2013 Ford S-MAX 2.0L Diesel · LN13 AEM

The defining feature of this S-Max is an emerging pattern of corrosion-related advisories across the front and rear suspension, culminating in a recent suspension arm bush failure and a pre-existing subframe corrosion advisory that warrants close scrutiny. On the most recent test dated 17 November 2025 the vehicle passed with no defects recorded, which on the surface is a positive outcome, but it was presented immediately after a same-day failure with two dangerous tyre defects on the front pair. The 2024 test sequence is even more telling: an advisory pass on 26 November was preceded just six days earlier by a failure citing a split nearside front CV boot, an excessively worn nearside rear suspension arm pin or bush, and an inoperative registration plate lamp. Combined with the cluster of corrosion advisories from November 2023 covering the front subframe, both front suspension arms, and the nearside rear suspension arm, the trajectory is clearly one of progressing structural and rubber-component wear rather than stable roadworthiness. With 110,717 miles recorded over roughly thirteen years of use, the annual accumulation rate of approximately 8,500 miles is broadly typical for a vehicle of this age and class, suggesting regular rather than exceptional use. There are no significant gaps in the testing record nor any sudden mileage jumps indicative of long lay-ups followed by catch-up driving, so the wear profile should be consistent with sustained commuter and family use. That mileage band places the S-Max squarely in the zone where original suspension bushes, ball joints, anti-roll bar links, and driveline gaiters begin to deteriorate, which aligns precisely with the components that have already started failing or being flagged on this particular example. For a prospective buyer, the priority mechanical items to investigate are the front suspension arms, rear trailing arm bushes, and the front subframe. The 2024 failure for an excessively worn nearside rear suspension arm pin or bush, combined with the 2023 advisory for wear at the same trailing arm bush and corrosion advisories on multiple arms, suggests the rubber mountings and possibly the pressing-in pins themselves may be approaching the end of their service life. On a test drive, listen for clonking or knocking noises from the rear suspension over speed humps and uneven surfaces, and feel for vagueness or shimmy through the steering when cornering or braking, which would suggest the front arms or subframe mountings have slack. Pay particular attention to any uneven tyre wear across the rear axle, as worn trailing arm bushes typically allow camber changes that scrub the inner or outer shoulder of the tyres. The driveline should also be examined carefully following the 2024 CV boot failure. Although no advisory was recorded at the subsequent pass, a split boot that was left unattended can allow water and grit into the joint, accelerating wear of the CV internals. On test, listen for a clicking or popping noise from the nearside front when turning at full lock, particularly on a slow manoeuvre, and feel for any vibration through the driveline under acceleration. Finally, given the dangerous tyre failures recorded just before the latest pass, inspect the front tyres closely for uneven shoulder wear, cracking of the sidewalls, or any exposed ply or cords, and verify that all four tyres are of matched brand, age, and tread depth to avoid a repeat issue at the next test.