The Ford 2.0 EcoBoost is powered by a 2.0-liter four-cylinder gasoline turbocharged engine with direct fuel injection. It’s also known as the Ford 2.0 GTDI engine (Gasoline Turbocharged Direct Injection).
The first 2.0L EcoBoost engine was introduced by Ford in 2010.
In North America, the Fusion, Focus ST, Edge, Escape, Explorer, and Taurus, as well as the Falcon in Australia and the Mondeo and S-Max in Europe, the engine is currently available in a number of Ford automobiles.
In the EcoBoost series, the 2.3L EcoBoost is a bigger 4-cylinder engine.
In this article, we’ll take a look at the design of the Ford 2.0L EcoBoost GTDI engine, as well as its specs, reliability and issues.
Design of the Ford 2.0L EcoBoost GTDI Engine
Two versions of the 2.0L EcoBoost have already been released. The 2.0 EcoBoost GTDI engine was significantly overhauled in 2015.
Despite the fact that the current generation (the twin-scroll 2.0 EcoBoost) has almost no components with the predecessor, it is offered under the same name while the old engine is being phased out of all vehicles.
Let’s take a closer look at each of them.
Gen-1 2.0L EcoBoost Engine
The engine’s cylinder block is built of “Open-Deck” high-pressure die-cast aluminium with high-strength steel sleeves moulded into the block material.
The engine block has a cast-iron crankshaft with eight counterweights, five main bearings (diameter of 52 mm), and a damped front pulley.
There are additionally forged steel “I-beam” connecting rods and aluminium pistons with low-friction coatings on the piston skirt.
The pistons in the engine block are kept cold by oil jets. Above the block is a cast aluminium cylinder head with two overhead camshafts.
Depending 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 in each cylinder: two exhaust valves and two intake valves (16 valves).
Variable timing is used on the 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 comes equipped with a high-pressure direct injection fuel system. Each cylinder has a seven-hole injector that injects fuel directly into the combustion chamber.
The high-pressure fuel pump, which is positioned on top of the cylinder head, is driven by a four-sided camshaft lobe.
Fuel pressure varies from 65 to 2150 psi depending on demand. Another crucial component that allows the engine to generate such great power and efficiency is the turbocharger.
The low-inertia Borg Warner K03 turbocharger compresses intake air and feeds it into a plastic intake manifold through an air-to-air intercooler in front of the automobile that is spun by cooled exhaust gases.
Each spark plug has its own ignition coil, and the ignition is controlled electronically. The Bosch MED17 ECU controls the engine’s operation.
To prevent detonation, the engine was fitted with individual knock control. An electronic system controls the throttle body as well.
A signal from the gas-pedal position sensor, engine temperature, and other engine and vehicle systems such as ESP and others regulate the throttle valve.
Gen-2 Twin-Scroll 2.0L EcoBoost Engine
The Ford Everest, Ford Tourneo, Ford Escape, and Ford Fusion now have the new 2.0-liter EcoBoost twin-scroll engine, which debuted in the 2015 Ford Edge and is now available in the Ford Everest, Ford Tourneo, Ford Escape, and Ford Fusion.
Engineers wanted to make the engine more responsive and fun to drive, while also improving performance and fuel efficiency in Ford’s all-wheel-drive applications over the current 2.0 EcoBoost version.
The new 2.0 has a redesigned aluminium cylinder head as well as an integrated exhaust manifold designed specifically for the Borg-Warner twin-scroll turbocharger.
Individual exhaust gases from cylinders 2 and 3, as well as 1 and 4, enter the turbocharger, reducing turbo lag.
The active wastegate on the new turbocharger allows for fine adjustment of boost and torque levels.
The new 2.0l EcoBoost engine also has the following.
- better fuel injectors that provide more precise fuel
- a forged steel crankshaft
- new pistons
- a higher compression ratio (10:1 vs. 9.3:1)
- an active oil control system
In addition, the twin-scroll 2.0 engine weighs 10 pounds less than its predecessor.
Ford 2.0L EcoBoost GTDI Engine Specs
- Manufacturer: Ford Motor Company, Cleveland Engine Plant, Brook Park, Ohio, Valencia Engine Plant in Valencia, Spain
- Production years: 2010-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: 83.1 mm (3.27 in)
- Displacement: 1,999 cc (122.0 cu in)
- Type: Four-stroke, turbocharged
- Compression Ratio: 9.3:1, 10.0:1
- Power: 200-252 hp (149-188 kW) at 5,500 rpm
- Torque: 221-270 lb-ft (300-366 Nm) at 1,750-4,500 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 Edge, Ford Falcon, Ford Escape / Kuga, Ford Mondeo / Fusion, Ford Taurus, Ford S-MAX, Ford Galaxy, Ford Focus ST, Ford Everest, Ford Tourneo, Lincoln MKZ, Lincoln MKC, Lincoln Nautilus, Radical SR3 SL, VUHL 05
Problems & Reliability of the Ford 2.0L EcoBoost GTDI
Despite the fact that Ford’s 2.0 EcoBoost GTDI engine has few defects, several car owners have had problems over the years.
When it comes to 2.0l EcoBoost engine customer complaints, the engine with a separate exhaust manifold comes out on top. The exhaust manifold is the centre of attention.
The stainless steel exhaust manifold is prone to cracking and further degradation at low mileage (50-60k miles).
The most significant disadvantage is that the exhaust manifold and turbocharger are integrated into one unit, making replacement rather expensive.
The breakdown of the turbocharger control valve is a common problem. The engine loses power, and “check engine” appears on the dashboard.
When you switch off the ignition and then turn it back on, the issue alert goes away. The control valve must be replaced due to this issue.
The main source of trouble in the fuel system is a low-pressure fuel pump.
The gasoline filter in the tank is easily clogged, preventing the pump from supplying the necessary pressure and fuel for optimal high-pressure pump operation.
A car with this issue will have slow acceleration and a low peak speed. Although this is an uncommon occurrence, fuel pressure sensors in the high and low circuits may fail with similar symptoms.
Carbon buildup on the backsides of intake valves and the walls of intake ports is also a problem with direct injection engines.
Ford’s EcoBoost engines need periodic carbon/soot cleaning to retain the same output performance and fuel efficiency.
