2018 Ford F150 2.7L Ecoboost Teardown. Engine Failure at 96K Miles!?
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- เผยแพร่เมื่อ 21 ก.ค. 2023
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I've been tearing down engines on camera for 2 and a half years! Search my channel to see what I've torn down.
This is one of the most common requested engine teardowns EVER! A Ford 2.7L Ecoboost twin turbo V6. This particular engine is from a 2018 F150, making it the second generation of 2.7. This engine belonged to Dean from Toledo Ohio, a viewer of the channel who said it pushed the dipstick out while doing some highway driving, and pushed 5+ quarts of oil out. Unfortunately, major engine damage was done requiring full engine replacement. This is the very first 2.7 I've ever worked on, so it was really awesome to see how it was made, some of the great features of this engine, and some of the not so great.
Why am I doing this? My name is Eric and I own and run a full service auto salvage business in the Saint Louis Missouri area. Part of our model includes dismantling "Bad" engines to salvage good parts from them. We do not rebuild engines, merely sell parts to those that do!
I really hope you enjoyed this teardown, as always I love all of the comments, feedback and even the criticism. You can catch these teardowns every Saturday night! I've torn down well over 120 engines on this channel so if there's an engine you want to see torn down I may have already done it!
-Eric - ยานยนต์และพาหนะ
My gratitude goes to you and to the viewer who donated this 2.7L F150 engine.
Wish we could meet under better circumstances.
@@swimmerman272questions? Was this an auto stop start? If it was, did you let it start and stop automatically? Just curious?
The 2018s all have auto start stop on the 2.7 I turned mine off with forscan I don't like it. I'd rather pay more for gas than a new starter. They say the the starters are heavy duty. But I talked to my local ford dealer and they say they do alot of them.
@@blainepatterson6792 thanks for the info. I wouldn’t be wore about the starter, I’m more concerned about the oil pressure stopping and starting all the time. I don’t like the idea of oil pressure going normal to zero every stop light.
@@JAMESWUERTELEseriously no joke…although when I really sit and think about it can’t be worse than idling….oil struggles to make it to the heads and valves while idling. Either way I suppose isn’t good….examplecop cars they’d be better off if they could just shut off during their patrol but they usually just have won’t cam journals and scratched up lobes from idling
I work in the home irrigation business and our company started using the 2.7 eco f150's for the proposed milage, we have had 9 of them. My first one was a 15 model and I put 307,000 miles with zero engine issuses. It was getting 21.9 mpg and it had not lost but maybe 15-18 percent power. If not for the transmission dumping I honestly belive I could have gotten 450,000 miles out of it, no BS.
I am currently in a 17 model with 240,000 on it and it is on the exact same path as the 15. It is getting 23.9 at the present and it will still hit 0 to 70 with an amazing quickness. We started using Rangers (6) and they just won't take what the f150 will and the fuel milage got less in comparison to to the similar milage of the 150s. I will add that of the other 150s two were traded in with about 280,000 one the trans dumped on it and the other got hit whil parked and insurance totaled it, it was replaced with the first Ranger. We have since gone back to the 2.7 150s.
I hope my input is helpful to others.
The best LIGHT DUTY truck I have ever used and I have been through many over my 40 years of my truck being a tool of the trade.
Gaurantee those were properly maintained. It's important with any vehicle it's even more so important on a turbo vehicle. The oil lubricates the turbo(s) too so it wears out the oil quicker aka you need to stay on top of maintenence. Unfortunately most people these days slack on that and don't even understand how vehicles work. This is the main reasons you see them die early deaths.
Oil changes way before ford claims
Id still take a 4.9L straight 6 over it.
The 300 il6 is absolutely the best engine ever built. For an engine to span 31 years with very little change is a feat that won't soon be matched
Thank you for your input, what scares me on my 2 7 is the fact after only 90,000 miles those oil soaked rubber belts showed breaking down on his video. Plus rubber soaked in oil does not make any sense.
Thanks for all the info. I have a 2018 f150 2.7 and I currently have 250,000 miles so far it has been
great hopefully it
will last me another 50,000 more
Have you replaced the oil pump belt yet?
Anything gone wrong with it?
I would enjoy a video that goes through your opinion of the best and worst engines based on your tear downs. I also think it would be interesting for you to rank each engine after a tear down based on if you think they would be generally reliable.
I think Eric has the right attitude, he is not about bagging one manufacturer against another. He gives each a fair go based on what we see in these teardowns. Ted from down under.
That Ford engine block gives a whole new meaning to the term "short block".
And the water pump housing gives meaning to the term big cock.
The block design reminds me of the Steyr M16 diesel.
@@PistonAvatarGuy
It’s made of compacted graphite.
@@benztech2262 Yup, it's definitely built like a diesel, just not quite as heavy.
@@benztech2262 It's iron, but if I recall there is something to do with compacted graphite in the iron alloy they used.
These videos are like murder mysteries. So much suspense, and at the end we find out who the culprit is.
Yeah, that's exactly how I think of them. I also like the gazillion different engine configurations, even on the same block. Good stuff.
reminds me of case closed LMFAO
Automotive archaeology
Hercule Poirot needs to tear an engine down.
True Engine Crime genre 😅
Thank you, Dean. I learned some things about this engine that I had previously been misinformed about. I appreciate your donation. Your sacrifice proves you an asset to your sphere of influence.
Same!
