The Ford RTJB is a 1,499 cc, inline‑three turbocharged petrol engine produced between 2024 and 2025. It features direct fuel injection, a single twin — scroll turbocharger, and dual overhead camshafts (DOHC). In standard form it delivers 110 kW (150 PS) and 240 Nm of torque, engineered for responsive urban driving and efficient highway cruising.
Fitted to models such as the Puma and Focus across European markets, the RTJB was engineered to balance everyday usability with…
All production years (2024–2025) meet Euro 6d standards (VCA UK Type Approval #VCA/EMS/9855).
The Ford RTJB is a 1,499 cc inline‑three turbocharged petrol engineered for compact applications (2024–2025). It combines direct injection with a twin‑scroll turbocharger to deliver brisk low‑end torque and smooth throttle response. Designed to meet Euro 6d from launch, it balances drivability with stringent emissions compliance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,499 cc | |
Fuel type | Petrol (Unleaded, 95 RON min) | |
Configuration | Inline‑3, DOHC, 12‑valve | |
Aspiration | Turbocharged (twin‑scroll) | |
Bore × stroke | 79.0 mm × 81.0 mm | |
Power output | 110 kW (150 PS) @ 6,000 rpm | |
Torque | 240 Nm @ 1,600–4,000 rpm | |
Fuel system | Bosch HDP6 high‑pressure direct injection (up to 350 bar) + in-tank low-pressure pump | |
Emissions standard | Euro 6d | |
Compression ratio | 10.5:1 | |
Cooling system | Water‑cooled with dual‑circuit layout | |
Turbocharger | Garrett twin‑scroll (MGT2256VZ) | |
Timing system | Chain (front‑mounted, maintenance‑free design) | |
Oil type | Ford WSS-M2C948-B1 (SAE 0W‑20) | |
Dry weight | 110 kg |
The Ford RTJB was used across Ford's B‑Car platform with transverse mounting and no external licensing. This engine received platform-specific calibrations—revised GPF tuning for urban Puma variants—and from mid-2025 the LPFP control update created minor ECU interchange limits. All adaptations are documented in OEM technical bulletins.
The RTJB's primary reliability risk is low-pressure fuel pump (LPFP) control signal dropout in early builds, with elevated incidence in southern European markets. Ford internal field data (2025) indicated sporadic LPFP-related DTCs before 30,000 km in vehicles operated consistently above 35°C, while UK DVSA data shows minimal emissions failures due to robust GPF design. Sustained idling in traffic without airflow exacerbates thermal stress, making driving pattern and software calibration critical.
Analysis derived from Ford technical bulletins (2024–2025) and UK DVSA failure statistics (2024–2025). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The RTJB is generally reliable when operated within design parameters. Early units (2024–mid-2025) had LPFP signal stability concerns in hot climates, but revised firmware and software improved robustness. Regular oil changes with Ford-specified 0W-20 and occasional highway driving ensure GPF health and long-term durability.
Top issues include LPFP control signal dropout in high heat, GPF overloading from short trips, intake valve carbon buildup (due to direct injection only), and occasional turbo actuator calibration drift. All are documented in Ford service bulletins with updated procedures available.
The RTJB powers the Puma (2024–2025) and Focus Mk4 (2024–2025) with 150 PS output. It’s exclusive to Ford and not shared with other manufacturers. It represents the latest evolution of the 1.5L EcoBoost family for Euro 6d compliance.
Yes. Stage 1 ECU remaps typically yield +20–25 kW (to ~130–135 kW / 177–184 PS) on stock hardware using 98 RON fuel. The engine lacks cylinder deactivation, simplifying tuning. However, LPFP and turbo durability under sustained high load should be monitored—upgraded fuel systems are recommended for Stage 2+.
In a Puma, expect ~7.2 L/100km (city), ~5.0 L/100km (highway), or ~39 mpg UK combined. Real-world mixed driving typically yields 35–42 mpg UK. Economy drops with aggressive driving or frequent short trips due to GPF regeneration cycles.
Yes. The RTJB is an interference design. If the timing chain fails (extremely rare due to front-mounted, life-of-engine design), piston-to-valve contact can cause catastrophic damage. However, chain failure is not a documented field issue.
Ford mandates WSS-M2C948-B1 (0W-20) synthetic oil. This low-viscosity spec is critical for GPF protection, low-friction operation, and emissions compliance. Never substitute with 5W-30 or non-approved oils.
Comprehensive technical documentation and regulatory references
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
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