficiency. The real reason for the new engine is that the Ford/Mazda partnership ended, forcing Ford to design its own 2.0 EB engine rather than relying on the Mazda L engine.
The 2nd Generation model received a new aluminum block, a new cylinder head with an integrated exhaust manifold, and a twin-scroll turbocharger. In addition, the BorgWarner twin-scroll turbo has an active wastegate.
Aside from a higher compression ratio, the fuel and oil cooling systems were upgraded. As a result, it now gets better gas mileage and has more low-end torque, making it more capable as a tow vehicle. The 2nd Gen 2.0 EcoBoost is currently used in the following cars:
- Ford Edge (2015 and later)
- Ford Everest 2015-Present
- Ford Tourneo from 2016 to the present
- Ford Escape from 2016 to the present
- 2017-2020 Ford Fusion
- Ford Bronco Sport from 2021 to the present
- 2016-Present Lincoln MKZ
- Lincoln Corsair from 2020 to the present
- Lincoln MKC 2019
- Lincoln (2019-Present) Nautilus
Common Ford 2.0 EcoBoost Issues
The following are some of the most common Ford 2.0 EcoBoost engine issues:
- Coolant Infiltration
- Exhaust Manifold Crack
- Failure of the Turbo/Boost Control Solenoid
- Low-Pressure Fuel Pump Failure (LPFP)
- Carbon Accumulation
1. Invasion of 2.0 EcoBoost Coolant
Coolant intrusion has been a significant issue on several Ford 4-cylinder EcoBoost models, including the 1.5L, 1.6L, and 2.0L EcoBoost. To put it simply, coolant intrusion occurs due to a flaw in the mating surface between the 2.0L EcoBoost engine block and cylinder head, which allows coolant to seep into the combustion chamber. The open-deck cooling design of the 2.0L EcoBoost engine, which is prone to gasket failure, is largely to blame for the coolant intrusion issue. Cylinders two and three are the most commonly affected by this problem. This problem was mostly resolved with Gen II 2.0L EcoBoost engines built after April 2019.
This is a serious problem because coolant intrusion can have disastrous consequences. With coolant constantly leaking into the cylinders, a 2.0L EcoBoost with coolant intrusion issues will consume coolant at a rapid rate, causing additional problems if your coolant levels aren’t constantly monitored. Furthermore, if not addressed, 2.0L EcoBoost coolant intrusion can cause corrosion, misfires, overheating, fouled spark plugs, engine fires, and complete engine failure. Because of the severity of the issue in early model 2.0L EcoBoosts, Ford issued a technical service bulletin, which can be found here. There is also an ongoing class action lawsuit regarding the issue.
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2.0L EcoBoost Coolant Intrusion Symptoms
- Overheating of the engine (often triggering a P0217 engine code)
- Misfiring of the engine (especially on startup)
- Inadequate acceleration
- Overly rich running engine
These are the most common, but not all, symptoms of 2.0L EcoBoost coolant intrusion. The simplest way to tell is if your EcoBoost is consuming a lot of coolant but there are no visible leaks under the car. There is no simple solution to the coolant intrusion problem, and in most cases, the affected vehicle requires a completely new engine. Unfortunately, many 2.0L EcoBoost owners have had a difficult time resolving the issue with Ford. Ford will not repair the problem if the vehicle is no longer under warranty, even if the affected engine has low mileage. Once again, this problem is far more common on first-generation 2.0 EcoBoost engines, as second-generation 2.0Ls use a more robust deck design.
2. 2.0 EcoBoost Exhaust Manifold Cracked
The 2.0 EB has an integrated exhaust manifold design in both generations. The stainless steel manifold is integrated directly into the cylinder head. The exhaust manifold is not integrated in the European version of this engine, which uses a traditional cylinder head with individual exhaust ports and a conventional manifold.
Exhaust gas temperatures on the 2.0 EB can reach dangerous levels, especially when towing or driving up hills. The stainless steel exhaust manifold expands and contracts due to the constant heat cycles produced by engines and fluctuating temperatures. When continuous expansion and contraction are combined with a vibrating engine, the exhaust manifold can develop hairline cracks.
When an exhaust manifold cracks, air begins to leak out rather than flow out of the exhaust. While this is bad for the environment, it also has serious implications for performance and drivability. Turbochargers require back pressure to function properly. When the exhaust manifold cracks, all back pressure is lost, requiring the turbo to work harder than usual to produce normal power levels.
Exhaust Manifold Crack Symptoms
- The engine is making a whining, whining, or chirping noise.
- Inadequate performance
- Inadequate acceleration
- Excessive turbocharger boost or psi
- Odors of exhaust fumes inside the vehicle
Driving with a cracked manifold is a quick way to blow your turbocharger because it causes the turbo to spool excessively. Unfortunately, when the exhaust manifold cracks, the repair can be rather expensive. The turbocharger is integrated with the exhaust manifold on the 2.0 EcoBoost. And the exhaust manifold is built into the head.
