Ford C-Max

Injectors on the 2.0 TDCi family show measurable wear from around 150,000 km. Leaking copper sealing washers allow combustion gases to escape ('Black Death'). Replacing one injector soon necessitates replacing all, as wear state is similar across the set.

Symptoms: Rough running, diesel knock, black soot deposits around injectors, power loss

At higher mileages the high-pressure fuel pump wears internally and leaves metal swarf in the fuel filter. Particles can damage injectors. The pump can fail suddenly at motorway speed.

Symptoms: Gold-coloured metal particles in the diesel filter housing, engine enters limp mode or dies under full load, difficult cold start.

Ford specifies 200,000 km or 10 years as the change interval (automatic: 100,000 km). Belt documented with 15 cm of missing teeth at just 99,000 km. Belt snap destroys rocker arms and the camshaft.

Symptoms: No warning sign on belt snap — sudden engine stop on the motorway, loud hammering from the engine.

The diesel particulate filter blocks up in frequent short-trip use when regeneration temperature is not reached. Fuel enters the engine oil and measurably dilutes it. Oil level check every 5,000 km recommended.

Symptoms: Engine management light, power reduction, elevated oil level, regular motorway runs required

The dual-mass flywheel wears over time. Verified failure documented at 270,000 km (Mondeo estate), total cost approx. £1,050 including clutch and labour. With normal use trouble-free operation beyond 200,000 km is possible.

Symptoms: Metallic rattle on gear changes, vibration at idle, shudder on take-up

From 75,000–100,000 km, poorly maintained examples develop axial play in the turbocharger shaft. The oil feed line to the turbo can coke up, leading to oil starvation.

Symptoms: Whistling or metallic rattle on acceleration, power loss, blue smoke.

On the early C-Max DM2 of model years 2004 to 2006, the alternator failed frequently. Ford improved this on later production runs. Second-hand early examples should be checked for the charge warning indicator.

The dual-mass flywheel in the C-Max DM2 — particularly the diesel variants (1.6 and 2.0 TDCi) — wears prematurely. A complete clutch kit is often renewed at the same time.

The C-Max Mk1 shares the Focus's rust susceptibility. Door lower edges, window frames, door hinges, and sills typically corrode after 6–10 years. Inadequate stone-chip protection encourages early corrosion on wheel arches and door lower edges.

The ABS control module (fault code C1288) of the C-Max Mk1 fails and causes the ESP warning light to stay on permanently. The problem was resolved in the later Mk2 with a revised unit. Repair or replacement of the ATE ABS module is required.

The tailgate latch switch of the C-Max Mk1 allows moisture ingress, particularly in cold weather. The tailgate can open on its own while driving. The problem mainly affects vehicles up to 2007 and should be treated as a safety issue.

The instrument cluster of the C-Max Mk1 fails in the cold due to cold solder joints on the PCB. The speedo, rev counter, and all warning lights temporarily drop out completely. Everything works again once warmed up. Re-soldering or replacing the control unit is the solution.