The Ford SNJC is a 1,999 cc, inline‑four turbo‑petrol engine introduced in 2024 as part of Ford’s latest EcoBoost performance family. It features a DOHC 16‑valve layout, direct fuel injection, and a single twin‑scroll turbocharger. In standard tune it produces 177–224 kW (240–305 PS) with peak torque of 400–440 Nm, optimized for responsive acceleration and refined high-rpm operation.
Fitted to the updated Focus ST, Puma ST, and Kuga ST-Line Performance models across European markets, the SNJC was engineered for dynamic driving character while maintaining compliance with stringent emissions standards. Emissions control is achieved through a gasoline particulate filter (GPF), cooled exhaust gas recirculation (EGR), and precise engine calibration, enabling full Euro 6d compliance from launch.
One documented concern is high-pressure fuel pump (HPFP) wear under sustained high-load or marginal fuel conditions, highlighted in Ford Service Bulletin TSB 25‑2303. The issue stems from thermal stress on the Bosch HDP17 pump internals during aggressive driving cycles. From Q2 2026, revised pump internals and updated ECU strategies improved durability and reduced operational noise.
All SNJC engines (2024–2025) comply with Euro 6d emissions standards (VCA UK Type Approval #VCA/EMS/10355).
The Ford SNJC is a 1,999 cc inline‑four turbo‑petrol engineered for performance-oriented compact and crossover models (2024–2025). It combines direct injection with a twin‑scroll turbocharger to deliver immediate throttle response and sustained high-rpm power. Designed to meet Euro 6d emissions standards, it balances track-ready performance with regulatory compliance and everyday refinement.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,999 cc | |
| Fuel type | Petrol (ULP 98 RON recommended) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged (twin‑scroll) | |
| Bore × stroke | 87.5 mm × 83.1 mm | |
| Power output | 177–224 kW (240–305 PS) | |
| Torque | 400–440 Nm @ 2,000–4,500 rpm | |
| Fuel system | Bosch HDP17 high-pressure direct injection (up to 350 bar) | |
| Emissions standard | Euro 6d | |
| Compression ratio | 9.5:1 | |
| Cooling system | Water‑cooled with dual electric pumps | |
| Turbocharger | Single twin‑scroll (Garrett GTX2252 or BorgWarner BMT, market-dependent) | |
| Timing system | Chain (front‑mounted, maintenance‑free design) | |
| Oil type | Ford WSS‑M2C945‑B (SAE 0W‑20) | |
| Dry weight | 141 kg |
The twin-scroll turbo provides immediate boost and linear power delivery, ideal for both urban agility and motorway overtaking. However, the Bosch HDP17 high-pressure fuel pump is sensitive to fuel quality and thermal stress—only EN 228-compliant unleaded petrol (98 RON recommended) should be used. Oil must meet Ford WSS‑M2C945‑B (0W‑20) to ensure proper lubrication of the timing chain and turbo bearings. Extended oil change intervals beyond 16,000 km or 12 months may accelerate HPFP and turbo degradation. Q2 2026+ engines include updated pump internals per TSB 25‑2303.
Oil Specs: Requires Ford WSS‑M2C945‑B (0W‑20) specification (Ford TSB 24‑2167). Not interchangeable with older Ford oil specs.
Emissions: Euro 6d compliance confirmed for all SNJC builds (2024–2025) under VCA Type Approval #VCA/EMS/10355.
Power Ratings: Measured under UN ECE R85. 224 kW output requires 98 RON fuel for optimal performance (Ford TIS Doc. SNJC‑FUEL‑01).
Ford Technical Information System (TIS): Docs SNJC‑ENG‑01, SNJC‑TURBO‑02, TSB 25‑2303
VCA Type Approval Database (VCA/EMS/10355)
EU Regulation (EU) 2017/1151
The Ford SNJC was used across Ford's performance C‑Car and B‑Car platforms with transverse mounting. This engine received platform-specific calibrations—enhanced intercooling in the Focus ST, reinforced mounts in the Puma ST, and revised torque curves in the Kuga ST-Line Performance—and from Q2 2026 received updated engine calibration and GPF tuning, 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 crank pulley (Ford TIS SNJC‑ID‑01). The 7th and 8th VIN digits indicate engine variant ('SN' for 240 PS, 'SJ' for 305 PS). All SNJC units feature a black plastic intake manifold with '2.0 EcoBoost' badge. Critical differentiation from SFDB: SNJC uses updated Bosch HDP17 fuel pump, revised GPF substrate, and updated ECU mapping for improved transient response. ECU part numbers starting with 'V35T' or 'W24T' confirm SNJC application. Pre-Q2-2026 and post-Q2-2026 HPFPs are not interchangeable due to internal redesign (Ford TSB 25‑2303).
The SNJC's primary reliability risk is high-pressure fuel pump (HPFP) wear under sustained high-load or track conditions, with elevated incidence in aggressive urban or performance driving. Ford internal data from 2025 noted a measurable uptick in HPFP replacements before 35,000 km in non-compliant fuel or high-heat environments, while UK DVSA data shows GPF-related warning lights as a common MOT advisory item in modified or high-output variants. Consistent use of 98 RON EN 228 fuel and adherence to oil specs make long-term durability achievable.
Analysis derived from Ford technical bulletins (2024–2025) and UK DVSA failure statistics (2024–2025). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD SNJC.
Comprehensive technical documentation and regulatory references
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