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Coolant issues with the EcoBoost engines

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    I read an article on Ford Authority about coolant issues with the EcoBoost engines. Is Ford doing anything to correct the problem? I currently own two vehicles with the 4 cylinder EcoBoost engine


    I currently have vehicle in for repair with this issue. I read about a class action. Does anyone know anything new?


    Read those also, and bought my wife a 2022 Escape before learning about that! Hoping they have fixed that mess in the engine block. 6,000 miles so far, no problems at all

    steve nugent

    Does anyone know about the class action for this issue ?
    I had to put a new engine in my Edge !


    The failures are due to hot spots in the top of the block that lead to head gasket failure and coolant entering (often) #3 cylinder. On Youtube Ford Tech Makuloco discusses the EcoBoost coolant issue extensively in one video. You can Google it and watch. The early EB’s had an issue with cylinder cooling passages in the block between #2 and 3 cylinder. Basically the outer bores (#1 and 4) are surrounded on 3 sides with coolant jacket passage while 2 and 3 only have coolant jacket on the front and rear of the bores. This leads to hot spots in the top the block from engine operation but it’s inherent in all in line engines. The EB is aluminum block and head though, so heat transfer and resiliance is an issue (where it wasn’t on older cast iron block and head straight 4 and 6 designs). On the EcoBoost line from 13-16, Ford used a slot at the top of the divider between these bores (1-2, 2-3 and 3-4) cast into the top of the block but the passage get blocked over time by coolant degredation and or debris leading to a hot spot and point failure of the head gasket (again, often at #3 cylinder.) The design was apparently changed by engineers for the 2017 MY so 17-20 MY vehicles may be less prone to the issue. The alteration involved using diagonally drilled holes in the dividers between cylinders (#2 and 3) which increases coolant flow and eliminates the hot spots that lead to head warping, head gasket failure and coolant loss.
    Ironically while the EcoBoost family is based loosely on the previous inline Duratec family of non turbo engines, few of them showed this flaw meaning Ford for some reason went with this slot idea over drilled passages when the conversion to the EcoBoost family was made around 2011. Ostensibly it might have been a cost saving measure (a slot in the top of the block between cylinders is likely cheaper to machine than drilling diagonal holes in every block) so the bean counters likely struck a blow here and messed up what was a pretty good product. Ford Tech Makuloco in his video notes this happens on higher mileage EB mills somewhere around the 70-100k range and if it gets catastrophic the engine is a goner. The advice it to watch coolant vigilantly and if the motor starts gulping it and you get misfire codes on the OBD it’s probably bad news. My wifes 16 Fusion has the 1.5 EB. I love the car. But at almost 70k, thinking it’s time to trade it out lest the motor goes in the next 20k miles due to this condition. One word of advice would be to drain and flush the cooling system earlier than the owners manual says (I think the service is at 90K) and try to remove anything floating around in there that may block these slots. And always use the Ford spec coolant because it has the right chemistry and additives for the alloys in these engines.


    We bought a 2018 Ford Edge Titanium in January 2023 from a KIA dealership in Clarksville Indiana. I wish I had researched the Ecoboost 2.0 engine first. If I had we would not have made this purchase. We have been getting Check Engine Light (CEL) lighting up frequently and the vehicle is now consuming coolant. It’s probably the beginning of the end for this motor. We can only hope the 3rd party extended warranty we also purchased will pay for the inevitable engine replacement. So far, we replaced the sparkplugs and one of the ignition coild on cylinder #4. My OBD-II indicates misfires on cylinder #4, code p0304 which is unusual because this issue usually involves cylinders #3 and #4.

    It is unconscionable that Ford has refused to do a recall for what is clearly a manufacturing defect. At the very least, Ford should do for Ecoboost 2.0 owners what they have done for Ecoboost 1.5 owners. I read a lady’s post online whose 1.5 engine was replaced and 95,000 miles. Apparently, people have to die from crashes and/or engine fires before they step up. If you are shopping for a car, avoid the Ecoboost 2.0 engine on all vehicles prior to 2021…


    I found a video on YouTube under “Ford 2.0L Ecoboost Engine Misfire and Coolant Consumption Issue Fix!” The video outlines the issues involved and the required repair.) Depending on the model and the year, the 4 cylinder Ecoboost engines have an issue with coolant intrusion into the cylinder(s). This is covered in detail in Ford’s TSB (Technical Service Bulletin) #22-2229.

    Our vehicle is a 2018 Edge Titanium AWD. Our coolant consumption continues requiring frequent topoffs. No visible leaks, so it’s going somewhere. The coolant intrusion is causing misfires on one cylinder (which cylinder is involved can vary.) My understanding is that if the cooling system test is good – no leaks and coolant is found in the cylinder, the engine must be replaced per Ford’s TSB which indicates a long block replacement to fix the issue.


    I was told that there is a class action lawsuit. It is in California. If you are a California resident you may be able to particpate in the class action. The lawfirm is Capstone Law APC. That’s all I know at this point…

    I live in Indiana so I am unable to particpate. They said to keep all repair receipts. There is always the possibility that the class action could go national, but when? Who knows?


    You should be okay with a 2022 Ecoboost 2.0L. I understand they changed the faulty design around 2020.


    Hot spots between cylinders because of siamesed cylinders that block coolant from circulating around the whole cylinder has been known forever. I just don’t know why they make all engine like this today, 4 cylinder, V-6 and V-8. I don’t know any manufacturer that doesn’t do this today. The added pressure in the cylinder from turbo-charging must be pushing the engines to destroy the head gasket , problem is not as bad in naturally aspirated engines.

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