Ford C-Max DXA
Weaknesses, engine ratings and buying advice
The Ford C-Max DXA (2010–2019) is a Focus-platform MPV that sold in enormous numbers across Europe. Practical, reasonably priced, and available with Ford’s full engine lineup. The problem is the PowerShift DCT — and if you avoid that, the C-Max is a genuinely solid family car.
Here’s what breaks: The PowerShift DPS6 dual-clutch transmission is the single biggest reliability issue across all C-Max variants. Ford fitted it to every petrol engine and the 1.5 TDCi diesel. Dry clutch packs wear from 30,000 km in stop-and-go traffic. Symptoms: shudder on pull-away, jerky low-speed shifts, hesitation from standstill, and eventually a complete loss of drive. The TCM (transmission control module) fails independently of the clutch packs — Ford issued multiple TSBs and faced class-action lawsuits in the US. Repair: $2,000–4,500 for clutch pack and TCM replacement, more if the dual-mass flywheel is also gone. Ford’s official position evolved from denial to extended warranty coverage on some markets, but most used C-Max buyers are outside that window now. Any C-Max with PowerShift needs a thorough test drive in slow urban traffic before purchase.
The PNDA 1.6L Ti-VCT petrol (85/92 kW) with a 5-speed manual is the safest powertrain combination. Simple port-injected engine, no turbo, no direct injection carbon buildup, and the manual gearbox eliminates the PowerShift risk entirely. The JTDB 1.6L EcoBoost (110/134 kW) delivers strong performance but carries a documented cylinder head cracking issue that triggered over 15,000 recalls. Coolant loss without visible external leak, white smoke from the exhaust, and mayonnaise under the oil cap are the warning signs. Budget $3,000–5,000 for a head replacement.
Diesel: The M8DB and M9DB 2.0L TDCi (110/120 kW) with a 6-speed manual is the best diesel option. Strong torque for a family MPV, proven Ford/PSA diesel architecture, and none of the PowerShift complications. The 1.5 TDCi (XWDB/XWDA, 70/88 kW) is adequate but only paired with PowerShift on higher trims — check the spec sheet carefully. DPF clogging affects all diesels on short urban runs.
The Grand C-Max is the 7-seat variant with sliding rear doors — mechanically identical, same engine and gearbox issues. The sliding door mechanism adds its own wear items: roller guides and cable tensioners need inspection from 80,000 km.
Test-drive checklist: PowerShift: crawl in stop-and-go traffic for 10 minutes — any shudder, hesitation, or clunking on 1st-to-2nd shifts is a deal-breaker. EcoBoost 1.6: cold start — check for white exhaust smoke and inspect coolant level. Oil cap: any emulsified residue = head gasket or head crack. Sliding doors on Grand C-Max: open and close from inside and outside, listen for grinding.
2026 market: 2010–2013 pre-facelift from $4,500–9,000. 2015–2017 facelift from $10,000–15,500. 2017–2019 late models from $13,000–20,000. PowerShift cars sell at a 15–25% discount to manuals.
Insider pick: PNDA 1.6 petrol or M8DB 2.0 TDCi, manual gearbox, 2015+ facelift — the facelift brought improved infotainment, better sound insulation, and revised suspension tuning. With a manual gearbox, the C-Max’s biggest weakness simply does not apply.
182 PS
C-Max · Benzin
Surprising Van
Fun to Drive!150 PS
2.0L EcoBlue TDCi Diesel
11 weaknesses
Stay Away!Generations
Engine Overview
The Ford C-Max DXA is available with 10 engine variants — from 95 to 182 hp. 5 variants had engine changes — the model year is crucial.
Modern common-rail diesel with timing chain and low consumption. The exhaust aftertreatment with DPF and partly SCR/AdBlue is complex; NOx sensors are among the typical wear items and announce themselves via fault codes. EGR coking occurs in pure short-trip use. Refined and torquey with proper care.
- !! Injector Problems: Juddering and Knocking from 140,000 km
Faulty injectors cause severe juddering and knocking on acceleration. Problem occurs from approx. 140,000–150,000 km. Multiple injectors become leaky or faulty simultaneously. Ford has replaced all 4 injectors in individual cases without a permanent fix.
