The Ford PGFB 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, Puma ST, and Focus ST-Line, the PGFB was engineered for sporty yet efficient performance across Ford’s compact lineup. Emissions compliance was achieved through gasoline particulate filtration (GPF) and cooled exhaust gas recirculation (EGR), allowing Euro 6d-TEMP compliance from launch and full Euro 6d certification from mid‑2020.
One documented concern is high-pressure fuel pump (HPFP) wear under sustained high-load conditions, highlighted in Ford Service Bulletin 06/2021. This issue stems from thermal stress on the pump’s internal components during aggressive driving cycles. From late 2021, Ford introduced a revised HPFP with improved metallurgy and lubrication pathways.
Production years 2018–2019 meet Euro 6d-TEMP standards; 2020–2023 models comply with Euro 6d depending on market (VCA UK Type Approval #VCA/EMS/5678).
The Ford PGFB 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 low‑end torque and high‑rpm refinement. 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 (Unleaded) | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 82.0 mm × 94.3 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 (2018–2019); Euro 6d (2020–2023) | |
| Compression ratio | 10.5:1 | |
| Cooling system | Water‑cooled with electric auxiliary pump | |
| Turbocharger | Single twin‑scroll turbo (Honeywell Garrett) | |
| Timing system | Chain (front‑mounted, maintenance‑free design) | |
| Oil type | Ford WSS-M2C949-A (SAE 0W‑20) | |
| Dry weight | 115 kg |
The twin-scroll turbo provides immediate throttle response ideal for spirited driving but demands high-quality 0W-20 oil meeting Ford WSS-M2C949-A to protect the high-pressure fuel pump and turbo bearings. Extended high-load operation without adequate cooldown can accelerate HPFP wear—Ford recommends avoiding immediate shutdown after track use. The GPF requires periodic highway driving to enable passive regeneration; frequent short trips may trigger active regen cycles or warning lights. Post-2021 engines include an upgraded HPFP per SIB 06/2021.
Oil Specs: Requires Ford WSS-M2C949-A (0W-20) specification (Ford Owner’s Manual). Not interchangeable with generic 0W-20 oils.
Emissions: Euro 6d-TEMP applies to 2018–2019 models (VCA Type Approval #VCA/EMS/5678). Full Euro 6d compliance from 2020 onward.
Power Ratings: Measured under ISO 1585 standards. 140 kW output requires RON 98 fuel for optimal performance (Ford TIS Doc. M89210).
Ford Technical Information System (TIS): Docs M89201, M89205, SIB 06/2021
VCA Type Approval Database (VCA/EMS/5678)
ISO 1585: Road vehicles — Engine test code
The Ford PGFB was used across Ford's B‑Car and C‑Car platforms with transverse mounting and exclusive to European and Asia-Pacific markets. This engine received platform-specific adaptations—reinforced engine mounts in the Fiesta ST and enhanced cooling in the Puma ST—and from 2021 the Focus ST-Line received updated engine calibration for WLTP compliance, creating minor ECU interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front timing cover near the crankshaft pulley (Ford TIS M89220). The 7th VIN digit for PGFB-equipped vehicles is typically 'G' or 'H' depending on output. Visual identification: black plastic cam cover with '1.5 ECOBOOST' embossing; GPF housing integrated into the exhaust manifold. Critical differentiation from earlier 1.5L EcoBoost (Sigma): PGFB uses cylinder deactivation (disables one cylinder under light load), confirmed via OBD2 mode 22 data. Pre-2021 and post-2021 HPFPs are not interchangeable (Ford SIB 06/2021).
The PGFB's primary reliability risk is high-pressure fuel pump (HPFP) degradation under aggressive or track use, with elevated incidence in modified or frequently redlined engines. Ford internal field data from 2021 noted a measurable uptick in HPFP replacements before 80,000 km in performance variants, while UK DVSA records show low emissions-related failures due to robust GPF/EGR design. Extended high-load operation without cooldown increases thermal stress, making post-drive idle cooldown and correct oil specification 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 PGFB.
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