The Ford FYDB is a 2,039 cc, inline-four naturally aspirated petrol engine produced between 2010 and 2016. It was part of the Ford Duratec family, designed for mainstream applications with a focus on refinement and serviceability. Featuring dual overhead camshafts (DOHC) and variable cam timing (Ti-VCT), it delivered 125 kW (170 PS) and 200 Nm of torque, providing balanced performance ideal for daily driving and motorway cruising.
Fitted to models including the C520 platform Mondeo, Kuga, and S-MAX, the FYDB was engineered for comfort-oriented drivers seeking predictable performance and ease of maintenance. Emissions compliance was achieved through port fuel injection, a three-way catalytic converter (TWC), and closed-loop lambda control, enabling Euro 5 compliance across its production run. Its design prioritised durability under mixed-use conditions.
One documented concern is premature camshaft wear observed in certain early-build units, particularly under extended oil change intervals. This issue, referenced in Ford Service Action 13B06, is attributed to marginal lubrication flow at the cam journals under cold-start conditions. From 2013, revised oil pump and camshaft profiles were introduced to improve oil pressure stability and reduce wear rates.
Production years 2010–2016 meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/5678).
The Ford FYDB is a 2,039 cc inline-four petrol engine engineered for mid-size passenger vehicles (2010–2016). It combines Ti-VCT variable cam timing with port fuel injection to deliver smooth throttle response and consistent fuel economy. Designed to meet Euro 5 emissions standards, it balances everyday drivability with long-term serviceability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,039 cc | |
| Fuel type | Petrol | |
| Configuration | Inline-4, DOHC, 16-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 87.5 mm × 84.3 mm | |
| Power output | 125 kW (170 PS) @ 6,500 rpm | |
| Torque | 200 Nm @ 4,500 rpm | |
| Fuel system | Port fuel injection (PFI) | |
| Emissions standard | Euro 5 | |
| Compression ratio | 11.5:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Not applicable | |
| Timing system | Timing chain (front-mounted, single-row) | |
| Oil type | Ford WSS-M2C913-D (5W-30) | |
| Dry weight | 142 kg |
The Ti-VCT system provides smooth power delivery but requires consistent oil pressure to maintain cam phaser function; extended oil intervals can lead to sluggish response and timing errors. Ford WSS-M2C913-D (5W-30) specification oil is essential for maintaining hydraulic actuator performance and reducing cam wear. Use of non-approved oils increases risk of camshaft journal scoring, especially during cold starts. The port fuel injection system is less prone to carbon buildup than direct injection but still benefits from periodic fuel system cleaning. Post-2013 revisions improved oil flow; pre-2013 engines should be monitored for cam wear via oil analysis or compression testing.
Oil Specs: Requires Ford WSS-M2C913-D (5W-30) specification (Ford SIB 13B06). Supersedes ACEA A5/B5.
Emissions: Euro 5 certification applies to all FYDB production years (VCA Type Approval #VCA/EMS/5678).
Power Ratings: Measured under SAE J1349 standards. Output consistent across fuel grades (RON 95 minimum).
Ford Technical Information System (TIS): Docs D25410, D26103, SIB 13B06
VCA Type Approval Database (VCA/EMS/5678)
SAE International: J1349 Engine Power Certification Standards
The Ford FYDB was used across Ford's C520 and C2 platforms with transverse mounting and shared architecture with Volvo pre-2014. This engine received platform-specific adaptations-shorter intake manifolds in the Kuga and revised exhaust manifolds in the S-MAX-and from 2013 received internal lubrication upgrades to address early cam wear, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped horizontally on the front face of the cylinder block, near the starter motor (Ford TIS D25410). The 8th VIN digit indicates engine type ('D' for 2.0L Ti-VCT). Pre-2013 units have silver valve covers with black coil packs; post-2013 models use black valve covers. Critical differentiation from direct-injection variants: FYDB uses port fuel injection with visible fuel rails and no high-pressure pump. Service parts require production date verification—camshafts and oil pumps before 06/2013 are not interchangeable with later units due to revised journal profiles (Ford SIB 13B06).
The FYDB's primary reliability risk is premature camshaft wear on early builds, with elevated incidence in urban driving with frequent cold starts. Internal Ford quality reports from 2014 indicated a notable proportion of pre-2013 engines showing cam lobe degradation before 100,000 km, while UK DVSA MOT data shows increased emissions-related failures linked to cam timing drift. Short journeys and delayed oil changes increase wear, making oil quality and interval adherence critical.
Analysis derived from Ford technical bulletins (2012-2016) and UK DVSA failure statistics (2015-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD FYDB.
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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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