Symptoms: Heavy juddering, knocking on acceleration, engine misfires, power loss - !! Timing Chain Premature Wear from 120,000 km
The 1.5 EcoBlue XWDA in the Fiesta/Puma can suffer premature timing chain wear. Ford recommends retrofitting the reinforced 8 mm chain as a preventive measure. Regular oil changes are critical.
Symptoms: Rattling on cold start from the timing chain area, check engine light, camshaft sensor fault - !! Recall Camshaft Sprocket Material Fatigue (16B42)
Ford recalled approximately 8,400 vehicles (production October 2014 to April 2015) because the camshaft sprocket can fracture due to material fatigue and damage the engine.
+ 7 more engine weaknesses + vehicle weaknesses
Compact, frugal common-rail diesel of the newer generation with good refinement for its displacement. The timing chain is designed for low maintenance. DPF and AdBlue need regular long trips; pure short-haul use hurts regeneration. Watch fluid level and sensors. Economical and durable with correct oil servicing.
- !! Injector Problems: Juddering and Knocking from 140,000 km
Faulty injectors cause severe juddering and knocking on acceleration. Problem occurs from approx. 140,000–150,000 km. Multiple injectors become leaky or faulty simultaneously. Ford has replaced all 4 injectors in individual cases without a permanent fix.
Symptoms: Heavy juddering, knocking on acceleration, engine misfires, power loss - !! Recall Camshaft Sprocket Material Fatigue (16B42)
Ford recalled approximately 8,400 vehicles (production October 2014 to April 2015) because the camshaft sprocket can fracture due to material fatigue and damage the engine.
- !! EGR Cooler Crack with Coolant Ingestion from 120,000 km
The EGR cooler develops cracks under extreme thermal cycling. Coolant enters the intake tract and forms black foam in the expansion tank. In the worst case a hydraulic lock results.
Symptoms: Black or oily foam in the coolant expansion tank, coolant loss with no external leak, white exhaust smoke, tendency to overheat.
+ 6 more engine weaknesses + vehicle weaknesses
Small PSA-based common-rail diesel with intake swirl flaps that can come loose and cause damage. The injectors are sensitive to fuel quality, and the DPF suffers on short trips. Regular longer drives and short oil-change intervals keep it healthy. Economical and adequately punchy for its class, but it needs to be run with maintenance awareness.
- !! Injector Seal 'Black Death' Failure from 100,000 km
The copper sealing washers at the injector seat fail and allow soot to enter the engine oil. The soot blocks the mesh filter in the turbo oil feed. This is the primary cause of turbocharger damage on this engine. Replacing all injector seals is a known maintenance item.
Symptoms: Diesel smell inside the cabin, black deposits around injectors, smoke from the engine bay, subsequent turbocharger damage - !! Turbocharger Failure from Oil Starvation from 130,000 km
Soot from leaking injector seals blocks the fine mesh filter in the turbo oil feed (banjo bolt). Below 0.8 bar oil pressure the turbocharger fails. A complete repair includes the turbo, oil sump, oil strainer, oil filter housing and intercooler. Costs run to £1,300–£2,200.
Symptoms: Whistling from the turbo area, power loss, blue smoke clouds, oil in the intake tract - !! Leaking Injector Seals from 130,000 km
The copper washers and O-ring seals on the injectors burn through, allowing combustion gases and fuel to escape into the valve cover area. This leads to hardened oil deposits.
Symptoms: Diesel smell in the engine bay, oily soot deposit around the valve cover, rough idle, visible smoke from the crankcase ventilation system.
+ 5 more engine weaknesses + vehicle weaknesses
Compact PSA common-rail diesel with the typical swirl flaps that can develop play or break over time. The injectors demand clean fuel, and leaking return lines are not uncommon. The particulate filter needs regular longer drives to regenerate. With consistent maintenance, an economical, everyday-usable diesel with solid pull.
- !! Injector Seal 'Black Death' Failure from 100,000 km
The copper sealing washers at the injector seat fail and allow soot to enter the engine oil. The soot blocks the mesh filter in the turbo oil feed. This is the primary cause of turbocharger damage on this engine. Replacing all injector seals is a known maintenance item.