Let's get something straight. The engineers over at Ford don't give a damn about the customers, or they would not Be building the engines that they do. why would anyone think that it’s a good idea to put an undersized engine over boosted in a large vehicle and then claim it can do work and be reliable and last to 250,000 300,000 -miles ? There's so many men that are clueless Wouldn't the opposite be true that if it was a smaller engine, that it would have to be built even MORE Beefy, to do the same work that a larger engine would? simple math people Or should I say Ford fans .The one thing that you should take away from it is? How many engines has Ford built gasoline diesel that have ridiculously high failure rates in the last 25 years? the 6.0 L diesel the 6.4 L diesel those two almost bankrupted Ford the V10 that RV builders trusted, using it in their platforms, and paid dearly over the years. with the aluminum head that has three threads that hold in the spark plugs the TRITON 3 valve V-8 with the exact same problem not to mention both engines had undersize timing chains that had to be swapped out around 100,000 miles + oil pumps have always been a problem on every Ford engine. You cannot drive a Ford Up to 200,000 miles with the same oil pump because of their failure rate, the truth is Ford has built four gasoline engines + two diesels that were all garbage, and did I mention those if you own a Ford You will be replacing expensive parts long before any. GM or Dodge engine.and you'll pay big bucks to 200,000 that’s a fact. If you see a Ford for sale that's approaching 200,000 miles, and it hasn't had major engine work, it's going to be you doing it. That's why you see them. FOR SALE after 150K People who drive fords know you've got to get rid of them. after a 150,000 miles. If you want a comparison, just look around at how many jeeps. dodge trucks of every year. and Durango's not to mention everything else. Dodge builds that are all still on the road, and there are multiple models of Ford that have been built and are dead off of the road in the last 15 years.
@@AmericanSurvival001As a previous Chevy only fan, I've now owned a 2015 2.7 F150 & now a 2018 2.7 F150. My 2015 2.7 was EXTREMELY reliable. I tow a 16ft trailer for a living with a load usually between 1000lbs - 3000lbs plus roughly 2000lbs trailer weight. My 2015 had around 230k on it when I traded it in. I had 0 issues. I mean 0. Those are 95% loaded miles. My 2018 just cracked 150k. Again, 95% are loaded miles. I still have 0 issues & still avg 19miles per gallon loaded(21mpg brand new). I'm not a fan of the 10speed that both Ford & Chevy now use. & even with port injection added in 2018, it's still good to keep the carbon deposits to a minimum by running a good cleaner with PEA like gumout every 15k. That's why ppl are replacing spark plugs & injectors earlier than they should have to because of carbon build up. Other than that additional maintenance, using 89 octane does help keep her clean. Because it's a twin turbo, you're able to keep the revs much lower while producing more power than a non turbo v8 at the same rpm. That's something I think you're forgetting when thinking about reliability. Especially when towing. So with all due respect, as someone who works his truck daily, as far as the 2.7ecoboost is concerned, I completely disagree with your opinion on it's reliability. I'm not a Ford "fan". I'm not a fan of any truck manufacturer. I'm a fan of reliability. I'm not sure why you're against Ford so much. Especially if all you have is an opinion without any data from actual drivers.
@AmericanSurvival001 it can last that long easy if it's properly maintained unlike most of them. They have tiny turbos on them so they aren't flowing that much boost is just a measure of restriction.
@NewEraMusic972 the 1.6 ecoboost in my 2016 fiesta st has been dead reliable it's at 120k miles. Not only that it's been modified making more than 50-60% it's original hp with bolt on mods since 40-50k and was tunes at 2800 miles and I've beat on it plenty. I also properly maintain it and I wouldn't hesitate to drive it coast to coast if I wanted to. The biggest issue is lack of maintenence or proper maintenence on them. It's important on any vehicle but even more so on a high compression, direct injected turbo vehicle the oil lubricates the turbo(s) too this makes it even more important than usual yet so many neglect proper maintenence.
If it brings anyone some comfort, I have 180,000 on a 2018 on a 2WD XL work truck with the 2.7 and zero problems so far. I’m always amazed by the combination of power and economy of this little V6. I admit though I DO NOT LIKE a rubber belt in oil, and that’s always in my mind when I’m far from home…. I’m always thinking “will today be the day?” Great video and kudos to the engine donor.
I agree ..I feel like the "failure" on this engine was due to running it low on oil from what he told in the beginning.
I am interested to know if the intake valves had excess carbon deposits. I assume this engine variant only had direct fuel injection with no port injection.
@brentback983 What Eric was looking for was the reason for the 5 qt dump out the dipstick. Found no apparent fault in rings. Leaves failure of waster gate controls or failure of crankcase ventilation system. At highway speeds, the loss of oil and bearing damage happened in seconds. Driver had no chance at all.
@@josephbrabenderiii2049 But he had no previous issues until the oil loss issue. I don't disagree with you but I feel there is more to this failure.
I think gear driven is the future then huh? Wouldnt that even outlast a chain?
I remember in 2017 if one came into the dealer complaining of the oil light coming on. We had to follow a tsb and if it had oil. We replaced the engine. Never figured out why they had us do that. All I was told is cause they wanted so many of them to tear apart to see why they were doing it. If it was mechanical or electrical. I did 3 of them.
I wonder how many Ford teardown specialists got engines with FRAM oil filters on them and went 'what the fuck why is this even here'.
@@TestECull nothing wrong with a frame filter nowadays (back in the day it was the orange can of death). I don't use them. But testing results show they do they job. They just tear them down. They read the comments in the paperwork from the technician notes and proceed tomorrow it down.
47:09 that's the discoloration from the inductive heating of the rod ends for the piston pin press operation.
You can clearly see it has circlip pin retainers and full floating pins. Something else going on there.
@@johnnicol8598 You are correct! I wonder if the discoloration is heat treating of the rod end to harden the surface as a bushingless bearing for the pin.
