The Ford NYT is a 1,999 cc, inline‑four turbocharged petrol engine produced between 2020 and 2025. It features direct fuel injection, a twin‑scroll turbocharger, and dual overhead camshafts (DOHC). In standard form it delivered 177 kW (240 PS) and 370 Nm of torque, offering strong performance with improved thermal efficiency over prior EcoBoost generations.
Fitted to performance-oriented models such as the Focus ST (Mk4), Puma ST, and select Kuga ST-Line variants, the NYT was engineered for responsive power delivery and track-capable durability. Emissions compliance was achieved through cooled exhaust gas recirculation (EGR), a gasoline particulate filter (GPF), and precise high-pressure injection, meeting Euro 6d standards across all model years.
One documented concern is premature wear of the high-pressure fuel pump drive lobe on the camshaft, leading to fuel pressure instability. This issue, highlighted in Ford Service Bulletin 21S08, affects early-production NYT engines (pre-06/2022) and stems from marginal surface hardening during manufacturing. From mid-2022, Ford implemented a revised camshaft specification with enhanced nitriding treatment to resolve the defect.
All production years (2020–2025) comply with Euro 6d emissions standards (VCA UK Type Approval #VCA/EMS/NYT2020).
The Ford NYT is a 1,999 cc inline‑four turbocharged petrol engineered for hot hatch and compact SUV applications (2020–2025). It combines gasoline direct injection with a twin‑scroll turbocharger to deliver immediate torque response and sustained high-rpm power. Designed to meet Euro 6d emissions standards, it balances sporty dynamics with regulatory compliance and everyday drivability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,999 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged (twin‑scroll) | |
| Bore × stroke | 87.5 mm × 83.1 mm | |
| Power output | 177 kW (240 PS) @ 5,500 rpm | |
| Torque | 370 Nm @ 1,600–4,000 rpm | |
| Fuel system | Bosch HDP6 high‑pressure direct injection (up to 350 bar) | |
| Emissions standard | Euro 6d | |
| Compression ratio | 10.0:1 | |
| Cooling system | Water‑cooled with dual electric pumps | |
| Turbocharger | Garrett GT2260V twin‑scroll | |
| Timing system | Chain‑driven (front‑mounted) | |
| Oil type | Ford WSS‑M2C948‑B1 (SAE 5W‑30) | |
| Dry weight | 142 kg |
The twin‑scroll turbo provides immediate torque and linear power ideal for spirited driving but demands strict adherence to 10,000 km oil change intervals using Ford‑specified 5W‑30 to protect the high‑pressure fuel pump drive lobe. Extended oil life or incorrect viscosity accelerates camshaft wear, risking fuel system failure. The Bosch HDP6 pump requires EN 228‑compliant petrol with ≤10 ppm sulfur. Post‑mid‑2022 engines include a revised camshaft per Ford SIB 21S08; pre‑mid‑2022 units should be inspected during major service. GPF regeneration is managed automatically but requires occasional highway driving to prevent soot accumulation.
Oil Specs: Requires Ford WSS‑M2C948‑B1 (5W‑30) specification (Ford SIB 21S08). Not interchangeable with older Ford oil specs.
Emissions: Euro 6d certification applies to all model years (2020–2025) (VCA Type Approval #VCA/EMS/NYT2020).
Power Ratings: Measured under SAE J1349 standards. Output verified on EU‑spec Focus ST (Mk4) chassis.
Ford Technical Information System (TIS): Docs NYT‑A03, NYT‑A05, SIB 21S08
VCA Type Approval Database (VCA/EMS/NYT2020)
SAE International: J1349 Engine Power Certification Standards
The Ford NYT was used across Ford's C2 platform derivatives with transverse mounting and no external licensing. This engine received platform-specific adaptations—reinforced engine mounts in the Focus ST and revised cooling routing in the Puma ST—and from mid-2022 the updated camshaft specification created minor service part interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front timing cover near the crank pulley (Ford TIS NYT‑A01). The 8th VIN digit indicates engine family ('Y' for NYT series). Pre-mid-2022 models use black cam covers with silver coolant pipes; post-mid-2022 units feature gloss-black covers and updated camshaft part numbers. Critical differentiation from F6JD: NYT has larger displacement (1,999 cc vs 1,596 cc), twin‑scroll Garrett GT2260V turbo, and integrated GPF. Service parts require production date verification—camshafts before 06/2022 are incompatible with updated fuel pump drive specifications (Ford SIB 21S08).
The NYT's primary reliability risk is high-pressure fuel pump drive lobe wear on the intake camshaft, with elevated incidence in high-load or track use. Ford internal data from 2023 indicated a measurable rate of camshaft wear before 90,000 km in pre-mid-2022 builds, while UK DVSA records show minimal GPF-related MOT failures due to robust regeneration logic. Aggressive driving and extended oil intervals increase cam stress, making oil specification and interval adherence critical.
Analysis derived from Ford technical bulletins (2021–2024) and UK DVSA failure statistics (2020–2025). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD NYT.
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Regulation (EC) No 715/2007
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