Ford S-Max WA6
Weaknesses, engine ratings and buying advice
The first-generation Ford S-Max (WA6, 2006–2015) was the most dynamic people-mover of its era: a firm, well-tuned chassis, precise steering and a driving feel closer to an estate than a van. Up to seven seats, lots of flexibility, and decent pull depending on the engine. The biggest buying warning concerns the Powershift dual-clutch automatic: it judders at low speed, leaks oil and can get expensive — if possible, choose the manual, and test any automatic meticulously from cold. Beneath that sit the typical van weaknesses. The dual-mass flywheel wears early, announcing itself with rattling at idle and when releasing the clutch — replacement quickly runs into four figures, ideally done together with the clutch. A classic fault is the wiring harness that chafes against the windscreen washer hoses and draws in water, causing sporadic electrical gremlins that are hard to trace. The rear axle trailing-arm bushes wear out, audible as knocking over expansion joints. The A/C compressor tends to rattle, and the powered tailgate fails due to a cable break around the hinge. Water is the second great enemy: moisture enters through leaking rear-light seals and the optional panoramic roof — check the boot and footwells for damp patches and a musty smell. There is a recall on the panoramic glass roof (risk of detachment) that must have been carried out; verify it via the service book or VIN at a dealer. The track-rod ends are also wear items that loosen early. Among the engines, the 2.0 TDCi Duratorq is by far the most common and fundamentally sound, provided servicing and the EGR/DPF have been looked after. Buying tips: a complete service history, a done or documented dual-mass flywheel, the panoramic-roof recall completed, a dry interior and an automatic that doesn't judder hot or cold. A well-kept manual diesel with history is by far the most relaxed choice.
220 PS
S-Max · Benzin
Sportiest Van
Fun to Drive!116 PS
1.6L Duratorq TDCi Diesel
11 weaknesses
Stay Away!Generations
Engine Overview
The Ford S-Max WA6 is available with 9 engine variants — from 116 to 241 hp. 2 variants had engine changes — the model year is crucial.
Compact common-rail diesel of the DV6 family with low fuel use and good torque for its displacement. The swirl flaps in the intake can coke up or break and are a known care point. Injectors and DPF want long trips. With these points watched, a frugal, usable powertrain.
- !! 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 - !! 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.
+ 8 more engine weaknesses + vehicle weaknesses
Mid-output common-rail diesel with good pull and decent efficiency. The injectors are a typical wear point and should be checked if running gets rough. The EGR valve tends to soot up in short-haul use. The dual-mass flywheel ages with mileage. With a well-kept fuel system, it is a dependable powertrain.
- !! Injector seal: "Black Death" failure from 120,000 km
The copper sealing washers at the injector seat fail under pressure and heat. Combustion gases blow past the injector and bake black, tar-like carbon onto the injector boss. Seized injectors require specialist tools for removal; the cylinder head sealing face can be damaged.
Symptoms: Black deposits around injectors, diesel smell, rough running, cylinder pressure loss - !! Turbocharger failure from 150,000 km
Turbocharger damage from oil starvation due to blocked oil supply passages, or from soot ingress via leaking injector seals. Repair costs are significant, as the sump and cooler must also be cleaned in addition to the turbo.
Symptoms: Whistling or grinding from the turbo area, severe power loss, oil entering the intake tract, blue exhaust smoke - !! Seized Injectors — Cannot Be Extracted from 100,000 km
Injectors in the Transit 2.0 EcoBlue corrode into the cylinder head and cannot be removed without Ford special tool 303-1706. Cylinder head removal is blocked until injectors are extracted.
Symptoms: No driving symptoms; problem arises during maintenance or repair; injector will not pull out despite great force.
+ 4 more engine weaknesses + vehicle weaknesses
Widespread common-rail diesel with strong torque and a solid base design. The DPF needs regular long trips, otherwise regeneration stalls. Injectors and EGR are the usual care points. Keep oil changes clean, as oil dilution from regeneration must be guarded against. Overall a well-loadable diesel.
- !! 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 Contamination and Failure from 160,000 km
At higher mileage the high-pressure pump wears internally and leaves metal swarf in the fuel filter. The 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 at full load, difficult cold start. - !! Timing Belt Early Failure — Interval Too Long from 100,000 km
Ford specifies 200,000 km or 10 years as the change interval (automatic: 100,000 km). A belt with 15 cm of missing teeth has been documented at 99,000 km. Belt failure destroys rocker arms and the camshaft.
