Ford launched the 2.7 twin-turbo EcoBoost engine in 2015, after the popularity of the 3.5 EcoBoost engine. The 2.7-liter engine produces 315-335 horsepower and 350-400 torque. The smaller 2.7 EcoBoost engines don’t have as much power as the bigger 3.5-liter engines. However, it provides more than adequate power for most users and comes at a lower cost. There is nothing wrong with Ford’s 2.7 EcoBoost engines, but they’re not flawless. In this article, we’ll go over one of the most common problems with the Ford 2.7 EcoBoost engine, as well as its general dependability.
2.7L EcoBoost Specifications and Information
Let’s look at some background information and specifications before we get into the Ford 2.7 engine’s issues. The Ford 2.7 EcoBoost is a gasoline engine with dual turbochargers and direct injection. 2.7L Nano engine is another name for it. In comparison, let’s look at the specifications for both the 2.7 and 3.5 EcoBoost engines.
|2,694cc (2.7 liters)
|3,496cc (3.5 liters)
|Bore x Stroke
|83mm x 83mm
|92.5mm x 86.6mm
|10.5: 1 and 10.0: 1
Ford’s 2.7 and 3.5-liter V6 twin-turbo direct injection engines use the same fundamental V6 twin-turbo direct-injection design. They’re also available in similar vehicles, including the Ford F-150. However, the similarities between the 2.7 and 3.5 EcoBoost engines stop there. The 2.7L has a square cylinder shape and a stronger compressed graphite iron block. When comparing the 2.7 V6 EcoBoost to the 3.5L engine, torque and horsepower are also somewhat lower.
2.7 EcoBoost – 1st Generation
The original Ford 2.7 EcoBoost is fitted in the following vehicles:
- 2017-2020 Lincoln Continental
- 2017-2019 Ford Fusion Sport
- 2016-2018 Lincoln MKX
- 2019-present Ford Edge ST
- 2015-2017 Ford F-150
- 2015-2018 Ford Edge Sport
- 2019-present Lincoln Nautilus
Updates to the 2.7L Nano 2nd Generation
There’s one more item to talk about before we get into the problems with the 2.7 dual-turbo Nano engine. In 2018, some versions will be equipped with the Ford 2.7 EcoBoost engine, the second generation. It receives a 400-torque increase. Most significantly, Ford includes port injection to complement the engine’s existing direct injection system. In addition, decreasing carbon build-up has several advantages, including improving air quality, which would be a 2.7 EcoBoost problem we will be discussing.
A high-pressure EGR system electronically regulated turbo waste-gates and lightweight cams are additional improvements for the 2nd generation. This isn’t a comprehensive list; rather, it’s a selection of noteworthy updates. The Ford 2.7 EcoBoost from the second generation is found in the following vehicles:
- 2021-present Ford Bronco
- 2018-present Ford F-150
3 Typical 2.7 EcoBoost Engine Issues
The following are some of the most frequent issues with the Ford 2.7 EcoBoost twin-turbo engine:
- The accumulation of carbon
- Leaky oil pan
- Ignition coils and spark plugs
Carbon build-up problems exclusively impact 1st gen engines without port injection, as stated with the 2nd gen 2.7L Nano engine. Oil pan leaks are most common in the 2015-2017 1st generation engines. Below, we’ll go through the three Ford 2.7 EcoBoost issues in detail. For the time being, let’s add a few essential remarks.
We’re calling them the most frequent issues, but that doesn’t always imply they’re widespread. Rather, these are a handful of the most frequent locations where failures occur. Of course, an engine may fail for a variety of reasons. This is particularly true as the 2.7L EcoBoost becomes older and has more miles on it. We’ll go through each of the aforementioned flaws before wrapping up with some general comments on the 2.7 EcoBoost’s dependability.