Symptoms: Diesel smell inside the cabin, black deposits around injectors, smoke from the engine bay, subsequent turbocharger damage - !! Turbocharger Failure from Oil Starvation from 130,000 km
Soot from leaking injector seals blocks the fine mesh filter in the turbo oil feed (banjo bolt). Below 0.8 bar oil pressure the turbocharger fails. A complete repair includes the turbo, oil sump, oil strainer, oil filter housing and intercooler. Costs run to £1,300–£2,200.
Symptoms: Whistling from the turbo area, power loss, blue smoke clouds, oil in the intake tract - !! Leaking Injector Seals from 130,000 km
The copper washers and O-ring seals on the injectors burn through, allowing combustion gases and fuel to escape into the valve cover area. This leads to hardened oil deposits.
Symptoms: Diesel smell in the engine bay, oily soot deposit around the valve cover, rough idle, visible smoke from the crankcase ventilation system.
+ 5 more engine weaknesses + vehicle weaknesses
Two-litre-class common-rail diesel with good torque and economical consumption. The DPF needs regular regeneration and suffers under purely short-trip use; the EGR valve tends to soot up. The injectors should be spared with good-quality fuel. Overall a strong, long-distance-capable engine that reaches high mileages with care.
- !! Injector Wear and Leaks from 150,000 km
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 - !! High-Pressure Pump Metal Debris and Failure from 160,000 km
At higher mileages the high-pressure pump wears internally and leaves metal swarf in the fuel filter. Swarf can damage injectors. The pump can fail suddenly on the motorway.
Symptoms: Golden metal swarf in the diesel filter housing, engine drops into limp mode or stalls under full load, difficult cold starting. - !! Premature Timing Belt Failure — Interval Too Long from 100,000 km
Ford specifies 200,000 km or 10 years as the replacement interval (automatic: 100,000 km). A belt with 15 cm of missing teeth has been documented at only 99,000 km. Belt failure destroys rocker arms and the camshaft.
Symptoms: No prior warning on belt snap — sudden engine stall on the motorway, loud banging from the engine.
+ 7 more engine weaknesses + vehicle weaknesses
Strong variant of the two-litre common-rail diesel with confident pull and good economy. The particulate filter calls for regular longer drives, otherwise clogging and costly cleaning loom. The EGR valve soots up over time, and the injectors react to poor fuel. With good maintenance, a long-lived, torque-rich engine for high-mileage drivers.
- !! Injector Wear and Leaks from 150,000 km
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 - !! Oil Bath Belt Clogs Oil Pump Strainer from 100,000 km
The oil bath timing belt disintegrates and clogs the oil pump strainer with debris particles. The engine dies from oil starvation — bearings, crankshaft, camshaft and turbocharger are destroyed.
Symptoms: No prior warning: oil pressure drops, engine runs rough, then total destruction. Belt itself may look intact visually. - !! Premature Turbocharger Failure from Oil Starvation from 60,000 km
The 2.0 EcoBlue turbocharger can fail before 50,000 km. Cause: belt debris in the oil circuit or overdue oil change intervals clog the oil feed to the turbo bearing.
Symptoms: Whistling on acceleration, noticeable power loss, blue smoke. Turbo warning light may not illuminate.
+ 4 more engine weaknesses + vehicle weaknesses
Modern common-rail diesel with refined running and strong low-rev pull. A timing chain instead of a belt cuts maintenance effort. The DPF and AdBlue system need enough motorway use and level monitoring, otherwise regeneration troubles appear. NOx sensors can age. Well cared for, it is a long-lived, efficient powertrain.
- !! Continental Injector Coating Defect (2019) from 50,000 km
Continental injectors with a faulty internal coating (vehicles built Feb–Sep 2019). The coating delaminates and blocks the injector. Ford service action: free injector replacement (Ford TSB-20-2335). Affected vehicles: Transit, Ranger, Focus, Mondeo, S-Max, Galaxy, Edge.
