2013 Ford C-MAX 1.6L Diesel · VN63 ADV
2013 Ford C-MAX (1.6L, diesel). First registered 01 Dec 2013. Recorded mileage 78,036 miles. MOT valid until 17 Dec 2026. Taxed until 01 Feb 2027.
- Make & Model
- FORD C-MAX
- Year / Origin
- 2013 · Worcester
- Safety Recall
- Unknown
- MOT Status
- Valid until 17 Dec 2026
- Road Tax
- Taxed (01 Feb 2027)
- Recorded Mileage
- 78,036 mi
- ULEZ Compliance
- Non-Compliant (Pre-Euro 6 Diesel)
- Fuel & Engine
- DIESEL · 1.6L
- Reliability Guide
- Common Faults
Thinking of buying this vehicle? Free MOT and tax checks do not cover legal ownership. If outstanding finance exists, finance companies have legal right to repossess without compensation.
VN63 ADV Key Findings
- 5 MOT tests recorded
- Latest MOT passed on 28/11/2025
- 78,036 miles recorded at latest MOT
- 1 historical MOT failure
- No defects recorded at the latest MOT
- Recurring brakes items (2 mentions)
Derived directly from the recorded DVSA and DVLA data shown on this page.
VN63 ADV MOT History
Interpretation generated from the recorded test data above — not an official DVSA statement and not a substitute for an independent inspection.
5 MOT tests are recorded for this 2013 Ford C-Max (VN63 ADV) between December 2022 and November 2025.
The record contains 4 passes and 1 failure.
The most recent test on 28 November 2025 was a pass, although the earlier record includes 1 failure that buyers may want to investigate.
Across all tests, the most frequently flagged areas are: Brakes (2 issues), Tyres (2 issues), Suspension (2 issues), Lighting (1 issue). Repeated mentions in one area can indicate an ongoing pattern worth checking in person.
In total 6 advisory notices are recorded. Advisories flag items that passed but may need attention before the next test; they are not evidence of how well the vehicle has been serviced.
Recorded failure items include: “Nearside Stop lamp(s) not working (4.3.1 (a) (ii))”.
VN63 ADV Mileage History
- 09/12/202266,790 mi
- 01/12/202370,827 mi+4,037 mi
- 16/12/202475,061 mi+4,234 mi
- 28/11/202578,036 mi+2,975 mi
- 28/11/202578,036 mi
Average of roughly 3,785 miles per year across 5 recorded odometer readings.
Technical Specifications
Core Specifications
Identification & Status
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Diagnostic & Valuation Intelligence
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Known faults for Ford Ford C-MAX Mk2
Our database tracks 3 specific mechanical faults and recurring failure patterns identified across UK MOT testing stations for this generation.
MOT Roadworthiness: Good
This rating reflects historical MOT pass rates and recurring advisory wear patterns from official DVSA test logs. Note that roadworthiness does not verify outstanding finance, insurance write-offs, or stolen records.
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Buyer's Guide & Inspection Advisory
Expert automotive synthesis from historical MOT defect records and market benchmarks.
Our Verdict
This 2013 Ford C-Max 1.6 TDCi is a reaso
The single MOT failure was for a near-side stop lamp not working, which is a relatively inexpensive electrical fix typically involving a bulb or wiring connection — confirm it has been properly remedied and not simply passed at a retest with a temporary repair. The repeated advisory on the rear shock absorbers showing light oil misting in both 2023 and 2024 suggests the dampers are gradually failing and will likely need replacement soon; budget around £200 to £400 for a pair fitted at an independent garage. Ask to see any invoices for the brake pads noted as wearing thin at the 2022 test, and confirm whether they have since been renewed.
This 1.6 TDCi diesel engine is generally regarded as a competent unit, but check for any history of dual-mass flywheel or clutch issues, which are known concerns on this generation. Verify timing belt service intervals have been observed — on the 1.6 TDCi this is typically every 10 years or 125,000 miles, so depending on usage it may be approaching due. A test drive should include a careful listen for any clonks from the suspension over speed bumps, and a visual check for oil staining down the rear dampers. The C-Max is a practical family car, but parts pricing is reasonable and widely available through Ford specialists and aftermarket suppliers.
The 1.6 TDCi diesel should return in the region of 55 to 65 mpg in real-world driving, making it economical for a family-sized vehicle. Road tax for a 2013 diesel of this engine size falls into a moderate band, though buyers should be aware that some clean air zones (such as Birmingham and Bristol) charge diesel vehicles a daily rate. Insurance is typically group 15 to 18 for this model, placing it in a middle bracket for family cars.