1) Carbon Build-Up Issues with the Ford 2.7 EcoBoost
To begin, we’ll look at a problem with the first-generation engines. On the 2.7 EcoBoost, calling carbon build-up an issue may not be entirely accurate. Carbon build-up occurs in virtually every direct injection (DI) engine. Oil blow-by is a common occurrence in all engines. The oil blow-by passes through the intake system and adheres to the intake ports and valves. Fuel is poured into the intake ports using port injection, and any oil deposits are rinsed away.
DI does not need any gasoline since it sprays straight into the cylinder. Thus there is no need to clean the valves and intake ports. Carbon build-up occurs when oil clings to the valves and hardens over time. This limits airflow and may result in uneven air delivery to the 2.7L EcoBoost cylinders. Carbon build-up isn’t a major issue that requires urgent attention. Many Ford 2.7 V6 motors may spend their whole lifetimes without ever having their intake valves cleaned.
Carbon build-up, on the other hand, may create drivability problems. It’s a big enough issue that Ford decided to solve by introducing port injection to the second-generation 2.7 EcoBoost engines. Excessive carbon build-up is avoided by spraying fuel across the intake valves.
Carbon Build-Up Symptoms on a 2.7 TT V6
Intake valves with excessive carbon deposits show the following symptoms:
- Rough Idle Misfires
- stammering / hesitancy
- Loss of power
The issues begin with misfires. Misfires may be caused by uneven airflow into the cylinders, which is partly to blame for the persistent symptoms. You may notice that the 2.7 EcoBoost idle is harsh or that acceleration is sluggish. Carbon build-up may also result in substantial power loss in certain situations. However, since it happens slowly across several thousands of miles, it may be difficult to detect.
Carbon deposits may obstruct the intake valves’ ability to shut in severe instances fully. The cylinder would not seal correctly for the combustion process, resulting in compression loss.
Fix for 2.7L Ford Nano Carbon Build-Up
The most popular and efficient way to clean ports and intake valves is by blasting them with walnut shells. A heavy-duty shop vac and walnut medium shells are required. There are no replacement components required. However, You must remove the intake manifold. 2.7 EcoBoost engine walnut blasting will cost between $400 and $600.
The 2.7 intake valves are not an urgent repair, and some may never clean them. Carbon deposits aren’t known to be very reliable or long-lasting. However, we still believe that keeping the engine in good working order is essential maintenance. Walnut blasting should be performed after 75,000 to 95,000 miles on first-generation Ford 2.7 engines.
2) Leaks in the 2.7 EcoBoost Oil Pan
This part will be very brief. Oil pan leaks mainly affect the 1st generation 2.7L Nano engines from 2015 to 2017. Plastic is used to make the oil pans, which isn’t the best design. The oil pan must, of course, contain hot motor oil, and plastic expands somewhat when heated. Because of this, the 2.7 EcoBoost oil pan’s seal with the block may be compromised.
Oil will spill from the engine oil pan if the sealing breaks. Ford fixed the problem in 2018 with a new oil pan design. In the great scheme of things, it’s a minor problem since Ford quickly addressed it. However, it’s worth mentioning since it’s one of the few design faults on an otherwise dependable engine.
Symptoms and Repair for a 2.7L V6 Oil Pan Leakage
In terms of symptoms, there isn’t much to mention. Look beneath the 2.7 EcoBoost for any apparent oil leaks. That’s an obvious giveaway: oil is leaking from someplace, and on early models, the oil pan is usually to a fault.
Likely, a significant number of defective oil pans have already been replaced under warranty. A repair shop’s components and labor, on the other hand, may cost about $500. It’s not a difficult DIY, but the sealing procedure must be done carefully.
3) Ignition Coils & Spark Plugs for 2.7L EcoBoost
As we previously said, it may not be fair to term carbon build-up a real issue since it is merely a drawback of direct injection. Another area where it may not be fair to label frequent issues is ignition coils and spark plugs. However, we’ve reached the end of our list of frequent issues with the Ford 2.7 EcoBoost. The natural wear of spark plugs and ignition coils in turbo engines is unavoidable. You must change these components at some time in every engine.
