What procedure does Ford dealerships have to remove carbon build up on the ecoboost engines

[RANGER/HOBB]

Hi Mr fear monger. It is extremely difficult to build up carbon on the back of the intake valves when the correct oil is used, that oil is changed within its service life, and the EGR system is properly functional. Carbon should never be on the back of the intake valves in a normally functioning engine. Fuel washing of the intake valves with point fuel injection technology simply masks these other issue and wear in other engine components. I hope this helps!

Point injection………hilarious 🫵. You’re about as uninformed as they come, have fun. Not going to engage in a battle of wits, with someone who is completely unarmed………repeating what you’ve already commented to, doesn’t make it factual or right.

The 3.0 and 2.3 are not “port injected,“ they‘re GDI (Gasoline Direct Injected). Look it up. The 2.7 is “multiport injection” and eliminates carbon buildup, which is inherent in GDI’s

https://www.delphiautoparts.com/resource-center/article/gdi-servicing-don't-let-carbon-build-up-become-a-big-issue

https://ricksfreeautorepairadvice.com/understanding-carbon-buildup-on-intake-valves-in-gdi-engines/

https://tuningpro.co/ford-ecoboost-carbon-buildup/

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

And a plethora of other website available. None of what your commenting to, will eliminate or help prevent intake valve Carbon buildup. Try some factual reading.

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[JimJa]

Please allow personal experience. In 2013 I purchased a new Focus ST. This was given to my son in 2018 and now is at 110K miles. It has only received routine service since new. There are many posters on numerous forums that talk about carbon build up with GDI engines. Believing them makes you paranoid so decided to walnut blast the intake valves. To make sure disassembly was done correctly I consulted the University of Youtube. Youtube examples will scare you, and give you reasons for proceeding. Once apart there was "some" build up, but nothing like the video clips and actually not enough to worry about. I would not have done it had I known. Some things to consider:
- Carbon build up is the result of GDI engines not having port injection or a carb to provide a fuel-air mix to "wash" the back side of the intake valves. This is also why we are beginning to see dual injection systems on some engines, port and direct. As previously noted blow-by is a combination of air in the crankcase, oil vapors, and fuel-air mixture getting past the piston rings. The latter causing "positive" crankcase pressure which passes through the PCV and into the intake to be burned. Because the oil in the vapor is relatively cooler than the intake valves, it tends to precipitate and build up on the back of those valves.
- Because the PCV handles "blow-by" (more so with a turbo engine), maintenance of the PC valve system is important. Proper break helps assure ring seating to limit blow-by.
- Catch cans. Do they work? I don't know, but likely they help a little to precipitate some of those contaminates in the blow-by. Are they worth the money? Some will say yes, others no.
- Symptoms if build up is bad enough. Misfire, particularly when the engine is cold. Changing spark plugs seems to help - for awhile. If the build up is bad enough walnut blasting seems to be the go to repair that works. But it can be expensive, particularly for any "V" engine because of the labor involved.
- My personal maintenance (please don't flame me). From new, 5,000 miles then again at 10,000 miles, and every 10,000 miles thereafter with full synthetic, Am-Soil 0W30. Never had an oil related issue. My last Ford 5L V8 had 200,000 miles, didn't use oil and compression was excellent and even.

 

[Ranger #1]

