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Wikipedia / Ford EcoBoost engine

EcoBoost is a series of turbocharged, direct-injection gasoline engines produced by Ford and originally co-developed by FEV Inc. (now FEV North America Inc.). EcoBoost engines are designed to deliver power and torque consistent with those of larger-displacement (cylinder volume) naturally aspirated engines, while achieving up to 20% better fuel efficiency and 15% fewer greenhouse emissions, according to Ford. The manufacturer sees the EcoBoost technology as less costly and more versatile than further developing or expanding the use of hybrid and diesel engine technologies. EcoBoost engines are broadly available across the Ford vehicle lineup.

Global production

EcoBoost gasoline direct-injection turbocharged engine technology adds 128 patents and patent applications to Ford's 4,618 active and thousands of pending US patents. Some of the costs of US development and production were assisted by the $5.9 billion Advanced Technology Vehicles Manufacturing Loan Program of the Department of Energy.

The V6 EcoBoost engines are being assembled at Cleveland Engine Plant No. 1 in Brook Park, Ohio. The 2.0-liter I4 EcoBoost engines were produced at the Ford Valencia Plant in Spain in 2009. The 1.6-liter I4 EcoBoost engines are assembled at the Ford Bridgend Engine Plant in the United Kingdom. The smaller 1000cc-displacement 3 cylinder EcoBoost engine is produced both at Ford Germany in Cologne and at Ford Romania in Craiova.

By 2012, the company planned to produce 750,000 EcoBoost units annually in the US and 1.3 million globally in the world market. Ford expected over 90% of its global vehicle lineup (includes North America) to offer EcoBoost engine technology by 2013. From the engine's beginning to November 2012, 500,000 Ford EcoBoost vehicles have been sold.

During Ford's ownership of Volvo (until 2010), it used the term PTDi (petrol turbocharged direct injection) for the 1.6 L I4 engine when introducing Volvo S60 concept and for the 2.0 L I4 engine when introducing Volvo XC60.

Safety issues

Ford has had to refund hundreds of customers worldwide because Ford EcoBoost engines in their vehicles have overheated and, in some cases, caused engine fires. In 2015, a South African man died after becoming trapped in his Ford Kuga after its 1.6-litre EcoBoost engine burst into flames. In 2017, Ford South Africa recalled all Kugas in the country for engine checks.

Engine family list

Inline three-cylinder

1.0 L Fox1.01.0 l1.0 L1.0l1.0L

Ford produces a 1.0 L turbocharged in-line three-cylinder engine for the EcoBoost family developed at Ford's Dunton Technical Centre in the UK. Production started in April 2012. The 1.0 was built initially in two versions: and .

Both versions deliver a maximum of from 1,400 to 4,500rpm, whereas higher performing versions can provide up to on overboost for 30 seconds, which makes for a broad torque curve when compared to a naturally aspirated gasoline engine. A version has also been released in the Fiesta Red Edition and Black Edition (some markets), as well as the Focus ST-Line, with of torque. The engine block is cast iron, which offers, in addition to the required strength, up to 50% faster warm-up than aluminum, at the expense of additional weight.

To quell the natural vibrations of a three-cylinder design, unspecified efforts have been made in the flywheel design to ensure satisfactorily smooth running without the use of energy sapping balance shafts. The 1.0L EcoBoost GTDI engine uses an oil-bathed timing belt, commonly known as a "wet belt".

The engine is packaged in an engine block with a footprint the size of an A4 sheet of paper. With the introduction of the face-lifted 2013 Ford Fiesta, Ford introduced a naturally aspirated version of 1.0 Fox engine. The two versions produce and , and both engines use direct injection and Ti-VCT like the turbocharged versions. Start-stop technology is also available.

The engines are produced in Cologne (Germany), Craiova (Romania) and Chongqing (China). Production is expected to be 700,000–1,500,000 units per year.

