The Ford SPJD is a 1,999 cc, inline‑four turbocharged petrol engine produced between 2021 and 2023. It features direct fuel injection, a single twin-scroll turbocharger, and dual overhead camshafts (DOHC). In standard form it delivers 177–237 kW (240–320 PS) with peak torque of 400–470 Nm, enabling strong performance across Ford’s performance and premium compact segments.
Fitted to models such as the Focus ST, Kuga ST-Line, and Puma ST, the SPJD was engineered for high-output responsiveness and track-capable durability. Emissions compliance was achieved through gasoline particulate filtration (GPF), cooled exhaust gas recirculation (EGR), and precise lambda control, allowing full Euro 6d certification from launch.
One documented concern is premature wear of the high-pressure fuel pump (HPFP) under sustained high-load conditions, highlighted in Ford Service Bulletin 09/2022. This issue stems from thermal stress and cavitation in the pump’s plunger assembly during aggressive driving. From late 2022, Ford introduced a revised HPFP with enhanced surface hardening and improved inlet filtration.
All production years (2021–2023) meet Euro 6d standards (VCA UK Type Approval #VCA/EMS/7489).
The Ford SPJD is a 1,999 cc inline‑four turbocharged petrol engineered for performance-oriented compact and crossover applications (2021–2023). It combines direct injection with a twin‑scroll turbocharger to deliver high specific output and broad torque plateau. Designed to meet Euro 6d from launch, it integrates GPF and advanced EGR for stringent emissions control.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,999 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 87.5 mm × 83.1 mm | |
| Power output | 177–237 kW (240–320 PS) | |
| Torque | 400–470 Nm @ 2,000–4,500 rpm | |
| Fuel system | Bosch HDP7 high-pressure direct injection (up to 350 bar) | |
| Emissions standard | Euro 6d (2021–2023) | |
| Compression ratio | 9.5:1 | |
| Cooling system | Water‑cooled with dual electric pumps and charge-air cooler | |
| Turbocharger | Single twin‑scroll turbo (Honeywell Garrett GTX2252) | |
| Timing system | Chain (front‑mounted, maintenance‑free design) | |
| Oil type | Ford WSS-M2C949-A (SAE 0W‑20) | |
| Dry weight | 132 kg |
The twin-scroll turbo and high specific output demand strict adherence to 0W-20 oil meeting Ford WSS-M2C949-A to protect the HPFP and turbo bearings. Extended high-load operation without cooldown can accelerate HPFP wear—Ford recommends a 60-second idle cooldown after track or spirited driving. The GPF requires periodic highway driving (>50 km/h for 15+ minutes) to enable passive regeneration; frequent short trips may trigger active regen or DPF warning lights. Post-2022 engines include an upgraded HPFP per SIB 09/2022.
Oil Specs: Requires Ford WSS-M2C949-A (0W-20) specification (Ford Owner’s Manual). Not interchangeable with generic 0W-20 oils.
Emissions: Full Euro 6d compliance across all model years (VCA Type Approval #VCA/EMS/7489).
Power Ratings: Measured under ISO 1585 standards. 237 kW output requires RON 98 fuel for optimal performance (Ford TIS Doc. M92310).
Ford Technical Information System (TIS): Docs M92301, M92305, SIB 09/2022
VCA Type Approval Database (VCA/EMS/7489)
ISO 1585: Road vehicles — Engine test code
The Ford SPJD was used across Ford's C‑Car and CUV platforms with transverse mounting and exclusive to European and Asia-Pacific markets. This engine received platform-specific calibrations—reinforced engine mounts and oil cooler in the Focus ST, and modified ECU maps in the Kuga ST-Line for torque management—and from late 2022 the Puma ST received updated HPFP hardware, creating 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 crankshaft pulley (Ford TIS M92320). The 7th VIN digit for SPJD-equipped vehicles is typically 'S' or 'P'. Visual identification: black plastic cam cover with '2.3 ECOBOOST' embossing; GPF housing integrated into the exhaust manifold. Critical differentiation from earlier 2.3L EcoBoost (SFJD): SPJD uses updated HPFP (Part No. CV6Z‑9353‑DA) and revised turbo actuator logic, confirmed via OBD2 mode 22 data. Pre-2022 and post-2022 HPFPs are not interchangeable (Ford SIB 09/2022).
The SPJD'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 2022 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 (2021–2023) and UK DVSA failure statistics (2022–2024). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD SPJD.
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