Please allow personal experience. In 2013 I purchased a new Focus ST. This was given to my son in 2018 and now is at 110K miles. It has only received routine service since new. There are many posters on numerous forums that talk about carbon build up with GDI engines. Believing them makes you paranoid so decided to walnut blast the intake valves. To make sure disassembly was done correctly I consulted the University of Youtube. Youtube examples will scare you, and give you reasons for proceeding. Once apart there was "some" build up, but nothing like the video clips and actually not enough to worry about. I would not have done it had I known. Some things to consider:
- Carbon build up is the result of GDI engines not having port injection or a carb to provide a fuel-air mix to "wash" the back side of the intake valves. This is also why we are beginning to see dual injection systems on some engines, port and direct. As previously noted blow-by is a combination of air in the crankcase, oil vapors, and fuel-air mixture getting past the piston rings. The latter causing "positive" crankcase pressure which passes through the PCV and into the intake to be burned. Because the oil in the vapor is relatively cooler than the intake valves, it tends to precipitate and build up on the back of those valves.
- Because the PCV handles "blow-by" (more so with a turbo engine), maintenance of the PC valve system is important. Proper break helps assure ring seating to limit blow-by.
- Catch cans. Do they work? I don't know, but likely they help a little to precipitate some of those contaminates in the blow-by. Are they worth the money? Some will say yes, others no.
- Symptoms if build up is bad enough. Misfire, particularly when the engine is cold. Changing spark plugs seems to help - for awhile. If the build up is bad enough walnut blasting seems to be the go to repair that works. But it can be expensive, particularly for any "V" engine because of the labor involved.
- My personal maintenance (please don't flame me). From new, 5,000 miles then again at 10,000 miles, and every 10,000 miles thereafter with full synthetic, Am-Soil 0W30. Never had an oil related issue. My last Ford 5L V8 had 200,000 miles, didn't use oil and compression was excellent and even.

That was a wonderful testimony

Please allow personal experience. In 2013 I purchased a new Focus ST. This was given to my son in 2018 and now is at 110K miles. It has only received routine service since new. There are many posters on numerous forums that talk about carbon build up with GDI engines. Believing them makes you paranoid so decided to walnut blast the intake valves. To make sure disassembly was done correctly I consulted the University of Youtube. Youtube examples will scare you, and give you reasons for proceeding. Once apart there was "some" build up, but nothing like the video clips and actually not enough to worry about. I would not have done it had I known. Some things to consider:
- Carbon build up is the result of GDI engines not having port injection or a carb to provide a fuel-air mix to "wash" the back side of the intake valves. This is also why we are beginning to see dual injection systems on some engines, port and direct. As previously noted blow-by is a combination of air in the crankcase, oil vapors, and fuel-air mixture getting past the piston rings. The latter causing "positive" crankcase pressure which passes through the PCV and into the intake to be burned. Because the oil in the vapor is relatively cooler than the intake valves, it tends to precipitate and build up on the back of those valves.
- Because the PCV handles "blow-by" (more so with a turbo engine), maintenance of the PC valve system is important. Proper break helps assure ring seating to limit blow-by.
- Catch cans. Do they work? I don't know, but likely they help a little to precipitate some of those contaminates in the blow-by. Are they worth the money? Some will say yes, others no.
- Symptoms if build up is bad enough. Misfire, particularly when the engine is cold. Changing spark plugs seems to help - for awhile. If the build up is bad enough walnut blasting seems to be the go to repair that works. But it can be expensive, particularly for any "V" engine because of the labor involved.
- My personal maintenance (please don't flame me). From new, 5,000 miles then again at 10,000 miles, and every 10,000 miles thereafter with full synthetic, Am-Soil 0W30. Never had an oil related issue. My last Ford 5L V8 had 200,000 miles, didn't use oil and compression was excellent and even.

Hello JimJa that was a wonderful testimony, thank you ,I think good quality gasoline, high quality fully synthetic oil, good driving habits, in the winter let your engine warm up ,good spark plugs, thanks for your reply friend!!

 

[Ranger #1]

That was a wonderful testimony

Hello JimJa that was a wonderful testimony, thank you ,I think good quality gasoline, high quality fully synthetic oil, good driving habits, in the winter let your engine warm up ,good spark plugs, thanks for your reply friend!!

Will prevent 75% of carbon build up

 

[Rangerjimm]

Maybe add a catch-can if you're concerned about the 2.3. 2.7 already has a built-in cleaner. 3.0 just needs to be driven to keep the soot out, but not many other options for DI engines other than regular oil changes--or the expensive walnut shell cleaning. As many folks on this forum have been saying, this is one of the best benefits of the V6 2.7L for the Ranger. I have it in my Bronco and after 3 years, not one single worry or issue.

Until the cam phasers go and the engine will have to come out. Its not if its when. No thanks.