Symptoms: Hesitation, poor idle, power reduction, increased fuel consumption, limp mode - !! DPF Clogging from Injector Soot Ingestion from 80,000 km
Faulty injectors generate excessive soot that prematurely clogs the DPF. On the high-output variant (190 hp), soot also blocks the low-pressure filter of the dual EGR system. Repair requires simultaneous replacement of injectors AND DPF (TSB-20-2335). Replacing the DPF alone does not resolve the issue long-term.
Symptoms: Fault codes P2002, P02EC, P02FA, check engine light, power reduction - !! Oil Bath Belt Clogs Oil Pump Strainer from 100,000 km
The oil bath timing belt disintegrates and clogs the oil pump strainer with debris particles. The engine dies from oil starvation — bearings, crankshaft, camshaft and turbocharger are destroyed.
Symptoms: No prior warning: oil pressure drops, engine runs rough, then total destruction. Belt itself may look intact visually.
+ 8 more engine weaknesses + vehicle weaknesses
Lively three-cylinder turbo with surprisingly strong pull for the small displacement and a likeable note. The weak spot is the wet timing belt running in oil, which can disintegrate if the interval is overrun. Early versions also had timing chain trouble and coolant loss at the cylinder head. Keep an eye on belt changes and the cooling system, then a refined engine.
- !! Wet Timing Belt Dissolves in Wrong or Old Oil from 100,000 km
The oil-bath timing belt degrades with incorrect oil type or overdue change intervals. Rubber fragments block the oil strainer and endanger the oil pump and connecting-rod bearings.
Symptoms: Unusual noises from engine bay, engine warning light, in the worst case engine seizure from oil pressure loss. - !! Degas Hose at Coolant Expansion Tank Fractures from 80,000 km
The plastic fitting on the turbo coolant hose at the expansion tank becomes brittle and fractures. Rapid coolant loss can overheat the engine in minutes and cause irreparable damage.
Symptoms: Visible coolant loss, steam rising from engine bay, temperature warning. Coolant level drops rapidly. - !! Oil-Bath Timing Belt Disintegrates from 80,000 km
The 1.0L EcoBoost uses an oil-bath timing belt for the oil pump drive. With incorrect oil type or overdue oil changes the belt disintegrates and leads to engine damage. Exact oil type (Ford 5W-20) and strict adherence to change intervals are mandatory.
Symptoms: Oil pressure warning light, engine noise, in extreme cases engine failure without prior warning
+ 5 more engine weaknesses + vehicle weaknesses
Turbocharged three-cylinder with strong torque from low revs. The wet timing belt runs in oil and must be replaced strictly to interval, otherwise expensive consequential damage looms. The early years are known for cooling-system and cylinder-head trouble. Lively, but maintenance-intensive and reliant on care.
- !! Wet Timing Belt Dissolves in Wrong or Old Oil from 100,000 km
The oil-bath timing belt degrades with incorrect oil type or overdue change intervals. Rubber fragments block the oil strainer and endanger the oil pump and connecting-rod bearings.
Symptoms: Unusual noises from engine bay, engine warning light, in the worst case engine seizure from oil pressure loss. - !! Degas Hose at Coolant Expansion Tank Fractures from 80,000 km
The plastic fitting on the turbo coolant hose at the expansion tank becomes brittle and fractures. Rapid coolant loss can overheat the engine in minutes and cause irreparable damage.
Symptoms: Visible coolant loss, steam rising from engine bay, temperature warning. Coolant level drops rapidly. - !! Head Gasket Failure from Thermal Stress from 120,000 km
The integrated exhaust manifold in the cylinder head generates extreme heat. Insufficient cooling (e.g. after degas hose failure) can blow the head gasket.
Symptoms: White exhaust smoke, oil-milk in expansion tank, coolant loss without visible external leak, power loss.
+ 5 more engine weaknesses + vehicle weaknesses
Turbocharged four-cylinder with direct injection and cylinder deactivation for low part-load consumption. The timing chain is sturdy but worth watching for cold-start rattle. The cooling system deserves attention: check gaskets and coolant level regularly. With proper servicing and the correct oil, the engine proves dependable.
- !! Hairline Cracks in Cylinder Block — Coolant Loss from 100,000 km
The 1.5 EcoBoost M8DB (S-Max MK2, Mondeo MK5) is one of the engine variants with documented hairline cracks in the cylinder block. Ford only addressed this with a revised block in 2019. Older examples are particularly affected.
