The 2.7L EcoBoost is a turbocharged gasoline engine with direct injection. Although it was originally co-developed by FEV Engineering in Germany, the 2.7-liter V6 twin-turbo engine is constructed in the United States at Ford's Lima factory in Ohio (3.5L EcoBoost V6 shares no parts).
The 2.7L EcoBoost engine, like earlier EcoBoost engines, is designed to provide comparable power and torque to normally aspirated V6 and V8 engines while consuming less gasoline and releasing fewer emissions.
For the first time in 2015, the Ford F-150 got the 2.7 EcoBoost engine.
The engine has since been installed in a number of Ford and Lincoln cars, including the Ford Edge Sport, Fusion Sport, and MKX and Continental. Let's take a closer look at the 2.7 EcoBoost engine, including common problems, reliability, and longevity.
The engine is divided into two sections: the top and lower blocks. The top block is made of compressed graphite iron (the same material is used in the 3.0l Power Stroke and 6.7L Power Stroke engines).
The crankshaft, pistons, individual piston cooling jets, and offset I-beam connecting rods, as well as the damaged main bearing covers, are all included with this package. The bottom block includes a die-cast aluminium ladder frame linked to the iron block and bearing covers for increased engine strength.
The bottom of the aluminium frame is sealed with a composite oil pan. The engine was also given an integrated front cover (IFC). This is a complicated device since it includes a water pump, oil channels for an oil cooler, an oil filter, cam phasing, and auxiliary driving components.
The IFC also functions as a support system. The 2.7 EcoBoost has aluminium cylinder heads with integrated water-cooled exhaust manifolds, two overhead chain-driven camshafts, four valves per cylinder, and roller finger followers. The engine has variable intake and exhaust camshaft timing.
A pair of turbochargers aid in the production of tremendous power and torque. The intake system also includes an air-to-air intercooler, pipes, and a composite intake manifold. The 2.7L has a reverse-flow cooling system, variable-displacement oil pump, and auto stop-start.
Direct fuel injection technique enables precise fuel management and prevents explosions. This engine's compression ratio is 10.3:1.
Gen-2 2.7L EcoBoost Engine
In the 2018 Ford F-150, the second-generation 2.7L EcoBoost V6 engine made its premiere. The revised engine received some tweaks that were similar to those given to the second-generation 3.5 EcoBoost.
Among the most significant changes are direct injection with port injection, a new high-pressure exhaust gas recirculation (EGR), a dual-chain camshaft drive system with new lightweight camshafts, new turbochargers with an electrically actuated wastegate, and an electronically controlled variable-displacement oil pump.
As a consequence of several modest modifications, including those aimed at minimising friction, the new 2.7L V6 engines became more efficient and trustworthy than the previous model.
Manufacturer: Lima plant, Ohio, the USA
Production years: 2015-present
Cylinder block material: Compacted graphite iron
Cylinder head material: Aluminium
Fuel type: Gasoline
Fuel system: Direct injection - 2015-2017, Direct injection + port injection since 2018
Number of cylinders: 6
Valves per cylinder: 4
Valvetrain layout: DOHC
Bore: 83.0 mm (3.27 in)
Stroke: 83.0 mm (3.27 in)
Displacement: 2,694 cc (164 cu in)
Type: Four-stroke, turbocharged
Compression Ratio: 10.3:1
Power: 315-335 hp (235-250 kW) at 5,000-5,750 rpm
Torque: 350-400 lb-ft (475-542 Nm) at 3,000-3,250 rpm
Firing order: 1-4-2-5-3-6
Engine oil weight: SAE 5W-30 full synthetic motor oil
Engine oil capacity: 5.7 litres (6.0 qt) - with oil filter
Oil change interval: 10,000 miles (15,000 km) or 12 months
Applications: Ford F-150, Ford Bronco, Ford Edge Sport, Ford Edge ST, Ford Fusion Sport, Lincoln MKX, Lincoln Continental, Lincoln Nautilus
Problems & Reliability
The 2.7L EcoBoost engine has a short history and no known concerns at low mileage. Blown head gaskets, cylinder head repairs under warranty, and a leaking plastic oil pan have all been reported by owners.
It might, however, happen with any new engine due to possible component failure or incorrect installation.
It's also conceivable to make the case that the second generation is better balanced and reliable. It comes with an additional port injection system that is better suited for turbocharged engines and, more importantly, reduces carbon buildup on valves and intake port walls.
The 2.7 EcoBoost, like other turbocharged engines, needs high-quality synthetic oil, which may quickly degrade with even little maintenance. Direct injectors also interact in the combustion process more directly.
Injectors in this position are more likely to get unclean and need cleaning or, in the worst-case situation, replacement.
Changes & Updates
325 hp (242 kW) at 5,750 rpm, 375 lb ft (508 Nm) at 3,000 rpm. This engine is used in the 2015-2017 Ford F-150.
325 hp (242 kW) at 5,000 rpm, 400 lb ft (542 Nm) at 2,750 rpm. This is the gen-2 2.7L EcoBoost engine used for the 2018+ Ford F-150s.
335 hp (250 kW) at 5,500 rpm, 380 lb ft (515 Nm) at 3000 rpm. This engine is used in the Lincoln MKX, Lincoln Continental.
335 hp (250 kW) at 5,500 rpm, 380 lb ft (515 Nm) at 3,250 rpm. This engine is used for the Lincoln Nautilus.
315 hp (235 kW) at 4,750 rpm, 350 lb ft (475 Nm) at 2,750 rpm. This engine is used in the Ford Edge Sport.
335 hp (250 kW) at 5,000 rpm, 380 lb ft (515 Nm) at 3,000 rpm. This engine is used in the Ford Edge ST.
325 hp (242 kW) at 5,500 rpm, 380 lb ft (515 Nm) at 3,500 rpm. This engine is used in the Ford Fusion Sport.