Port and direct injection

[olefordguy]

I was in denial for awhile too, but unfortunately the 3.0 in the RR is DI only. It is frustrating that Ford has let this typo persist for so long.

I did the same parts catalog exercise and all signs pointed to DI only. You can't tell by looking under the hood without a borescope, credit to @Bmadda for taking pics. When I was at Raptor Assault a few weeks ago they had an RR chassis in the lobby, so I snapped some pic, no port injectors..

Yep, understand, it’s really misleading. I chaulk it up to fords cut so many people it’s not caught in a lot of their literature. I wish they would change all the echo boost to port and direct injection, some are most not. It can even vary by vehicle, the new mustang got update 2.3L that is both but the others with 2.3L are direct only

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[Ranger #1]

Well, imo, that sort of sucks the 3.0L is direct injection only. That means future additional maintenance will likely be needed to clean the carbon deposits off the valves since no fuel with cleaning additives ever hits the valves. As I understand it, that involves removing the heads and walnut blasting the carbon deposits off the valves, usually by around 80-100k miles from what i've read

I think if a person uses a high quality oil like mobil 1 advanced fully synthetic oil and change there oil every 3k to 3500 miles ,and have good driving habits, cut the idling time of the engine, use good Top Tier fuel, your carbon build up won't be a factor until the 200k to 250k mark ! I'm 100 % sure

 

[RANGER/HOBB]

Explain how this is going to stop blow from the rings (Fuel), which combined with condensation, oil from the crankcase thru the PCV, recirculated thru the emissions system, over the intake valves to be re-burned in combustion?

This is and has been the main problem with the carbon buildup on all GDI’s, widely known by mechanics, technicians and even the engineers who designed them.

Theres no fuel washing over the intake valves to keep the blow-by off the intake valves. Add heat and you have carbon deposits. The intake valves are dry, except for the recirculated blow by, which is the cause of valve coking/carbon buildup.

This support by the entire automotive maintenance world in general, as the primary issue. Keeping in mind we are talking solely, with regards to the 3.0 V-6 twin turbo.

 

[Truckin]

Why would they go back to direct? I had a 16 2.7 in a F150 and never had an issue but read they switched to port soon after that

 

[RANGER/HOBB]

Why would they go back to direct? I had a 16 2.7 in a F150 and never had an issue but read they switched to port soon after that

Cheaper to manufacture and meet present emission standards…..

 

[Lexie]

If it wasn't a typo, ford would have said it was a new generation containing direct and port injection. There is more to it than just swapping heads. The engine needs to know what to do with the fuel, and when to fire it. Not to mention the fuel pump is different since port isn't injected at 2000psi, and the high pressure pump requires ~50PSI which is still more than port injection takes.

The lifters were changed at some point in the 2.7 gen 1, and carried over to the gen 2. Smaller changes that are functionally/mechanically equal do not always mean a new generation of engine.

There is also a Gen 2 2.3l, but that is only going into the 2024 mustang for now. That one does have port and direct injection, while giving more power.

I got this off of FORD 2025 ranger specs about the injection:

 

[Truckin]

I asked on the 150 forum about 2.7 direct and port injection. Response was it’s been that way since 2018 and port is around town and direct is used for boost or heavy pedal for power. It’s supposed to do away with the buildup concern

 

[Ranger #1]

Explain how this is going to stop blow from the rings (Fuel), which combined with condensation, oil from the crankcase thru the PCV, recirculated thru the emissions system, over the intake valves to be re-burned in combustion?

This is and has been the main problem with the carbon buildup on all GDI’s, widely known by mechanics, technicians and even the engineers who designed them.

Theres no fuel washing over the intake valves to keep the blow-by off the intake valves. Add heat and you have carbon deposits. The intake valves are dry, except for the recirculated blow by, which is the cause of valve coking/carbon buildup.

This support by the entire automotive maintenance world in general, as the primary issue. Keeping in mind we are talking solely, with regards to the 3.0 V-6 twin turbo.

Hello RANGER/HOBBS I've got the 2.3 in my ranger , good oil good driving habits, good fuel change oil often let your vehicle warm up a bit in the cold winter, I think it will minimize the carbon build up in the intake, etc:

 

[RANGER/HOBB]

Hello RANGER/HOBBS I've got the 2.3 in my ranger , good oil good driving habits, good fuel change oil often let your vehicle warm up a bit in the cold winter, I think it will minimize the carbon build up in the intake, etc:

First off the 2.3T and 3.0TT are both GDI, not multiport like the 2.7 Ecoboost.

None of what you’ve suggested or believe, has anything nothing to do with carbon buildup on a GDI engines.

If it was multiport/GDI or straight port injection, then it has fuel washing over the intake valves, which keeps them clean. So tell me, how are the valves cleaned?

Adding a fuel injector cleaner won’t help, because it’s added to the fuel tank and only cleans the GDI injectors and FI’s.

