2.7 L Nano (first generation) Introduced with the 2015 Ford F-150 is a
twin-turbo 2.7 L V6 EcoBoost engine. It delivers about and . The engine is built at the
Lima Ford Engine Plant. Ford has invested US$500 million in the Lima plant for the new engine. Ford also states that the new engine will bring 300 jobs to
Allen County, Ohio, but transfers from other plants make the actual number hard to pin down. A 335-hp version is to be an option on the 2017 Lincoln Continental. Being a next-generation design, it uses a two-piece block design. Compacted graphite iron, a material Ford uses in its 6.7 L PowerStroke diesel engine, is used for the upper cylinder section with aluminum used for the lower stiffening section of the block. While the second generation 2.7L EcoBoost V6 would fully transition to a wet-belt driven oil pump, the first generation also introduced the design as a rolling production change for some applications, as both generations were produced concurrently.
Applications • at 5750 rpm, at 3000 rpm • 2015–2017
Ford F-150 • at 5500 rpm, at 3000 rpm • 2016–2018
Lincoln MKX • 2017–2020
Lincoln Continental • at 5500 rpm, at 3250 rpm • 2019–2023
Lincoln Nautilus • at 4750 rpm, at 2750 rpm • 2015–2018
Ford Edge Sport • at 5000 rpm, at 3000 rpm • 2019–2024
Ford Edge ST • at 5500 rpm, at 3500 rpm • 2017–2019
Ford Fusion Sport 2.7 L Nano (second generation) The second generation 2.7L EcoBoost V6 was introduced with the 2018 Ford F-150 and is mated to a 10-speed transmission that debuted the year prior. It produces an additional of torque over the first generation. The engine uses a compacted-graphite iron (CGI) block, which is both high strength and lightweight. It boasts a number of changes from the first generation, with many carrying over from the second generation 3.5L EcoBoost engine that arrived a year earlier in the F-150. The most prominent change being the addition of port fuel injection, while keeping the direct injection system. It also has reduced internal friction to improve power and fuel economy, and new
exhaust gas recirculation system. The specific output of the engine is now 121 hp/L, versus the 395-hp Ford Coyote 5.0L naturally aspirated V-8 which has a specific output of only 78 hp/L. The peak torque matches the 5.0L V-8, albeit at a lower 2,750 rpm vs. 4,500 rpm for the V-8. Additional changes include a new lightweight cam to save weight, dual-chain cam drive system that is stronger and reduces parasitic friction loss, a new electrically actuated wastegate that provides more accurate turbo boost control, a high-pressure exhaust gas recirculation system, and a variable-displacement wet belt-driven oil pump that is electronically controlled to modulate oil flow to further reduce parasitic losses.
Applications • at 5000 rpm, at 2750 rpm • 2018–present
Ford F-150 • at 5250 rpm and at 3100 rpm • 2021–present
Ford Bronco • , • 2024–present
Ford Ranger • ,
3.0 L Nano A 3.0L
V6 twin-turbocharged gasoline direct-injection engine, derived from the 2.7 L EcoBoost, was released in 2016 that produces between 350 and 400 horsepower. The 3.0 L is gradually replacing the 3.7 L Ti-VCT
Cyclone V6 engine in various vehicles, including the
MKZ,
Continental,
Aviator,
Ford Explorer and the 2022
Ford Bronco Raptor. The 3.0-liter version of the engine was created by increasing the 2.7-liter's cylinder bore in the CGI-block from 83.0 millimeters to 85.3, and by lengthening piston stroke by 3.0 millimeters (to 86.0). Like its 2.7L counterpart, it also uses a wet-belt driven oil pump.