 

[Ranger #1]

Please allow personal experience. In 2013 I purchased a new Focus ST. This was given to my son in 2018 and now is at 110K miles. It has only received routine service since new. There are many posters on numerous forums that talk about carbon build up with GDI engines. Believing them makes you paranoid so decided to walnut blast the intake valves. To make sure disassembly was done correctly I consulted the University of Youtube. Youtube examples will scare you, and give you reasons for proceeding. Once apart there was "some" build up, but nothing like the video clips and actually not enough to worry about. I would not have done it had I known. Some things to consider:
- Carbon build up is the result of GDI engines not having port injection or a carb to provide a fuel-air mix to "wash" the back side of the intake valves. This is also why we are beginning to see dual injection systems on some engines, port and direct. As previously noted blow-by is a combination of air in the crankcase, oil vapors, and fuel-air mixture getting past the piston rings. The latter causing "positive" crankcase pressure which passes through the PCV and into the intake to be burned. Because the oil in the vapor is relatively cooler than the intake valves, it tends to precipitate and build up on the back of those valves.
- Because the PCV handles "blow-by" (more so with a turbo engine), maintenance of the PC valve system is important. Proper break helps assure ring seating to limit blow-by.
- Catch cans. Do they work? I don't know, but likely they help a little to precipitate some of those contaminates in the blow-by. Are they worth the money? Some will say yes, others no.
- Symptoms if build up is bad enough. Misfire, particularly when the engine is cold. Changing spark plugs seems to help - for awhile. If the build up is bad enough walnut blasting seems to be the go to repair that works. But it can be expensive, particularly for any "V" engine because of the labor involved.
- My personal maintenance (please don't flame me). From new, 5,000 miles then again at 10,000 miles, and every 10,000 miles thereafter with full synthetic, Am-Soil 0W30. Never had an oil related issue. My last Ford 5L V8 had 200,000 miles, didn't use oil and compression was excellent and even.

I presume your your ford focus is Direct fuel injection ONLY right and 110k miles and your ford f150 is probably flexfuel which is what type of what!!!

 

[PhoenixRanger]

Until the cam phasers go and the engine will have to come out. Its not if its when. No thanks.

Cam phaser issues on the 2.7 were mostly found in the pre-2017 F150, which was long before the bronco/ranger. The updated 2.7 remains a solid engine choice.

 

[Raptor1996]

Point injection………hilarious 🫵. You’re about as uninformed as they come, have fun. Not going to engage in a battle of wits, with someone who is completely unarmed………repeating what you’ve already commented to, doesn’t make it factual or right.

The 3.0 and 2.3 are not “port injected,“ they‘re GDI (Gasoline Direct Injected). Look it up. The 2.7 is “multiport injection” and eliminates carbon buildup. which is inherent in GDI’s

https://www.delphiautoparts.com/resource-center/article/gdi-servicing-don't-let-carbon-build-up-become-a-big-issue

https://ricksfreeautorepairadvice.com/understanding-carbon-buildup-on-intake-valves-in-gdi-engines/

https://tuningpro.co/ford-ecoboost-carbon-buildup/

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

And a plethora of other website available. None of what your commenting to, will eliminate or help prevent intake valve Carbon buildup. Try some factual reading.

I see reading is not your strong suit. I am stating that port injection masks other engine issues that direct injection cannot. Carbon should never build up on the intake valves of an engine in any scenario. Thank you for providing resources to your statement you and I both agree on, but these sources also do not point out the most obvious maintenence factor of regular oil changes being the primary component for reducing carbon buildup on the back of valves.

I hope in due time you can learn how to read like the rest of us who graduated the 2nd grade

 

[PhoenixRanger]

Let’s keep it cordial. This is a safe place to exchange thoughts, opinions, and experiences about 6th generation Ford Rangers. No need to argue over semantics. There are pros and cons to all engines.

 

[RANGER/HOBB]

I see reading is not your strong suit. I am stating that port injection masks other engine issues that direct injection cannot. Carbon should never build up on the intake valves of an engine in any scenario. Thank you for providing resources to your statement you and I both agree on, but these sources also do not point out the most obvious maintenence factor of regular oil changes being the primary component for reducing carbon buildup on the back of valves.

