2012 Ford C-MAX 2.0L Diesel · AF62 LCU

A sparse but positive picture emerges from the DVSA history of this Ford C-Max. The only recorded interaction with the test scheme occurred on 22 July 2022, when the vehicle passed without any advisories and the same date also carries a failed entry with no defects recorded, which is consistent with the administrative process of a re-test being logged alongside the original failed inspection rather than indicating any underlying mechanical problem. Because there is no record of prior or subsequent tests on file, the longer-term roadworthiness narrative is effectively a blank page after that date, leaving roughly four years of mechanical history entirely undocumented. For a prospective buyer, this means that any wear or deterioration affecting the braking system, suspension, exhaust, or underbody corrosion since mid-2022 will not appear in the official record and must be verified by physical inspection. With 109,681 miles recorded against a 2012 registration, this C-Max has covered roughly 7,800 miles annually, which sits comfortably within the typical band for a vehicle of its age and original purpose. There are no large gaps in the mileage progression visible within the limited dataset, but the absence of MOT entries between 2022 and the present means the car's recent usage pattern cannot be independently corroborated through annual testing. Mechanically, a C-Max at this mileage should be approaching the point where suspension bushes, anti-roll bar linkages, front coil springs, and the rear axle bush are likely to have lost compliance, while brake discs and pads will typically be on their second or third set. The diesel variants of this model are also known for dual-mass flywheel wear, turbo actuator issues, and EGR valve problems at higher mileages, though the fuel type is not confirmed in the data supplied. Given that the 2022 pass was clean, there are no specific advisories to chase down, which places the burden of inspection firmly on a thorough pre-purchase walkaround and test drive. On the road, listen for clonking or knocking from the front suspension over uneven surfaces, particularly from the lower control arm bushes and anti-roll bar drop links, both of which are common wear items on this platform. Pay attention to brake pedal feel: a spongy pedal may indicate corroded brake pipes or seized rear caliper slider pins, while vibration through the steering wheel under braking points towards warped front discs. Steering should remain precise without excessive play at the straight-ahead position, and any clonking when turning at low speed can indicate worn inner tie rod ends or a failing power steering rack. Underneath the vehicle, inspect the subframe mounting points, sill seams, and suspension turret areas for any bubbling or perforation corrosion, as Ford products of this era are not immune to structural rust particularly around the rear wheel arches and under the battery tray. Check for oil residue around the engine and gearbox seals, look for blue exhaust smoke on overrun which would indicate valve stem oil consumption, and confirm the cooling system is holding pressure as water pump and thermostat failures are common at this age. Finally, verify all warning lights extinguish promptly on start-up, ensure the air conditioning produces cold air, and confirm the dual-clutch or manual gear selection engages cleanly without hesitation, as any roughness here could foreshadow expensive transmission intervention on a car already approaching its second decade of service.