The Ford FD4 is a 1,598 cc, inline-four petrol engine produced between 2013 and 2018. It features a naturally aspirated design with dual overhead camshafts (DOHC), 16-valve configuration, and Ti-VCT (Twin Independent Variable Cam Timing), delivering 85 kW (115 PS) and 155 Nm of torque. Its compact architecture and lightweight construction make it ideal for subcompact and compact vehicle platforms requiring fuel-efficient drivability.
Fitted primarily to the Ford Fiesta (Mk7) and Ford B-Max, the FD4 was engineered for urban mobility and cost-effective ownership. It meets Euro 5 emissions standards through sequential multi-point fuel injection (S-MPI) and a close-coupled three-way catalytic converter. The engine’s timing system uses a maintenance-free toothed belt with a 160,000 km replacement interval as specified in Ford Workshop Manual D7C-6A015-A.
One documented concern is intake manifold runner flap failure, highlighted in Ford Service Action 14M03. The plastic flaps, designed to optimize airflow at varying RPM, are prone to cracking and detachment after prolonged thermal cycling. In 2015, Ford revised the flap material and updated diagnostic thresholds in the PCM to improve early fault detection.
Production years 2013–2018 meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/6789).
The Ford FD4 is a 1,598 cc inline-four naturally aspirated petrol engine designed for subcompact applications (2013–2018). It integrates Ti-VCT variable valve timing with sequential multi-point injection to deliver responsive low-end torque and improved fuel efficiency. Engineered to comply with Euro 5 emissions, it prioritizes reliability and serviceability in high-volume urban transport roles.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,598 cc | |
| Fuel type | Petrol (Unleaded, 95 RON) | |
| Configuration | Inline-4, DOHC, 16-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 79.0 mm × 81.4 mm | |
| Power output | 85 kW (115 PS) @ 6,300 rpm | |
| Torque | 155 Nm @ 4,250 rpm | |
| Fuel system | Sequential multi-point fuel injection (S-MPI) | |
| Emissions standard | Euro 5 | |
| Compression ratio | 11.0:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Not applicable | |
| Timing system | Toothed belt (160,000 km interval) | |
| Oil type | Ford WSS-M2C913-A (5W-20) | |
| Dry weight | 112 kg |
The naturally aspirated design provides linear throttle response and low mechanical complexity but requires adherence to 160,000 km timing belt replacement per Ford D7C-6A015-A. Ford WSS-M2C913-A (5W-20) oil is essential for optimal valve train and Ti-VCT system lubrication. The intake manifold flaps are susceptible to failure, particularly in high-heat environments; post-2015 units with revised polymer flaps show improved durability. S-MPI system is tolerant of lower fuel quality but performs best on 98 RON. Urban driving with frequent short trips may accelerate carbon buildup on intake valves due to lack of port cleaning effect.
Oil Specs: Requires Ford WSS-M2C913-A (5W-20) specification (Ford SIB 14M03). Supersedes ACEA A5/B5 standards.
Emissions: Euro 5 certification applies to all FD4 production years (2013–2018) (VCA Type Approval #VCA/EMS/6789).
Power Ratings: Measured under ECE R85 standards. Full output requires 95 RON minimum fuel (Ford TIS Doc. ENG-FD4-005).
Ford Technical Information System (TIS): Docs ENG-FD4-001, ENG-FD4-003, SIB 14M03
VCA Type Approval Database (VCA/EMS/6789)
ISO 1585:1996 Road vehicles — Engine test code — Net power
The Ford FD4 was used across Ford's Fiesta Mk7 and B-Max platforms with transverse mounting and no licensed external applications. This engine received platform-specific calibrations—slightly retuned throttle response in the B-Max for smoother stop-start operation—and from 2015 the updated intake manifold design with reinforced flaps, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped vertically on the left-side cylinder block near the transmission bellhousing (Ford TIS ENG-FD4-001). The 8th VIN digit indicates engine type ('F' for FD4 series). Pre-2015 models have grey intake manifolds with visible flap actuators; post-2015 units use black manifolds with revised actuator linkage. Critical differentiation from Mazda Z-series: FD4 uses Ford-specific ECU calibration (Siemens SIM2K-154) and ignition coil-on-plug layout. Service parts require production date verification—intake manifolds before 04/2015 are not interchangeable with later revisions due to flap design updates (Ford SIB 14M03).
The FD4's primary reliability risk is intake manifold runner flap failure in early production units, with elevated incidence in hot-weather markets. Internal Ford quality reports from 2016 indicated a significant share of pre-2015 engines requiring manifold replacement before 120,000 km, while UK DVSA data shows a moderate increase in emissions-related failures linked to oxygen sensor degradation in high-mileage city vehicles. Extended oil intervals and frequent cold starts increase wear risk, making timely maintenance critical.
Analysis derived from Ford technical bulletins (2013–2018) and UK DVSA failure statistics (2014–2021). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD FD4.
Comprehensive technical documentation and regulatory references
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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