Symptoms: No warning on belt failure — abrupt engine shutdown on motorway, loud impact from engine.
+ 7 more engine weaknesses + vehicle weaknesses
High-output version of the common-rail diesel with strong torque and good pull. The DPF and EGR need regular long trips and care. Injectors are a typical wear point at higher mileage. Keep oil changes clean to avoid regeneration residue. Robust as long as the fuel system stays in order.
- !! 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.
+ 7 more engine weaknesses + vehicle weaknesses
Proven common-rail diesel with particulate filter and exhaust gas recirculation. It delivers strong low-end torque and suits long-distance work well. The injectors are a maintenance item and should be checked at the first sign of trouble. The EGR valve tends to coke up, and short trips stress the particulate filter. A robust layout that repays regular care with longevity.
- !! 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 common-rail diesel with high torque, well suited to heavy loads and towing. The DPF and injectors want care, especially in short-haul use. The dual-mass flywheel is a wear item with mileage. With consistent servicing and enough long-distance running, a robust, gutsy powertrain.
- !! Injector Failure and Piston Damage from 150,000 km
Failed injectors cause over-fuelling of individual cylinders and piston damage (crack in piston crown). The 2.2L Duratorq has a high rate of engine failures from this damage pattern, especially on early build years. Ford recommends premium diesel for this engine.
Symptoms: Knocking sounds, severe power loss, white or black smoke, engine failure - !! Oil pump failure — 2.2 from 180,000 km
On the Ranger 2.2 TDCi the oil pump can fail causing immediate pressure loss. The result is crankshaft bearing and turbocharger damage. Unusual noises from the engine bay are the first sign.
Symptoms: Knocking from engine, oil pressure warning light, power loss, turbo noise - !! High-Pressure Pump Failure from 150,000 km
The high-pressure pump of the 2.2 Duratorq TDCi can fail. Metal debris from the pump contaminates the entire injection system and damages all injectors. Repair requires pump, all injectors and system flushing.
Symptoms: Sudden power loss; engine won't start or stalls; fuel pressure too low per OBD; smoke; black residue in fuel system.
+ 4 more engine weaknesses + vehicle weaknesses
A strong common-rail diesel with large displacement and abundant torque that pulls relaxed and powerful. Robustly built, with the usual suspects: ageing injectors, a wearing dual-mass flywheel and a particulate filter that appreciates long-distance running. With good maintenance, one of the most enduring engines in the range.
- !! Injector Failure and Piston Damage from 150,000 km
Failed injectors cause over-fuelling of individual cylinders and piston damage (crack in piston crown). The 2.2L Duratorq has a high rate of engine failures from this damage pattern, especially on early build years. Ford recommends premium diesel for this engine.
Symptoms: Knocking sounds, severe power loss, white or black smoke, engine failure - !! Oil pump failure — 2.2 from 180,000 km
On the Ranger 2.2 TDCi the oil pump can fail causing immediate pressure loss. The result is crankshaft bearing and turbocharger damage. Unusual noises from the engine bay are the first sign.
Symptoms: Knocking from engine, oil pressure warning light, power loss, turbo noise - !! High-Pressure Fuel Pump: Metal Wear and Failure from 160,000 km
At higher mileages the high-pressure pump wears internally and deposits metal swarf in the fuel filter. Swarf can damage injectors. The pump can fail suddenly on a motorway.
Symptoms: Golden metal swarf in the diesel filter housing, engine drops into limp mode or stalls at full load, difficult cold start.
+ 4 more engine weaknesses + vehicle weaknesses
Powerful common-rail diesel with plenty of torque and solid substance. It pulls authoritatively and suits both load and long distances. The injectors are a maintenance item and the dual-mass flywheel wears with mileage. The particulate filter needs regular regeneration. Overall robust and long-lived, provided service intervals are kept and the oil is right.
- !! Injector Failure and Piston Damage from 150,000 km
Failed injectors cause over-fuelling of individual cylinders and piston damage (crack in piston crown). The 2.2L Duratorq has a high rate of engine failures from this damage pattern, especially on early build years. Ford recommends premium diesel for this engine.