I hope in due time you can learn how to read like the rest of us who graduated the 2nd grade

We aren’t discussing a 2.7 multiport engine and never have. We’re speaking directly to the 3.0 and 2.3 GDI engines. See the topic of discussion. I see comprehension of what you’re reading and commenting too, is sorely lacking.

Multiport injection washes fuel over the intake valves, carbon problem solved, it’s eliminated. It doesn’t mask anything as commented before. Nor will you find any reference to support your insistence, multiport injection is masking anything.

You’ve gone off on your own personal manifested, rant, and childish behavior, even after being given factual information. Still attempting to justify and convince others your of hypothetical, bias, commentary. Bottomline you don’t like the truth, so you’re going to avoid it under any circumstances.

As long as fuel, air and water vapor, under high temps is recycled thru the emissions system and injectors, there‘s going to be carbon buildup on intake valves and GDI injectors on the 3.0 and 2.3 Ford engines.

 

[Rangerjimm]

Cam phaser issues on the 2.7 were mostly found in the pre-2017 F150, which was long before the bronco/ranger. The updated 2.7 remains a solid engine choice.

The 2.7s are still failing in the 2023+ Broncos and some owners have had them replaced more than once as there is no updated part and the same faulty phasers are put back in. Ill stick with the 2.3. Good luck to you.

 

[RANGER/HOBB]

First hand factual information. Do what you want or believe but it’s problematic and nothing beyond induction service cleaning at regular intervals or walnut blasting is going to help.

 

[Mad_Motorhead]

No one missed it and the truth is not fear mongering. What you’re insisting and completely missing simply has no bearing on carbon build up on intake valves. Otherwise what you’re suggesting, won’t do anything to alleviate carbon buildup on a GDI. Something you‘ve ignored consistently, been provided factual information for and failing to read or understand.

“No fuel washing over the intake valves, theres no cleaning of carbon, which comes from unburnt, fuel, air and water.” It’s just that simple.

The PCV recycles; fuel, air and water from the crankcase thru the emissions system to the intake valves to be re-burned in combustion.

Regular driving is what circulates the; fuel, air and water from the crankcase to greater amounts under pressure. Fuel from blow by at the rings under pressure, mixed with condensation and oil vapor as noted above.

Maybe, 3.0L Raptor owners simply don’t care………however, the 2.3 is no different to the 3.0L.

Yes, dealerships have induction cleaning capabilities due to these GDI associated issues. It’s not an expensive nor complicated service. When induction services are utilized every 15K intervals, there is no need for gear down and walnut blasting, for as long as the service inducted services are utilized.

CRC makes a cleaner if use it every other oil change you probably be good.

 

[LDHunter]

I don't claim to be an expert on any of this stuff but it brings up a topic that I've always wondered about.

1. Does the RR benefit any in performance from using high octane fuels?

2. Is it truly important to use tier one gasoline such as Shell, Mobile, Exxon etc? Do these tier one fuels help keep engines running cleaner and possibly help in preventing the carbon buildup mentioned in this thread?

I used nothing but high octane tier one fuels in my 2020 and 2022 Mustang GT's but high octane fuels are way more expensive and I'd like to get away from that on my new RR that I've purchased unless it truly helps much in the performance and clean running due to the detergents in the tier one fuels.

 

[Ranger #1]

I don't claim to be an expert on any of this stuff but it brings up a topic that I've always wondered about.

1. Does the RR benefit any in performance from using high octane fuels?

2. Is it truly important to use tier one gasoline such as Shell, Mobile, Exxon etc? Do these tier one fuels help keep engines running cleaner and possibly help in preventing the carbon buildup mentioned in this thread?

I used nothing but high octane tier one fuels in my 2020 and 2022 Mustang GT's but high octane fuels are way more expensive and I'd like to get away from that on my new RR that I've purchased unless it truly helps much in the performance and clean running due to the detergents in the tier one fuels.

Hello I think that if your run 88 octane top tier it will be SOMEWHAT better than 86 without top tier, the 88 will burn more efficiently and effectively in the combustion chamber especially in cold months ,I have talked to ford dealerships service departments ,they said these ecoboost

engines are programed to burn 87 or better octane!!

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