Ford 2.0L EcoBoost: Everything You Need To Know

The Ford 2.0 Ecoboost engine first saw a glimpse of its better future when launched as a concept engine for the 2008 Ford Explorer. Initially, it was rated at 275 HP and 280 lb-ft.

This machine is also called a 2.0 GTDI EcoBoost engine and has two generation production when it was released.

What are Ford 2.0L EcoBoost engines? 

The Ford 2.0L Ecoboost engine is a four-cylinder, turbocharged engine with a direct injection system. It is the first EcoBoost model equipped with twin independent variable cam timing or Ti-VCT.

Ford advertized that its better fuel economy improved by approximately 10 – 20% while maintaining engine performance tantamount to 3.0L V6.

The engine was introduced way back in 2010 after being conceptualized through the 2009 Ford Explorer year model.

Ford’s continuous effort to strengthen the bounds of the 2.0L GTDI as it is offered in wide varieties of Ford vehicles such as Fusion, Focus ST, Escape, Edge, Explorer, Falcon in Australia, and Taurus in North America, Mondeo, and S-Max in the European market.

To this date, the Ford 2.0L EcoBoost has had two generations since its arrival. The 2.0 GTDI EcoBoost was redeveloped in 2015 for better efficiency. The new version, the twin-scroll 2.0 EcoBoost, bears the same name even though the resemblance was not much from its predecessor.

Still, it’s okay since it replaced the older machines.

Engine Specifications and Design:

• Production Run: 2012 – Present
• Cylinder Head Material: Aluminum
• Cylinder Block Material: Aluminum
• Configuration: Inline-4
• Bore: 87.5 mm
• Stroke: 83.1 mm
• Valvetrain: DOHC four valves per cylinder
• Displacement: 2.0 L (1999 cc)
• Compression Ratio: 9.3 (First Generation) and 10.0 (Redesigned Twin Scroll )
• Weight: 310 lbs.
• Maximum HP: 286 HP at 5,500 RPM
• Maximum Torque: 310 lb-ft at 2,500 RPM

First Generation Ford 2.0 Ecoboost

Framework design

The first generation 2.0 L EcoBoost engine has an open-deck design. The Cylinder block is made from high-pressure die-cast aluminum with high-strength steel sleeves molded in the block material to keep cylinders cool and resistant to pre-ignition detonation.

Inside the engine block is a forged steel crankshaft with eight counterweights and five main bearings strong enough to withstand tremendous amounts of force.

Along with that, a cast in support ribs provides the forged crank rigidity and strength throughout the engine block.

The “I-beam” connecting rods are made from forged steel and aluminum pistons. It has low friction coatings on the piston skirt to reduce the wear and tear friction in contact with the cylinder walls.

There is a piston cooling oil squirter inside the block that sprays oil on the underside of the piston to regulate temperature and keep it strong.

An innovative piston top shape design called a direct-injection bowl piston top for more efficient combustion with controlled flame propagation and direct injector across the cylinder.

However, the 10.0 compression rating EcoBoost piston design differs from the 9.3 one. The former uses a high-temperature aluminum allot combined with two steel cast in upper ring supports.

A design previously found on high-performance diesel engines.

Steel supports act as the upper ring lands and recessed below the piston top. The supports provide rigidity across the piston allowing low tension rings to withstand long-term turbo boost.

Cylinder heads and Fuel System

On top of the block is a cast aluminum cylinder head with a double overhead camshaft design.

Take note that North American and European-spec engines differ in cylinder head design; North American vehicles uses a cylinder head with an integrated exhaust manifold design, while the European Spec uses an individual exhaust port and a standard exhaust manifold.

The Ford 2.0 L EcoBoost engine has four valves per cylinder – two valves in the intake and another two in the exhaust side for a total of 16 valves. The engine is equipped and was the first to have a variable timing for intake and exhaust valves.

A single row timing chain drives the intake and exhaust camshafts.

Like other EcoBoost engines, even the smaller ones, the 2.0 L features a high-pressure direct injection fuel system. But contrary to the typical number of 12 holes, the 2.0 L EcoBoost has a seven-hole injector that injects fuel directly into the combustion chamber.

