Ford C-Max
1.6 TDCi 85 kW/115 hp, C-Max II (DXA 2010-2015)
Everyday Van
115 hp is enough for C-Max duties. No thrills, but reliable transport.
Engine Weaknesses 6
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
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
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.
The mesh filter in the oil feed line to the turbocharger clogs with metal swarf and oil carbon. The turbo runs without sufficient lubrication, leading to bearing damage.
Symptoms: Sudden power loss, whistling or howling from the turbo area, blue exhaust smoke, increased oil consumption.
The 1.6 TDCi is particularly prone to DPF blockages. In predominantly short-trip use the engine never reaches sufficient exhaust temperature for self-cleaning. Fuel entering the engine oil through failed regeneration cycles raises the oil level measurably.
Symptoms: Engine management light, power loss, elevated oil level, frequent prompts to take a motorway run
The EGR system is prone to fault code P0487 (EGR throttle position control circuit). The cause is often mechanical stiffness of the throttle flap or carbon buildup on the EGR valve, not necessarily a failed valve. Repeated expensive EGR replacements are frequently unnecessary.
Symptoms: Engine management light with P0487, no limp mode, no noticeable power restriction
Vehicle Weaknesses 6
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.