The Ford N8C is a 1,499 cc, inline‑three turbo‑petrol engine produced from 2020 onward. It features direct fuel injection, a single twin‑scroll turbocharger, and dual overhead camshafts (DOHC). In standard form it delivers 118–140 kW (160–190 PS) with torque ranging from 240–300 Nm, offering responsive low‑end thrust ideal for compact and crossover applications.
Fitted to models such as the Puma, Focus, and Kuga—including the EcoBoost 155 and 190 variants—the N8C was engineered for agile urban driving and efficient motorway cruising. Emissions compliance was achieved through gasoline particulate filtration (GPF) and cooled exhaust gas recirculation (EGR), meeting Euro 6d standards across all markets.
One documented concern is high‑pressure fuel pump (HPFP) wear under sustained high‑load conditions, highlighted in Ford Service Bulletin 19‑2345. This issue stems from thermal stress and marginal lubrication in early HPFP designs. From mid‑2022, Ford implemented revised pump internals and updated calibration strategies to mitigate premature failure.
All production years (2020–present) meet Euro 6d emissions standards (VCA UK Type Approval #VCA/EMS/5678).
The Ford N8C is a 1,499 cc inline‑three turbo‑petrol engineered for compact and crossover vehicles (2020–present). It combines direct injection with a twin‑scroll turbocharger to deliver responsive low‑rpm torque and refined performance. Designed to meet Euro 6d standards, it balances efficiency with dynamic drivability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,499 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Turbocharged (twin‑scroll) | |
| Bore × stroke | 82.0 mm × 94.3 mm | |
| Power output | 118–140 kW (160–190 PS) | |
| Torque | 240–300 Nm @ 1,600–4,000 rpm | |
| Fuel system | Bosch HDP6 high‑pressure direct injection (up to 350 bar) | |
| Emissions standard | Euro 6d | |
| Compression ratio | 10.5:1 | |
| Cooling system | Water‑cooled with electric auxiliary pump | |
| Turbocharger | Single twin‑scroll (Honeywell/ Garrett) | |
| Timing system | Chain (front‑mounted) | |
| Oil type | Ford WSS‑M2C948‑B1 (SAE 0W‑20) | |
| Dry weight | 118 kg |
The twin-scroll turbo provides brisk throttle response and strong mid-range pull but demands strict adherence to 15,000 km oil change intervals using Ford WSS-M2C948-B1 (0W-20) oil to protect the high-pressure fuel pump and turbo bearings. Extended high-load operation without cooldown periods can accelerate HPFP wear, especially in pre-mid-2022 builds. Use of E10 petrol is permitted but may slightly increase carbon buildup on intake valves over time. The GPF requires occasional highway driving to enable passive regeneration; frequent short trips may trigger active regen cycles and increased fuel consumption. Revised HPFP components are available per Ford SIB 19-2345 for early units.
Oil Specs: Requires Ford WSS-M2C948-B1 (0W-20) specification (Ford SIB 19-2345). Meets ACEA C5 standards.
Emissions: Euro 6d certification applies to all N8C engines (2020–present) (VCA Type Approval #VCA/EMS/5678).
Power Ratings: Measured under ISO 1585 standards. 140 kW output requires 95 RON minimum fuel (Ford TIS Doc. F21003).
Ford Technical Information System (TIS): Docs F20451, F20788, SIB 19-2345
VCA Type Approval Database (VCA/EMS/5678)
ISO 1585: Road vehicles — Engine test code
The Ford N8C was used across Ford's C2 platform with transverse mounting and shared with Volvo for certain B3/B4 applications under the Geely partnership. This engine received platform-specific adaptations—reinforced mounts in the Kuga and revised cooling in the Puma ST—and from mid-2022 the HPFP and ECU calibration were updated, creating minor service part distinctions. Partnerships enabled Volvo's B3 (163 PS) to use a detuned variant with identical core architecture. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front timing cover near the crank pulley (Ford TIS F20501). The 7th VIN digit indicates engine family ('N' for N8C series). Early units (pre-06/2022) use Bosch HDP6.0 HPFP with silver housing; post-update units use HDP6.2 with black housing and revised cam follower. Critical differentiation from older 1.5L EcoBoost: N8C has integrated exhaust manifold in cylinder head and GPF in close-coupled position. Service parts for HPFP require production date verification—kits for engines before 06/2022 are incompatible with later units due to internal geometry changes (Ford SIB 19-2345).
The N8C's primary reliability risk is high-pressure fuel pump (HPFP) wear in early builds, with elevated incidence in sustained high-load or hot-climate use. Ford internal field data from 2023 indicated a measurable uptick in HPFP replacements before 80,000 km for pre-mid-2022 units, while UK DVSA records show minimal emissions-related failures due to robust GPF/EGR design. Extended idling and frequent short trips increase thermal stress on the pump, making oil quality and cooldown practices critical.
Analysis derived from Ford technical bulletins (2020–2024) and UK DVSA failure statistics (2021–2024). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD N8C.
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