The high-pressure pump is placed on top of the cylinder head and excited by a four-sided camshaft lobe. The maximum fuel pressure reaches 2150 psi.

Turbocharger

Another vital component of what makes the 2.0 L EcoBoost such a powerful engine is its turbocharger. Not only does it provide you larger power outputs, but it can also increase the engine’s efficiency.

The Borg-Warner K03 turbocharger adds some flavor to the 2.0 L EcoBoost. The cooled exhaust gases spin the low-inertia turbo compressing the intake air and send it into the plastic manifold via an air-to-air intercooler mounted in front of the vehicle.

The spark plugs have an individual ignition coil, and ignition is controlled electronically and the throttle bodies. Engine operation duties are left to the responsibilities of Bosch MED17 ECU, which is also the same as the previous EcoBoost models. The 2.0 L EcoBoost has an individual knock control.

Actuation of the throttle valve depends on the signal of the gas-pedal position sensor, engine temperature, and other engine control systems.

Applications of the First Generation Ford 2.0 EcoBoost engine:

200 HP at 5,500 RPM and 221 lb-ft at 1750 – 4,500 RPM

• 2010 Ford S-Max
• 2011 Ford Galaxy
• 2010 Ford Mondeo
• 2011 Volvo S60 2.0T
• 2010 – 2011 Volvo V60 2.0T
• 2010 – 2011 Volvo V70 2.0T

241 HP at 5,500 RPM and 270 lb-ft at 1,900 – 3,500 RPM

• 2010 – 2013 Volvo S60 T5
• 2011 – 2015 Ford Explorer
• 2013 – 2016 Ford Fusion
• 2010 – 2013 Volvo V60 T5
• 2012 – 2017 Volvo XC60 T5
• 2011 – 2014 Ford Edge
• 2013 – 2017 Ford Taurus
• 2011 – 2017 Range Rover Evoque
• 2011 Ford S-Max
• 2012 – 2016 Ford Falcon
• 2013 – 2015 Ford Escape, Ford Kuga
• 2015 – 2018 Lincoln MKC
• 2013 – 2015 Land Rover Freelander 2
• 2013 – 2015 Lincoln MKZ
• 2015 – 2017 Land Rover Discovery Sport

252 HP snd 270 lb-ft

• 2012 – 2018 Ford Focus ST

286 HP and 310 lb-ft

• 2008 – 2017 VUHL 05

Second Generation Ford 2.0 EcoBoost

The second generation of the 2.0 L EcoBoost engine was launched in the second generation of the Ford Edge in 2015 and is currently offered in Ford Everest, Escape, Tourneo, and Fusion.

The critical change in the redesigned 2.0 L EcoBoost focuses on a more responsive and more comfortable engine to drive, with better engine performance and fuel efficiency across Ford’s AWD applications than the present 2.0 EcoBoost version.

The engine features a higher compression rating, as we mentioned above, and delivers more torque. Ford added the twin-scroll turbocharger and upgraded the fuel and oil system.

The twin-scroll 2.0L engine is also lighter than the first generation by about 10 pounds.

The aluminum cylinder block and heads also received some changes, the latter with an integrated exhaust manifold optimized for the twin-scroll turbocharger. The turbocharger has an active wastegate allowing a more accurate boost and torque level management.

Furthermore, the second-generation engine has revised fuel injectors with more precise fuel delivery, new pistons, forged steel crankshaft, and an active control system.

Applications of Second-Generation Ford 2.0 EcoBoost engine: 

245 HP and 275 lb-ft

• 2015 – 2018 Ford Edge
• 2015 Zenos E10 S
• 2016 Ford Escape, Ford Kuga
• 2017 – 2020 Ford Fusion
• 2021 Ford Bronco Sport
• 2015 Ford Everest
• 2016 Lincoln MKZ
• 2019 Lincoln MKC

250 HP and 280 lb-ft

• 2019 Ford Edge
• 2019 Lincoln Nautilus
• 2020 Lincoln Corsair

Engine Upgrades, Tuning, and Modifications

Underrated in terms of its power abilities, the Ford 2.0 EcoBoost engine’s untapped potential is still growing as more and more people try to squeeze the best of this engine.

