[9] Some of the costs of US development and production were assisted by the $5.9 billion Advanced Technology Vehicles Manufacturing Loan Program of the Department of Energy.

Ford expected over 90% of its global vehicle lineup (includes North America) to offer EcoBoost engine technology by 2013.

[18] In 2015, a South African man died after becoming trapped in his Ford Kuga after its 1.6-litre EcoBoost engine burst into flames.

A new dual-mass flywheel and a vibration-damping clutch disc (in manual-transmission vehicles) help neutralise engine oscillations when running on two cylinders.

Further developments introduced include a more comprehensive ‘start-stop’ functionality, which was previously available but did not cut the engine off until the vehicle was completely stopped.

[29] This is a decontented version of the 1.0L Ecoboost Fox engine intended to provide a more affordable powertrain option.

It shares most components with the Fox including the block, oil bathed timing belt, valvetrain, and ECU, but is port injected, lacks cylinder deactivation, and is naturally aspirated; as a result, its compression ratio is raised to 12.0:1.

[31] The engine is based on an expansion of the 1.0 EcoBoost, taking the capacity per cylinder up to 500cc which Ford consider is likely to be the maximum for optimum thermal efficiency.

The 1.5 L EcoBoost adds new technology compared to the 1.6 L on which it is based, including an integrated exhaust manifold and a computer-controlled water pump clutch to decrease warm up time.

[37][38] Type-turbocharged, direct gasoline-injected inline four-cylinder engine with twin independent variable-camshaft timing Displacement-1,596 cc (1.6 L; 97 cu in) Turbocharged, direct gasoline-injected inline four-cylinder engine with twin independent variable-camshaft timing Displacement 1,596 cc (1.6 L; 97.4 cu in) Bore 79.0 mm (3.11 in) Stroke 81.4 mm (3.20 in) Compression ratio 10.0:1 Valve gear DOHC with four valves per cylinder, twin independent variable-cam timing Cylinder head Cast aluminium Cylinder block Cast aluminium Camshaft drive Timing belt with dynamic tensioner Crankshaft Cast iron, four counterweights, five main bearings Engine management Bosch MED17 with CAN-Bus and individual cylinder knock control Fuel injection High-pressure direct fuel injection with six-hole injectors Emission control Close-coupled three-way catalyst system with heated oxygen sensors and catalyst monitor sensors after catalyst Emission level Euro Stage 5 Turbocharger Borg Warner KP39 low-inertia turbo Lubrication system Pressure-fed lubrication system with variable-displacement pump and full-flow oil filter System capacity with filter 4.1 L (4.3 US qt) 120 PS (88 kW; 118 hp) 150 PS (110 kW; 148 hp) 160 PS (118 kW; 158 hp) 180 PS (132 kW; 178 hp) 185 PS (136 kW; 182 hp) 200 PS (147 kW; 197 hp) A 2.0 L version was first seen in the 2008 Ford Explorer America concept.

It is the first EcoBoost engine to include twin independent variable cam timing (Ti-VCT), with advertised 10–20% better fuel economy while maintaining the performance of 3.0 L V6s.

It should not be confused with the Mazda 2.3 DISI Turbo, which also features direct injection along with turbocharging, but shares little else aside from the same engine block.

Type- turbocharged, direct gasoline-injected inline four-cylinder engine with Ti-VCT Displacement-1,999 cc (2 L; 122 cu in) Turbocharged, direct gasoline-injected inline four-cylinder engine with Ti-VCT Displacement 1,999 cc (2 L; 122 cu in) Bore 87.5 mm (3.4 in) Stroke 83.1 mm (3.3 in) Compression ratio 9.3:1 Valve gear DOHC with four valves per cylinder, Ti-VCT Cylinder head DOHC Gravity die-cast aluminum alloy with sintered valve guides and seats Cylinder block High-pressure die-cast aluminum alloy with bed plate Camshaft drive Single chain Crankshaft Cast iron with 47 mm diameter crankpins, eight counterweights, five 52 mm diameter main bearings and damped front pulley Engine management Bosch MED17 with CAN-Bus and individual knock control Fuel injection High-pressure fuel direct injection with 7-hole injectors Emission control Close-coupled three-way catalyst system with heated oxygen sensors and catalyst monitor sensors after catalyst Emission level Euro Stage 5 Turbocharger Borg Warner K03 low-inertia integrated turbo system Lubrication system Wet-Sump System capacity with filter 5.7Qt Although not listed, some 2.0 EcoBoost engines have a different block design including alternate weaker deck design and cooling ports missing.

[52] It features a higher compression ratio than its predecessor (10.1:1 vs 9.3:1), with the exception of the Maverick,[53] along with a twin-scroll turbocharger and fuel and oil systems upgrades, as well as a redesigned block and cylinder head.

It now features the Modular Power Cylinder (MPC) architecture, which involves upgrades such as port injection alongside the existing direct injection, a smaller twin-scroll turbocharger with an electronic wastegate, internal exhaust gas recirculation piping, and an integrated airbox in longitudinal applications.

Ford also states that the new engine will bring 300 jobs to Allen County, Ohio,[75] but transfers from other plants make the actual number hard to pin down.

[76] 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 also has reduced internal friction to improve power and fuel economy, and new exhaust gas recirculation system.

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 belt-driven oil pump that is electronically controlled to modulate oil flow to further reduce parasitic losses.

[83] 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.

[84] When the same prototype engine reappeared in the Lincoln MKT concept in 2008 North American International Auto Show, the name was changed to EcoBoost.

[86] 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 2.72 MPa (395 psi) (27 bar), which translates to roughly 750 newton-metres (553 lb⋅ft) of torque and 316 horsepower (236 kW) at 3000 rpm (flat torque curve from 1500–3000 rpm).

[87] 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.

[96] The most prominent change compared to the first generation is the addition of port fuel injection, while retaining the direct injectors.

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 2.5–16 psi (0.17–1.10 bar) higher boost.

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 camshaft VCT (phaser) design was changed to improve reliability and reduce the development of an engine start-up tapping/rattling noise over time.

[97] 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.

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.