On the other hand, Turbochargers impose a lot of additional strain on the ignition components because of the high cylinder pressures. Spark plugs on normally aspirated engines may easily last 80,000 miles or more, while ignition coils could last twice as long. The components on the 2.7L dual-turbo EcoBoost, on the other hand, are unlikely to survive that long. Problems are usually caused by normal wear and use, although early breakdowns may happen.
In any case, plan to replace the Ford 2.7 EcoBoost’s spark plugs around 50,000 miles. Ignition coils will almost certainly last twice as long. You may significantly reduce the life of these components if you start tweaking or altering the 2.7L twin-turbo engine. We have some modified twin-turbocharged engines that go through spark plugs around 10,000 miles.
Symptoms of a 2.7 EB Spark Plug and Ignition Coil
The following are some of the indications of a faulty ignition coil and/or spark plug on a Ford 2.7L:
- Idle time is rough
- Loss of power
- stammering / hesitancy
- The check engine light is on (misfire codes)
Reliability of the Ford 2.7 EcoBoost
Is the 2.7 EcoBoost engine from Ford dependable? Yes. The 2.7 V6 EcoBoost, in our opinion, has above-average dependability. The engine, particularly the 2nd generation and 2018+ engines, does not suffer from many typical issues. Ford quickly fixed the leaks in the oil pan. Port injection was also introduced to the second-generation 2.7 EcoBoost to assist reduce carbon build-up. We don’t believe ignition components to be a frequent issue, but it does underline that twin-turbo engines may be more demanding in terms of maintenance.
It’s sometimes just a matter of chance as to how dependable each 2.7 V6 engine is. Unfortunately, we have no control over it. 2.7 EcoBoost owners, on the other hand, have a lot of control over a lot of things. Maintain the engine properly, address issues as they arise, and let it warm up before putting it through its paces. Aside from that, it boils down to replacing the oil often with a high-quality oil.
If you take care of your 2.7L EcoBoost, it will most likely provide you a long and enjoyable life. Although the dual-turbo, direct-injection system necessitates more maintenance, we believe it is well worth it. The Ford 2.7 EcoBoost engines provide an excellent mix of power, torque, fuel efficiency, towing, and enjoyment. Overall, it’s a perfect engine. Most well-maintained 2.7L V6 engines should be able to reach 200,000 miles without issue. That’s an impressive amount of time.
Common Ford 2.7L V6 Problems Summary
We’re as pleased with both the compact 2.7 EcoBoost engine as we were with the larger 3.5 EcoBoost engine. In virtually every way, we think the dual-turbo 3.5L engine outperforms the 5.0 Coyote. Although the 2.7 EcoBoost isn’t nearly as powerful, it’s not far behind. Another plus is that it costs less than the 3.5-liter V6 and 5.0-liter V8, making it a great choice.
In the first generation of 2.7 EcoBoost engines, there are certain issues with carbon buildup and oil leakage. Ford quickly addressed these problems by updating the oil pan and using port injection on subsequent engines. Otherwise, we couldn’t think of anything else to write about but ignition components. They aren’t real problems, but they bring up an essential point: turbo engines may be more difficult to maintain.
Nonetheless, if the Ford 2.7 engine is properly maintained, it is a fantastic and dependable engine. Long-term ownership is likely to bring up a few minor problems, particularly as the age of the vehicle and accumulate miles. However, this can be stated about any engine.
What are your thoughts on the 2.7 EcoBoost? Are you thinking about getting one?
Please let us know by leaving a comment!
Further Reading: https://en.wikipedia.org/wiki/Ford_EcoBoost_engine
Dmitry Petrov is an engineer who specializes in materials science, and has a deep passion for all things related to automotive technology. He is a true motorhead at heart, and spends much of his free time tinkering with engines and studying vehicular dynamics.