The 1.0 L EcoBoost engine was introduced to the American market with the 2014 Ford Fiesta sedan and hatchback, although cars with this engine did not sell particularly well. It was announced at the 2012 Los Angeles Auto Show, when the Fiesta was introduced. The 123-hp version debuted in the North American market Focus in the 2015 model year. The engine accounted for less than 5 percent of Fiesta and Focus sales in the U.S., according to a 2017 report. The 1.0 L engine was awarded the International Engine of Year Award 2016, making it the Best Engine Under 1.0 L for the fifth time in a row. After the discontinuation of the Focus and Fiesta in North America, the 1.0 L was only available there in the EcoSport until 2022.

In 2017 Ford was again awarded International Engine of Year (for Engines Under 1.0 L) with a largely reconfigured version of the Ecoboost 1.0. Although thermodynamically similar to the old Ecoboost 1.0, the new engine features cylinder deactivation under low-load conditions. A new dual-mass flywheel and a vibration-damping clutch disc (in manual-transmission vehicles) help neutralise engine oscillations when running on two cylinders. Production started in 2018.

In 2019, Ford launched an mHEV version of the 1.0 EcoBoost engine first fitted to the Puma SUV, which uses a belt-driven integrated starter/generator-motor (BiSG); which is in essence a starter motor, alternator, and propulsion motor in one. Fundamentally, the engine is identical to the 2018–present 1.0 EcoBoost, but features the electric starter/generator and its battery system. The motor itself is not used to propel the vehicle on its own, and is mainly used to increase efficiency by reducing engine load, provide extra power during acceleration, and to reduce the perceived ‘turbo-lag’ at certain engine speeds while accelerating. The starter/generator makes use of a 48-volt battery system in the car, although vehicles fitted with these engines are not plug-in hybrids or full hybrids. Further developments introduced include a more comprehensive ‘start-stop’ functionality, which was previously available but did not cut the engine off until the vehicle was completely stopped. The new engines can turn off while the car decelerates, at a maximum speed of about 15mph. The new, electrified engines are available in either or outputs.

Engine issues

The 1.0L Fox wet timing belt can degrade prematurely. This causes the engine to lose oil pressure or timing which causes severe engine damage. The belt needs to be replaced according to the manufacturers recommended interval or earlier under harsh conditions. The cost is higher than a dry timing belt due to the greater labour needed.

In 2024, Ford announced that the 2016-2018 Focus and 2017-2021 EcoSport models would be recalled due to unreliable oil pump drive belt tensioner arms and/or wet belt degradation. Prior to this recall, 2,099 warranty claims were reportedly filed due to this issue.

In December 2025, the NHTSA opened an Investigation into the version of the 1.0L engine used in the 2015-2018 Ford Focus and 2015-2017 Ford Fiesta. This was due to complaints of an oil warning appearing on the dashboard then followed by a loss or reduction in power.

at 6000rpm, at 1400-3500rpm

at 4500-6000rpm, at 1400-4000rpm

at 6000rpm, at 1400-4500rpm

at 6000rpm, at 1750rpm Motor: , motor (MHEV)

at 6000rpm, at 1500-5000rpm

at 6000rpm, at 2500rpm, 10:1 compression ratio Motor: , motor (MHEV)

at 6000rpm, at 3000rpm, 10:1 compression ratio Motor: , motor (MHEV)

Motorsports

1.1 L Duratec Ti-VCT1.11.1 l1.1 L1.1l1.1L

This is a decontented version of the 1.0L Ecoboost Fox engine intended to provide a more affordable powertrain option. It shares most components with the Fox including the block, oil bathed timing belt, valvetrain, and ECU, but is port injected, lacks cylinder deactivation, and is naturally aspirated; as a result, its compression ratio is raised to 12.0:1. It is built at Ford's Bridgend Engine Plant in the UK.

