Ford 3.5L EcoBoost Engine for Sale | OEM Twin-Turbo V6 (1st and 2nd Gen)

Description

Engine Background

The Ford 3.5L EcoBoost is the twin-turbocharged V6 that has powered the F-150 since 2011, the Raptor since 2017, the Expedition since 2018, the Lincoln Navigator since 2018, the Transit van since 2015, and the Ford GT supercar in modified form. Built around an aluminum block with a forged crankshaft, forged steel rods, and Ti-VCT cam timing, the 3.5 EcoBoost combines twin parallel turbochargers (one per bank) with direct injection (1st gen) or dual fuel injection (2nd gen) to deliver V8 levels of power and torque from a 3.5-liter envelope.

The 1st generation (2011 to 2016) was Ford’s first volume production EcoBoost in a full-size truck, producing 365 horsepower and 420 lb-ft in stock F-150 trim. The Raptor (2017 onward) runs the high-output 3.5 EcoBoost producing 450 horsepower and 510 lb-ft. The 2nd generation (2017 onward) introduced dual fuel injection (port plus direct) to address the carbon buildup issue common to pure direct injection engines, along with revised cylinder heads, an updated intake, and improved cam timing.

The 3.5 EcoBoost is the workhorse of Ford’s modern truck and SUV lineup. A documented used OEM unit with verified generation, timing chain status, and turbocharger condition is the right path for high-mileage F-150, Raptor, Expedition, or Navigator owners replacing a tired or failed engine. We document generation, donor vehicle, and known service issues on every unit before shipment.

When Replacement Becomes Necessary

• Timing chain rattle at cold start, a well-documented 1st gen issue (Ford TSB 14-0194)
• Cam phaser tick or rattle, especially at idle
• Coolant loss without a visible external leak, indicating the internally-driven water pump on 1st gen units
• Turbocharger whine, hiss, or shaft play indicating bearing wear
• Carbon buildup misfire codes on 1st gen direct-injection units (P0301 through P0306)
• Loss of power and boost, generally a wastegate or BOV failure
• Oil consumption beyond one quart per 2,000 miles
• Spark plug fouling on cylinders 1, 3, or 5, indicating a passenger-bank issue

Known Weak Points

• Timing chain wear: 1st gen 3.5 EcoBoost has a well-documented chain wear issue. Ford issued TSB 14-0194 outlining a chain replacement procedure. By 100,000 to 150,000 miles many 1st gen units need a chain set, water pump, and tensioner refresh. We document chain condition and any rework history.
• Internal water pump: the water pump on 1st gen units is driven internally by the timing chain. When it fails, coolant enters the oil. This is a major service item requiring removal of the engine front cover. We inspect for coolant in oil on every unit.
• Carbon buildup on 1st gen direct injection: pure direct injection (1st gen) leads to carbon accumulation on intake valves. Symptoms appear around 80,000 to 120,000 miles. Walnut blasting or chemical induction service is the standard fix. 2nd gen units do not have this issue thanks to dual injection.
• Cam phaser tick: both generations can develop cam phaser noise, especially at idle. Updated phasers are available from Ford and aftermarket. We listen for cam phaser noise on running units.
• Turbocharger wastegate rattle: a common cold-start sound on aged turbos. Not always failure, but disclosed on inspection.
• Spark plug change interval: 60,000 miles, not 100,000. Worn plugs cause misfires that can damage catalytic converters.
• Generation matters: 1st gen and 2nd gen are NOT direct swaps. ECU, intake, and head differences make swaps complicated.

3.5 EcoBoost Variants by Year and Output

Verified output figures sourced from Ford technical data:

What Ships and What Does Not

Direct-Fit Vehicle Applications

The Ford 3.5L EcoBoost was factory installed in the following vehicles:

The Ford GT supercar (2017 to 2022) uses a heavily modified 3.5 EcoBoost producing 660 hp. That version is NOT interchangeable with truck or SUV units due to extensive internal and external differences. Call us to discuss specific application needs.

Not sure if this fits? Call us. We verify fitment before every order ships.

Search Terms Buyers Use

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Used OEM Versus Specialist Rebuild

For an F-150, Raptor, Expedition, or Navigator with a failed 3.5 EcoBoost, used OEM is the cost-effective replacement path. Our units ship with generation confirmed, timing chain status documented, and both turbochargers inspected. A specialist rebuild makes sense for high-mileage 1st gen units where the chain set, water pump, and carbon-buildup service together represent significant labor that justifies a full refresh. Rebuilt 3.5 EcoBoost units typically run $6,500 to $11,000 plus core deposit. Call to discuss the right route.

Inspection Workflow

• Compression test logged across all 6 cylinders with uniformity reported
• Generation confirmed: 1st gen (2011 to 2016) or 2nd gen (2017 onward)
• Timing chain condition assessed for rattle and stretch
• Cam phaser noise checked on running units
• Both turbochargers inspected for shaft play, oil seepage, and wastegate function
• Coolant inspected for oil contamination, the internal water pump failure indicator
• Carbon buildup assessment at accessible intake areas (1st gen units)
• Donor vehicle application documented (F-150, Raptor HO, Expedition, etc.)

Pre-Purchase Buyer Notes

• Match the generation to your truck: 1st gen and 2nd gen 3.5 EcoBoost are not direct swaps. ECU, intake, and head differences require matching generation for clean installation. Confirm your year on the call.
• Plan timing chain service on 1st gen units: even on a documented unit, refreshing the chain set, tensioners, and internal water pump at installation is the smart move on any 1st gen 3.5 EcoBoost approaching 100,000 miles. Labor is already invested while the engine is out.
• Walnut blast 1st gen direct injection: schedule intake valve carbon cleaning at installation or within the first service interval on any 1st gen unit with significant mileage.
• Service the cooling system fully: replace coolant, inspect hoses, verify the thermostat, and confirm the radiator condition. The internal water pump on 1st gen units makes cooling system maintenance especially important.
• Spark plugs at 60,000 miles, not 100,000: plan plug replacement on schedule. Worn plugs cause misfires that damage catalytic converters and lead to expensive cascading repairs.

Why Buy From Part Nests

• Generation confirmed: 1st gen (2011 to 2016) or 2nd gen (2017 onward) documented before payment
• Timing chain condition assessed, the 1st gen signature issue addressed up front
• Both turbochargers inspected for shaft play and wastegate function
• All 6 cylinders compression-tested with uniformity reported
• Coolant cross-contamination check for the internal water pump failure mode
• Carbon buildup assessment on 1st gen direct-injection units
• No core return required
• Free crated freight delivery to every state
• 15 day replacement warranty against internal defects
• Call us to speak with someone who knows 3.5 EcoBoost generation differences, timing chain service intervals, and 1st gen versus 2nd gen swap considerations

Additional Reference