The video in the link you posted is talking about the ecoboost 2.0 liter engine, not the 3.5 liter engine. Plus, you can't believe everything you read on the internet. If you want the truth I suggest you call Ford and talk to them about your concerns.
What the guy is talking about isn't so much Ecoboost in and of itself, it's the intake valve problems with GDI engines and how to safely deal with them. If I were to ever buy a GDI equipped vehicle, the first thing I'd do is buy a Mishimoto oil catch can and learn a safe method for cleaning the induction system, such as using CRCs GDI specific intake valve cleaner.
DI and Ecoboost are not on my list of things to own. When the majority of these vehicle hit 100K then we will have a better idea how they will hold up. It doesn't sound promising if they are really authorizing head replacements because there is no approved induction service, something doesn't sound right there.
ASE L1, Master. Deutsch Meisterbrief.
OK, after reviewing both vids that guy posted, I guess it is an Ecoboost problem; turbos blowing up from induction cleaning. Introducing too many hydrocarbons in the engine which heats the turbos up too much and kills them.
Are there any induction/fuel system type cleaners that don't have so many petroleum distillates and are synthetic and wouldn't burn when introduced into the combustion chamber? Is that even possible??? An all PEA based cleaner perhaps, since PEA supposedly survives the combustion process and doesn't actually burn? CRCs GDI cleaner has no PEA and is petroleum distillates on steroids. It's no good in a GDI turbo engine.
part 2. Great video with visible evidence it's the PCV system that gums up the valves. The manufacturers of GDI engines are going to have to create factory oil breather tanks that are maintenance free and drain the collected condensed oil back to the oil sump. I'm pretty sure some German makes do this as you can buy replacement tanks from Purolator that have inlet and outlet barbs from the PCV line, and a barb that connects a hose to the crankcase.
Granted they're still relatively new but the only issues I've seen with the 3.5 EB engines is the moisture build up in the charge air cooler on the F150. Of course new technology scares alot of people. Maybe one manufacturer will bring out a push rod, carbureted straight six with 3 spd column shift manual for trucks and full size cars. Should sell since its "proven" technology like so many say they prefer.
Take this for what it is worth. One of my extra duty's for the department I work for is fleet manager of vehicles. Our department is transitioning from Ford CVPI's to Dodge Chargers(5.7 Hemi's). We decided to go with the Chargers after consulting with mechanics and watching the issues of our neighboring department and their Eco-Boost engines.
The neighboring department went with the Ford Interceptors and has been having quite a few problems with oil consumption, rear end issues, and turbo issues. All at less than 40,000 miles. I feel like the oil consumption and turbo issues are related to each other. I have driven the Interceptors and they are fun to drive, certainly faster than the CVPI's, but I don't see the EB engine taking a lot of long term abuse...in real world applications.
Loc: Lima, Ohio, USA
Good place for this question is over @ TCCA(taurusclub.com) as the flex is on the same platform as the 5th gen Taurus ( including the five hundred/montego/freestyle, and the 6th gen(current) Taurus.) Lots of guys with real world miles in Eco boost Tauri
I have a 2011 EB FX4 with 69k miles and have only replaced spark plugs (once) and filters. It gets middle grade gas and oil changes at 4k miles with Castrol Edge EP and FL500s filters. It runs stronger now than when new. I worry more about the transmission having to deal 300 - 400 + pounds of torque every day than I do the engine... Just my experience....
Sabine Schmitz is the Queen of the 'Ring; Svetlana Kapanina is the Queen of the SKIES...
Since you like to keep your vehicle past 200k, i wouldn't recommend going with something that probably doesn't have any examples at 200k yet to see how they last at that age. It might take serious repairs to get them to 200k+.
2002 Buick Century 130k - Built 4T65e(Maxlife) - Edge 0w40 + Fram XG3980 1998 Nissan Altima 337k - 5MT - M1 HM 5w30/Fram Ultra XG7317+MOS+ATP 205
Interesting video that may have valuable information. Two points, though:
1) Does anyone else find it curious that a Ford tech would go public with potentially damaging information that Ford hasn't released yet? The guy is identifiable and even has a name tag. Maybe he's just brave.
2) He's diagnosed poor DI cold engine performance as caused by intake valve deposits. But, this is a problem associated with PORT injected engines: fuel is absorbed by carbon deposits on cold intake valves, making the mixture leaner than intended. In a DI engine, fuel never washes over the intake valves so no absorption occurs. Maybe there's another explanation but to me it seems he has mixed DI characteristics with PFI problems.
Mind you, I'd be reluctant to buy a new EcoBoost engine, too, but am not convinced this video tells the whole story.