Applications

at 5000-6500rpm, at 3500rpm

at 6300rpm, at 3500rpm

1.5 L Dragon 2017 1.52017 1.5 l2017 1.5 L2017 1.5l2017 1.5L

On 24 February 2017, as part of the unveiling of the seventh generation (Mk8 - UK) derived Fiesta ST, Ford announced an all-new aluminum inline 3-cylinder 1.5 L EcoBoost engine with cylinder deactivation technology. The version of this engine announced for the Fiesta ST produces at 6,000rpm and delivers of torque from 1,600 to 4,000rpm.

The engine is based on an expansion of the 1.0 EcoBoost, taking the capacity per cylinder up to 500 cc, which Ford consider is likely to be the maximum for optimum thermal efficiency. The engine is an all-aluminum design with integrated exhaust manifold, low inertia mixed flow turbocharger and combines both port fuel injection and direct fuel injection.

The engine is equipped with cylinder deactivation technology, implemented by stopping fuel delivery and valve operation for one of the engine's cylinders in conditions where full capacity is not needed.

Applications

at 6000rpm, at 1600-5000rpm

at 6000rpm, at 1600-5000rpm

at 6000rpm, at 3000rpm

at 6000rpm, at 3000rpm

at 6000rpm, at 1600-4000rpm, 9.7:1 compression ratio

Motorsports

Inline four-cylinder

Four versions of EcoBoost I4 engines are in production. A 1.5 L downsized version of the 1.6 L, the 1.6 L which replaces larger-displacement, naturally aspirated I4 engines in Ford vehicles, a 2.0 L which replaces small-displacement, naturally aspirated V6 engines, and a 2.3 L used in high-performance applications. All four engines are turbocharged and direct injected. The production engine family was officially announced at the 2009 Frankfurt Motor Show.

1.5 L 1.51.5 l1.5 L1.5l1.5L

A 1.5 L version of the EcoBoost engine family was first unveiled in the 2014 Ford Fusion as a downsized version of the 1.6 L EcoBoost engine. The downsized displacement is a result of Chinese vehicle tax regulations which tax vehicles with engine displacements of 1.5 L or less at lower rates. The 1.5 L EcoBoost adds new technology compared to the 1.6 L on which it is based, including an integrated exhaust manifold and a computer-controlled water pump clutch to decrease warm up time. In the 2015 Fusion, the engine produces and .

Applications

1.6 L 1.61.6 l1.6 L1.6l1.6LB4164T

The 1.6-litre version was first unveiled in the 2009 Lincoln C concept. The engine is rated at and . This was also installed in many Volvos during the years of Ford's ownership of that company; Volvo badged the engine B4164T# (with # being different number for different iterations).

The European market version of the 1.6 L provides , although a version is used in the Ford Mondeo.

The 1.6 L EcoBoost engine is raced in the British Formula Ford Championship. The units have replaced the original N/A 1.6 L Duratec units, which in turn replaced the 1.8 L Zetec-engined cars. The engine has also been used for the past few seasons in the WRC in the Ford Fiesta.

The 1.6 L EcoBoost engine is also produced at the Ford Bridgend Engine Plant in Bridgend, Wales.

Safety and recalls

In 2013, Ford has recalled certain Ford Escapes equipped with this engine due to the potential for them to catch fire after overheating.

In 2017, Ford recalled over 360,000 Ford Escape, Ford Fiesta ST, Ford Fusion, Ford Transit Connect, Ford Focus and C-Max hybrid with 1.6 ecoboost engines because of a risk of engine fires caused by a "lack of coolant circulation". There were 29 fires in the U.S. and Canada reported to Ford. The recall partly contributed to a charge of US$300 million by Ford.

Specifications

Type-turbocharged, direct gasoline-injected inline four-cylinder engine with twin independent variable-camshaft timing Displacement-1,596 cc (1.6 L; 97 cu in)

Applications

Motorsports

2.0 L (2010–2018)2.02.0 l2.0 L2.0l2.0L

A 2.0 L version was first seen in the 2008 Ford Explorer America concept. The engine was rated at and .

It is the first EcoBoost engine to include twin independent variable cam timing (Ti-VCT), with advertised 10–20% better fuel economy while maintaining the performance of 3.0 L V6s.