Symptoms: Coolant level drops, coolant foams in expansion tank, rough cold start - !! Turbocharger Wear from Poor Oil Quality from 160,000 km
Oil dilution can cause premature turbocharger wear on the 1.5 EcoBoost M8DB. The thinned lubrication leads to increased bearing wear, especially with frequent full-load use after cold start.
Symptoms: Whistling turbo noise, blue smoke, boost pressure drop, increased oil consumption - !! Hairline Crack in Cylinder Block — Coolant Ingestion (up to 2019) from 60,000 km
Early 1.5 EcoBoost four-cylinders (up to approx. March 2019) are prone to hairline cracks in the cylinder block. Coolant enters the cylinders and causes severe engine damage. Short-block replacement required.
Symptoms: Rough cold start, white exhaust smoke, coolant loss without external leak, engine warning light.
+ 5 more engine weaknesses + vehicle weaknesses
Turbo petrol with direct injection, closely related to the smaller EcoBoost variants. The timing chain lasts well when oil changes stay on schedule. Direct injection encourages intake valve coking, so occasional cleaning helps. Keep an eye on coolant routing. Overall a smooth, frugal engine with decent torque.
- !! Hairline Cracks in Cylinder Block — Coolant Loss from 100,000 km
The 1.5 EcoBoost M9DB shares with the M8DB the cylinder block hairline crack problem that Ford only fixed in 2019 with a revised block. Coolant loss quickly leads to severe engine damage.
Symptoms: Coolant level drops, coolant foams in expansion tank, rough cold start - !! Head Gasket Failure (Service Action 19S42) from 80,000 km
Ford issued Service Action 19S42 for the 1.5 EcoBoost in 2019. Head gaskets can fail, allowing coolant into the combustion chamber. Repair requires a new cylinder head (not resurface-able according to Ford) at £1,200–£3,500.
Symptoms: Milky oil colour; white exhaust smoke; coolant level drops without leak; engine runs hot; coolant smells of exhaust gas. - !! Hairline Crack in Cylinder Block — Coolant Ingestion (up to 2019) from 60,000 km
Early 1.5 EcoBoost four-cylinders (up to approx. March 2019) are prone to hairline cracks in the cylinder block. Coolant enters the cylinders and causes severe engine damage. Short-block replacement required.
Symptoms: Rough cold start, white exhaust smoke, coolant loss without external leak, engine warning light.
+ 5 more engine weaknesses + vehicle weaknesses
Turbocharged direct-injection petrol with lively pull from small displacement. It is known for a cooling-system vulnerability where cylinder-head cracks can cause coolant loss and overheating, demanding a swift response. The timing chain is sound. Keep an eye on coolant level and avoid overheating, and you get a lively, modern engine.
- !! Cylinder Head Cracks from Overheating from 80,000 km
The 1.6 EcoBoost JQDB (Mondeo Mk4 FL, S-Max Mk1 FL) is known for cylinder head cracks caused by insufficient cooling. Ford carried out a recall for 2010–2014 models (coolant sensor).
Symptoms: Coolant loss, white smoke from exhaust, engine temperature rises suddenly - !! Turbocharger Overheating Under Full Load from 130,000 km
The turbocharger on the 1.6 EcoBoost JQDB is sensitive to full-load operation before the engine is fully warm. Bearing overheating and increased wear result with poor oil condition.
Symptoms: Whistling turbo noise, boost pressure drop, blue smoke at high revs - !! Recall: Missing Coolant Level Sensor (17S09)
Recall 17S09: C-Max DXA with 1.6 EcoBoost (Jun 2010–Dec 2014) delivered without a coolant level sensor. Insufficient coolant can cause overheating unnoticed, leading to cylinder head cracks and fire risk. Ford retrofitted the sensor and software.
Symptoms: No warning despite dropping coolant level; overheating without prior warning; in the worst case cylinder head damage or smoke from the engine bay.