As previously stated, this most commonly occurs when towing vehicles, particularly when towing up steep inclines. However, under normal driving conditions, it is becoming more common on stock cars.
3. Failure of the Turbo/Boost Control Solenoid
The turbo control solenoid or valve, also known as a boost solenoid, regulates boost. It is an electronic component that uses vacuum pressures and the ECM to control the wastegate on the turbo. The wastegate regulates the flow of exhaust gases to the turbo turbine, influencing how fast the turbo spins and how much boost it produces.
When the boost solenoid fails, it opens and closes the wastegate incorrectly. When this happens, the turbo either produces too much or too little boost in relation to the amount of pressure applied to the accelerator pedal.
Boost solenoids wear out over time. They are electrical in nature and can fail due to corroded wires, dirt buildup, water, and a variety of other natural wear and tear causes. While solenoids on most vehicles last about 10 years, boost solenoids on the 2.0 EcoBoost are known to fail in half that time, or around the 50k-80k mileage mark.
The Signs of a Failing Boost – 2.0 EcoBoost Solenoid
- Under acceleration, the engine produces no boost.
- Poor performance, power loss
- Rapid variations in boost pressure
- Fuel economy has decreased.
- Engine code P0299 and check engine light
While the boost solenoid is a relatively inexpensive part, replacing it can be difficult because the valve is located on the turbocharger, which is buried in the engine bay.
4. Failure of the EcoBoost Low-Pressure Fuel Pump (LPFP).
A high-pressure and a low-pressure fuel pump are used in direct injection fuel systems. Because direct injection systems deliver fuel to the injectors at nearly 30,000 psi of pressure, it would be extremely difficult for a single pump to pick up fuel from the gas tank and deliver it all the way to the injectors while maintaining these pressure levels.
As a result, a low-pressure fuel pump is used to relieve the HPFP’s stress and demand. The low-pressure pump transports gas from the gas tank to the high-pressure pump.
On the 2.0 EcoBoost, the fuel filter that sits within gas tank can become clogged which forces the LPFP to overwork itself trying to pull enough fuel from the tank to send to the HPFP.
2.0 EcoBoost High-Pressure Fuel Pump Failure
It’s also worth noting that the high-pressure fuel pump can fail. Because the HPFP operates at such high pressures, this is quite normal on any direct injection engine. The inside of the HPFP has an impeller that builds pressure and pumps gas toward the injector. This impeller has the potential to break or weaken, resulting in low fuel pressures.
EcoBoost LPFP / HPFP Failure Symptoms
Both of these failures have the same general outcome. A bad HPFP will produce low fuel pressure, whereas a bad LPFP will cause the HPFP to produce insufficient fuel.
- Misfires in the engine
- The air-to-fuel ratios are extremely low.
- Inadequate performance
- Inadequate acceleration
- Idling in a rough manner
- Engine light on
5. Carbon Buildup in EcoBoost
The 2.0 EB, like all direct injection engines, suffers from carbon buildup. On DI engines, the fuel is delivered directly to the cylinders via fuel injectors. Fuel is delivered to the intake manifold and then to the cylinders in port injection engines. When fuel is delivered through the intake manifold, it is highly pressurized, which helps keep the intake valves clean.
Direct injection, on the other hand, completely bypasses the intake valves. Carbon deposits accumulate inside the intake valves over time, restricting airflow to the cylinders. While excessive carbon buildup does not happen overnight and is unlikely to be noticed right away, it can have some performance implications.
As the engine receives less air, air-to-fuel ratios may be affected, overall performance may suffer, and the 2.0 may lose power and feel sluggish.
Symptoms of Ford EcoBoost Carbon Buildup
- Misfires in the cylinders
- Performance issues
- Inadequate acceleration
- Idling in a rough manner
Misfires are usually the first sign to appear, and they are the cause of poor performance. Carbon forms on all of the intake valves, but it does so unevenly. Finally, some cylinders may have more build-up than others, resulting in an uneven amount of air entering each cylinder. Because power losses typically occur over a number of years, it is difficult to diagnose any issues here before misfires occur.
Walnut Blasting with EcoBoost
The best way to avoid performance issues caused by carbon buildup is to walnut blast your intake ports. A shop vac and walnut media shells are used in this process. The shop vac blasts the shells through the intake ports, clearing out any debris.
Typically, walnut blasting costs around $500. On any direct injection engine, we recommend doing it every 80,000 miles. Again, unless you are experiencing serious problems as a result of the build-up, this is not something that needs to be done right away.
Reliability of Ford 2.0 EcoBoost
The 2.0 EcoBoost engine is dependable. In general, there aren’t many common issues, and the internals and major engine components last a long time. Despite the fact that Ford built their own block in Gen 2 versus using the Mazda block in Gen 1, both versions are nearly as reliable.
These engines should easily withstand 150,000 miles. However, once you exceed these mileages, you should expect to replace various material components of the engine and its systems. LPFP/HPFP, water pumps, hoses, turbo seals, and other relatively expensive issues are common on high mileage 2.0 EBs.