This engine is derived from the 2.0 L Mazda L engine block used by Ford in the North American Focus MK3, but equipped with unique heads, fuel injection system, and Ford's Ti-VCT. It should not be confused with the Mazda 2.3 DISI Turbo, which also features direct injection along with turbocharging, but shares little else aside from the same engine block.

The 2.0 L EcoBoost engine used in North American vehicles is now produced at the Cleveland Engine Plant in Brook Park, Ohio.

Specifications

Type- turbocharged, direct gasoline-injected inline four-cylinder engine with Ti-VCT Displacement-

Applications

Although not listed, some 2.0 EcoBoost engines have a different block design including alternate weaker deck design and cooling ports missing. When installed in Volvos, these engines are called B4204T6 and T7.

It should also be noted that North American-spec and European-spec engines have different cylinder heads: North American market vehicles use a cylinder head with an integrated exhaust manifold, while European-spec vehicles use a cylinder head with individual exhaust ports and a conventional exhaust manifold.

at 5500rpm, at 1750-4500rpm

at 5500rpm, at 1900–3500rpm (Note: Torque figures are not uniform for all of the following vehicles)

at 5500rpm, at 2000–4500rpm

at 5500rpm, at 1900–3500

at 5500rpm, 270lb⋅ft (366 N·m) at 2500rpm, Ford-RPE (Radical Performance Engines)

2.0 L "Twin-Scroll" (2015–) 2015 2.02015 2.0 l2015 2.0 L2015 2.0l2015 2.0L

A redesigned 2.0 L EcoBoost four-cylinder was introduced with the second-generation Ford Edge, followed by the 2017 Ford Escape in spring 2016. It is built in Cleveland, Ohio and Valencia, Spain. It features a higher compression ratio than its predecessor (10.1:1 vs 9.3:1), with the exception of the Maverick, along with a twin-scroll turbocharger and fuel and oil systems upgrades, as well as a redesigned block and cylinder head. This new engine will deliver more low-end torque than its predecessor. It is expected to tow in the redesigned Edge and 2017+ Escape and up to 4,000 lb (1,800 kg) in the Ford Maverick when properly equipped. This generation of the 2.0 L EcoBoost uses direct fuel injection only.

For the 2020 model year, the engine block was updated to use drilled cylinder coolant passages instead of a slit between the cylinders. This largely corrected remaining coolant intrusion issues for the engine.

Applications

Approx. ,

,

at 5500rpm, at 3000rpm

Motorsport

2.0 L EcoBoost Engine (2022–present)

The redesigned 2.0L EcoBoost turbocharged engine introduced in 2022 featured an adjustment to its bore and stroke ratio, changing it from the previous 87.5mm * 83.1mm to 84mm * 90mm. Additionally, the engine incorporated both port injection and direct injection technologies. The engine of gasoline-powered vehicles and the engine of hybrid vehicles have different compression ratios. The compression ratio of the gasoline engine is 10.8:1, while that of the hybrid engine is 9.5:1.

Aplications in USA & China

at 5000rpm, at 2000-4000rpm

at 5000rpm, at 2000-4000rpm

, (FHEV)

, (FHEV)

, (FHEV)

, (FHEV)

2.3 L 2.32.3 l2.3 L2.3l2.3L

The 2.3L version of the EcoBoost engine, a derivative of the Mazda L3, debuted in the 2015 Ford Mustang and also the Lincoln MKC crossover and has been implemented in many Ford and Lincoln vehicles with various outputs.

The 2.3 L EcoBoost engine is produced with the 2.0 L EcoBoost at the Valencia Engine Plant in Valencia, Spain. In March 2015 Ford announced the official production start of the all-new twin-scroll 2.0-liter and 2.3-liter EcoBoost engines for North America at its Cleveland Engine Plant in Ohio.

