The Ford YTT is a 1,499 cc, inline‑three turbo‑petrol engine produced between 2015 and 2020. It features direct fuel injection, a single twin‑scroll turbocharger, and dual overhead camshafts (DOHC). In standard form it delivers 103 kW (140 PS) and 240 Nm of torque, with responsive low‑end performance suited for compact hatchbacks and crossovers.
Fitted to models such as the Mk7.5 Fiesta, EcoSport, and B‑Max, the YTT was engineered as a cost‑effective, fuel‑efficient alternative to larger naturally aspirated units. Emissions compliance was achieved through cooled exhaust gas recirculation (EGR) and catalytic aftertreatment, enabling Euro 6b compliance across all production years.
One documented concern is premature wear of the high-pressure fuel pump (HPFP) drive mechanism, highlighted in Ford Technical Service Bulletin TSB‑17‑2156. This issue stems from thermal and mechanical stress during repeated short‑trip urban driving, particularly when low‑quality fuel is used. From late 2018, Ford introduced updated pump internals and revised calibration to reduce failure rates.
All production years (2015–2020) meet Euro 6b standards (VCA UK Type Approval #VCA/EMS/4321).
The Ford YTT is a 1,499 cc inline‑three turbo‑petrol engineered for compact hatchbacks and crossovers (2015–2020). It combines direct injection with a twin‑scroll turbocharger to deliver brisk low‑end response and smooth power delivery. Designed to meet Euro 6b standards, it balances performance with emissions control.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,499 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 79.0 mm × 101.5 mm | |
| Power output | 103 kW (140 PS) | |
| Torque | 240 Nm @ 1,600–4,000 rpm | |
| Fuel system | Bosch HDP5 high‑pressure direct injection (up to 250 bar) | |
| Emissions standard | Euro 6b | |
| Compression ratio | 10.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Single twin‑scroll (Honeywell Garrett) | |
| Timing system | Chain (front‑mounted; low‑wear design) | |
| Oil type | Ford WSS‑M2C949‑A (SAE 5W‑30) | |
| Dry weight | 108 kg |
The twin‑scroll turbo provides immediate throttle response ideal for city driving but demands high‑quality fuel (95 RON minimum) to prevent knock and HPFP stress. Oil changes every 15,000 km using Ford WSS‑M2C949‑A (5W‑30) are critical to maintain turbo bearing and chain longevity. Repeated short trips without sustained engine load may accelerate HPFP wear—per TSB 17‑2156, affected pumps should be replaced with updated units. The absence of a gasoline particulate filter (GPF) simplifies emissions maintenance compared to later EcoBoost variants.
Oil Specs: Requires Ford WSS‑M2C949‑A (5W‑30) specification (Ford Owner’s Manual). Equivalent to ACEA C2/C5.
Emissions: Euro 6b applies to all model years (2015–2020) (VCA Type Approval #VCA/EMS/4321).
Power Ratings: Measured under ISO 1585 standards. Output assumes 95 RON fuel (Ford TIS Doc. YTT‑A201).
Ford Technical Information System (TIS): Docs YTT‑A102, A105, A110, TSB 17‑2156
VCA Type Approval Database (VCA/EMS/4321)
ISO 1585: Road vehicles — Engine test code
The Ford YTT was used across Ford's B‑segment platforms with transverse mounting and exclusive to European and global emerging markets. This engine received platform-specific calibrations—revised cooling in the EcoSport and detuned variants in base Fiesta trims—creating minor ECU interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front timing cover near the oil filter housing (Ford TIS YTT‑A103). The 7th VIN digit indicates engine family ('T' for YTT series). All YTT units feature a black plastic intake manifold with “1.5 ECOBOOST” embossed. Critical differentiation from XYJC: YTT lacks a gasoline particulate filter (GPF) and uses a lower-pressure Bosch HDP5 fuel system (max 250 bar vs 350 bar). ECU part number must match calibration—Fiesta uses ECU 2S6J‑12A650‑AB, while EcoSport uses 2S6J‑12A650‑AC. Swapping without reprogramming causes limp mode (Ford TSB 18‑0921).
The YTT's primary reliability risk is high-pressure fuel pump (HPFP) drive wear in early builds, with elevated incidence in urban short-trip use. Ford internal field data from 2018 indicated a measurable uptick in HPFP replacements before 70,000 km in city-driven vehicles, while UK DVSA records show minimal emissions-related failures due to the absence of a GPF. Repeated cold starts and low-quality fuel increase mechanical stress, making fuel quality and driving patterns critical.
Analysis derived from Ford technical bulletins (2017–2020) and UK DVSA failure statistics (2016–2025). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD YTT.
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