@@Erichhh Possibly. It's a Ford. They tend to take something that's been used and developed for 100 years and then redo it for no reason in spectacular fail mode. Like -cough- spark plugs -cough-
@@johnnicol8598agreed, it’s definitely circlip pin, is it possible the discoloration has something to do with the cracked/broken big end of the rod?
@@martindworak I really don't know. I was thinking some manner of heat treat, but that doesn't make sense either. You wouldn't heat treat 1/2 of it. You'd fill a rack with them and roll the whole thing into a big industrial oven / furnace.
I know in my case it’s anecdotal but my Dad bought a new F150 king ranch in 2013 and everyone told him to get the 5.0 over the ecoboost. He’s nearly 70 and always babied it, changed the oil at 3-4k miles, etc. and it blew up right under 100k miles. They tore it down and found 4 cracked pistons. On the other hand I’ve seen multiple 3.5 ecoboost with 300k, 400k, and a few with over 500k. Who would have thought that would be the most reliable engine
It's a turbo engine for a truck with a 12,500lb tow rating that can run on 87 octane fuel. They had to overengineer
the hell out of it.
The 2.7L has proven to be a very reliable engine. Minus the minor oil pan issue on the first gen they have been very reliable.
Please can someone help with the location of the engine number for 2015 f150 2.7l engine
If that were true, I would not know two people. who've both had ecoboost engines fail What are the odds of that? And yet I don't know. Two other people that own any other vehicles that have had similar failures or failures of the same brand just Ford's just Ecoboosts. Well, I guess I left out 20. years ago, when I had friends who owned six point leaders and 6.4 liters that failed. all before 100,000 miles. Yet after the warranty and they were expensive engines to repair. They drive Cummins now . I could go on with many other engines for his belt that are garbage. There's only so much space here.Your day's coming.
Lol my day is coming?
@@yankeefarmer6915 $$$$$ Day is coming. and you'll wish you to solve the vehicle before the dead. because it's expensive. No matter which way you go. or you end up with a truck worth $10,000 sitting in your driveway without an engine. and you can't get anything. out of that on a trade in.. I just had a friend get rid of his 2017. He's around 100,000 miles. And he knows there's a only a 50% chance. he makes it to 200,000. Miles without seven thousand dollar repair And we're just talking about the transmission..
Not. My turbos blew at 20k miles.
Your spare bolt collection must be legendary
I have one of these in my work truck and I love the way it drives. I was really hoping you were going to show the back of the intake valves to see how well the dual injection actually works.
I have a 2016 gen 1 2.7 ecoboost and it’s been an awesome engine and pickup. 162k miles with zero issues. It’s probably 10 to 15% dirt road miles as well. Really impressive pickup and motor
Edit: up to 175k miles. Replaced a wheel bearing. Motor still runs great 👍🏻
Yeah, who would have thought. My Dads 2013 king ranch 5.0 blew up at just under 100k and it was absolutely babied with extensive maintenance
@@RobertSmith-le8wpwhat was the culprit?
cam phasers>?@@RobertSmith-le8wp
@@timschmidt3784 hitting a power pole at 50 mph!🙄
have you done timing? (just purchased 23' 2.7)
It is always fun to see components that you designed to be shown on a youtube video. Not a major component, but I did the high-pressure fuel lines for this engine.
Thanks for helping on this engine. You've made a lot of people very happy with a good product you helped make.
Man, this was a great get and thanks to the community for offering it up.
I had a 2019 F150 with the 2.7EB as a company vehicle and the engine lunched itself at 4500 miles. Not 145000, not 45000, exactly 4500 miles. The oil pump drive belt had broken and it seized on the side of the FL Turnpike. Replaced under warranty and it was trouble free for the next 40k, but I was always a little iffy on it.
Always a bad one
I have a 2017 F 150 2.7 Eco, 2WD Crew Cab, had it since I bought it new. I've made some mods to it, K & N cold air intake and Borla exhaust, and that's it performance wise. At 73K miles I changed plugs, oil/filter, changed oil pan to sturdier aftermarket one, drain/refill tranny and new pan gasket, drain/flush/ coolant, drain / replace brake fluid, and new serpentine belt. I also change oil/filter every 5K miles or 6 months, whichever comes first. Ford's service guide says most of these maintenance jobs to be done at 100,000 miles but I felt earlier was better preventative action. Nice to see the inner workings of this copy of the 6.7 diesel block in miniature form. I get 30 plus mpg in town, about 24/25 on the highway. It's the finest engine/vehicle I've ever owned performance wise, and I'm 67 so I've had a lot to compare it with. Thanks to all concerned for making this vid possible. In answer to your question on being in a pinch for oil, some oil is better than no oil, so top it off even if it's different than what you normally put in it, and then change the oil/filter at your earliest opportunity.
Whatching the teardown now. I have a 1st Gen 2.7 that failed at 264k miles mostly due to my neglect. I have it on a stand in my garage. The 1st gen engines are also harder to find at a good price. My 49k mile replacement unit was $4200. I may make a tear down video too.
its pretty funny that ford went so overkill with the internals then surrounded the internals with a plastic oil pan and submurged rubber oil pump belt
Plastic valve covers. Its a joke
@@TheAnnoyingBoss I was too distracted by the plastic _intake??_
@@joez.2794 Plastic intake manifold is universal these days, you will not find an aluminum one anymore. Plastic intakes are not only cheaper, they stay cooler (so cooler intake charge), and are easier to manufacture into complex shapes for things like variable intake runners.
@@TheAnnoyingBoss Plastic valve covers are completely fine...
MANY vehicles have used them for YEARS now without issues.