Applications

at 5500rpm, at 3000rpm

at 5500rpm, at 3000–4000rpm

at 5600rpm, at 3000rpm

at 5500rpm, at 2750rpm

at 5500rpm, at 3500rpm

at 5700rpm, at 3400rpm

at 5500rpm, at 3000rpm, 9.5:1 compression ratio

at 6000rpm, at 3000rpm, 9.37:1 compression ratio

at 6000rpm, at 3200rpm

at 6000rpm, at 3200rpm

at 6200rpm, at 3000-3500rpm

,

2.3L "MPC"

An updated version of the 2.3L engine debuted in the 2024 Ford Mustang. It has different cylinder dimensions to the previous version, with bore decreased to and the stroke increased to , which comes out to nearly the exact same displacement of . The compression ratio is increased to 10.634:1. Valve diameter and lift are increased, with intake and exhaust valve diameters of and respectively, and both valve types lifting up to . It now features the Modular Power Cylinder (MPC) architecture, which involves upgrades such as port injection alongside the existing direct injection, a smaller twin-scroll turbocharger with an electronic wastegate, internal exhaust gas recirculation piping, and an integrated airbox in longitudinal applications. It is built at Ford's Cleveland Engine Plant in Ohio.

Applications

at 5500rpm, at 3500rpm

at 5700rpm, at 3400rpm

at 5500rpm, at 3000rpm

V6 V6

2.7 L Nano (first generation) 2.72.7 l2.7 L2.7l2.7L

Introduced with the 2015 Ford F-150 is a twin-turbo 2.7 L V6 EcoBoost engine. It delivers about and . The engine is built at the Lima Ford Engine Plant. Ford has invested US$500 million in the Lima plant for the new engine. Ford also states that the new engine will bring 300 jobs to Allen County, Ohio, but transfers from other plants make the actual number hard to pin down. A 335-hp version is to be an option on the 2017 Lincoln Continental. Being a next-generation design, it uses a two-piece block design. Compacted graphite iron, a material Ford uses in its 6.7 L PowerStroke diesel engine, is used for the upper cylinder section with aluminum used for the lower stiffening section of the block.

While the second generation 2.7L EcoBoost V6 would fully transition to a wet-belt driven oil pump, the first generation also introduced the design as a rolling production change for some applications, as both generations were produced concurrently.

Applications

at 5750rpm, at 3000rpm

at 5500rpm, at 3000rpm

at 5500rpm, at 3250rpm

at 4750rpm, at 2750rpm

at 5000rpm, at 3000rpm

at 5500rpm, at 3500rpm

2.7 L Nano (second generation)

The second generation 2.7L EcoBoost V6 was introduced with the 2018 Ford F-150 and is mated to a 10-speed transmission that debuted the year prior. It produces an additional of torque over the first generation. The engine uses a compacted-graphite iron (CGI) block, which is both high strength and lightweight.

It boasts a number of changes from the first generation, with many carrying over from the second generation 3.5L EcoBoost engine that arrived a year earlier in the F-150. The most prominent change being the addition of port fuel injection, while keeping the direct injection system. It also has reduced internal friction to improve power and fuel economy, and new exhaust gas recirculation system. The specific output of the engine is now 121hp/L, versus the 395-hp Ford Coyote 5.0L naturally aspirated V-8 which has a specific output of only 78hp/L. The peak torque matches the 5.0L V-8, albeit at a lower 2,750rpm vs. 4,500rpm for the V-8.

Additional changes include a new lightweight cam to save weight, dual-chain cam drive system that is stronger and reduces parasitic friction loss, a new electrically actuated wastegate that provides more accurate turbo boost control, a high-pressure exhaust gas recirculation system, and a variable-displacement wet belt-driven oil pump that is electronically controlled to modulate oil flow to further reduce parasitic losses.