+ 6 more engine weaknesses + vehicle weaknesses
Stronger version of the turbocharged direct-injection petrol with more shove in the midrange. The cooling system is the known weak point, as overheating can damage the cylinder head, so the coolant level should be checked regularly. The timing chain is considered durable. Treated sensibly, a gutsy, free-revving engine.
- !! Cylinder Head Cracks from Overheating from 80,000 km
The 1.6 EcoBoost JTDB (Galaxy MK2, S-Max MK1) shares with the JQDB the risk of cylinder head cracks from insufficient cooling. Ford's 2014 recall with coolant sensor retrofit also applies to this variant.
Symptoms: Coolant level drops, white exhaust smoke, engine overheats - !! Turbocharger Wear from Poor Oil Condition from 130,000 km
The turbocharger on the 1.6 EcoBoost JTDB wears especially quickly when oil change intervals are exceeded or oil is diluted by short-trip use.
Symptoms: Boost pressure loss, whistling noise, blue smoke on overrun - !! Head Gasket Failure from Overheating from 80,000 km
The 1.6 EcoBoost in the C-Max DXA suffered from unsuitable head gaskets (2010–2014 build). Overheating from coolant loss leads to gasket failure. Repair including head skimming costs over £3,500.
Symptoms: Coolant loss without visible leak; white exhaust smoke; oil-water emulsion under the filler cap; engine overheating.
+ 6 more engine weaknesses + vehicle weaknesses
Frugal naturally aspirated engine with cam phaser, not lively without a turbo but uncomplicated and durable. The timing chain is robust but can stretch with neglected oil changes, announcing itself through cold-start rattle. The cam phaser is a typical wear point at high mileage. Overall an easygoing, low-maintenance unit for everyday use.
- !! VVT Phaser Faulty — Cold Start Rattle from 100,000 km
The 1.6 Ti-VCT has narrow oil drillings in the cylinder head (production up to 2007). The phaser oil-logs and rattles on cold start. Ford improved the design from spring 2007; older engines more frequently affected.
Symptoms: Diesel-like rattle on cold start that disappears after warm-up; power drop under hard acceleration - !! Ignition Coil Fault — Misfires from 120,000 km
The Sigma/Ti-VCT pencil coils fail at around 100,000–140,000 km. Typical at 1,500–2,500 rpm under load. Aftermarket coils (BERU) are considered more reliable than cheap own-brand units.
Symptoms: Misfires and power loss at mid-range RPM, OBD fault code P030x, rough running - !! Cam Phaser (Ti-VCT) Faulty from 80,000 km
The Ti-VCT cam phaser in the 1.6L naturally aspirated Focus DYB can seize from oil sludge deposits. A blocked oil filter in the cylinder head prevents variable adjustment. Short oil change intervals reduce the risk.
Symptoms: Check engine light P0011/P0014, slight power loss when warm, rattle on cold start
+ 5 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Air conditioning fails sporadically On the C-Max DXA (Grand C-Max), the air conditioning fails intermittently and stops cooling. Often only a restart of the engine helps. Software updates frequently only fix the problem temporarily. Symptoms: Air conditioning blows warm air even when switched on; works again briefly after stopping the engine and restarting. from 80,000 km | Medium | |
| A/C condenser punctured by stone damage (pre-facelift) On 2010-2013 models the A/C condenser sits unprotected behind the bumper and is perforated by stone chips, letting the refrigerant escape. A protective grille was added from the 03/2014 facelift. Repair needs a new condenser plus a regas. Symptoms: Air conditioning no longer cools, refrigerant loss, visible hole or oil traces on the condenser after stone impact. from 90,000 km | Medium |
Test Reports
TÜV Report 2025
The C-Max scores marginally below the class average at inspection. Suspension and exhaust system show minor weaknesses.
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Known Problems and Issues +
A total of 142 weaknesses have been documented for the Ford C-Max DXA (2010–2019) — 127 engine-related and 15 vehicle-related. 11 problem engines: M2DA (1.0L EcoBoost), M1DA (1.0L EcoBoost), XWDA (1.5L EcoBlue), JQDB (1.6L EcoBoost), JTDB (1.6L EcoBoost), T3DB (1.6L Duratorq TDCi), T1DB (1.6L Duratorq TDCi), M8DB (1.5L EcoBoost), M9DB (1.5L EcoBoost), T7DB (2.0L EcoBlue TDCi), XXDA (1.5L EcoBlue TDCi). Typical issues affect HVAC, Body, Electronics, Gearbox.