@mrvwbug4423 The only issue with plastic intakes, is that they SHATTER into a thousand pieces when you have a nasty nitrous backfire... 🤣
We have (6) 2.7 supercab longbeds in the fleet. (1) motor fail @ 220K and was a cheap easy swap. Others without issues with the highest 2018 at 310K. Our trucks are loaded and worked hard. Good trucks and happy with the 2.7
Wow, that’s great to hear! Now I feel better about my 2018…. For a minute there I was getting chest pains after reading all the negative comments about the oil pump belt!
@daves485 my 2.7 has 220000 miles and is doing great, most reliable I've owned.
@@danielmoeller8457 yes! Mine runs so smooth, feels like as much power as my Silverado with a vortec 350, my wife and I tow our 1965 Chevelle with a uhaul trailer with our f150 2.7 no issues. We really love our truck but was kinda bummed out after seeing the comments.
Thanks Daniel, you’re comment is greatly appreciated!
Thank you for taking the time to share all this information with us. Very interesting to see how the engine is constructed. The last engine that I disassembled was from a nineteen sixty seven chrysler three eighty three big block engine. Wow! Things have gotten much more complicated! Thank you again.
I own a 2019 F150 with the 2.7. Cool to see the tear down and learned a few things about it. Great video!
I think those are the saddest sounding headbolts you had to date
I thought he was using sound effects at first. Good haunted house sounds.
My thought too when I heard the first one!
They've been waiting to let out their sorrow since date of manufacture.
@@MattExzyit's a bit like the magic smoke in electronics
2.7 was the alternative choice when buying my 21 F150. I got a 5.0. Love it.
You chose wisely.
Same here!
You're a male!!
The oil eater? 😆. I’m joking
@@JAMESWUERTELESalty cracker🎉 army
I have a 2011 F150 with the 3.5 Ecoboost that right around 40,000 miles self destructed. The report from the dealer mentioned a broken dipstick, a hole in the driver's side of the block, and the oil being full of metal. I can't say for sure, as I had just purchased the truck used, but service records seem to indicate it was well taken care of. The dealer did not tear it down and wouldn't speculate on a cause. Luckily, it was under warranty and I got a brand new long block and 2 new turbos for a $100 deductible. The total invoice was over $16k. I hoping the new one lasts!
To everyone here stressing out about the cracked pump belt, it isn't rubber but a kevlar compound according to Ford. Use the correct 5w30 blended and change it at nmt 5k and sleep well. That belt fried in the catastrophic event I'd bet.
Best head bolt sounds ever.
The little whine at the end makes it a cut above the rest.
My dogs were tilting thier heads back and forth when it was happening lol
Thanks for
Donating one for the team Dean. I enjoyed every minute of it.
Me also. I would like to know if they modified the transverse mounted 2.7s when they modified the longitudinal engines? Thanks everyone!
My 2.7 has been incredible. 2016 F150 with 110K so far. Thanks for the video!
110K isn't nearly enough to call anything incredible...
@@HenrySomeone for an american car it is lmao
@@HenrySomeone sure it is. Only poor people drive junk road hazards with hundreds of thousands of miles.
@@mr.monitor. Are you for real? I know people who rack more than that in 2 years! 200k is the minimum to call something reliable, never mind incredible.
@@HenrySomeone nope. You can drive a rig for 5 minutes and call it incredible if it is.
Thank you for taking the time and effort and having the patience to share your experience with us on this engine. I am not a fan of turbo charged, high pressure engine designs. I know the big benefit is more power but I believe that comes with the cost of having components fail faster which can cause collateral damage to other parts of the engine.
Great video! Would also love to see a 2.3 Ecoboost out of a Ranger/Explorer/etc as well!
Me too I been looking for the 2.3 ecoboost explorer
2.3 ecoboost mustang
I really look forward to Saturday Night (and occasionally Wednesday) for engine teardowns. Come for the content, stay for the carnage!
The carnage is the content.
Dude, keep up the good work! I don't have anything to do with the Ford 2.7t but that breakdown applies to any motor failure and I totally enjoyed and learned from it!
I have a 2017 F-150 2.7 with 224,708 miles and it runs like it has 50K miles on it . . strong with no compression loss I'm going to run it till it gives up then rebuild or put a new one in this is the best engine I have ever had in any of my trucks and I actually use my truck hauling heavy loads in the bed from time to time and the rear of the cab is full of tools . . Knock On Wood! ✊
I have a 16 4x4 with around 78k on it. Runs like a top, love the performance
Good to know I just bought a 2018 with 80000 miles I picked the 2.7 over the 3.5 because of all the 3.5 problems glad to see some guys out there with some real mileage on the 2.7
Good to know my wife's 2017 has 160,000 on it and it runs well.
I have a 2.7 ecoboost f-150 and it has been a great truck. Love the 2nd gen 2.7.
The fact that you were having a hard time finding one of these 2.7 ecoboost engines that had failed is a testament to their reliability. With regards to the loss of oil, it's entirely possible the owner didn't seat the dipstick all the way down when he checked his oil level and the crankcase pressure was just enough to push it out. Great video!
Came here to say this, but you beat me to it. These engines have been deployed in droves in the best-selling vehicle on the planet and other Ford vehicles. It should have been easy to get one.
Well, I don't know about that. Cores are pretty valuable these days. Bought an engine from Ford last year and they (Fred Jones I think) said that as soon as hey had a good core they would build it for me, and that was a super common 5.4 3 valve. The core price was out of this world too. They REALLY want them back.
@@growlith6969 You just proved my point. Even Ford is having a hard time finding cores to rebuild. Thus, the high premium they are willing to pay to get one.
My 21 2.7 oil pup belt failed at 39,000 Miles. Oil changed every 6,000 miles with Mobil One extended performance.
