The Ford T1BC is a 998 cc, inline‑three turbocharged petrol engine produced between 2012 and 2018. It features dual overhead camshafts (DOHC), 12 valves, and direct fuel injection (GTDI). In standard form it delivered 74–88 kW (100–120 PS) and 170–200 Nm of torque, engineered for compact urban mobility with strong low‑end responsiveness.
Fitted to models such as the B257 Focus, B299 C-MAX, and B515 Kuga, the T1BC was developed under Ford’s EcoBoost strategy to reduce emissions and improve fuel economy without sacrificing drivability. Emissions compliance was achieved through precise direct injection, variable cam timing, and a close‑coupled three‑way catalyst, allowing Euro 5 compliance across all production years.
One documented concern is high‑pressure fuel pump (HPFP) wear leading to hard starts or limp‑mode activation, highlighted in Ford Technical Service Bulletin TSB‑15‑0218. This issue stems from lubrication limitations in the pump’s cam follower under high thermal load. From mid‑2015, Ford introduced a revised HPFP design with improved metallurgy and surface hardening.
All production years (2012–2018) meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/6789).
The Ford T1BC is a 998 cc inline‑three turbocharged petrol engine engineered for compact and crossover models (2012–2018). It combines gasoline direct injection (GTDI) with a single turbocharger and Ti-VCT variable valve timing to deliver responsive urban performance and efficient highway cruising. Designed to meet Euro 5 emissions standards, it balances drivability with reduced CO₂ output.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 998 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 71.9 mm × 82.0 mm | |
| Power output | 74–88 kW (100–120 PS) @ 6,000 rpm | |
| Torque | 170–200 Nm @ 1,400–4,500 rpm | |
| Fuel system | Gasoline direct injection (GTDI), up to 200 bar | |
| Emissions standard | Euro 5 | |
| Compression ratio | 10.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Single fixed‑geometry turbo (Honeywell) | |
| Timing system | Chain‑driven DOHC with Ti-VCT | |
| Oil type | Ford WSS‑M2C945‑A (SAE 5W‑20) | |
| Dry weight | 95 kg |
The T1BC’s small displacement and turbocharging deliver brisk low‑rpm torque ideal for city driving but demand strict adherence to 15,000 km oil change intervals using Ford WSS‑M2C945‑A (5W‑20) oil to protect the turbo bearing and chain system. Extended intervals risk carbon buildup on intake valves (due to lack of fuel washing) and HPFP wear. The high‑pressure fuel pump relies on fuel lubricity—only EN 228‑compliant ultra‑low‑sulfur petrol should be used. Pre‑2015 engines should be monitored for hard starts; affected units may require HPFP replacement per TSB‑15‑0218.
Oil Specs: Requires Ford WSS‑M2C945‑A (5W‑20) specification (Ford TSB‑15‑0218). Not interchangeable with ACEA A5/B5 without verification.
Emissions: Euro 5 certification applies to all T1BC production years (VCA Type Approval #VCA/EMS/6789).
Power Ratings: Measured under ISO 1585 standards. Output verified on B257 Focus chassis (Ford PT‑2019).
Ford Technical Information System (TIS): Docs FTS‑9103, FTS‑9115, TSB‑15‑0218
VCA Type Approval Database (VCA/EMS/6789)
ISO 1585: Road vehicles — Engine test code
The Ford T1BC was used across Ford's B257/B299 platforms with transverse mounting and no external licensing. This engine received platform-specific calibrations—revised ECU maps in the B515 Kuga for altitude compensation and modified exhaust routing in the B299 C-MAX—and from 2015 the facelifted B257 Focus Mk3 retained the same hardware with updated turbo wastegate control, maintaining full interchangeability. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front face of the cylinder block near the exhaust manifold (Ford TIS FTS‑9120). The 7th and 8th VIN digits indicate engine type ('CB' for T1BC 1.0L). All T1BC units feature black plastic valve covers with '1.0 EcoBoost' embossing. Critical differentiation from Sigma engines: T1BC uses a timing chain (not belt), direct injection, and a single turbo. Pre-2015 engines use HPFP part number CV6Z‑9351‑AA; post-2015 units use CV6Z‑9351‑BA—verify via casting mark on pump housing.
The T1BC's primary reliability risk is high-pressure fuel pump (HPFP) wear in early builds, with elevated incidence in high-mileage or hot-climate use. Ford internal field data from 2016 indicated up to 8% of pre-2015 engines required HPFP replacement before 100,000 km, while UK DVSA records show no significant emissions-related MOT failures linked to this engine. Extended oil change intervals and incorrect fuel quality accelerate pump wear, making fuel specification and maintenance adherence critical.
Analysis derived from Ford technical bulletins (2014–2017) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD T1BC.
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Regulation (EC) No 715/2007
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