Symptoms: Knocking sounds, severe power loss, white or black smoke, engine failure - !! Oil pump failure — 2.2 from 180,000 km
On the Ranger 2.2 TDCi the oil pump can fail causing immediate pressure loss. The result is crankshaft bearing and turbocharger damage. Unusual noises from the engine bay are the first sign.
Symptoms: Knocking from engine, oil pressure warning light, power loss, turbo noise - !! Timing Chain Stretch from 120,000 km
The 1.5 EcoBoost in the Kuga II shows frequent premature timing chain stretch between 100,000–150,000 km. Chain jump leads to piston-to-valve contact and total engine failure.
Symptoms: Rattling on cold start, engine warning light, misfires, in the worst case sudden engine failure.
+ 4 more engine weaknesses + vehicle weaknesses
Turbo petrol with direct injection and decent output from a compact displacement. The weak spot is the cooling system around the cylinder head, where tightness and coolant level matter. The timing chain holds up with clean oil servicing. Direct injection can coke the valves. With the right oil and a cool-running engine, it is lively.
- !! Cylinder Head Cracks — Recall Issue from 80,000 km
The 1.6 EcoBoost JTWA (S-Max MK1 FL, Galaxy MK2 FL) is also affected by cylinder head cracks from overheating. The Ford recall on cooling system monitoring applies to this variant as well.
Symptoms: Coolant loss, white exhaust smoke, rising engine temperature - !! PowerShift Gearbox Judder on Take-Off from 80,000 km
The PowerShift dual-clutch gearbox in combination with the 1.6 EcoBoost JTWA exhibits the well-known shudder on take-off. Gearbox software updates and oil changes every 60,000 km are essential.
Symptoms: Judder on take-off, slipping gearchanges at low speeds, gearbox warning light - !! Turbocharger Wear from 140,000 km
The 1.6 EcoBoost JTWA turbocharger wears prematurely when maintenance intervals slip. In the S-Max/Galaxy under heavy load with full payload, wear accelerates.
Symptoms: Whistling turbo noise, declining boost pressure, blue smoke
+ 6 more engine weaknesses + vehicle weaknesses
Naturally aspirated four-cylinder with a timing chain, known for high mileage and uncomplicated engineering. Without a turbo, typical boost-related faults are absent. The variable intake flaps can wear or stick and cost power. Oil consumption usually stays low. A solid, good-natured engine that lasts well when serviced.
- !! Intake swirl flap risk from 80,000 km
The 2.0L Duratec-HE AOWA (S-Max MK1, Galaxy MK2) may show the known throttle plate problem on early intake manifolds. On the heavier family van, listen out for engine noises especially carefully.
Symptoms: Rattling from the intake, sudden power loss, possible engine damage - !! Timing Chain Tensioner Wearing Out from 160,000 km
The chain tensioner on the 2.0 Duratec-HE AOWA wears at long oil change intervals. Watch for cold start rattling at mileages over 150,000 km.
Symptoms: Metallic rattling on cold start, stops after warm-up - !! Increased Oil Consumption from 150,000 km
At high mileages the 2.0 Duratec-HE AOWA in the Galaxy/S-Max shows increased oil consumption from degrading valve stem and piston ring seals.
Symptoms: Bluish smoke, oil level drops between changes
+ 5 more engine weaknesses + vehicle weaknesses
A more potent build of the turbocharged EcoBoost direct-injection unit with strong boost pressure and forceful pull across a wide band. Higher loads stress the coolant system and timing chain noticeably more, joined by the typical valve coking from direct injection. Performance-oriented and assured, but it demands consistent care and good oil.
- !! Hairline Cracks in Engine Block (Older Models) from 100,000 km
The 2.0L EcoBoost TPBA (Mondeo MK4 FL) can be affected by hairline cracks in the engine block that Ford did not address until 2019. Check carefully for coolant loss before purchase.
Symptoms: Dropping coolant level, rough cold start, white exhaust smoke - !! PowerShift Gearbox Judder from 80,000 km
The PowerShift dual-clutch gearbox combined with the 2.0 EcoBoost TPBA shows the well-known pull-away judder. Gearbox oil change every 60,000 km is mandatory.
