Ford first released the 2.0 EcoBoost engine for the 2010 model year, and it has since become a workhouse. Appearing in more than a dozen models throughout the Ford, Lincoln, Volvo, and Range Rover brands, the 2.0 EcoBoost is truly a stand out engine. Featuring a twin-scroll turbocharger and direct injection, the engine utilizes some of the best modern tech in the automotive industry.
In this article, we cover everything you need to know about the Ford 2.0 EcoBoost inline-four engine. We go over the EcoBoost history, technical specifications, vehicle applications, and basic engine design. We’ll also cover the 2.0’s reliability and common problems, and also give a brief mod guide to ramp up the horsepower and torque.
Ford 2.0 EcoBoost Engine History
The EcoBoost line of engines is pretty new, with Ford having just introduced it for the 2010 model year. They unveiled three engines that year; 1.6L and 2.0L single-turbo inline-fours, and a 3.5L twin-turbo V6. The point of the EcoBoost was to reduce emissions output and increase fuel economy, while still maintaining larger displacement power levels. To this end, Ford decided to combine small displacement with turbocharging, and it has proved very successful.
All three of the 1.6, 2.0, and 3.5 EcoBoost engines are still in production today, and Ford has added several more over the years. The 2.0 first debuted inside a variety of vehicles in both the North American and European markets. Stateside, the 2.0 was most prominently featured in the Volvo V60 and V70, but soon found its way into the Ford Edge and Explorer, as well as the Range Rover Evoque.
In 2015, Ford gave the 2.0 EcoBoost a refresh and update. The update improved peak power output as well as broadened the overall power band. It also made the 2.0 compatible with all-wheel drive configurations, where previously only front-wheel drive was an option. Ford has continued to use the engine both domestically and internationally. Depending on the vehicle, Ford/Land Rover/Lincoln rate the engine output at 203-250 horsepower and 221-280 lb-ft of torque.
As of 2023, the engine was still being used in a number of vehicles. This includes the Lincoln MKC, Nautilus, and Corsair, as well as the Ford Edge, Maverick, and Bronco Sport. Ford shows no plans of slowing down production on the 2.0, which should have many years ahead.
2.0 EcoBoost Engine Specifications
|Ford 2.0 EcoBoost
|2.0 Liters (1,999 cc)
|Bore & Stroke
|87.5mm x 83.1mm (3.4″ x 3.3″)
|DOHC, 16V, VCT
|221-280 lb-ft of torque
Gen 1 Vehicles:
- 2011–2014 Ford Edge
- 2011–2015 Ford Explorer
- 2013–2016 Ford Escape
- 2013–2018 Ford Focus ST
- 2013–2016 Ford Fusion
- 2013–2017 Ford Taurus
- 2013–2016 Lincoln MKZ
- 2015–2018 Lincoln MKC
- 2012–2017 Land Rover Evoque
- 2013–2014 Land Rover LR2
- 2015–2017 Land Rover Discovery Sport
- 2010–2013 Volvo V70
- 2010–2013 Volvo XC60
- 2011–2013 Volvo S60
- 2011–2013 Volvo V60
- 2011–2013 Volvo S80
Gen 2 Vehicles:
- 2015–2023 Ford Edge (2019+ 250 horsepower)
- 2017–2023 Ford Escape (2019+ 250 horsepower)
- 2017–2020 Ford Fusion
- 2021–2023 Ford Bronco Sport
- 2022–2023 Ford Maverick
- 2017–2020 Lincoln MKZ
- 2019 Lincoln MKC
- 2019–2024 Lincoln Nautilus (250 horsepower)
- 2020–2023 Lincoln Corsair (250 horsepower)
Ford 2.0 EcoBoost Engine Design Basics
The Ford 2.0 EcoBoost is a 2.0 liter (1,999 cc) inline-four engine with an aluminum head and cylinder block. The block is an “open deck” style, which means it’s less durable than a “semi-closed” or “fully closed deck” block. However, the cylinders have steel sleeves in them, which helps make up for the openness of the block. The cylinder head has an integrated exhaust manifold, which saves weight and helps with flow.
Internally, the engine uses a cast iron crankshaft, forged steel I-beam style connecting rods, and hypereutectic aluminum pistons. The pistons also have oil-squirters for cooling. The engine is partly based on the 2.0 Mazda L engine, which Ford had been using since the early 2000s. Ford equipped all first generation 2.0 EcoBoosts with a BorgWarner K03 turbocharger, running various levels of boost per application.
Valvetrain wise, the Ford 2.0 EcoBoost uses a dual overhead camshaft (DOHC) configuration. There are four valves per cylinder, making it a 16 valve engine. The engine also has Ford’s proprietary Twin Independent-Variable Camshaft Timing (Ti-VCT) technology for improved power and fuel economy. The camshafts are chain driven.
The cooling system is a fail-safe system to protect the engine. Basically, after the coolant reaches too high of a temperature a warning light comes on, and eventually the engine will start deactivating cylinders to cool down. If the engine keeps operating, eventually it will shut down to protect itself. The Ford 2.0 EcoBoost also has adaptive knock control, which allows for the engine to utilize 87 octane fuel without risking damage.
For 2015, Ford gave the EcoBoost some pretty significant updates. The aluminum cylinder head with integrated exhaust manifold was revised for the new twin-scroll style turbocharger. Ford also put in new pistons, which resulted in an increased compression ratio from 9.3:1 up to 10.1:1 on some engines. The crankshaft was strengthened from cast iron to forged steel, and new connecting rods and pistons were also put in.
