The Ford NSH is a 1,499 cc, inline‑three turbocharged petrol engine produced between 2018 and 2023. 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 peak torque of 240–270 Nm, enabling brisk acceleration and responsive urban drivability.
Fitted to models such as the Fiesta ST (Mk8), Puma ST, and select Focus variants, the NSH was engineered for sporty yet efficient performance. Emissions compliance was achieved through gasoline particulate filtration (GPF) and cooled exhaust gas recirculation (EGR), allowing Euro 6d-temp and Euro 6d compliance depending on production date.
One documented concern is high-pressure fuel pump (HPFP) wear under sustained high-load conditions, highlighted in Ford Technical Service Bulletin TSB-19-2285. This is attributed to thermal stress and marginal lubricity in certain fuel batches. From mid-2021, Ford introduced revised pump internals and updated calibration strategies.
Production years 2018–2020 meet Euro 6d-temp standards; 2021–2023 models comply with Euro 6d (VCA UK Type Approval #VCA/EMS/FORD-NSH-7890).
The Ford NSH is a 1,499 cc inline‑three turbocharged petrol engineered for compact performance models (2018–2023). It combines direct injection with a twin-scroll turbocharger to deliver responsive mid-range torque and agile urban handling. Designed to meet Euro 6d-temp and Euro 6d standards, it balances sporty character with regulatory compliance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,499 cc | |
| Fuel type | Petrol (ULP 95 RON min) | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Turbocharged (twin-scroll) | |
| Bore × stroke | 82.0 mm × 94.0 mm | |
| Power output | 118–140 kW (160–190 PS) | |
| Torque | 240–270 Nm @ 1,600–4,000 rpm | |
| Fuel system | Bosch HDP6 high-pressure direct injection (up to 350 bar) | |
| Emissions standard | Euro 6d-temp (2018–2020); Euro 6d (2021–2023) | |
| Compression ratio | 10.5:1 | |
| Cooling system | Water‑cooled with electric auxiliary pump | |
| Turbocharger | Garrett twin-scroll (MHI-supplied variant in later builds) | |
| Timing system | Chain-driven DOHC (maintenance-free design) | |
| Oil type | Ford WSS-M2C948-B1 (SAE 0W-20) | |
| Dry weight | 112 kg |
The twin-scroll turbo provides immediate throttle response and strong mid-range pull, ideal for spirited driving. However, the high-pressure fuel pump is sensitive to fuel quality—only EN 228-compliant unleaded petrol should be used. Extended high-load operation (e.g., track use) without cooldown can accelerate HPFP wear. Oil must meet Ford WSS-M2C948-B1 (0W-20) to protect the turbo bearing and chain system. GPF regeneration cycles require occasional highway driving; frequent short trips may trigger soot warnings. Post-2021 engines include updated HPFP internals per TSB-19-2285 Rev.2.
Oil Specs: Requires Ford WSS-M2C948-B1 (0W-20) specification (Ford TSB-20-1123). Not interchangeable with older WSS-M2C949 specs.
Emissions: Euro 6d-temp applies to 2018–2020 models (VCA Type Approval #VCA/EMS/FORD-NSH-7890). Euro 6d compliance confirmed for 2021–2023 builds.
Power Ratings: Measured under ISO 1585 standards. 140 kW output requires 98 RON fuel for optimal calibration (Ford TIS Calibration Note CAL-NSH-2022).
Ford Technical Information System (TIS): Docs TIS-NSH-2018, TIS-TURBO-NSH, TSB-19-2285, TSB-20-1123
VCA Type Approval Database (VCA/EMS/FORD-NSH-7890)
ISO 1585: Road vehicles — Engine test code
The Ford NSH was used across Ford's B299/C519 platforms with transverse mounting and no external licensing. This engine received platform-specific adaptations-reinforced mounts in the Fiesta ST and revised cooling in the Puma ST-and from 2021 the Focus ST-Line adopted updated engine calibration with GPF regeneration logic, creating ECU interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front face of the cylinder block near the timing cover (Ford TIS TIS-NSH-2018). The 8th VIN digit indicates engine displacement ('H' for 1.5L EcoBoost). All NSH engines feature a black plastic intake manifold with '1.5 ECOBOOST' embossed. Critical differentiation from earlier 1.5L Sigma: NSH uses direct injection (visible high-pressure fuel rail) and a gasoline particulate filter (GPF) in the exhaust manifold. ECU part numbers beginning with 'HC3T' denote NSH variants; earlier 'CJ4T' units are non-NSH.
The NSH's primary reliability risk is high-pressure fuel pump (HPFP) degradation under sustained high-load use, with elevated incidence in track-driven or hot-climate vehicles. Ford internal data from 2021 indicated a measurable uptick in HPFP warranty claims for pre-2021 builds, while UK DVSA records show minimal emissions-related failures due to robust GPF/EGR integration. Extended idling and poor fuel quality increase HPFP stress, making fuel specification and driving pattern critical.
Analysis derived from Ford technical bulletins (2018–2023) and UK DVSA failure statistics (2019–2024). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD NSH.
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