Symptoms: Judder on pull-away or at low speeds, slipping gears - !! Turbocharger Wear from 160,000 km
The turbocharger on the 2.0 EcoBoost TPBA shows increased bearing wear when oil change intervals are exceeded or from oil dilution. At 150,000+ km watch for turbo noises.
Symptoms: Whistling turbo noise, dropping boost pressure, bluish smoke
+ 5 more engine weaknesses + vehicle weaknesses
Larger naturally aspirated unit with balance shafts for remarkably smooth running despite the big single-cylinder displacement. The timing chain is built for long service life. The balance-shaft chain and its tensioners are a maintenance point that gets noisy if oil servicing is neglected. Torquey and durable with proper oil and intervals.
- !! Intake swirl flap issue from 80,000 km
The 2.3L Duratec-HE SEWA (S-Max MK1, Galaxy MK2) can, like other Duratec-HE engines, be affected by loose intake throttle flaps.
Symptoms: Rattling from the intake tract, potential engine damage - !! Connecting Rod Bearing Damage at High Mileage from 120,000 km
The 2.3 Duratec-HE can develop connecting rod bearing failure, documented in one case at 122,000 km. The cause is reportedly overly soft bearing shells from manufacturing. Less common in the S-Max than the Maverick, but documented.
Symptoms: Deep knocking from the lower engine block; noise intensifies under load; in the worst case a total write-off. - !! Increased Oil Consumption from 150,000 km
The 2.3 Duratec-HE SEWA shows increased oil consumption at high mileages. In the heavier S-Max/Galaxy with more load cycles, valve stem seal wear accelerates.
Symptoms: Blue smoke on cold start, oil level dropping between changes
+ 3 more engine weaknesses + vehicle weaknesses
Punchy five-cylinder turbo on the proven Volvo base, with a distinctive sound and generous torque across a wide band. The design is regarded as robust and well able to take load. Keep an eye on boost control and hoses, where turbo engines age. Plenty of reserves as long as oil and cooling system care stay consistent.
- !! Turbocharger Wear on the Five-Cylinder from 130,000 km
The 2.5L Duratec-ST HUWA (S-Max Mk1, Mondeo Mk4 ST) with 220 hp puts the turbocharger under heavy load. Bearing-wear oil leaks and falling boost pressure are known from 130,000 km.
Symptoms: Whistling from the turbo, boost pressure drop, blue smoke at high revs - !! Timing Belt — Long Neglected Change from 180,000 km
The 2.5 Duratec-ST has a timing belt with a 200,000 km or 10-year change interval. Used cars often have no documented evidence of this service. A snapped belt causes immediate valvetrain destruction.
Symptoms: Normally no warning; on a very old belt occasional faint rattle; after snap: immediate engine stop and destruction. - !! Fuel System Issues — Hesitation at Part-Throttle from 120,000 km
The 2.5 Duratec-ST shows hesitation at part-throttle at higher mileages from fouled injectors or a faulty fuel pressure regulator.
Symptoms: Hesitation at 1,500–2,500 rpm, rough idle, poor throttle response
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Wiring harness damaged by washer reservoir An overflowing windscreen washer reservoir damages the wiring harness that runs below it. Cable insulation is attacked by the fluid, which can lead to engine stalling, AC failure and fault code P0003. Symptoms: Unexpected engine stall, fault messages in the instrument cluster, air conditioning stops working. from 100,000 km | Medium | |
| Central locking opens/locks unintentionally The central locking on the S-Max WA6 is known to be fault-prone: doors open spontaneously or cannot be opened, particularly the tailgate. In the worst case doors open while driving. Symptoms: Doors open unintentionally or stay locked, tailgate doesn't respond to key fob. from 80,000 km | Low | |
| Tyre pressure sensors: valve corrosion and seal failure The TPMS tyre pressure sensors on the S-Max WA6 corrode at the valve stem and mounting, causing seal failure. In the worst case the valve can fracture and cause sudden pressure loss, especially at higher speeds. Symptoms: TPMS warning light illuminated permanently; tyre pressure display missing or showing an error; audible hissing at the tyre. from 100,000 km | Low | |
| Power tailgate won't open or close The power tailgate responds to neither the remote, button nor foot sensor. A common cause is a broken wire in the rubber grommet between body and tailgate from frequent use, plus failed spindle struts or a blown fuse. A battery reset sometimes helps temporarily. Symptoms: Tailgate opens only partway, stalls or does nothing, no motor sound, jams when closing. from 110,000 km | Low | |
| Parking sensors beep continuously / fail Individual parking sensors fail and trigger a continuous tone with a flashing display. Usually a moisture-damaged sensor or a fault in the supply circuit is behind it. Diagnosis is by disconnecting sensors one by one; the faulty sensor is replaced. Symptoms: Continuous beep when selecting reverse, flashing or dead display, no obstacle detected, supply-circuit fault codes. from 120,000 km | Low |
Test Reports
TÜV Report 2026
Driveshafts, steering system and steering joints are well below average in reliability. DPF issues on diesel variants.