Routine maintenance costs are reasonable, with annual services likely to come in around £150 to £250 at an independent garage. Given the advisory history pointing to rear shock absorbers and brake pads, allow for £300 to £500 of suspension work over the next 12 months if you intend to keep the car. Combined annual running costs including fuel, tax, insurance, and routine servicing usually land around £1,400 to £1,800 depending on mileage.
Begin with a physical inspection of the rear shock absorbers — the MOT history records light oil misting on the nearside in both 2023 and 2024, and these dampers will likely need replacement imminently. Push down firmly on each rear corner and check for any bounce or knocking, and look for oil residue on the damper bodies or coil springs. The front brake pads were flagged as wearing thin at the 2022 test, so inspect pad and disc condition through the wheels and budget for replacement if not already done.
Check all exterior lighting carefully, including the near-side stop lamp that failed the 2025 test — ensure the bulb, holder, and wiring are in good order and that the fault has been properly resolved. Examine the tyres closely for uneven wear, particularly on the inner edges as was noted on the offside rear in 2023. Finally, a general underside inspection for corrosion is worthwhile given the vehicle is now 13 years old, and a diagnostic scan for any stored engine management fault codes will help reveal any intermittent issues the MOT would not cover.
Registered in December 2013 and finished in silver, this diesel C-Max has covered 78,036 miles across four recorded MOT tests between 2022 and 2025. Three of those tests passed, with one fail recorded on 28 November 2025 for a non-functioning nearside stop lamp — an issue that was rectified on the same day given a pass is also recorded that date. Advisories have flagged brake pad thinning and rear shock absorber oil misting on more than one occasion, suggesting suspension wear is progressing. Mileage of around 7,800 miles per year sits very close to the model average of 6,954.
Across 123,691 Ford C-Max vehicles analysed, the average MOT pass rate stands at 79.4%, and the most common failure reasons are tyres, suspension arms, and headlamp issues — broadly consistent with the patterns observed in this particular car's MOT history.
Reviewed by the IsItAGoodCar editorial team — Verified automotive analysis synthesized from official vehicle registries.
Data Sources
DVSA
Official MOT test logs & failure reasons
DVLA
Tax, registration & powertrain specs
Experian
Finance, stolen markers & total loss
AI Analysis
Historical fault & advisory patterns
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- Grand C-MAX Sliding Door Track Roller Wear and Latch FailureModerate
On seven-seat Grand C-MAX models, the twin sliding rear side doors rely on concealed lower roller carriages, centre hinge runners, and electronic latch actuators. In typical family use, road grit and moisture accumulate in the lower sill tracks, causing the plastic-coated roller bearings to seize and disintegrate. This leads to the heavy door dropping, jamming in its guide channel, and scraping the vehicle quarter panel paintwork. Concurrently, the internal door latch microswitches and child-safety solenoid mechanisms suffer electrical failure, triggering continuous false door ajar warnings or refusing to lock via the central locking system.
- 1.6 TDCi Fuel Injector Copper Washer Leak and Turbo FailureSerious
The 1.6-litre Duratorq TDCi diesel engine is vulnerable to combustion gas blow-by past the copper injector base washers. As the crush washers erode, unburnt diesel fuel and combustion carbon blow past the injector body, creating a hardened black tar deposit around the cylinder head known as the black death. Carbon contaminants eventually enter the engine oil gallery, creating sludge that blocks the banjo bolt micro-mesh oil feed filter to the turbocharger. Oil starvation causes rapid turbocharger bearing failure, turbine destruction, and catastrophic engine runaway if oil is ingested into the intake.
- PowerShift Transmission Clutch Judder and Mechatronic WearSerious
Both the dry-clutch DPS6 (6DCT250) fitted to 1.6 petrol models and the wet-clutch MPS6 (6DCT450) fitted to 2.0 TDCi diesel models suffer from transmission drivability faults and internal wear. On wet-clutch diesel units, neglecting the critical 3-year or 37,500-mile transmission fluid and filter change causes contaminated fluid to clog the mechatronic valve body solenoids and clutch packs. This produces severe low-speed judder, harsh gear shifts, sudden neutral drop-outs, and transmission malfunction warnings. On dry-clutch petrol models, clutch pack glazing and transmission control module (TCM) circuit failures are common.
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