Ford C-Max
1.5 EcoBoost 134 kW/182 hp PowerShift, C-Max II facelift (DXA 2015-2019)
Well-Motorised Van
182 hp diesel with automatic in the C-Max: composed and comfortable. No driving fun, but complete package.
Engine Weaknesses 7
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
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.
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.
Individual 1.5 EcoBoost engines show piston ring fractures from as early as 35,000 km. The affected cylinder loses compression completely; short-block replacement required.
Symptoms: Sudden power drop, severe misfiring or engine stalling, compression loss in one cylinder measurable.
The 1.5 EcoBoost M9DB (Focus MK3.5 FL, Mondeo) is prone to fuel contamination of the engine oil with frequent short trips. Regular short oil change intervals are essential.
Symptoms: Oil level rises, fuel smell in engine oil, poor cold-start idle
The water pump on the 1.5 EcoBoost M9DB develops shaft seal leaks at higher mileages. Coolant loss increases the risk of overheating and therefore the risk of block cracks.
Symptoms: Coolant leak at pump cover side, dropping coolant level, declining engine cooling
Injectors on the 1.5 TDCi 88 kW wear prematurely and generate adaptation errors in the ECU. Rough running and knock at part throttle are typical early signs.
Symptoms: Rough idle especially at low revs; diesel knock and hesitation; fault codes for injection quantity deviation.
Vehicle Weaknesses 7
The 6-speed PowerShift dual-clutch gearbox of the C-Max Mk2 breaks internal plastic parts in the clutch basket. Fragments spread through the gearbox and cause costly consequential damage. A gearbox oil service every 50,000–60,000 km can reduce the risk.
The catalytic converter of the 1.0 EcoBoost engine in the C-Max Mk2 typically fails prematurely after 70,000–80,000 km. The cat integrated into the exhaust manifold is especially at risk from the intense thermal loading of the three-cylinder. Replacement is complex and expensive.
ADAC breakdown data shows that C-Max Mk2 models from 2010–2013 were stranded with flat batteries and failed alternators more frequently than average. Stop-start systems place particular strain on the battery.
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.
On the Grand C-Max DXA, the A-pillar seals can leak, allowing water to enter the cabin in heavy rain. The repair is complex and requires several days in the workshop.
On the Grand C-Max, the 'Service required' message repeatedly appears in connection with the child lock on the sliding doors. Despite the child lock being active, the doors intermittently fail to function correctly.
The C-Max Mk2 regularly fails inspection with worn shock absorbers, faulty headlights and lighting, and worn steering joints. Older examples from 100,000 km often have several defects simultaneously.