Table of Contents
List of EcoBoost Equipped Vehicles
EcoBoost Engine Differences
Power Limits
Engine Management
Popular Transmission Options
Engine Mounting
Fueling
Wiring
Power Steering/HVAC
Driver Display
Oiling/Cooling
PCV Systems
Turbochargers
2.0T
The Ford's 2.0 EcoBoost is a 2.0-liter four-cylinder gasoline turbocharged engine with direct fuel injection. It is also called sometimes as a Ford 2.0 GTDI engine (Gasoline Turbocharged Direct Injection). Ford Motor Co. introduced the first 2.0L EcoBoost in 2010. The engine currently is offered in many Ford's vehicles globally, such as Fusion, Focus ST, Edge, Escape, Explorer, Taurus in North America.
Manufacturer Ford Motor Company; Cleveland Engine Plant, Brook Park, Ohio; Valencia Engine Plant in Valencia, Spain
Production years 2010-present
Cylinder block material Aluminum
Cylinder head material Aluminum
Fuel type Gasoline
Fuel system Direct fuel injection
Configuration Inline
Number of cylinders 4
Valves per cylinder 4
Valvetrain layout DOHC
Bore, mm 87.5 mm (3.43 in)
Stroke, mm 83.1 mm (3.27 in)
Displacement, cc 1,999 cc (122.0 cu in)
Type of internal combustion engine Four-stroke, turbocharged
Compression Ratio 9.3:1; 10.0:1
Power, hp 200-252 hp (149-188 kW)/ 5,500
Torque, lb ft 221-270 lb-ft (300-366 Nm)/ 1,750-4,500
Engine weight -
Firing order 1-3-4-2
Engine oil weight SAE 5W-30
Engine oil capacity, liter 5.4 l (5.7 qt)
Applications Ford Explorer, Ford Edge, Ford Escape, Ford Fusion, Ford Taurus, Ford S-MAX,, Ford Focus ST, Lincoln MKZ, Lincoln MKC, Lincoln Nautilus
The First Generation 2.0L EcoBoost Engine
The engine has a high-pressure die-cast aluminum "Closed-Deck" style cylinder block with high strength steel sleeves molded in the block material. The engine block is equipped with a cast-iron crankshaft with eight counterweights, five main bearings (diameter is 52 mm), and a damped front pulley. There are also forged steel "I-beam" connecting rods and aluminum pistons with low friction coatings on the piston skirt. The engine block has piston cooling oil jets. On top of the block, there is a cast aluminum cylinder head with double overhead camshafts. Depends on the market and application, the 2.0l GTDI engine has a water-cooled exhaust manifold integrated into the cylinder head or a conventional head with a separate exhaust manifold (it is made as one unit with a turbocharger). There are four valves per cylinders - two exhaust and two intake valves (16 valves total). The engine has a variable timing for intake and exhaust valves (Ford's Twin independent Variable Cam Timing or Ti-VCT). The intake and exhaust camshafts are driven by a single-row timing chain.
The 2.0l EcoBoost features the high-pressure direct injection fuel system. Each cylinder has a 7-hole injector that injects fuel directly into the combustion chamber. The high-pressure fuel pump is mounted on top of the cylinder head and driven by a four-sided camshaft lobe. The fuel pressure is between 65 and 2150 psi, depending on demand. Another key component that allowed the engine to provide such a good power output and fuel efficiency is a turbocharger. The cooled exhaust gases spin the low-inertia Borg Warner K03 turbocharger, which compresses the intake air and sends it into a plastic intake manifold through an air-to-air intercooler mounted in front of a vehicle.
The ignition is electronically controlled, and each spark plug has an individual ignition coil. The engine operation is controlled by the Bosch MED17 ECU. To prevent the detonation, the engine was equipped with individual knock control. The throttle body is also electronically controlled. The throttle valve is actuated depending on a signal of the gas-pedal position sensor, engine temperature, and other engine control and vehicle systems such as ESP and etc.
The Second Generation Twin-Scroll 2.0 EcoBoost Engine
The new twin-scroll 2.0-liter EcoBoost engine debuted in the 2015 Ford Edge. The main target in front of engineers was more responsive and pleasurable in drive engine, with better performance and fuel efficiency in Ford's all-wheel-drive applications than the first gen 2.0 EcoBoost.
The new 2.0 has a new aluminum cylinder block and redesigned aluminum cylinder head with an integrated exhaust manifold optimized for the Borg-Warner twin-scroll turbocharger. The exhaust gases from cylinders 2 and 3, and 1 and 4, go separately into each scroll of the turbocharger reducing the time needed to reach full boost. The new turbocharger also has an active wastegate, which allows accurately manage boost and torque levels. Moreover, the new 2.0l EcoBoost engine features revised fuel injectors with more precise fuel delivery, forged steel crankshaft, new pistons, higher compression ratio (10.0:1 vs 9.3:1), and an active oil control system. The twin-scroll 2.0 engine is also lighter by about 10 pounds than the predecessor.