The GDI‘s are not injecting fuel over the intake valves. So explain to me in light of these fact regarding GDI’s; how warming up, using good fuel and oil changes, clean the intake valves, especially when no fuel is flowing over the intake valves. “Keeping intake valves clean, has always been dependent on fuel washing over them and with a GDI equipped engine there is no fuel present or flowing over the intake valves.”

It will in a vehicle equipped with a non-GDI, standard port injection, carbureted, and or multiport engine but not with a GDI. With a GDI, fuel is injected directly into the cylinders after the intake valves, so how does fuel get back to the intake valves to wash over them?………………….. It doesn’t ever.

Carbon buildup is and will always be an issue with any GDI engines, ecoboost or not. Here’s some reading to learn about the issue;

You’ll begin to understand it has nothing to do with what you believe or think will help;

https://lemonlawexperts.com/ford-2-3-ecoboost-problems/

https://cartipsdaily.com/ford-2-3-ecoboost-problems

https://f150advisor.com/ford-2-3-ecoboost-problems/

https://fordauthority.com/2022/08/f...ildup-issue-solved-via-walnut-blasting-video/

https://honestengineonline.com/ford-2-3-ecoboost-problems/

https://fordauthority.com/2021/07/watch-a-tech-tackle-ford-ecoboost-carbon-deposits-video/

There is nothing short of dealing with carbon buildup on any eco boost GDI except; chemical induction cleaning” every 15K intervals, along with PCV Catch Can use.

or

Do nothing, until performance gets bad enough to do a tear down to walnut blast the carbon buildup. This generally occurs anywhere from 65K upwards and isn’t a cheap repair. In the mean time; you’ll experience, poor fuel economy, poor engine performance and rough idle, etc…….as it builds up.

These are inherent issues with Ford TGDI/GDI Ecoboost as well as other GDI engines. There’s no getting around it either.

https://www.cjponyparts.com/resources/what-is-ecoboost.

 

[Lion77]

2024 Ford Ranger Raptor Specs.pdf

They still haven't fixed the media...good grief!

 

[Jalbano2]

I got this off of FORD 2025 ranger specs about the injection:

That's incorrect.

 

[Lexie]

That's incorrect.

OK,

You wouldn't by chance have the link to correct information?

 

[Jalbano2]

I got this off of FORD 2025 ranger specs about the injection:

I'm sorry about that. This is correct. The 2.7 is both direct and port injection.

 

[Mystic]

Would you recommend the chemical induction cleaning or usage of a PCV catch can?

I'll get the extended warranty after awhile, but I intend to use this as a dedicated long term offroader and don't intend to offload it until 125K+. Looking for any tips to maximize life.

Already decided I won't run the FP tune to maximize tranny life.

First off the 2.3T and 3.0TT are both GDI, not multiport like the 2.7 Ecoboost.

None of what you’ve suggested or believe, has anything nothing to do with carbon buildup on a GDI engines.

If it was multiport/GDI or straight port injection, then it has fuel washing over the intake valves, which keeps them clean. So tell me, how are the valves cleaned?

Adding a fuel injector cleaner won’t help, because it’s added to the fuel tank and only cleans the GDI injectors and FI’s.

The GDI‘s are not injecting fuel over the intake valves. So explain to me in light of these fact regarding GDI’s; how warming up, using good fuel and oil changes, clean the intake valves, especially when no fuel is flowing over the intake valves. “Keeping intake valves clean, has always been dependent on fuel washing over them and with a GDI equipped engine there is no fuel present or flowing over the intake valves.”

It will in a vehicle equipped with a non-GDI, standard port injection, carbureted, and or multiport engine but not with a GDI. With a GDI, fuel is injected directly into the cylinders after the intake valves, so how does fuel get back to the intake valves to wash over them?………………….. It doesn’t ever.

Carbon buildup is and will always be an issue with any GDI engines, ecoboost or not. Here’s some reading to learn about the issue;

You’ll begin to understand it has nothing to do with what you believe or think will help;

https://lemonlawexperts.com/ford-2-3-ecoboost-problems/

https://cartipsdaily.com/ford-2-3-ecoboost-problems

https://f150advisor.com/ford-2-3-ecoboost-problems/

https://fordauthority.com/2022/08/f...ildup-issue-solved-via-walnut-blasting-video/

https://honestengineonline.com/ford-2-3-ecoboost-problems/

https://fordauthority.com/2021/07/watch-a-tech-tackle-ford-ecoboost-carbon-deposits-video/

There is nothing short of dealing with carbon buildup on any eco boost GDI except; chemical induction cleaning” every 15K intervals, along with PCV Catch Can use.

or

Do nothing, until performance gets bad enough to do a tear down to walnut blast the carbon buildup. This generally occurs anywhere from 65K upwards and isn’t a cheap repair. In the mean time; you’ll experience, poor fuel economy, poor engine performance and rough idle, etc…….as it builds up.

These are inherent issues with Ford TGDI/GDI Ecoboost as well as other GDI engines. There’s no getting around it either.

https://www.cjponyparts.com/resources/what-is-ecoboost.

 

[superj]

I ran a catch can on my old truck that was direct injection and i still had no issues and i traded at 70k.

It was a v8 direct injection though

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