Applications

at 5000rpm, at 2750rpm

at 5250rpm and at 3100rpm

,

3.0 L Nano 3.03.0 l3.0 L3.0l3.0L

A 3.0L V6 twin-turbocharged gasoline direct-injection engine, derived from the 2.7 L EcoBoost, was released in 2016 that produces between 350 and 400 horsepower. The 3.0 L is gradually replacing the 3.7 L Ti-VCT Cyclone V6 engine in various vehicles, including the MKZ, Continental, Aviator, Ford Explorer and the 2022 Ford Bronco Raptor. The 3.0-liter version of the engine was created by increasing the 2.7-liter's cylinder bore in the CGI-block from 83.0 millimeters to 85.3, and by lengthening piston stroke by 3.0 millimeters (to 86.0). Unlike its 2.7L counterpart, it does not use a wet-belt driven oil pump, instead using the timing chain.

Applications

at TBU rpm, at TBUrpm

  • 2022–present Ford Ranger Raptor (EU) – detuned due to Otto Particulate Filter for emissions reasons

at 5500rpm, at 2750rpm (Front-wheel drive only)

  • 2017–2020 Lincoln MKZ

at 5750rpm, at 2750rpm (All-wheel drive only)

  • 2017–2020 Lincoln Continental

  • 2017–2020 Lincoln MKZ

at 5500rpm, at 3500rpm

  • 2020–2021 Ford Explorer King Ranch & Platinum

at 5650rpm, at 3500rpm

  • 2022–present Ford Ranger Raptor (Australia)

at 5650 rpm, at 3500rpm

  • 2024–present Ford Ranger Raptor (USA)

at 5500rpm, at 3500rpm

  • 2020–present Ford Explorer ST

  • 2026–present Ford Explorer Tremor

  • 2022–2023 Ford Explorer King Ranch

  • 2022–2025 Ford Explorer Platinum

  • 2020–present Ford Police Interceptor Utility

  • 2020–present Lincoln Aviator

at 5650rpm, at 3500rpm

  • 2022–present Ford Bronco Raptor

total, with added electric engines at 5500rpm, total, with added electric motors at 3000rpm

  • 2020–2023 Lincoln Aviator plug-in hybrid

3.5 L (first generation) 3.53.5 l3.5 L3.5l3.5L

The first Ford vehicle to feature this engine was the 2007 Lincoln MKR concept vehicle under the name TwinForce. The engine was designed to deliver power and torque output equivalent to a typical 6.0 L or larger-displacement V8 while achieving at least 15% better fuel efficiency and reduced greenhouse emissions. In the MKR, the concept TwinForce engine was rated at and of torque, as well as run on E85 fuel. When the same prototype engine reappeared in the Lincoln MKT concept in 2008 North American International Auto Show, the name was changed to EcoBoost. Official EcoBoost production began on May 19, 2009 at Cleveland Engine Plant No. 1.

The production engines use the Duratec 35 V6 engine block. The fuel charging and delivery systems can attain high fuel pressures up to , necessary for efficient operation of the direct fuel injection system. The F-series EcoBoost 3.5L V6 uses two BorgWarner K03 turbochargers which can spin up to 170,000rpm and provide up to of boost. The transverse EcoBoost 3.5L V6 uses two Garrett GT1549L turbochargers and provides up to of boost. The turbos are set up in a twin-turbo configuration. The engine can consume up to 25% more air over the naturally aspirated counterpart. Through the use of direct injection, the engine needs only regular-grade gasoline to run. The EcoBoost V6 was first available as an engine option for 2010 Lincoln MKS, followed by 2010 Ford Flex, 2010 Ford Taurus SHO, and 2010 Lincoln MKT. The fuel-charging and -delivery systems were co-developed with Robert Bosch GmbH.

On transverse applications, the water pump was relocated to behind the timing cover and driven off of the timing chain.

In 2009, Ford modified an experimental 3.5 L V6 EcoBoost engine with both E85 direct injection and gasoline indirect fuel injection, which achieved a brake mean effective pressure of (27 bar), which translates to roughly of torque and at 3000rpm (flat torque curve from 1500–3000rpm).