The first you can do is to tune the engine. Tuning can offer you gains at around 40 HP and 60 lb-ft of torque. That is why it is better to look for a compatible tuner for your 2.0 EB.

You can also consider upgrading your intake as adding boost and power requires more airflow. Though the stock intake is still impressive, however, small gains of 7-10 HP are possible with a 2.0 EcoBoost performance intake upgrade.

Downpipe upgrades also contribute to a quicker turbo spool, as well as a vital part of the exhaust post-turbo. Upgrading downpipes can gain you more power than any other component of the exhaust behind the turbo.

You can also check out some leveling kits for your ford F150.

Problems surrounding Ford 2.0 EcoBoost engine: 

Though the Ford 2.0 EB is already a good engine as it is, the machine still has some minor challenges to deal with. As we commonly say, there are no perfect engines, and the useful lives of these machines only reflect on how they are maintained and used.

Here we will tackle some issues about the Ford 2.0 L EcoBoost.

Turbo Solenoid

The first issue we want to address here is the turbo solenoid or valve, also known as the boost solenoid. These guys are electronically controlled and responsible for maintaining boost.

It contains the wastegate on the turbo through vacuum pressures and the ECM. The wastegate, however, controls exhaust gas flow to the turbine, regulating the turbo spins and how much boost it produces.

So when boost solenoids go frail, it improperly opens and closes the wastegate causing the turbo to under or over-perform in parallel to the amount of pressure you are putting on the accelerator pedal.

These solenoids fail over time; some last ten years or more, but on 2.0 L EBs, it only lasts half of the time or around the 50,000 – 80,000 mile mark. Corroded wires, water, dirt build-up, and standard wear and tear causes solenoid failure .

Crack Exhaust Manifold

Next is the crack exhaust manifold issue. Both 2.0 L EcoBoost engines have an integrated exhaust manifold design, made from stainless steel and integrated directly in the cylinder head.

The exhaust manifold is not integrated on European vehicles but uses a traditional cylinder head with individual exhaust ports and a conventional manifold.

On this engine, exhaust gas temperature reaches extreme temperature. The constant pummeling of heat cycles as well as fluctuating temperatures expands and stretches the stainless steel exhaust manifold.

This continuous thermal stress combined with a vibrating engine leads the exhaust manifold to form hairline cracks that can be detrimental for the engine long term.

When the exhaust manifold cracks, air starts to leak out of the crack instead of flowing freely out of the exhaust. This not only affects the performance and drivability of the engine, but it is terrible for the environment also.

Carbon Build-Up

Another issue that the engine suffers is the carbon build-up. Carbon build-up happens commonly on direct injection engines since the fuel completely bypasses the intake valves.

Over time, carbon deposits tend to build up inside the intake valves restricting the airflow going to the cylinder.

While this does not happen overnight and is unnoticeable at early stages, you might overlook this.

And since Ford 2.0 Ecoboost uses direct injection, it has low and high-pressure fuel pumps. The high-pressure pump delivers fuel to the injectors at about 30,000 psi, so it would be hard for one pump to supplement fuel from the gas tank and send it to the injectors while maintaining pressure levels.

With that, a low-pressure pump relieves some workload and demand on the high pressure. It pulls the gas from the gas tank and delivers it to the high-pressure pump.

The issue with the Ford 2.0 EcoBoost is that the fuel filter can become clogged, forcing the low-pressure pump to overwork itself to compensate for the demands of the high-pressure pump.

Summary

With its torquey but powerful engine output, the Ford 2.0 EcoBoost engines are the silent movers of a reputable powerful engine. Its potential as a swap and upgradable engine is under the radar; with its internal reliability, stock components compels a more aggressive engine profile.

The two-generation engine spanning one year shy of a decade proves the longevity and the upgrades it underwent. Even with that amount of years, the engine remains relatively cheaper than its competitors with more power.

Further, it does not have significant problems that you have to worry about.