@@ntosdadnever go beyond 5000 mi oil changes
You have a fantastic setup for a TH-cam channel, Great Job. I took 4 years of auto shop in high school, and I’m 69 years old now, and this brings back memories. “Thank You Very Much” ⭐️⭐️⭐️⭐️⭐️
God those head bolts sounded like a door opening in a haunted house !
I have the TT 2.7L in my 2022 Edge ST. Great car. Really peppy fitted to the 7speed transmission it's pretty fun. Looking at Consumer Reports before buying CR said out of 3.5 million complaints, most complaints weren't noted until the 175k mile mark. Most problems were not major. Overall, CR rated the 2018-2023 very reliable.
Thank you for a great video. It’s obvious how much time is involved, including editing. I grew up in a wrecking yard, I love some of your references!
You make me feel better about our 2021 2.7 Bronco
These videos are a great intro to any engine family. I know you're not doing these videos for charity or anything, but they really are appreciated.
It is actually an enormous mystery why I always watch these videos every week. And yet, here I am again watching it for 53 minutes.❤
NO SHIT.
we're all mad
Great video as always. The whole family waits for your weekly Saturday video. We would love to see a 2.0L 4-cylinder diesel engine out of a Chevy Cruze
I actually mentioned that couple months ago I had a 2014 chevy cruze diesel 2.0l fully deleted ran great had 150k miles before I sold it also it got 50mpg and I'm not easy on vehicles honestly I feel they great little diesels
@@blessedman3253 they are great cars! Ours is a 2014 as well. Not deleted sadly 😕, but would love to get it deleted. We have about 183,00 on the car now and still runs amazing.
The cruze with 1.7 diesel is goddamn reliable designed by isuzu. Easy 500tkm
@@Tsimi1234 that motor never came stateside, the US only got the 2.0L diesel for a few model years, it went away with the 2016 redesign. Otherwise the US only got the rather meh 1.8L Opel 4 banger (scaled down Ecotec) and the POS 1.4L turbo.
My F150 2.7 has 165k miles on it, haven't had any issues with it unless I go over on the oil change cycles, then it isn't happy, get an oil change and it's back to 100%. I love my 2.7. I also don't do ANY towing at all. I treat it like a commuter car.
A wise man once told me it’s easier to take something apart when you don’t intend to put it back together again. Love Old Blue, Love the water pump toss. Used to go to the destruction derby to see things automotive reduced to their elements, now I can watch ‘I Do Cars’. Thanks.
your channel is essential for me to know how i hate new tecnologie
I own a gen 1 2.7 on my f150 with about 80k miles and havent had a single problem with it. That being said, i am also a ford tech and have rarely seen any major failures with them. Ive only seen 1 in our shop have a major failure which was an early production 2021 bronco that dropped a valve. That problem was due to ford using a cheap supplier in that production range and problem has been resolved since. See plenty of 2.7s with 150k+ that come in and all they need is routine maintenance.
Yeah our work trucks have the same engine and I don't know of any failures with any of them and they are not babied at all.
Was this failure a start/stop oil starvation failure? Just curious.
@@JAMESWUERTELE It could have, but probably not with only 100k miles on it and teflon coated bearings. Although there is a blue smoke on cold-start/oil consumption tsb for the 2.7 that entails replacing the left oil feed line for the lh turbo. it could be very likely that this engine was affected by that tsb & the truck was never brought in to resolve the issue, which ultimately caused the engine to be low on oil and spin bearings
I had a 2016 F-150 with a 2.7 with close to 200K miles and never had a problem with the engine, still had plenty of power and wasn't making any noises except for the drivers side wastegate was starting to rattle which I guess wasn't too bad considering the miles but I didn't want to mess with that so I traded it in.
New to engine breakdowns, But I must say I liked it. Please do more! I'll be watching.
Love your tear downs, very informative. I can see you put just as much time in at editing as you do filming. Looking at the new 2024 Ford Ranger with the 2.7 Ecoboost, I have my concerns. Keep up the great videos and a big thanks to Dean!
I was, too. Now I'm looking at paying thousands more for a '24 Tacoma 😂
I would have liked to see the condition of the PCV valve. If it was stuck closed, maybe that caused high crankcase pressure, which caused the dipstick to be ejected, loss of oil, then eventually loss of oil pressure due to low oil level in the sump.
That’s how I blew a Duratec. PCV valve got clogged and stuck, was running the engine very hard, crankcase pressure blew out a bunch of seals and gaskets. Got a misfire, which in hindsight was most likely due to the spark plug tubes being filled to the top with oil.
Didn’t get a low pressure light unfortunately, wanted to pull over to check why it was missing but the engine grenaded before I had a chance to pull over.
I agree -- the PCV valv one this engine could bear inspection.
It was probably over-boosted and shot the dipstick out from excessive boost. This is COMMON on turbo'd engines that see high boost levels, without a proper catch can installed
I'm pretty sure both the 2.7 and the 3.5 have had PCV revisions including new valve covers for issues on them. Theres a few bulletins from Ford on it.
@@davelowets With that amount of cylinder cross-hatching missing/worn away, id-Imagine the blow-by was massive, especially at high revs+boost and with the owner saying the engine-bay was plastered in oil, with much of the engine's oil gone, I wouldn't be surprised if there wasn't a split in a line or the block or maybe the exchanger.
That bottom end crank cage was a work of art! You could use that as some sort of 'Modern Art' sculpture and give it a pretentious title like "Restraint in the Name of Rotation". And I agree that that head bolt noise was an interesting one. A creaking door compared to the usual sound.
They are 1 time use stretch bolts
Really enjoyed this teardown. Having more experience with 70s & 80s Japanese engines I tore apart & rebuilt a plastic oil pan & rubber oil pump belt SCREAMS run away!
