Ford Puma Spark Plugs: Intervals, Fitment & Warning Signs

A genuine technical warning about engine temperature before removing the Puma's plugs, plus why real-world owners rarely wait for the full official interval.

Illustration for editorial purposes

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OEM Part Number: confirm via engine code — aftermarket NGK 90738 / Bosch 0 242 232 514

Accuracy note: Covers the Ford Puma (2019-) as listed in the UK aftermarket catalogues. Spark plugs are engine-specific — thread size (M12 vs M14), reach, heat range, electrode type (copper, platinum, iridium) and gap all change between engines in the same car, and the catalogue listings below cover every petrol engine in the generation without always saying which plug fits which. Match the plug to your engine code (on the V5C or the engine cover), fit a full set of the same type, and use the maker's gap and torque. Genuine numbers are shown only where a listing quotes one.

Petrol engines in this generation	1.0 EcoBoost (95, 125 HP), 1.0 EcoBoost mHEV (125, 155, 160 HP), 1.0 ST EcoBoost mHEV (170 HP), 1.5 ST EcoBoost (200 HP), 1.0 Flexifuel (125 HP)
Spark plugs (aftermarket)	NGK 90738 (iridium, 0.8 mm gap, 16 mm hex, M14x1.25); NGK 1511 (iridium, CNG/LPG line, 60,000 km interval); NGK 5055 (platinum, M14x1.25); Bosch 0 242 232 514 (1.1 mm gap, M14x1.25); Bosch 0 242 229 785 (1.3 mm gap, M14x1.25); Champion CCH9901 (iridium, 1.2 mm gap, M14x1.25); Champion OE031/T10 (copper, 1.0 mm gap, M14x1.25); Denso ITV16TT (iridium centre, platinum earth, M14x1.25)
Genuine (OE) numbers quoted	Denso PT16VR13 (OE C40218110A); Denso T16VR-U10 (OE 1493001)
Fitment notes	NGK 90738 is the iridium 16 mm hex M14x1.25 reference with a 0.8 mm gap; copper, nickel and platinum alternatives are also listed. Febi bilstein 13462 carries a 30,000 km interval. No plug is tied to an engine code.

A Genuine Technical Warning Before You Start This Job — Ford Puma Spark Plugs

Worth knowing before attempting this yourself on the Ford Puma: spark plugs should never be removed when the engine is either hot or fully cold-soaked (sat unused overnight) — the engine needs to be warm to the touch after cooling down for a period first. Removing plugs at the wrong temperature risks damaging the thread or the cylinder head itself, a considerably more expensive problem than the plug replacement you started with. On EcoBoost engines specifically, the aluminium cylinder head makes this more of a genuine risk than on some older, simpler engines — over-tightening or working at the wrong temperature can strip threads that are more delicate than cast iron.

On anti-seize compound: opinion is genuinely split even among experienced mechanics. Manufacturers including NGK generally advise against it on modern plugs, which come pre-coated with a corrosion-resistant plating designed to prevent seizing without it — adding anti-seize can alter the effective torque by up to 20%, risking thread damage or a stretched plug shell that changes its heat rating. That said, many long-term owners report using a small amount without issue, particularly on higher-mileage engines where thread corrosion is more of a concern. If in doubt, following the plug manufacturer's specific guidance for your exact plug is the safer default.

It's also worth knowing that Ford's official spark plug interval for the Puma (often around 100,000 miles on EcoBoost engines) is considerably longer than what many real-world owners actually do in practice — a meaningful number report changing plugs at 40,000-60,000 miles instead, citing noticeably improved throttle response and fuel economy, particularly on turbocharged engines that work the plugs harder than a naturally-aspirated equivalent. This isn't a hard rule, but if you're noticing a rough idle or slightly longer crank time on an EcoBoost with plugs approaching official end-of-life, fresh plugs are a cheap thing to try before assuming a more expensive fault.

Ford Puma Spark Plugs: A Cheap Part That Causes Expensive-Feeling Problems

A worn set of spark plugs in the Ford Puma doesn't make itself obvious: idle roughens slightly, acceleration loses a bit of urgency, and both symptoms are easy to blame on something else entirely. Given how inexpensive the part is, it often gets neglected for far longer than it should.

Before you buy: plug type and gap specification vary by engine size and generation. Always confirm against your VIN before ordering.

Ford Puma Spark Plugs: Watch: Replacing It

🎬 Watch: Ford Focus 1.0 EcoBoost Spark Plug Change DIY (sister (Focus))

Watch on YouTube ↗

2019 Puma uses the 1.0 EcoBoost; the "Project Puma" result (nsjXIJkN-7U) looks like the old 1990s Puma so was not used.

Ford Puma Spark Plugs: What They Do

Every combustion cycle in the Ford Puma's petrol engine starts with a spark plug igniting the compressed fuel-air mixture, and their condition shapes efficiency, economy and smoothness directly. Diesel versions don't need them at all, relying purely on compression to ignite fuel.

Ford Puma Spark Plugs: Generations, Engines & Spark Plug Count

Diesel variants (EcoBlue and similar)	Not applicable — diesel engines use compression ignition and have no spark plugs at all
1.0 EcoBoost / 1.0 EcoBoost mHEV (standard and most trims)	Genuinely only 3 spark plugs — this is Ford's three-cylinder engine and the Puma's standard petrol unit across most of the range, not a four-cylinder
ST (1.5 EcoBoost)	4 spark plugs — the ST uses a genuinely different, larger four-cylinder engine from the standard car's three-cylinder unit

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Ford Puma Spark Plugs: Warning Signs, DIY Difficulty & Aftermarket Advice

These are the same regardless of make or model — see our full Spark Plugs Guide for symptoms of worn plugs, why matching your exact plug specification matters, and trusted brands to buy from.

More Ford Spark Plugs

The same part, covered across other Ford models.