Applications • at TBU rpm, at TBU rpm • 2022–present Ford Ranger Raptor (EU) – detuned due to Otto Particulate Filter for emissions reasons • at 5500 rpm, at 2750 rpm (
Front-wheel drive only) • 2017–2020 Lincoln MKZ • at 5750 rpm, at 2750 rpm (
All-wheel drive only) • 2017–2020 Lincoln Continental • 2017–2020 Lincoln MKZ • at 5500 rpm, at 3500 rpm • 2020–2021 Ford Explorer King Ranch & Platinum • at 5650 rpm, at 3500 rpm • 2022–present Ford Ranger Raptor (Australia) • at 5650 rpm, at 3500 rpm • 2024–present Ford Ranger Raptor (USA) • at 5500 rpm, at 3500 rpm • 2020–present Ford Explorer ST • 2026–present Ford Explorer Tremor • 2022–2023 Ford Explorer King Ranch • 2022–2025 Ford Explorer Platinum • 2020–present Ford Police Interceptor Utility • 2020–present Lincoln Aviator • at 5650 rpm, at 3500 rpm • 2022–present Ford Bronco Raptor • total, with added electric engines at 5500 rpm, total, with added electric motors at 3000 rpm • 2020–2023 Lincoln Aviator plug-in hybrid
3.5 L (first generation) The first Ford vehicle to feature this engine was the 2007
Lincoln MKR concept vehicle under the name
TwinForce. The engine was designed to deliver power and torque output equivalent to a typical 6.0 L or larger-displacement V8 while achieving at least 15% better fuel efficiency and reduced greenhouse emissions. In the MKR, the concept TwinForce engine was rated at and of torque, as well as run on
E85 fuel. When the same prototype engine reappeared in the
Lincoln MKT concept in 2008 North American International Auto Show, the name was changed to EcoBoost. Official EcoBoost production began on May 19, 2009 at Cleveland Engine Plant No. 1. The production engines use the
Duratec 35 V6 engine block. The fuel charging and delivery systems can attain high fuel pressures up to , necessary for efficient operation of the direct fuel injection system. The F-series EcoBoost 3.5L V6 uses two BorgWarner K03 turbochargers which can spin up to 170,000 rpm and provide up to of boost. The transverse EcoBoost 3.5L V6 uses two Garrett GT1549L turbochargers and provides up to of boost. The turbos are set up in a twin-turbo configuration. The engine can consume up to 25% more air over the naturally aspirated counterpart. Through the use of direct injection, the engine needs only regular-grade gasoline to run. The EcoBoost V6 was first available as an engine option for 2010
Lincoln MKS, followed by 2010
Ford Flex, 2010
Ford Taurus SHO, and 2010
Lincoln MKT. The fuel-charging and -delivery systems were co-developed with
Robert Bosch GmbH. On transverse applications, the water pump was relocated to behind the timing cover and driven off of the timing chain. In 2009, Ford modified an experimental 3.5 L V6 EcoBoost engine with both E85 direct injection and gasoline indirect fuel injection, which achieved a brake mean effective pressure of (27 bar), which translates to roughly of torque and at 3000 rpm (flat torque curve from 1500–3000 rpm).
Applications • at 5500 rpm, at 2500 rpm • 2015–2019
Ford Transit • at 5700 rpm, at 3500 rpm • 2010–2012
Ford Flex • 2010–2012
Lincoln MKS • 2010–2012
Lincoln MKT • at 5500 rpm, at 1500-5000 rpm • 2010–2019
Ford Taurus SHO • 2013–2019
Police Interceptor Sedan • 2013–2016
Lincoln MKS • 2013–2019
Lincoln MKT • at 5500 rpm, at 3500 rpm • 2013–2019
Ford Explorer Sport • 2016–2019 Ford Explorer Platinum • 2013–2019
Ford Flex • 2014–2019
Ford Police Interceptor Utility • at 5000 rpm, at 2500 rpm • 2011–2016
Ford F-150 • at 5000 rpm, at 2250 rpm • 2015–2017
Ford Expedition/Expedition EL • at 5250 rpm, at 2750 rpm • 2015–2017
Lincoln Navigator/Navigator L File:Frontendcutright.jpg File:3.5ecoboostfront.jpg File:3.5EcoboostPiston.jpg File:3.5EcoboostCombustion.jpg File:3.5Ecoboostrear.jpg
3.5 L (D35; second generation) The second generation 3.5L EcoBoost V6 (codename D35) was first introduced for the