Comparison may have been made before but "I Do Cars" is "DIY Solar Powers'" doppelganger. Very similar styles when reviewing stuff. Love it. Like we are in on the discovery with you guys. Good work!
Leaking intake pressurizes the crankcase. Genius move!
Hell maybe that's what killed this engine.
Thank you, Dean, for supplying that engine. I have been waiting to see the insides of one since I have the Gen1 version in a 2017 Lincoln MKX. I LOVE how the car performs, especially when it is in Sport Mode and the turbos kick in.
It is too bad Ford didn’t take care of the plastic oil pan and made the stupid move to the wet belt when they went to the dual injection in Gen2 in 2018. I’m not looking forward to doing the walnut blasting service at ~ 60K, but it is probably cheaper than a wet belt service at the same mileage.
Otherwise, do frequent oil changes (sooner than the computer says) and it should go 150K or more without too much attention.
Sometimes I think manufacturers do crap like that just to keep their dealers’ shops full.
Foamcrusher, all you gotta do is take out the words "Sometimes I think...."
.. don't be so nice.
Wet bath kevlar timing belts with interference timing..holy crap man, quit defending these mfrs.
(Hint.. acronym not what you first might assume)
Why would you need a walnut service? That's the whole point of dual injection a la Ford or Toyota......direct injection with less gunk. That said, Ford's obsession with plastic oil pans on 2.7/5.0/10R80 though, can never be criticized enough.
@@nubbins70 Because he says he has the 1st gen, without the dual injection.
@@RickinICT gotcha, misread somehow
They very much do. Modern cars are disposable consumer goods meant more to generate recurrant revenue streams than anything else. Carmakers want these things in the shop as often as they can get away with and still retain customers, and they want customers replacing their car every 5-10 years like a good little consumer.
150k should be the bare minimum that the cheapest shitbox makes it to, not the 'I hope itt'l get there if I pamper it and walk on eggshells around it' mileage of a midrange luxury boat. For what you paid to buy that Lincoln you should have an engine that will last half a million miles while being beaten like a rented mule under the hood.
Just my two cents, but it's just simply not acceptable to sell engines this fragile.
Big fan of Ford Ecoboost engine and your channel from India 🇮🇳...🙌🙌👏👏
"Tensiona numba twoooo"
Not sure if you were channeling your inner Adam Sandler, but that's definitely what i heard!! lol
I think blue deserves a shout out... Blue has been with the channel from the start and has always been there when needed, ready to work rain or shine. Maybe it's time for Blue to get his own video, some back story of how you two met, the early years of working together, settling down into the working relationship you have now. Its obvious you guys go way back together, maybe it's time to tell the story.
I grew up in the carburetor era. I never thought engines would get so overcomplicated.
Look what they've done to diesels it's as though they are trying to make them less reliable. Not the hard parts, engine itself but all the sensors and emissions parts constantly throwing them into limp mode.
Yeah but my 1986 Ford F150 4x4 got 11 mpg when I baby it, and it ran the 1/4 mile in about 19 seconds. My 2019 F150 crew cab 2.7L 4x4 gets an 23 mpg on the freeway, and averages over 20 mpg while running the 1/4 mile in 14.5 seconds. With a simple tune, and running E50 fuel, you can gain 131 horsepower and 120 ft lbs of torque. If you told this to mechanics back during the carburetor days, they would have had you locked up in a mental institution.
@@Steven-gv1keand it will start on a cold rainy day, something that always caused trouble with my carbed autos.😊
@@Steven-gv1kedon't care, I'll take 11MPG and no power if the truck lasts me 40 years. None of these insanely overpriced small displacement plastic turbo trucks will be on the road in 20.
They'll be on the road, if they have a small fortune in preventive maintenance done. Mechanics will be happy to see 'em.
Hey Eric. First time watcher today. I really enjoyed your video. I loved my 2018 F-150 2.7 eco-boost. That truck had almost twice the power of my 1978 Z-28. I had so much fun in that truck. It would really get off the line in 4wd. I really wish that I hadn't have been looking at my phone & ran that red light & totaled it.
Keep up with the videos. I have subscribed & will be watching more.
Great videos.
Love your humor and I learn something new with every video. Thanks for what you do!
Kudos to Dean, the viewer who donated today's subject. The upper end looks like a brand new engine. He really seems to have taken good care of it right up until the end.
It didn't matter how good of care he took of this engine because it would have failed regardless. Thats my new philosophy towards maintenance at this point of my life. I'm probably wrong and ill probably die soon but maybe not?
I've never owned a diesel vehicle. Hell, I have a Honda CBR 1000 as my daily driver. I have never thought that diesels were a better option...
@@jeremydougherty What are you talking about? This video had nothing at all to do with a diesel engine
@@justins3810
Of course it does....he had the option to buy a diesel CBR1000.
(Something tells me he may have bailed a few too many times without his helmet)
Yeah. But Dean's not able to overcome bad engineering, which is. a result of greed and the desire to save money, which equals profit hence the word greed.
I want a "blue to the rescue" t-shirt!! Thanks Dean ❤️
What's that mean?
The comment about special oils for modern engines is a very good one. Having driven any number of European made vehicles that all require their own special oil concoction, I never go anywhere without at least a one spare quart of the proper oil. The days of throwing any old engineoil in the crankcase are pretty much gone regardless of where the engine is made.
Nice Job, and well narrated...also enjoy the humor! I just subscribed. Since I work at a Ford dealership in sales, it really helps to educate my customers and how to make their engines last longer. Thanks!!!
Speaking of a 2.7 liter engine, I’m still hoping for an episode starring the dreaded Chrysler 2.7 liter v6. Bring on the sludge maker!