Applications

at 5500rpm, at 2500rpm

at 5700rpm, at 3500rpm

at 5500rpm, at 1500-5000rpm

at 5500rpm, at 3500rpm

at 5000rpm, at 2500rpm

at 5000rpm, at 2250rpm

at 5250rpm, at 2750rpm

3.5 L (D35; second generation) D35

The second generation 3.5L EcoBoost V6 (codename D35) was first introduced for the 2017 Ford GT at the 2015 Detroit Auto Show, as well as the 2017 F-150, 2018 Expedition and 2018 Navigator later on.

The most prominent change compared to the first generation is the addition of port fuel injection, while retaining the direct injectors. The port fuel injection was partly added due to the fuel output needs on the 3.5L HO Raptor engine, but also has several other benefits. It will prevent carbon buildup on the intake valves and keep them clean due to fuel passing over the valves. Under certain engine conditions such as low rpm and low loads, the high-pressure fuel pump and direct injection system will deactivate and the engine will only use the port fuel injection, reducing efficiency losses from driving the high pressure fuel pump. Both systems will operate at cold start, which will reduce the increased emissions that direct injection suffers caused by cold cylinder walls and lower fuel atomization.

Changes to the turbochargers include electronically actuated wastegates, turbine wheels that are now made with lighter Mar-M-247 super-alloy which increases responsiveness, and the same diameter 51mm turbine wheels that now have sharper vane angles allowing between higher boost. The turbochargers continue to be supplied by Borg Warner.

The cam drive system was changed from a single primary chain to a stronger two primary chain system, with separate chains driving each cylinder bank. In addition to the dual primary chains, the side plates on the chains were also thickened. The cam chain drive sprocket on the crankshaft is now a double gear arrangement to drive the two primary chains. These two changes were done to improve the harmonics, and are also stronger to help minimize the chain stretch that can occur over time on the 1st generation 3.5L EcoBoost.

The camshafts were made hollow for weight savings, along with the addition of a roller-finger follower valvetrain. The compression ratio was increased from 10.0:1 to 10.5:1 on lower output versions; higher output versions such as the 3.5L EcoBoost HO in the F-150 Raptor, have lower compression ratios like 10.0:1 and as low as 9.0:1 in the Ford GT.

The camshaft VCT (phaser) design was changed to improve reliability and reduce the development of an engine start-up tapping/rattling noise over time. Ford uses a single piston cooling jet per cylinder, but the oil volume was increased. The underside of the pistons were also redesigned to better transfer heat into the oil.

The engine features auto start/stop, which decreases emissions during city driving by shutting the engine off in extended idling periods.

The engines are lighter than the previous 3.5L EcoBoost.

Variable camshaft timing phaser issues

VCT units in Ford and Lincoln vehicles with this engine from the 2020 model year and before are found to be failing around 40-80k miles, requiring a replacement to resolve. Ford has issued multiple service bulletins, with the most recent being Customer Satisfaction Program 21N03 – Supplement #4. This program extends warranty coverage under certain conditions for a VCT replacement due to tapping phasers. The latest VCT part number (ML3Z prefix) is a significant redesign and so far has been durable and not shown the rattling/tapping issue develop.

Applications

at 5000rpm, at 2500rpm

at 5000rpm, at 3500rpm

at 5000rpm, at 2250rpm

at 5000rpm, at 2250rpm

at 5000rpm, at 3250rpm

  • 2018–2021 Ford Expedition Platinum

at 5000rpm, at 2250rpm

  • 2022–present Ford Expedition Platinum

at 6000rpm, at 3100rpm

at 6000rpm, at 3000rpm (FHEV)

at 5000rpm, at 3250rpm, 10.0:1 compression ratio

  • 2022–present Ford Expedition Timberline & Limited Stealth Performance Packages

at 5500rpm, at 3000rpm, 10.0:1 compression ratio

at 5000rpm, at 3500rpm, 10.0:1 compression ratio

at 5850rpm, at 3000rpm

at 5200rpm, at 4000rpm

at 6250rpm, at 5900rpm, 9.0:1 compression ratio

at 5500rpm, at 2500rpm

at 6250rpm, at 5900rpm, 9.0:1 compression ratio

Motorsports

See also

References