The Ford 2.7-liter EcoBoost is a strong-performing twin-turbo V6, but its problems are concentrated in particular engines, production dates, and vehicle applications. The most serious concern is an intake-valve failure recall affecting certain 2021–2022 vehicles. Earlier 2.7 EcoBoost applications can also develop oil-pan leaks, excessive oil consumption, misfires, and cold-start timing-chain noise.
That does not make every 2.7 EcoBoost a bad engine. It does mean you should shop by VIN, build date, repair history, and cold-start behavior—not by model year alone.
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Which vehicles use the 2.7 EcoBoost?
Ford introduced the 2.7-liter EcoBoost in the 2015 F-150. It was also offered in vehicles including the Edge Sport and later the Fusion Sport, Lincoln Continental, MKZ, MKX, Nautilus, Bronco, and newer F-150 models.
The engine changed significantly for the 2018 F-150. Ford’s second-generation 2.7 EcoBoost added both port and direct fuel injection and produced more torque than the original version. Output varies by vehicle, calibration, fuel, and model year, so a 2.7 badge does not identify one completely uniform engine.
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That distinction matters when evaluating used vehicles. A known problem on an early F-150 does not automatically apply to a later Bronco or every other Ford equipped with the engine.
The most serious issue: intake-valve failure on certain 2021–2022 vehicles
Ford recall 24S55, listed by NHTSA as campaign 24V-635, covers certain 2021–2022 Ford Bronco, Edge, Explorer, and F-150 vehicles, along with 2021–2022 Lincoln Aviator and Nautilus models equipped with a 2.7-liter or 3.0-liter Nano EcoBoost engine.
The affected intake valves can have a localized hardness problem. A valve may crack or break, potentially causing severe engine damage, loss of motive power, or an engine that will not restart. NHTSA reported that many failures occurred before 20,000 miles, but mileage does not determine whether an individual vehicle is included in the campaign.
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Symptoms can include:
- Rough running or a misfire
- An illuminated malfunction-indicator lamp
- Sudden loss of power
- Engine failure or a no-start condition
Ford’s remedy is not automatically an engine replacement. The dealer performs the specified engine-cycle test; engines that fail the test are replaced under the recall. The repair is free for vehicles covered by the campaign.
Do not accept a seller’s claim that the problem has been handled. Run the VIN through Ford’s recall lookup and NHTSA’s database, then ask for documentation showing that 24S55/24V-635 was completed. In a quarterly report submitted January 14, 2026, Ford reported that 45,137 of a recall population of 90,736 vehicles had been remedied. In other words, some used vehicles may still have an open recall several years after the campaign began.
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Early-build 2016–2017 F-150 valve-guide problem
Some 2016–2017 F-150s with the 2.7 EcoBoost were built with a cylinder-head valve-guide concern. Ford TSB 19-2384 applies specifically to trucks built from April 1, 2016, through January 1, 2017.
The affected trucks may develop excessive oil consumption and rough running once the engine reaches operating temperature. Ford’s bulletin identifies oil use of more than one quart in fewer than 3,000 miles as one diagnostic indicator.
Other warning signs include:
- Blue smoke, especially after a hot restart
- Rough idle with the engine fully warm
- Misfire codes P0300 through P0306 or P0316
- Oil-pressure-related codes P0524 or P06DD
- Repeated oil top-offs between services
Ford’s repair procedure calls for cylinder-head replacement when the truck meets the bulletin’s criteria. This is a technical service bulletin, not a blanket recall. Coverage may depend on warranty status, dealer diagnosis, and the vehicle’s history.
A 2016 or 2017 F-150 is not automatically a reject. Verify its build date, look for evidence of cylinder-head work, check the oil level, and drive it until fully warm. Shut it off, wait briefly, and restart it while watching for blue smoke. A truck in the affected build window with no repair records and unexplained oil loss deserves either a professional engine inspection or a pass.
Oil-pan RTV leaks
Oil-pan sealing is another recurring 2.7 EcoBoost complaint. Ford TSB 19-2205 covers certain 2015–2017 F-150s with an oil leak caused by inadequate adhesion of the RTV sealant used at the oil pan.
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A related bulletin, 19-2249, covers several 2018–2019 applications, including:
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Scan for outdated or missing drivers - takes under a minuteDriver Scan →Clear out junk files and repair common Windows errorsFree Scan →| Vehicle | Model years listed in the bulletin |
|---|---|
| Ford Edge | 2018–2019 |
| Ford Fusion | 2018–2019 |
| Lincoln MKX | 2018 |
| Lincoln Continental | 2018–2019 |
| Lincoln MKZ | 2018–2019 |
| Lincoln Nautilus | 2019 |
Ford later used a redesigned pan with a press-in-place gasket on vehicles built from August 2019 onward. That newer pan can be backward-compatible with some 2018–2019 vehicles, but Ford cautioned against using it on 2015–2017 vehicles because their PCV arrangement differs. Installing the wrong configuration could contribute to oil consumption or engine damage.
Inspect the lower engine and splash shield for fresh oil, wet seams, or accumulated oil and dirt. Ask whether the oil pan has been replaced and whether the correct part was installed. An oil-pan leak is generally a repair issue rather than evidence that the entire engine is defective, but the cost and any low-oil damage should be reflected in the purchase decision.
Cold-start ticking or rattling from the VCT system
Certain 2019–2023 Ford Edge and Lincoln Nautilus models with the 2.7 EcoBoost can produce a ticking, tapping, or rattling sound for approximately 2–5 seconds after a cold start. Ford TSB 23-2049 attributes the noise to stuck internal components in the variable-cam-timing units and directs technicians to replace the affected VCT components.