Yeah this! And a big bandsaw to cut the block up to check out those passages!
Love seeing this on the channel! I always wondered what one of these Ford 2.7s looked like inside. Would love to see an older buick engine torn down like a 3800 series 2, or even a 3100/3.1 from a century. Both eat intake gaskets and can overheat, and the 3100 is known for cold piston slap that goes away when warm. Otherwise they're pretty reliable, especially the 3800. Thanks Eric!!
If someone wanted to come get my 98 Bonneville off me in Texas and haul it up there, I have the perfect 3800. Has over 300k miles then developed a low end knock before making terrible noises and dying.
@@calebdean2440the Bonneville had the blower, right? That would make a great teardown.
@PresidentSkroob12345 This one is a just a standard 3800 series 2. However someone did swap in a series 3 aluminum intake and machined a pretty nifty adapter to make the original MAF sensor work
too reliable apparently, Eric can't seem to find one to tear down. I know Junkyard digs has some in Iowa, but thats still a ways from st louis
And the 3800 series II has a nasty habit of leaking thru the coolant passage in the plastic intake manifold, emptying the cooling system out the tailpipe and trashing the engine.
Thanks for this detailed 2018 2.7 tear down
Awesome breakdown. The first modern engine teardown I've seen. Glad I don't have to service these.
I have owned Gen 1 & 2 versions of the 2.7 ecoboost. Great motors.
I wait for these shows every Saturday! Thanks!
Thank you. Extremely educational. I have a 2017 Expedition dual turbos. I am really leery of these units. You have justified why I have these feelings. Rubber belts internally? Never! Doomed to fail. I am going to try Amsoil and pray for the best. I always try to change oil @ 4000 miles. Again thank you for your channel. Keep going please.
Thank you so much for this tear down and the donation by Dean. It is concerning how much metal pieces and shavings are in this engine, which I think was heavily contributed by the adding of 5 quarts and further driving after the initial failure. I am not a fan of the wet belt and it is a major cost to replace. I just bought this engine in my new bronco, so this was hugely informative. For all your viewers, it is a good idea to do your first oil change after 500 miles on these turbo engines and then every 3000 miles or 5000 km intervals following. Also, I would like to share that my new Bronco's oil was overfilled by 250 ml from the factory and the coolant was low by 230 ml. Dealers do a terrible job of accepting and prepping vehicles, and Ford needs to up their QAQC game.
A rubber belt, bathed in oil. Good job Ford. Its amazing how these simplest of things is totally screwed up by manufacturers.
It's not a screw up. It's intentional. They did that because they know it's gonna pop these engines left right and center, and itt'l do it out of warranty pretty much right on time. Itt'l skullfuck resale value, too, who's gonna buy a used truck with an engine that could die at any second?
Yeah, I'm trying to wrap my head around this. If a chain is safe enough for the cams, why not the oil pump - plenty of engines use a chain on the pump. Weird. It has to be a self-destruct feature.
Seems to work. These engines don't fail.
@@marcharris4176 well here it is. spun main. That's junk.
I’ve had really good luck with the ecoboost engines. Nothing but routine maintenance.
The loft you got on that water pump was epic.
I have to say also. Those head bolts made the best sound I’ve ever heard !!
Thank you for the tear down! I actually own a 18 F150 with 2.7. Always wanted to see the guts. The main problem with these engines is lack of maintenance. The oil life inductor is actually factory set at 10,000 miles, which is way too long between oil changes. I always do mine at 50%, but many ppl go by what Ford says., Ford boss me has videos talking about this same issue.
I also have the same one you are spot on.
Yeah yeah lack of maintinance. Blame the customer for the clearly low quality engine. Im sure thatll convince them to buy more
@@TheAnnoyingBoss If you go 10k between oil changes, no engine will last, do not care who manufactures it. Low quality engine? Did you watch the teardown video? The castings on the block are incredibly thick, entire engine is designed for boosted application, nothing low quality about its design.
I started having misfire issues at 40k doing 5k oil change intervals with pennzoil platinum. Went to the dealership twice and an independent mechanic once, neither one could find anything wrong with the engine or diagnose the misfire. It would happen when the engine was at idle or low RPM, hot or cold didn't seem to make a difference, but it was only at idle. Independent mechanic suggested doing 3k oil change intervals and a flush once a year. I'm at 60k now and haven't had any issues since going to the 3k interval. Truck tows a landscaping trailer with about 4k lbs every day but Sunday, and a 200gal water tank in the bed which is used a few times a month. Love the engine otherwise, fastest truck I've ever owned when not towing and plenty of power down low even pulling up to its rated limit (7500lbs).
@@TheAnnoyingBoss 2.7 a low quality engine? You would be hard presed to find an engine with fewer complaints.
Great teardown Eric and thank you Dean for donating the engine..
Thank you for putting up this vid. Massive thanks to the supplier of the engine. We all learned a lot from this tear down. Cheers from Australia. 👍🏻👍🏻🔧🔧🔩🔩🎸
Am actually very impressed with the "beast" of a block that is. Well done Ford.
My only experience with the 2.7 was in a brand new rental F150 with 3000k. Rented in Salt Lake City and when I stopped the first time in Jackson Hole I found it was leaking oil badly. The rental company couldn’t, or should I say, wouldn’t pick it up as long as it was “drivable” so I continued to drive it the next 4 days around Yellowstone. 6 quarts and 5 days later I dropped it off at the airport in Montana and it was hemorrhaging oil from the center somewhere. The company reimbursed the price of the rental, the oil I bought and gave me a Ram for the next 6 days at no charge. They said it was 2nd 2.7 with a major leak in as many weeks. I really liked how light the front end felt, the handling was noticeably sportier than the Ram, but the Ram didn’t skip a beat for the next 1200 miles all the way to Glacier and back through Montana and Idaho. The Ecoboost motors give great power and torque, but I’m glad i have Tundra with a v8.
