The Ford XUJB is a 1,499 cc, inline‑three turbo‑petrol engine introduced in 2020. It features direct fuel injection, a single‑scroll turbocharger, and dual overhead camshafts (DOHC). In standard form it delivers 110 kW (150 PS) and 240 Nm of torque, offering responsive mid‑range performance suited for compact SUVs and hatchbacks.
Fitted primarily to the Puma ST and select Fiesta ST-Line X variants, the XUJB was engineered to bridge the gap between efficiency and sporty dynamics. Emissions compliance is achieved through a gasoline particulate filter (GPF), cooled exhaust gas recirculation (EGR), and precise lambda control, enabling full Euro 6d compliance across all registration dates.
One documented concern is premature wear of the high-pressure fuel pump (HPFP) drive lobe on the camshaft, highlighted in Ford Technical Service Bulletin TSB-22-1156. This issue affects early production units (2020–mid-2022) and stems from surface-hardening inconsistencies in the camshaft manufacturing process. From Q3 2022, Ford implemented a revised camshaft with enhanced nitriding treatment to mitigate wear.
All production years (2020–present) meet Euro 6d standards (VCA UK Type Approval #VCA/EMS/8912).
The Ford XUJB is a 1,499 cc inline‑three turbo‑petrol engineered for compact performance hatchbacks and crossovers (2020–present). It combines direct injection with a single‑scroll turbocharger to deliver brisk mid‑range torque and agile throttle response. Designed to meet Euro 6d standards, it balances spirited driving with low emissions and urban efficiency.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,499 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 75.0 mm × 85.0 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 | 10.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Single‑scroll turbo (Honeywell Garrett) | |
| Timing system | Chain (front‑mounted) | |
| Oil type | Ford WSS-M2C945-A (SAE 0W‑20) | |
| Dry weight | 108 kg |
The three‑cylinder layout delivers strong mid‑range torque ideal for overtaking and urban agility but may exhibit mild NVH at idle. Ford WSS-M2C945-A (0W‑20) oil is essential to protect the turbocharger, HPFP, and camshaft drive lobes. Extended oil change intervals beyond 15,000 km significantly increase camshaft wear risk in early units (2020–mid-2022). The GPF requires periodic highway driving (>30 min at 60+ km/h) to enable passive regeneration; frequent short trips may trigger active regen or warning lights. Revised camshafts from Q3 2022 (per TSB-22-1156) offer improved durability.
Oil Specs: Requires Ford WSS-M2C945-A (0W‑20) specification (Ford Owner’s Manual – Puma ST). Not interchangeable with older Ford oil specs.
Emissions: Euro 6d applies to all model years (2020–present) under VCA Type Approval #VCA/EMS/8912.
Power Ratings: Measured under UN ECE R85 standards. Output consistent across all markets with RON 95+ fuel (Ford TIS Doc. F42130).
Ford Technical Information System (TIS): Docs F42105, F42118, F42130
VCA Type Approval Database (VCA/EMS/8912)
UN Regulation No. 85 – Engine Power Measurement
The Ford XUJB was used exclusively in Ford's B‑platform performance variants with transverse mounting and no external licensing. This engine received platform-specific calibrations—enhanced cooling in the Puma ST and revised exhaust routing in the Fiesta ST-Line X—and from Q3 2022 the updated camshaft revision, 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 oil filler neck (Ford TIS F42150). The 7th VIN digit is 'K' for XUJB-equipped vehicles. Early units (2020–mid-2022) use camshaft part number CV6Z‑6250‑AA; post-Q3/2022 units use revised CV6Z‑6250‑AB with enhanced surface treatment. The GPF is integrated into the exhaust manifold—visible as a single metal housing with no upstream catalytic converter. ECU part numbers are consistent, but camshaft replacement requires matching production date to TSB-22-1156 guidelines.
The XUJB's primary reliability risk is camshaft-driven HPFP lobe wear in early builds, with elevated incidence in high-mileage or aggressive driving conditions. Ford internal data cited in TSB-22-1156 noted a measurable increase in camshaft warranty claims for 2020–mid-2022 engines, while UK DVSA records show minimal emissions-related failures due to robust GPF control. Extended oil intervals and frequent short trips increase cam and GPF stress, making oil quality and driving pattern critical.
Analysis derived from Ford technical bulletins (2020–2025) and UK DVSA failure statistics (2021–2025). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD XUJB.
Comprehensive technical documentation and regulatory references
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