2014 Ford C-MAX Titanium X Tdci 1.6L Heavy oil · RFZ 1622

A twelve-year-old Ford C-MAX diesel carrying just over 99,000 miles presents a relatively clean DVSA profile, with eight recorded tests since 2018 and only a single failure logged in October 2025, which was followed by a pass eight days later on the same inspection cycle. Notably, not a single advisory has been raised across the entire visible history, and no specific component has been called out as approaching a fail threshold, meaning there are no recurring wear patterns in suspension, braking, exhaust, or steering components visible in the official record. The rapid turnaround between the failed test on 2025-10-09 and the pass on 2025-10-17 suggests a minor rectification was carried out, but because no defect text was recorded on either entry it is not possible to identify what triggered the initial refusal. From a purely MOT standpoint the vehicle has maintained roadworthiness consistently over the last four years, though the absence of advisories should be treated with the usual caveat that a clean sheet does not equate to verified mechanical condition. The recorded mileage of 99,145 miles across roughly twelve years equates to an average annual accumulation of around 8,260 miles, which is broadly typical for a family diesel of this age and not indicative of either heavy commercial duty or extended periods of standing unused. Testing history shows annual or near-annual submissions from 2018 through 2025, with no multi-year gaps that would suggest the car was laid up or off the road, which removes the usual concerns around seized brakes, perished rubber, drained batteries, or moisture ingress in fluids associated with long storage. The mileage progression between tests appears steady rather than displaying any sudden spikes, consistent with regular commuting or family use. At this odometer reading a diesel C-MAX should be approaching the stage where clutch wear, dual-mass flywheel degradation, and turbocharger wear become more probable considerations, even though none of these items form part of the standard MOT inspection. For a prospective buyer, the lack of recorded advisories means the usual MOT-driven checklist of inspecting specific previously flagged components cannot be applied directly, but a targeted test drive should still focus on the areas most prone to wear on a high-mileage C-MAX. On the move, listen for clonks or knocks from the front suspension over uneven surfaces, particularly from the anti-roll bar bushes and lower wishbone rear bushes, which are known wear points on this platform and can deteriorate without necessarily crossing the MOT failure threshold for play. Check for any pulling under braking, which could indicate warped front discs or a binding caliper, and feel for vibration through the steering wheel or brake pedal, as the front discs on these vehicles are prone to lipping and corrosion at the inner edge over time. At idle, observe for any blue or heavy white smoke from the exhaust, which could point toward turbo seal or piston ring wear, and listen for any rattling from the timing chain area on cold start, a recognised concern on the higher-mileage Duratorq diesel engines. Finally, inspect the underbody and inner wheel arches for any surface corrosion that may not yet have been severe enough to be flagged at test, particularly around the rear axle mounting points, subframe, and brake pipe runs along the chassis rails, as these are areas where rust can develop progressively. With the vehicle now into its thirteenth year, particular attention should be paid to the condition of the clutch take-up, any hesitation or misfire under acceleration that could indicate injector or EGR valve issues common to the 1.6 and 2.0 TDCi units, and the operation of the dual-clutch Powershift transmission if fitted, which is known for mechatronic and clutch-pack wear at this mileage. A pre-purchase inspection on a ramp would be strongly advisable to verify the absence of any emerging advisories that have not yet been formally recorded, particularly regarding suspension geometry, exhaust integrity, and structural corrosion points, given that the clean MOT sheet reflects only what was tested rather than a full mechanical audit.