2017 Ford GT at the 2015 Detroit Auto Show, as well as the 2017 F-150, 2018 Expedition and 2018 Navigator later on. The most prominent change compared to the first generation is the addition of port fuel injection, while retaining the direct injectors. The port fuel injection was partly added due to the fuel output needs on the 3.5L HO Raptor engine, but also has several other benefits. It will prevent carbon buildup on the intake valves and keep them clean due to fuel passing over the valves. Under certain engine conditions such as low rpm and low loads, the high-pressure fuel pump and direct injection system will deactivate and the engine will only use the port fuel injection, reducing efficiency losses from driving the
high pressure fuel pump. Both systems will operate at cold start, which will reduce the increased emissions that direct injection suffers caused by cold cylinder walls and lower fuel atomization. Changes to the turbochargers include electronically actuated wastegates, turbine wheels that are now made with lighter Mar-M-247 super-alloy which increases responsiveness, and the same diameter 51 mm turbine wheels that now have sharper vane angles allowing between higher boost. The turbochargers continue to be supplied by Borg Warner. The cam drive system was changed from a single primary chain to a stronger two primary chain system, with separate chains driving each cylinder bank. In addition to the dual primary chains, the side plates on the chains were also thickened. The cam chain drive sprocket on the crankshaft is now a double gear arrangement to drive the two primary chains. These two changes were done to improve the harmonics, and are also stronger to help minimize the chain stretch that can occur over time on the 1st generation 3.5L EcoBoost. The camshafts were made hollow for weight savings, along with the addition of a roller-finger follower valvetrain. The compression ratio was increased from 10.0:1 to 10.5:1 on lower output versions; higher output versions such as the 3.5L EcoBoost HO in the F-150 Raptor, have lower compression ratios like 10.0:1 and as low as 9.0:1 in the Ford GT. The camshaft VCT (phaser) design was changed to improve reliability and reduce the development of an engine start-up tapping/rattling noise over time. Ford uses a single piston cooling jet per cylinder, but the oil volume was increased. The underside of the pistons were also redesigned to better transfer heat into the oil. The engine features auto start/stop, which decreases emissions during city driving by shutting the engine off in extended idling periods. The engines are lighter than the previous 3.5L EcoBoost.
Variable camshaft timing phaser issues VCT units in Ford and Lincoln vehicles with this engine from the 2020 model year and before are found to be failing around 40-80k miles, requiring a replacement to resolve. Ford has issued multiple service bulletins, with the most recent being Customer Satisfaction Program 21N03 – Supplement #4. This program extends warranty coverage under certain conditions for a VCT replacement due to tapping phasers. The latest VCT part number (ML3Z prefix) is a significant redesign and so far has been durable and not shown the rattling/tapping issue develop.
Applications • at 5000 rpm, at 2500 rpm • 2020–present
Ford Transit • at 5000 rpm, at 3500 rpm • 2017–2020
Ford F-150 • at 5000 rpm, at 2250 rpm • 2018–2021
Ford Expedition • at 5000 rpm, at 2250 rpm • 2022–2024
Ford Expedition • at 5000 rpm, at 3250 rpm • 2018–2021 Ford Expedition Platinum • at 5000 rpm, at 2250 rpm • 2022–present Ford Expedition Platinum • at 6000 rpm, at 3100 rpm • 2021–present
Ford F-150 • at 6000 rpm, at 3000 rpm (
FHEV) • 2021–present
Ford F-150 • at 5000 rpm, at 3250 rpm, 10.0:1 compression ratio • 2022–present Ford Expedition Timberline & Limited Stealth Performance Packages • at 5500 rpm, at 3000 rpm, 10.0:1 compression ratio • 2018–present
Lincoln Navigator • at 5000 rpm, at 3500 rpm, 10.0:1 compression ratio • 2017–2020 Ford F-150 High Output • 2017–2020
Ford F-150 Raptor • at 5850 rpm, at 3000 rpm • 2021–present
Ford F-150 Raptor • at 5200 rpm, at 4000 rpm • 2024–
Noble M500 • at 6250 rpm, at 5900 rpm, 9.0:1 compression ratio • 2017–2019
Ford GT • at 5500 rpm, at 2500 rpm • 2024-
Adamastor Furia • at 6250 rpm, at 5900 rpm, 9.0:1 compression ratio • 2020–2022
Ford GT Motorsports •
Ford GT LM GTE-Pro ==See also==