2010 Ford Grand C-MAX 1.6L Diesel · FG60 SDX

A persistent thread across every recorded test on this Grand C-Max is wear in the brake discs, suspension bushes, and now an early sign of drivetrain deterioration, with a minor CV boot defect recorded for the first time on the most recent assessment. The 2026-05-15 test produced a fail alongside a pass, which mechanically suggests an immediate repair was carried out at the test station after the initial failure rather than a separately booked retest. The repeated advisories over six consecutive years show a worsening rather than stable pattern: brake disc corrosion began on the front inner faces in 2020 and 2021, expanded to the rear discs by 2024, and now affects both rear discs with pitting and scoring. Front suspension arm rear bushes were first flagged in 2020, reappeared in 2025 specifically on the nearside and offside, and were repeated again in 2026, indicating progressive wear that has not yet reached failure threshold but is clearly advancing. The latest test also introduced an offside front inner CV joint boot with a severely deteriorated pinhole, a defect that warrants prompt attention to prevent joint contamination and subsequent replacement of the driveshaft assembly. Recorded mileage of 92,036 over sixteen years equates to roughly 5,750 miles annually, which is low for the vehicle's age and indicates either predominantly short-trip use or extended periods of standing between MOTs. The annual test entries from 2020 onward show consistent yearly submissions, so there are no multi-year lay-ups recorded in the history, but the slow accumulation rate still has mechanical implications. Low-mileage use tends to promote brake disc corrosion due to infrequent heavy braking, which aligns with the recurring pitted and scored disc advisories seen across the record. It can also accelerate ageing of rubber components such as CV boots, suspension bushes, and tyre sidewalls, consistent with the perished rear tyre noted in 2025 and the deteriorating CV boot in 2026. For a prospective buyer, the priority components to inspect closely on a test drive are the front suspension and steering. Listen for clonks or knocks from the front wheels when traversing speed humps or uneven road surfaces, particularly over the nearside and offside front, where the worn rear bushes have now been flagged in three consecutive tests. On full-lock manoeuvres, listen for any clicking or popping from the offside front inner CV joint; the pinhole boot defect should already be repaired, but if the grease has been lost the joint will typically produce a rhythmic click under load that worsens on full steering lock. Check for uneven tyre wear across the front axle, as advancing bush wear frequently introduces camber or toe irregularities. Inspect the CV boot visually for fresh grease deposits around its inner face and confirm the gaiter is fully seated, since an incomplete repair here will rapidly progress to a failed joint. The braking system deserves equally careful evaluation given its six-year advisory history. With the test driver, apply the brakes firmly from around 40 mph and feel for judder through the pedal, which would confirm the pitted rear discs are now causing uneven friction surfaces rather than simply cosmetic corrosion. Listen for any grinding or scraping that might indicate the rear pads have worn down to the disc surface, as the rear pads were last recorded as wearing thin in 2021 and have not been remarked on since, meaning they may now be closer to replacement. On a quiet stretch of road, check for any pulling to one side under braking, which could indicate a binding caliper on the side with the most severe disc wear. Inspect the rear tyres closely for sidewall cracking, particularly on the nearside where heavy tread cracking was previously recorded, and confirm the production date by checking the sidewall markings to ensure none of the fitted tyres are significantly aged, as low-mileage use combined with age commonly produces perished rubber even when tread depth remains adequate.