Ford 2.3L EcoBoost Engine (Specs, Reliability & Issues)
Updated: May 2
The 2.3L EcoBoost, the most powerful four-cylinder engine in the EcoBoost series, and the second-generation 2.0L EcoBoost were launched in 2015.
The 2.3-liter I4 turbo engine debuted in the Lincoln MKC crossover in 2015, and was subsequently added to the Ford Explorer and the 350-horsepower Ford Focus RS a year later.
The 310 horsepower and 320 lb-ft (434 Nm) torque engine is most known for being found under the hood of the Ford Mustang EcoBoost. The Mustang SVO from the mid-1980s was the last time Ford used a 4-cylinder turbo engine in a Mustang.
Design
The 2.0 EcoBoost Gen 2 engine is simply a'stroker' version of the 2.3 EcoBoost. Furthermore, these engines are made in Valencia, Spain, in a single plant. The 2.3-liter version, on the other hand, has been upgraded to handle the increased power output and provide thousands of miles of reliable service.
The engine was built using a high-pressure die-cast open deck aluminium cylinder block.
The 2.3L engine block has larger oil and cooling passages as well as a structural ladder frame (strengthening ribs moulded around the cylinders) with integrated main bearing covers, although the diameter and deck height are identical to the 2.0L EcoBoost.
To increase displacement, a new forged 4340 steel crankshaft with a 94 mm stroke was employed (2L has 83.1 mm stroke). The engine also has forged steel connecting rods and lightweight high-strength pistons with steel piston ring carriers and completely floating pins (which are shorter than 2.0L conrods).
The revised pistons have a low-friction skirt covering and fewer oil drainage holes for better lubrication and decreased friction. Unique oil jets inside the engine block spray oil on the bottom side of the cylinders on a regular basis.
The engine's bottom has a chain-driven oil pump, balance shaft, and a die-cast deep-sump aluminium oil pan with a baffle section to help decrease oil splash and maintain oil distribution during intense running.
Above the block is an aluminium 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 has an integrated exhaust manifold with three high-flow ports for a new twin-scroll IWG turbocharger.
The exhaust valves were expanded in size from the 2.0L to 30 mm, up from 28 mm. The intake valve is 32.5 mm in diameter. The valve seats are made of high-performance materials.
The camshafts are longer and have higher lift, and they operate with Ford's Twin independent Variable Cam Timing system (Ti-VCT). The exhaust camshaft controls a high-pressure fuel pump (CDFP - cam-driven fuel pump).
A larger diameter throttle body and a modified plastic intake manifold with increased capacity were added to the engine. A twin-scroll turbocharger provides a quick boost when required, as well as a flat torque curve that is achieved much faster than a traditional turbo.
As a result, redesigned intake components generated more power and a quicker acceleration response while cutting emissions, boosting turbine efficiency, and reducing turbo lag.
Specs
Manufacturer: Valencia Engine Plant, Valencia, Spain, Cleveland Engine Plant, Ohio, the USA
Production years: 2015-present
Cylinder block material: Aluminium
Cylinder head material: Aluminium
Fuel type: Gasoline
Fuel system: Direct fuel injection
Configuration: Inline
Number of cylinders: 4
Valves per cylinder: 4
Valvetrain layout: DOHC
Bore: 87.5 mm (3.43 in)
Stroke: 94.0 mm (3.70 in)
Displacement: 2,264 cc (138.2 cu in)
Type: Four-stroke, turbocharged
Compression Ratio: 9.5:1
Power: 280-350 hp (209-261 kW) at 5,500-5,600 rpm
Torque: 305-350 lb-ft (414-475 Nm) at 2,750-3,200 rpm
Firing order: 1-3-4-2
Engine oil weight: SAE 5W-30
Engine oil capacity: 5.4 litres (5.7 qt)
Oil change interval: 9,000 miles (15,000 km) or 12 months
Applications: Ford Explorer, Ford Ranger, Ford Mustang EcoBoost, Ford Focus RS, Lincoln MKC, Zenos E10 R, VUHL 05 RR
Problems & Reliability
The 2.3 EcoBoost is a high-performance direct-injection turbocharged engine. It was created and tweaked to meet the needs of high-speed drivers and their sports goals. As a result, the reliability of various engine components is being tested to the limit.
The most common problem with the 2.3L EcoBoost engine is a blown head gasket. Hundreds of Ford Focus RS engines were discovered to have a leaking head gasket.
The issue seems to be identified by white exhaust smoke and/or coolant use at first. Misfiring under load and on a cold start, a coolant odour in the exhaust, engine overheating, and a loss of cabin temperature, on the other hand, develop later.
The problem was caused by the use of an incorrect head gasket from a Ford Mustang engine.
Despite the fact that the design of this 2.3l EcoBoost engine is comparable, the coolant pathways are different, needing engine-specific head gaskets. It's also worth noting that there were no coolant leaks through the head gasket on the Mustang.
The power loss of the GDI engines. This problem also affected the 2.3 EcoBoost engine. It's possible that owners may notice a drop in performance as well as a little rise in fuel consumption. This is caused by carbon buildup on the backs of the intake valves and the walls of the intake ports.
The soot coating reduces intake airflow and makes it difficult for the intake valves to close correctly, worsening the issue. To return the engine to its original characteristics, it may be cleaned using a special carbon cleaning procedure (it is also recommended in preventive measures).
Changes & Updates
280 hp (209 kW) at 5,600 rpm, 310 lb-ft (420 Nm) at 3,000 rpm. This engine is used in the Ford Explorer and Ford Ranger.
285 hp (213 kW) at 5,500 rpm, 305 lb-ft (414 Nm) at 2,750 rpm. This engine is used in the Lincoln MKC.
310 hp (231 kW) at 5,500 rpm, 320-350 lb-ft (434-475 Nm) at 3,000 rpm. This engine is used in the Ford Mustang EcoBoost engine. The power output depends on type of fuel.
350 hp (261 kW) at 6,000 rpm, 350 lb-ft (475 Nm) at 3,200 rpm. This engine is used in the Ford Focus RS. This version is also used in the Zenos E10 R.
385 hp (287 kW) at 6,000 rpm, 369 lb-ft (500 Nm) at 3,200 rpm. This engine is used in the specially built track car, the VUHL 05 RR.
