2014 Ford S-MAX Zetec Tdci 1.6L Heavy oil · FP02 MCG

A clean and consistent pass record across five documented tests between late 2022 and early 2026 defines the mechanical profile of this 2014 Ford S-Max Zetec TDCi, with no advisories or defects recorded on any occasion. The most recent test on 19 February 2026 was a pass with no defects noted, and the previous annual pass on 18 February 2025 also returned a clean sheet, indicating that the vehicle has maintained roadworthy status without any flagged component wear. One failure is recorded on 30 January 2025, but the absence of any defect entries on that test means the specific reason for refusal was not logged in the data available, and the car was subsequently submitted and passed on 18 February 2025. With the early 2024 and late 2022 tests also showing no advisories, the overarching pattern is one of stable compliance, though the unexplained 2025 failure does warrant some caution given the otherwise spotless record. At 121,233 miles over approximately twelve years, this S-Max is recording around 10,100 miles per year, which is broadly in line with average usage for a vehicle of its age and class. The mileage progression between tests appears steady, with no sudden jumps or extended gaps that would suggest long periods off the road or inconsistent operation. However, diesel S-Max examples at this mileage bracket have typically covered substantial motorway and long-distance mileage, meaning wear on clutch, dual-mass flywheel, turbocharger, and injector components is to be expected even where MOT outcomes remain clean. Routine service history beyond the MOT file cannot be confirmed from the data supplied, so verification of cambelt and dual-mass flywheel replacement intervals would be essential during physical inspection. Given that the MOT history is devoid of any recorded advisories, there is no specific component list to target from the test data alone, but a buyer should still concentrate their physical inspection on areas commonly affected on high-mileage S-Max diesels. On a test drive, listen for clonks or knocking from the front suspension over uneven surfaces, which would point to worn lower control arm bushes or anti-roll bar drop links, and feel for any vagueness or wandering in the steering that could indicate worn track rod ends or top mount issues. Pay particular attention to brake feel, as binding calipers and warped front discs are common on heavier diesels at this mileage, and any pulling under braking or judder through the steering wheel should be investigated. The clutch should be tested on a hill under load to check for slip or judder, and the automatic or manual gearbox should be checked for any whine, notchiness, or clutch slip in higher gears. A thorough underbody inspection is also recommended, as corrosion around the rear subframe mounting points, brake pipes, and suspension arm connection points is a known concern for Mk2 S-Max vehicles operating in UK conditions, particularly those that have seen winter road salt exposure. Check the exhaust system for any blowing joints or signs of heat shielding deterioration, and inspect the engine bay for oil leaks from the rocker cover gasket or front crankshaft seal, which are frequently flagged on older diesel units. Finally, confirm the operation of the dual-clutch PowerShift automatic gearbox if fitted, looking for any hesitation, shunt, or rough low-speed changes, as these units are known to require clutch pack and mechatronic unit attention at higher mileages. With clean MOT paperwork and average mileage, this S-Max presents a reasonably encouraging starting point, but a pre-purchase inspection by a specialist familiar with Ford PowerShift or diesel drivetrain components would provide valuable peace of mind.