Both the fueling and oiling systems were given moderate upgrades to improve flow and lubrication. The 2.0 EcoBoost is rated to tow up to 3,500 lbs, pretty good for a two-liter four-banger. Horsepower improved moderately, but engines now made torque earlier and sustained it for longer.
By far, the most important upgrade was the addition of a twin-scroll turbocharger. The first generation had a single-scroll, and Borg Warner manufactures both generations of turbos. Twin-scroll turbos increase efficiency and allow for greater power outputs over single-scrolls.
The difference is in how the exhaust gas pulses reach the turbo internals. On single-scrolls, all of the exhaust gas is forced into a single port on its way inside. This causes turbulence and can be overly restrictive. On a twin-scroll, there are two ports instead of one. By separating the pulses, the flow is much smoother and faster, which allows for more pulse energy to be transferred from the exhaust to the turbo. This allows for quicker and more sustained boost response.
Ford’s tuning utilizes this, in conjunction with DI, to massively increase power output and efficiency on the EcoBoosts. It results in earlier peak torque and a flatter overall curve, while increasing horsepower everywhere in the power band.
Ford 2.0 EcoBoost Problems and Reliability
Previously, we’ve looked at the common problems and reliability of the Ford 2.0 EcoBoost engine. We’ll just summarize below, but if you want some more in-depth, check out our Top 5 most common Ford 2.0 EcoBoost problems guide. Alternatively, you can also watch the YouTube video below.
Most Common Engine Problems
- Coolant Intrusion
- Cracked Exhaust Manifold
- Turbo/Boost Control Solenoid Failure
- Low-Pressure Fuel Pump Failure (LPFP)
- Carbon Build-up
First up is coolant intrusion. There is a flaw in the EcoBoost design where the cylinder head and cylinder block meet together. This allows coolant to leak into the cylinders, as is a product of weak gasket and the open deck block design. This is mainly an issue for first gen 2.0 EcoBoosts, as it was largely rectified with the second gen’s redesign.
Next are cracked exhaust manifolds. As we mentioned, the EcoBoost uses an integrated exhaust manifold on the cylinder head. While this is good for flow and emissions, the manifold is prone to cracking. Exhaust leaks are serious issues on turbocharged cars, as they can result in severe overboosting.
The turbo/boost control solenoids are also prone to failure. These solenoids are responsible for making sure that the turbo achieves the proper boost and does create too much or too little. Some have failed as soon as 50,000 miles, and they seriously impact performance.
The in-tank or low-pressure fuel pump (LPFP) is also prone to failure at times. This fuel pump works with the high pressure fuel pump (HPFP) to supply enough fuel for the engine, and the HPFP is also known to be prone to premature failure.
Our final issue is carbon buildup, which we briefly mentioned earlier. It’s a result of the direct injection system, and is inevitable on all 2.0 EcoBoost engines. Walnut blasting is the only solution, as you can use our linked YouTube video above for instructions on how to DIY.
Overall, we consider the 2.0 EcoBoost engine to be above average in terms of reliability. These engines can easily go past 150,000 miles without an issue, and many have surpassed the 200,000 mile mark. While the above mentioned problems are serious, they do not affect a huge amount of 2.0 EcoBoosts. The second generation has some improvements over the first generation, to make it even more reliable. But both generations should be considered sturdy and capable.
Ford 2.0 EcoBoost Engine Performance Upgrades
From the factory, the Ford 2.0 EcoBoost engine is already decently formidable. The most powerful versions make 252 horsepower and 275 lb-ft of torque, which is not too shabby for an economy car not necessarily geared towards performance. In addition, the 2.0 EcoBoost is also capable of towing up to 3,500 lbs, another good feat for a 2.0 liter inline-four.
However, if you are still looking for more horsepower and torque, there are several upgrades you can make. Luckily, we’ve already created a host of Ford 2.0 EcoBoost mod guides. We’ll just summarize them here, and if you want the full in-depth breakdown make sure to check out the linked guides.
The top 5 best Ford 2.0 EcoBoost performance mods are tuning, performance intakes, downpipes, front mount intercoolers (FMIC), and alternative fueling. While these are in no particular order, we’d probably recommend going with tuning first. Tuning can add 5-15% more horsepower and torque without any hardware changes. Performance intakes are also great mods for adding horsepower, and FMIC are very useful for those living in hot climates.
For those with the Focus ST, Upgraded 2.0 EcoBoost downpipes are also great mod choices. The downpipe connects to the turbocharger, and is one of the most restrictive parts of the exhaust system. Upgrading the exhaust usually involves replacing the stock catalytic converters with high flow cats, which adds a lot of horsepower and torque. Focus ST upgraded charge pipes are also relatively inexpensive mods that can improve airflow while adding minimal power.
Overall, the Ford 2.0 EcoBoost engine is incredibly solid. It has above average reliability and produces worthy performance with a good towing capacity. Even though it’s only 2.0 liters of displacement, it can rival many V6s with its performance and power. Depending on the make and model, the 2.0 is capable of as much as 252 horsepower and 275 lb-ft of torque, as well as 3,500 lbs of towing capacity.
If you’re looking to get even more performance out of the 2.0 EcoBoost, we have several mod guides that should help you with your build. From upgraded downpipes and charge pipes, to full guides for the Focus ST and Maverick, we can help you get your 2.0 build started.
Let us know your experiences with the 2.0 EcoBoost engine below!