Right on man!!! Been waiting for this one. Bought a new ‘21 F150 with this engine 2 years ago. Love the little thing, it’s impressed me in every way. Still hard to believe the fuel economy I get out of the little thing in a full size pickup truck. I change my own oil and I too was blown away by the plastic oil pan.
I also learned from this video about the wet oil pump belt. Wasn’t aware of that component and I too am not a fan. Will certainly keep that on my radar.
I am curious how often the oil pump belt needs to be changed. Does your manual say anything about it?
I have a 2018 f150 with this engine. 60k miles on it. It’s good to know that it has a surprise wet belt
Otherwise been very satisfied with this engine! However, the replacement (with 4k miles) has gotten markedly better mileage.
@@swimmerman272Replacement?
I have a 2018 f150 same engine as well with 166k currently and never knew there was an oil pump belt. I assumed it was chain driven. I change the oil every 6k-8k with Valvoline full synthetic high mileage as I do all of our work trucks. This truck has been crazy reliable. Beside changing fluids and brakes, only thing I’ve had to replace was the water pump at 102k.
I used to be off Saturdays and wait excitedly for these videos to pop up. Now I work Saturdays and I can rely on about 30-60 minutes of relaxing time after work. Thank you.
From what I've read and recollect, the benefit of wet belts vs dry is lubrication and cooling. You also get reduced harmonics and noises don't resonate through the entire chain system.
I definitely can understand how they're so strong though, all that bracing/material and the extra girdle/plate whatever as well as the individual rod journals.
Ya those just sound like excuses to me for being cheap and to cause the buyer to spend $ on maintenance down the road. A chain could last the life of the motor.
It would be interesting to know how many miles between oil changes.
Thanks for sharing the teardown.
"Don't want to get sick." Well done sir, well done.
Sweet you finally got one! Great video! You are the first one on TH-cam or even the internet with a complete teardown video!
Great channel, glad I came across it! If you want to learn how engines work, and to improve their operation this is the bloody TH-cam channel to watch!
Knowing a Ford drivability mechanic, I was told one of the most important things on all of the EcoBoost engines is to change the oil regularly at 5000 mi. If followed, you'll have no issues with that engine.
Thank you, and thank you to Dean for donating the engine for my Saturday night entertainment.
Ford and a number of other companies are going to a tremendous amount of trouble to make an engine quiet when it
is simply not necessary. You want a quiet motor then use an electric motor with a very long extension cord. Consult
Wile E Coyote for a demonstration!
The truly funny thing is the quietest running engine I've ever heard was a flathead six in a 1954 Plymouth Savoy. That thing ran so quietly I could hear the oil rushing through its oil galleries, hear the points opening and closing, could hear the sparks jumping their gaps under the head. Even revved up all I could really hear was a soft hum from the engine itself and a hell of a lot of fan noise since the fan on those old cars is a direct drive off the water pump pulley. That's 85% of the noise their engines make.
It was absolutely stunning how SILENTLY that thing ran. Could. Not. Hear. The. Fire. Had a little valve noise when it was cold but once it warmed up even that went away. Typical for a solid tappet engine like that.
Zero sound deadening plastic in play, either. Didn't need it. Even when I drove the car I could not hear the engine very much at all. It was as quiet as any modern car yet it had none of the quietening features modern cars do.
Also drove a 49 Hudson with a flathead six that was similarly whisper quiet, and the 300 six in my 85 F150 isn't far removed though it has a constant valve clatter like all 300s do.
Frankly, that Plymouth and that Hudson were too quiet. I like to hear my engines. My 300 doesn't have that problem since the muffler rotted off the truck 15 years ago; I just curved it out behind the cat and dumped it behind the pass door she sings loud and proud under load.
I seem to recall he first gen 2.7 eco having many teething issues. One of which was the oil pan being warped form normal engine heat, then there was the bottom skirt that if it was tightened wrong would twist slightly but enough to let oil just flow out like a waterfall.
After that was something about waterpump sealing, impellers that would easily cause cavitation, though the fix for that was nuts. Basically tap the corner of the impeller vains to turn slightly flatter. Once those issues were dealt with, many o the major issues went away and reliability went up. Curiously though I believe one of the recommendations was the oil change interval went from 5k miles to 4200.
2.7 guy here… enjoyed your video. Good information to remember and think about.
Huge thank you, Dean.
Maybe I need to think more before I theorize about how this engine failure originated...
That has to be the longest teardown ive seen and more complicated than a 2000 piece puzzle but well worth it but just shows how important oil and pressure are in any engine even a somewhat clean one.thanks for the demolition.
I would love to see a tear down of a chevy 2.7 turbo ! Love your videos. I always learn something.
I'm putting a 3.5 ecoboost in a f150 2014 next week. Timing chain let go.
Low oil pressure is not uncommon on these. Ford put a oil switch not an oil pressure sensor. So your "gauge" isn't, it just goes to a spot middleish if you have over 20 psi pressure. Due to the timing systems in these the oil is care is super important. I got 178k on my 5.0 no issues yet. But I've done plenty of phasers and timing sets on all the f150 engines at 100kish. Change your oil every 3k and use only full synthetic.
The 2.7 is a special unit that has heavy oil consumption. The turbo drain leaks oil into the drive turbo, smokes at start. Also see lots of turbo seals getting real bad at 100kish and they can blow enough into the engine to run it dry in under 5k so check level every fill up.