The Ford T3DA is a 1,498 cc, inline‑three turbo‑petrol engine produced between 2019 and 2024. 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, with responsive low‑end performance suited to urban and mixed driving.
Fitted to models such as the Focus (Mk4), Puma, and Kuga (third generation), the T3DA was engineered to balance fuel efficiency with ever…
All production years (2019–2024) meet at least Euro 6d TEMP standards; post‑2021 models comply with full Euro 6d (VCA UK Type Approval #VCA/EMS/F2301).
The Ford T3DA is a 1,498 cc inline‑three turbo‑petrol engineered for compact and crossover models (2019–2024). It combines direct injection with a twin‑scroll turbocharger to deliver responsive low‑rpm torque and efficient cruising. Designed to meet Euro 6d TEMP and Euro 6d emissions standards, it balances everyday usability with regulatory compliance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,498 cc | |
Fuel type | Petrol (ULP 95 RON min) | |
Configuration | Inline‑3, DOHC, 12‑valve | |
Aspiration | Turbocharged (twin‑scroll) | |
Bore × stroke | 79.0 mm × 81.3 mm | |
Power output | 110 kW (150 PS) @ 6,000 rpm | |
Torque | 240 Nm @ 1,600–4,000 rpm | |
Fuel system | Bosch HDP5 high‑pressure direct injection (up to 200 bar) | |
Emissions standard | Euro 6d TEMP (2019–2021); Euro 6d (2022–2024) | |
Compression ratio | 10.5:1 | |
Cooling system | Water‑cooled with dual‑circuit layout | |
Turbocharger | Garrett twin‑scroll (MGT2252V), integrated exhaust manifold | |
Timing system | Chain‑driven (front‑mounted, maintenance‑free design) | |
Oil type | Ford WSS-M2C948-B1 (SAE 0W‑20) | |
Dry weight | 110 kg |
The Ford T3DA was used across Ford's C‑Car and CD‑Car platforms with transverse mounting and no external licensing. This engine received platform-specific calibrations—revised cooling in the Kuga and updated engine mounts in the Puma—and from early 2022 the HPFP cam follower was updated per TSB-2145, creating minor service part distinctions. All adaptations are documented in OEM technical bulletins.
The T3DA's primary reliability risk is high-pressure fuel pump (HPFP) cam follower wear in pre-2022 builds, with elevated incidence in sustained high-load or hot-climate use. Ford internal data from 2022 indicated a measurable uptick in HPFP-related warranty claims before the early-year revision, while UK DVSA records show minimal emissions-related failures thanks to robust GPF calibration. Extended mountain or towing use without cooldown cycles increases thermal stress, making fuel quality and driving pattern critical.
Analysis derived from Ford technical bulletins (2019–2024) and UK DVSA failure statistics (2020–2025). 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 T3DA is generally robust when maintained properly. Early models (2019–2021) had HPFP concerns, resolved by Ford’s 2022 update. With correct 0W‑20 oil, quality fuel, and occasional highway driving for GPF regeneration, it can exceed 200,000 km reliably.
Top issues include HPFP cam follower wear (pre-2022), GPF clogging from short trips, turbo wastegate rattle, and coolant leaks from the thermostat housing. All are documented in Ford TSBs and addressed with updated parts.
The T3DA powers the Focus (Mk4, 2019–2024), Puma (2019–2024), and Kuga (Mk3, 2020–2024) with 150–155 PS output. It is exclusive to Ford and not shared with other manufacturers.
Yes. Stage 1 ECU remaps safely yield +20–25 kW, leveraging the engine’s strong internals. Supporting mods (intake, exhaust, intercooler) allow up to 200 PS. Avoid aggressive tuning without HPFP and fuel system upgrades.
In a Focus 1.5 EcoBoost, expect ~6.8 L/100km (city) and ~4.9 L/100km (highway), or ~48 mpg UK combined. Real-world mixed driving typically returns 42–49 mpg UK, depending on driving style and GPF regeneration cycles.
Yes. The T3DA is an interference engine. Timing chain failure—though rare due to its robust front-mounted design—could cause piston-to-valve contact. No timing belt is used; the chain is designed for life but should be inspected if noise occurs.
Ford specifies 0W‑20 synthetic oil meeting WSS-M2C948-B1. This low-viscosity oil is critical for cylinder deactivation (if equipped), turbo protection, and GPF compatibility. Never substitute with older 5W‑30 specs.
Comprehensive technical documentation and regulatory references
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EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
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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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