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Ford 2.7L EcoBoost Engine (Specs, Reliability & Issues)

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Last Updated on: 16th November 2023, 02:30 am

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 design of the Ford 2.7L EcoBoost engine, including common problems, reliability, and longevity.

Design of the 2.7L EcoBoost Engine

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.

Ford 2.7 litre ecoboost engine

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 as follows.

  • 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
  • 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
  • Configuration: V
  • 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.
  • Andy Lewin

    Andy Lewin is a senior mechanic, ASE qualified master technician, and an experienced automotive engineer. He's passionate about serving the automotive community with the highest-quality and trustworthy information on all things automotive. He loves to write about car repairs, maintenance, car modifications and tuning, faults, and much more.

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