The Third Generation Twin-Scroll 2.0 EcoBoost Engine
The third generation of the 2.0 liter Ecoboost debuted in 2019 with even more major redesigns. The high pressure fuel pump in the 3rd generation has been moved to the intake cam and integrated into the valve cover as well. The balance shaft and oil pump have been merged into a single assembly necesitating the need for a different block casting to accomodate the new part. The wastegate has been changed from mechanical pneumatic to electronically controlled as well. These changes mirror the changes seen in the 2.3 liter engines of the same year marking a point where the two are nearly identical short of the increased displacement from the 2.3 liter.
2.3L
Together with the second-generation 2.0L EcoBoost, in 2015, Ford introduced the 2.3L EcoBoost version - the most powerful four-cylinder engine in the EcoBoost family. The 2.3-liter I4 turbo engine became available for the 2015 Lincoln MKC crossover at first, and a year later, it was installed in the Ford Explorer and the ultimate 350-hp Ford Focus RS. But the engine has truly become known under the hood of the Ford Mustang EcoBoost, with 310 horsepower and 320 lb-ft (434 Nm) of torque. By the way, the last time Ford used the 4-cylinder turbo engine in Mustangs was in the mid-80's Mustang SVO. Basically, the 2.3 EcoBoost engine is based on the 2.0 EcoBoost Gen 2 engine and can be called a 'stroker'. However, the 2.3-liter version was heavily fortified to handle the increased power output and provide thousands of reliable miles.
Manufacturer Ford Motor Company; Valencia Engine Plant, Valencia, Spain; Cleveland Engine Plant, Ohio, the USA
Production years 2015-present
Cylinder block material Aluminum
Cylinder head material Aluminum
Fuel type Gasoline
Fuel system Direct fuel injection
Configuration Inline
Number of cylinders 4
Valves per cylinder 4
Valvetrain layout DOHC
Bore, mm 87.5 mm (3.43 in)
Stroke, mm 94.0 mm (3.70 in)
Displacement, cc 2,264 cc (138.2 cu in)
Type of internal combustion engine Four-stroke, turbocharged
Compression Ratio 9.5:1
Power, hp 280-350 hp (209-261 kW)/ 5,500-5,600
Torque, lb ft 305-350 lb-ft (414-475 Nm)/ 2,750-3,200
Engine weight -
Firing order 1-3-4-2
Engine oil weight SAE 5W-30
Engine oil capacity, liter 5.4 l (5.7 qt)
Applications Ford Explorer, Ford Ranger, Ford Mustang EcoBoost, Ford Focus RS, Lincoln MKC
The First Generation 2.3L Ecoboost Engine
The engine was built around a high-pressure die-cast open-deck aluminum cylinder block. While the bore size and deck height are the same as in the 2.0L EcoBoost, the 2.3L engine block has enlarged oil and cooling passages and a structural ladder frame (strengthening ribs molded around the cylinders) with integrated main bearing caps. The increased displacement was achieved by applying a new forged 4340 steel crankshaft with a 94 mm stroke (2L has an 83.1 mm stroke). The engine also uses forged steel connecting rods (they are shorter than 2.0L conrods) and lightweight high-strength pistons with steel piston ring carriers and fully floating pins. The new pistons have a low-friction skirt coating and fewer oil drainage holes for better lubrication and lower friction. The bottom side of the cylinders is cooled with oil constantly sprayed by special oil jets inside the engine block. The bottom of the engine includes a chain-driven oil pump, balance shaft, and a die-cast deep-sump aluminum oil pan with a baffling area that helps prevent oil slosh and maintain oil delivery during active driving.
On top of the block, there is an aluminum cylinder head with two chain-driven camshafts (DOHC). Each cylinder has four valves, one GDI fuel injector, and a spark plug. The cylinder head design provides an integrated exhaust manifold with three high-flow ports for a new twin-scroll IWG turbocharger. The exhaust valves became bigger: 30 mm compared to 28mm on the 2.0L. The intake valve diameter is 32.5 mm. The valve seats are made from high-performance materials. The camshafts have a higher lift and longer duration and operate with Ford's Twin Independent Variable Cam Timing System (Ti-VCT). The exhaust camshaft drives a high-pressure fuel pump (CDFP, or cam-driven fuel pump).
The engine got a revised plastic intake manifold with increased volume and a larger diameter throttle body. A twin-scroll turbocharger delivers an instant boost right when the engine needs it; it provides a flat torque curve that is much quicker than a traditional turbo. As a result, redesigned intake components gave more power and quicker acceleration response with lower emissions, improved turbine efficiency, and reduced turbo lag.
The Second Generation 2.3L Ecoboost Engine
The second generation 2.3 liter engine debuted in 2019 with the updated Ford Ranger. As seen in the third generation 2.0 liter, the high pressure fuel pump has been moved to the intake cam, the balance shaft and oil pump has been integrated into a single assembly and the mechanical pneumatic wastegate has been replaced by an electronically controlled one.
The Third Generation 2.3L Ecoboost Engine
At the time of this writing, the 2024 EcoBoost Mustang (S650) is the only vehicle equipped with the latest generation of 2.3L EcoBoost. Changes include updated cylinder milling Ford calls "Modular Power Cylinder", the addition of port injection to compliment the direct injection and a revised bore and stroke ratio. This is an all new engine when compared to its predeccesors and represents the future of the EcoBoost platform. With a rated 315hp from Ford, this is also the most powerful from factory to date.