The Ford T1DB is a 1,499 cc, inline‑three turbocharged petrol engine produced between 2018 and 2024. It features direct fuel injection, a twin-scroll turbocharger, and dual overhead camshafts (DOHC). In standard form it delivers 110 kW (150 PS) and 240 Nm of torque, with responsive low‑end performance suited for urban and mixed driving.
Fitted to models such as the Ford Focus (Mk4), Puma, and EcoSport, the T1DB was engineered for efficiency and drivability in compact vehicles. Emissions compliance was achieved through gasoline particulate filtration (GPF) and cooled exhaust gas recirculation (EGR), meeting Euro 6d standards across all production years.
One documented concern is carbon buildup on intake valves due to the absence of port injection, highlighted in Ford Service Bulletin TSB 22‑1189. This issue stems from the exclusive use of direct injection, which fails to clean valve stems during normal operation. From 2021, Ford updated engine calibration to increase EGR flow during warm-up, reducing deposit formation.
All production years (2018–2024) meet Euro 6d emissions standards (VCA UK Type Approval #VCA/EMS/6789).
The Ford T1DB is a 1,499 cc inline‑three turbocharged petrol engine engineered for compact hatchbacks and crossovers (2018–2024). It combines direct injection with a twin‑scroll turbocharger to deliver brisk low‑end torque and smooth power delivery. Designed to meet Euro 6d standards, it balances everyday responsiveness with urban efficiency.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,499 cc | |
| Fuel type | Petrol (Gasoline) | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 79.0 mm × 81.3 mm | |
| Power output | 110 kW (150 PS) | |
| Torque | 240 Nm @ 1,600–4,000 rpm | |
| Fuel system | Bosch HDP6 high-pressure direct injection (up to 350 bar) | |
| Emissions standard | Euro 6d | |
| Compression ratio | 10.5:1 | |
| Cooling system | Water‑cooled with electric auxiliary pump | |
| Turbocharger | Twin‑scroll (Honeywell Garrett) | |
| Timing system | Chain (front‑mounted, low‑wear design) | |
| Oil type | Ford WSS‑M2C949‑A (SAE 0W‑20) | |
| Dry weight | 110 kg |
The twin-scroll turbo provides immediate throttle response ideal for city driving but demands high-quality 0W-20 oil meeting Ford WSS-M2C949-A to protect turbo bearings and high-pressure fuel system. Exclusive direct injection leads to intake valve carbon buildup over time—especially with frequent short trips—requiring periodic walnut blasting or intake cleaning per TSB 22-1189. The GPF requires regular highway driving (>20 mins at 2,000+ rpm) for passive regeneration; neglect may trigger limp mode. Revised calibration from 2021 reduces deposit formation but does not eliminate the root cause.
Oil Specs: Requires Ford WSS-M2C949-A (0W-20) specification (Ford TIS Doc. F22730). Not interchangeable with older 5W-30 specs.
Emissions: Euro 6d certification applies to all 2018–2024 models (VCA Type Approval #VCA/EMS/6789). No market variations.
Power Ratings: Measured under SAE J1349 standards. Output consistent across all markets (Ford Group PT-2022).
Ford Technical Information System (TIS): Docs F22710, F22715, F22720, F22730
Ford Service Bulletin TSB 22-1189
VCA Type Approval Database (VCA/EMS/6789)
SAE International: J1349 Engine Power Certification Standards
The Ford T1DB was used across Ford's C2 and B2E platforms with transverse mounting. This engine received platform-specific adaptations—revised cooling ducting in the Puma and stiffer engine mounts in the EcoSport—and from 2021 the Focus adopted updated EGR calibration to mitigate carbon buildup, creating minor 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 F22750). The 8th VIN digit indicates engine displacement ('J' for 1.5L). All T1DB units feature a black plastic intake manifold with '1.5 EcoBoost' branding. Critical differentiation from STJB: T1DB produces 150 PS (vs. 160 PS) and uses a single exhaust manifold runner design. Intake valve deposits are more prevalent in pre-2021 builds per TSB 22-1189.
The T1DB's primary reliability risk is intake valve carbon fouling due to direct-injection-only design, with elevated incidence in urban-driven vehicles. Ford internal data (2023) showed a measurable increase in intake cleaning requests for pre-2021 builds, while UK DVSA records indicate minimal GPF-related MOT failures thanks to robust regeneration logic. Frequent short trips without highway driving accelerate deposit formation, making driving pattern and maintenance critical.
Analysis derived from Ford technical bulletins (2020–2024) and UK DVSA failure statistics (2020–2024). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD T1DB.
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