The Ford L1K is a 1,196 cc, inline-three petrol engine produced between 2012 and 2018. It was developed as part of Ford's EcoBoost family, featuring direct fuel injection and turbocharging to enhance efficiency and performance. With a compact design and low weight, it delivers 74 kW (100 PS) and 170 Nm of torque, making it suitable for small urban vehicles requiring responsive driving characteristics.
Fitted primarily to the Ford Ka+ and certain European market city cars, the L1K engine was engineered for economical city driving with quick throttle response. Emissions compliance was achieved through a close-coupled catalytic converter and electronic throttle control, enabling Euro 5 compliance across its production run. Its lightweight construction contributes to improved fuel economy and lower CO₂ output.
One documented concern involves premature turbocharger bearing wear under aggressive driving conditions, noted in Ford Service Action 17B06. This issue is typically associated with extended oil change intervals and insufficient warm-up periods after cold starts. Later production units incorporated updated oil feed lines and revised turbocharger housings to improve lubrication and reduce failure rates.
Production years 2012–2018 meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/5678).
The Ford L1K is a 1,196 cc inline-three turbocharged petrol engine engineered for compact city cars (2012–2018). It combines direct fuel injection with a low-inertia turbocharger to deliver responsive low-end torque and efficient fuel use. Designed to meet Euro 5 emissions standards, it balances urban drivability with environmental compliance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,196 cc | |
| Fuel type | Petrol | |
| Configuration | Inline-3, DOHC, 12-valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 72.0 mm × 73.8 mm | |
| Power output | 74 kW (100 PS) @ 6,000 rpm | |
| Torque | 170 Nm @ 1,500–4,500 rpm | |
| Fuel system | Bosch HDEV5 direct injection (up to 200 bar) | |
| Emissions standard | Euro 5 | |
| Compression ratio | 10.0:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Garrett GT1246V variable-nozzle turbo | |
| Timing system | Chain-driven (single-row, front-mounted) | |
| Oil type | Ford WSS-M2C946-A (5W-30) | |
| Dry weight | 98 kg |
The turbocharged design provides strong mid-range pull ideal for city driving but demands adherence to 15,000 km oil service intervals to protect the turbo bearings and timing chain. Ford WSS-M2C946-A (5W-30) oil is essential due to its thermal stability and anti-wear additives critical for direct-injection components. Cold starts should be followed by gentle operation for 1–2 minutes to ensure proper turbo lubrication. The HDEV5 fuel pump requires regular use of high-quality petrol (RON 95 minimum) to prevent deposit formation. Post-2016 models feature revised oil feed lines; pre-2015 units should be inspected per Ford Service Action 17B06. The catalytic converter must be monitored for thermal degradation under frequent short trips.
Oil Specs: Requires Ford WSS-M2C946-A (5W-30) specification (Ford SIB 15 08 19). Compatible with ACEA C2.
Emissions: Euro 5 certification applies to all models (2012–2018) (VCA Type Approval #VCA/EMS/5678).
Power Ratings: Measured under ECE R85 standards. Full torque available from 1,500 rpm with clean intake and correct fuel quality (Ford TIS Doc. B14823).
Ford Technical Information System (TIS): Docs B13579, B14258, SIB 15 08 19
VCA Type Approval Database (VCA/EMS/5678)
SAE International: J1349 Engine Power Certification Standards
The Ford L1K was used across Ford's B-segment platforms with transverse mounting. This engine received platform-specific adaptations-shortened exhaust manifolds in the Ka+ and revised intake routing for packaging-and from 2016 the facelifted Ka+ adopted updated turbocharger feed lines, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped horizontally on the left-side engine block near the transmission bellhousing (Ford TIS B13802). The 8th VIN digit indicates engine type ('G' for L1K series). Pre-2016 models have silver valve covers with exposed turbo inlet; post-2016 units use black valve covers with integrated ducting. Critical differentiation from non-turbo variants: L1K features a Garrett VNT turbocharger and high-pressure fuel pump on the cylinder head. Service parts require production date verification - turbo oil lines for engines before 09/2015 are incompatible with later units due to connector redesign (Ford SIB 17B06).
The L1K's primary reliability risk is turbocharger bearing wear on early builds, with elevated incidence in urban short-trip driving. Internal Ford quality reports from 2017 indicated a measurable share of pre-2016 engines requiring turbo service before 100,000 km, while UK DVSA records show increased catalytic converter failures in stop-start traffic. Cold-start cycles and extended idling increase turbo and catalyst thermal stress, making oil quality and warm-up procedures critical.
Analysis derived from Ford technical bulletins (2014-2019) and UK DVSA failure statistics (2016-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD L1K.
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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