C-Max (T3DB, 2010–2015) — Stay Away!: Injector Seal 'Black Death' Failure, Turbocharger Failure from Oil Starvation, Leaking Injector Seals. Power: 95 PS.
C-Max (T1DB, 2010–2015) — Stay Away!: Injector Seal 'Black Death' Failure, Turbocharger Failure from Oil Starvation, Leaking Injector Seals. Power: 115 PS.
C-Max (UFDB, 2010–2015) — Be Careful: Injector Wear and Leaks, High-Pressure Pump Metal Debris and Failure, Premature Timing Belt Failure — Interval Too Long. Power: 140 PS.
C-Max (TXDB, 2010–2015) — Be Careful: Injector Wear and Leaks, Oil Bath Belt Clogs Oil Pump Strainer, Premature Turbocharger Failure from Oil Starvation. Power: 170 PS.
C-Max (XWDA, 2015–2019) — Stay Away!: Injector Problems: Juddering and Knocking, Timing Chain Premature Wear, Recall Camshaft Sprocket Material Fatigue (16B42). Power: 120 PS.
C-Max (T7DB, 2015–2019) — Stay Away!: Continental Injector Coating Defect (2019), DPF Clogging from Injector Soot Ingestion, Oil Bath Belt Clogs Oil Pump Strainer. Power: 150 PS.
C-Max (XXDA, 2015–2019) — Stay Away!: Injector Problems: Juddering and Knocking, Recall Camshaft Sprocket Material Fatigue (16B42), EGR Cooler Crack with Coolant Ingestion. Power: 95 PS.
C-Max (PNDA, 2010–2015) — Be Careful: VVT Phaser Faulty — Cold Start Rattle, Ignition Coil Fault — Misfires, Cam Phaser (Ti-VCT) Faulty. Power: 120 PS.
C-Max (JQDB, 2010–2015) — Stay Away!: Cylinder Head Cracks from Overheating, Turbocharger Overheating Under Full Load, Recall: Missing Coolant Level Sensor (17S09). Power: 150 PS.
C-Max (JTDB, 2010–2015) — Stay Away!: Cylinder Head Cracks from Overheating, Turbocharger Wear from Poor Oil Condition, Head Gasket Failure from Overheating. Power: 182 PS.
C-Max (M2DA, 2012–2015) — Stay Away!: Wet Timing Belt Dissolves in Wrong or Old Oil, Degas Hose at Coolant Expansion Tank Fractures, Oil-Bath Timing Belt Disintegrates. Power: 101 PS.
C-Max (M1DA, 2012–2015) — Stay Away!: Wet Timing Belt Dissolves in Wrong or Old Oil, Degas Hose at Coolant Expansion Tank Fractures, Head Gasket Failure from Thermal Stress. Power: 125 PS.
C-Max (M8DB, 2015–2019) — Stay Away!: Hairline Cracks in Cylinder Block — Coolant Loss, Turbocharger Wear from Poor Oil Quality, Hairline Crack in Cylinder Block — Coolant Ingestion (up to 2019). Power: 150 PS.
C-Max (M9DB, 2015–2019) — Stay Away!: Hairline Cracks in Cylinder Block — Coolant Loss, Head Gasket Failure (Service Action 19S42), Hairline Crack in Cylinder Block — Coolant Ingestion (up to 2019). Power: 182 PS.
C-Max (IVMA-CMax-Hybrid, 2014–2020) — Be Careful: CVT Gearbox Wear, High-Voltage Battery Capacity Loss, Hybrid Battery Degradation and Failure. Power: 137 PS.
What to watch out for with the Ford C-Max? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Ford C-Max DXA have? +
What should I look for when buying a used Ford C-Max DXA? +
Which engine is recommended? +
Which Ford C-Max DXA engine is the most fun? +
Is the Ford C-Max DXA worth buying used? +
What horsepower variants are available for the Ford C-Max DXA? +
Last updated: February 2026 · All information without guarantee