2025-11Alternatives
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Known Problems and Issues +
A total of 122 weaknesses have been documented for the Ford S-Max WA6 (2006–2015) — 106 engine-related and 16 vehicle-related. 6 problem engines: TPBA (2.0L EcoBoost), QYWA (1.8L Duratorq TDCi), JTWA (1.6L EcoBoost), TXWA (2.0L Duratorq TDCi), T1WA (1.6L Duratorq TDCi), KNWA (2.2L Duratorq TDCi). Typical issues affect Electronics, Suspension, Gearbox, Rust.
S-Max (QYWA, 2006–2010) — Stay Away!: Injector seal: "Black Death" failure, Turbocharger failure, Seized Injectors — Cannot Be Extracted. Power: 125 PS.
S-Max (QXWA, 2006–2010) — Be Careful: Injector Wear and Leaks, High-Pressure Pump Metal Contamination and Failure, Timing Belt Early Failure — Interval Too Long. Power: 140 PS.
S-Max (Q4WA, 2006–2010) — Be Careful: Injector Failure and Piston Damage, Oil pump failure — 2.2, High-Pressure Pump Failure. Power: 175 PS.
S-Max (KNBA, 2010–2015) — Be Careful: Injector Failure and Piston Damage, Oil pump failure — 2.2, High-Pressure Fuel Pump: Metal Wear and Failure. Power: 200 PS.
S-Max (TXWA, 2010–2015) — Stay Away!: Injector Wear and Leaks, Oil Bath Belt Clogs Oil Pump Strainer, Premature Turbocharger Failure from Oil Starvation. Power: 163 PS.
S-Max (T1WA, 2010–2015) — Stay Away!: Injector Seal 'Black Death' Failure, Turbocharger Failure from Oil Starvation, High-Pressure Pump Metal Debris and Failure. Power: 115 PS.
S-Max (UFWA, 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.
S-Max (KNWA, 2010–2015) — Stay Away!: Injector Failure and Piston Damage, Oil pump failure — 2.2, Timing Chain Stretch. Power: 200 PS.
S-Max (AOWA, 2006–2010) — Be Careful: Intake swirl flap risk, Timing Chain Tensioner Wearing Out, Increased Oil Consumption. Power: 145 PS.
S-Max (SEWA, 2006–2010) — Be Careful: Intake swirl flap issue, Connecting Rod Bearing Damage at High Mileage, Increased Oil Consumption. Power: 161 PS.
S-Max (HUWA, 2006–2010) — Be Careful: Turbocharger Wear on the Five-Cylinder, Timing Belt — Long Neglected Change, Fuel System Issues — Hesitation at Part-Throttle. Power: 220 PS.
S-Max (TPBA, 2010–2015) — Stay Away!: Hairline Cracks in Engine Block (Older Models), PowerShift Gearbox Judder, Turbocharger Wear. Power: 240 PS.
S-Max (JTWA, 2010–2015) — Stay Away!: Cylinder Head Cracks — Recall Issue, PowerShift Gearbox Judder on Take-Off, Turbocharger Wear. Power: 160 PS.
What to watch out for with the Ford S-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 S-Max WA6 have? +
What should I look for when buying a used Ford S-Max WA6? +
Which engine is recommended? +
Which Ford S-Max WA6 engine is the most fun? +
Is the Ford S-Max WA6 worth buying used? +
What horsepower variants are available for the Ford S-Max WA6? +
Last updated: February 2026 · All information without guarantee