2014 Ford C-MAX 1.6L Diesel · EX64 VRV

The vehicle's most recent MOT test on 21 October 2025 resulted in a pass, although it was accompanied by several advisories and a minor defect, indicating that while the car is broadly roadworthy, there are a number of minor issues that warrant attention. The 2025 pass followed a fail just two days earlier on 19 October 2025, which is a common pattern when the same vehicle is retested after rectification. The earlier failure included two major defects relating to a malfunctioning tyre pressure monitoring system and a damaged front bumper, both of which were presumably repaired before the subsequent pass. Looking at the wider history, the trend is relatively stable but slightly worsening in terms of recurring minor issues, as the 2024 test cycle included a fail for non-functioning rear stop lamp and a front headlamp dipped beam failure, the 2023 cycle recorded a fail due to an inoperative horn and an inadequate windscreen washer system, and the 2022 cycle included a fail for exhaust emissions exceeding manufacturer specified limits. The latter is particularly relevant as it may suggest underlying engine, catalyst, or lambda sensor concerns that can recur, especially on higher-mileage petrol vehicles. With a recorded mileage of 119,222 miles over approximately twelve years, this Ford C-MAX has averaged roughly 9,900 miles per year, which is broadly typical for a vehicle of its age and class. There is no evidence in the MOT history of unusually low mileage or extended periods of standing, nor is there any indication of rapid mileage accumulation within a single year. This annual usage suggests moderate mechanical wear consistent with normal commuting and family use, meaning that key consumables such as brake discs and pads, tyres, suspension components, and drivetrain items will have experienced steady, progressive wear rather than either neglect from disuse or accelerated degradation from heavy use. Given the advisory items recorded at the most recent test, a prospective buyer should carefully inspect the offside rear tyre, checking that the sidewall cut has not progressed deeper towards the cords and that there is no bulging or cracking, as well as the nearside rear tyre for any repair from the recorded nail, confirming it has been professionally plugged or patched and remains structurally sound. The nearside front outer sill cover and nearside lower sill cover should be physically inspected, as missing trim can sometimes conceal underlying corrosion on the sill pressing or structural seam, particularly along the lower edges where road salt and moisture collect. The damaged offside front obligatory mirror should be examined to confirm it still provides an adequate rearward view and does not vibrate excessively. Additionally, the advisories relating to the internal headlight adjuster being altered and items removed from the driver's view suggest the vehicle may have had aftermarket work or accessory removal prior to test, so a thorough check of all lighting, dashboard warning lamps, and driver visibility is prudent. As the exhaust emissions failure occurred in 2022, it is advisable on a test drive to listen for any irregular exhaust notes, rattles, or hissing sounds, and to verify that the engine runs smoothly without hesitation, misfires, or excessive smoke on start-up, which could indicate lingering catalytic converter, oxygen sensor, or ignition system concerns. Beyond the specific recorded defects, age- and mileage-appropriate checks remain highly relevant. At twelve years old and with over 119,000 miles on the odometer, this C-MAX should be evaluated for general suspension condition, with particular attention to knocking or clonking noises from the front suspension over speed humps and uneven road surfaces, which may indicate worn anti-roll bar bushes, drop links, or suspension arms. Brake feel should be tested for any shuddering under heavy application or any tendency to pull to one side, both of which can indicate warped discs or binding calipers. The 12V battery should be load-tested if possible, as batteries of this age commonly fail without warning, and all fluid levels and condition, including engine oil, coolant, brake fluid, and power steering fluid, should be inspected for age-related degradation, particularly brake fluid which absorbs moisture and should ideally have been replaced in the last two to three years. Tyre sidewalls should be examined for perishing and cracking from age, even if tread depth remains adequate, and the service history should be verified to confirm regular cambelt or timing chain maintenance, as this engine family has known service intervals that, if neglected, can lead to expensive engine damage.