A related Ford service message, SSM 54275, describes a similar cold-soak noise on additional 2.7-liter applications, including 2021–2024 F-150 models, 2021–2024 Broncos, 2021–2023 Edge and Nautilus models, and certain 2024 Rangers.
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This is why a seller should not start the engine before you arrive. Insist on hearing it start after sitting for at least several hours, ideally overnight. A short rattle does not automatically mean the engine is about to fail, but it should be diagnosed before purchase. Get the repair estimate in writing and confirm whether the VCT units have already been replaced.
Which 2.7 EcoBoost models should you avoid?
| Vehicle or group | Buying approach | Reason |
|---|---|---|
| 2021–2022 Bronco, F-150, Edge, Explorer, Aviator, or Nautilus with an open 24S55/24V-635 recall | Avoid until the recall is completed and documented | Potential intake-valve fracture, engine failure, and loss of motive power |
| 2016–2017 F-150 built April 1, 2016–January 1, 2017, with oil loss or misfires | Usually pass unless properly repaired and independently inspected | Possible cylinder-head valve-guide problem |
| 2015–2017 F-150 | Inspect carefully rather than reject automatically | Known oil-pan RTV sealing issue |
| 2018–2019 Edge, Fusion, Continental, MKZ, MKX, and Nautilus | Inspect for oil leaks and service records | Known oil-pan sealing concern |
| 2019–2023 Edge and Nautilus | Require a true cold start | Possible VCT rattle during the first 2–5 seconds |
The strongest avoid recommendation is for a vehicle with an open safety recall. Do not buy it on the assumption that a future dealer visit will be simple or immediate. For the other groups, condition and documentation matter more than the badge on the tailgate or grille.
What to check before buying a used 2.7 EcoBoost
- Run the VIN. Check Ford’s recall lookup and the NHTSA recall database. Confirm that any 24S55/24V-635 remedy is complete.
- Find the production date. This is especially important for a 2016–2017 F-150. The calendar year alone is not precise enough.
- Demand a cold start. Listen for a 2–5-second rattle, ticking, or tapping. Do not rely on a warm engine at a dealership.
- Inspect from underneath. Look for fresh oil at the pan seam, oil on the splash shield, and signs of repeated cleaning.
- Check the oil level and history. Frequent top-offs, low-oil warnings, or vague maintenance records are warning signs.
- Scan the vehicle. Look for current and pending misfire and oil-pressure codes, particularly P0300–P0306, P0316, P0524, and P06DD on early F-150s.
- Watch a hot restart. On a potentially affected 2016–2017 F-150, look for blue smoke after the engine has warmed up.
- Get an independent inspection. A technician can perform compression and leak-down tests, review scan data, inspect oil leaks, and evaluate any oil-consumption concern.
- Verify repairs by invoice. Look for actual records for cylinder-head, oil-pan, VCT, and recall work—not just a seller’s verbal assurance.
Common misconceptions about the 2.7 EcoBoost
“Every 2.7 EcoBoost has the bad valve problem.”
No. The intake-valve recall concerns certain 2021–2022 vehicles with the Nano EcoBoost engine. It is not a recall covering every 2.7-liter EcoBoost made since 2015.
“Every recalled engine must be replaced.”
No. Ford’s recall procedure uses an engine-cycle test. Engines that fail the test are replaced; others receive the remedy specified by Ford.
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That is too broad. The valve-guide concern is tied to a specific group of 2016–2017 F-150s, while the oil-pan issue is a repairable sealing problem affecting several applications.
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“A TSB is the same as a recall.”
No. A technical service bulletin gives dealers repair guidance for a known condition. It does not automatically provide a free repair to every vehicle. The intake-valve defect is covered by a safety recall; the valve-guide, oil-pan, and VCT documents are service information.
FAQ
Is the 2.7 EcoBoost a reliable engine?
It can be reliable when maintained properly, but reliability depends heavily on the generation and application. Check for the 2021–2022 intake-valve recall, early-build 2016–2017 F-150 oil-consumption symptoms, oil-pan leaks, and cold-start VCT noise.
Which 2.7 EcoBoost years should I avoid?
Avoid any 2021–2022 Bronco, F-150, Edge, Explorer, Aviator, or Nautilus with an open 24S55/24V-635 recall. Treat early-build 2016–2017 F-150s with unexplained oil loss, blue smoke, or misfires as high-risk. Other years should be judged by inspection and records.
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One free scan finds every outdated or missing driver and matches the right update for your exact hardware.Free scan · exact hardware matchHow do I know whether a 2.7 EcoBoost has the valve recall?
Use the vehicle identification number in Ford’s recall lookup and NHTSA’s recall database. The recall applies by VIN, so model year and production-month assumptions are not a substitute for an official result.
What does a 2.7 EcoBoost cold-start rattle mean?
A 2–5-second rattle, ticking, or tapping after a long cold soak can indicate a variable-cam-timing unit problem on certain applications. Have the vehicle inspected before buying and verify whether the VCT components were previously replaced.
The Bottom Line
The 2.7 EcoBoost is not an engine to reject blindly. The vehicles to avoid are specific: examples with an open 2021–2022 intake-valve recall, early-build 2016–2017 F-150s showing oil-consumption or misfire symptoms, and any vehicle with unexplained oil loss or persistent cold-start noise.
Run the VIN, verify the build date, inspect the oil pan, hear the engine start cold, scan for codes, and pay for an independent inspection. A documented repair history can turn a known service issue into a manageable buying decision; missing records and active symptoms should turn it into a pass.
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