2015 Ford Ecosport 1.5L Diesel · WV65 TGJ
2015 Ford Ecosport (1.5L, diesel). First registered 28 Oct 2015. Recorded mileage 84,429 miles. MOT expired on 16 Nov 2024.
- Make & Model
- FORD ECOSPORT
- Year / Origin
- 2015 · Bristol
- Safety Recall
- Unknown
- MOT Status
- Expired on 16 Nov 2024
- Road Tax
- —
- Recorded Mileage
- 84,429 mi
- ULEZ Compliance
- ULEZ Compliant (Euro 6 Diesel)
- Fuel & Engine
- Diesel · 1.5L
- Reliability Guide
- Common Faults
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WV65 TGJ Key Findings
- 2 MOT tests recorded
- Latest MOT passed on 17/11/2023
- 84,429 miles recorded at latest MOT
- No defects recorded at the latest MOT
Derived directly from the recorded DVSA and DVLA data shown on this page.
WV65 TGJ MOT History
Interpretation generated from the recorded test data above — not an official DVSA statement and not a substitute for an independent inspection.
2 MOT tests are recorded for this 2015 Ford Ecosport (WV65 TGJ) between September 2022 and November 2023.
The record contains 2 passes and 0 failures.
No failures or advisories appear anywhere in the recorded tests, so the documented MOT record is relatively clean.
WV65 TGJ Mileage History
- 14/09/202276,802 mi
- 17/11/202384,429 mi+7,627 mi
Average of roughly 6,495 miles per year across 2 recorded odometer readings.
Technical Specifications
Core Specifications
Identification & Status
Dimensions & Weights
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Known faults for Ford Ford EcoSport
Our database tracks 3 specific mechanical faults and recurring failure patterns identified across UK MOT testing stations for this generation.
MOT Roadworthiness: Average
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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Digital Service History
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Common Problems: FORD ECOSPORT
Known issues reported by owners and MOT testers.
- 1.0 EcoBoost Wet Timing Belt Degradation and Oil Starvation(Serious)
The 1.0-litre three-cylinder EcoBoost petrol engine uses an oil-immersed rubber timing belt (wet belt). Over time, heat cycles, fuel dilution from short urban journeys, and non-specification engine oil cause the rubber belt to swell, crack, and shed teeth. Rubber debris accumulates in the oil pan and clogs the oil pick-up strainer mesh. This causes oil starvation to the camshaft bearings and turbocharger, and starves the mechanical vacuum pump, leading to a sudden loss of braking power assistance. Complete engine failure typically follows if low oil pressure warnings are ignored.
- PowerShift Dual-Clutch Transmission Judder and TCM Failure(Serious)
Pre-facelift automatic models equipped with the dry-clutch six-speed PowerShift (DPS6 / 6DCT250) transmission suffer severe clutch shudder, jerky low-speed engagement, and erratic shifting. The dry clutch pack easily overheats and glazes in typical UK stop-start urban congestion. In addition, the externally mounted Transmission Control Module (TCM) is vulnerable to thermal stress and solder fracture, causing intermittent refusal to start, loss of reverse gear, or the gearbox suddenly dropping into neutral while driving. Ford replaced this dry-clutch unit with a traditional torque-converter automatic for the late-2017 facelift.
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- 1.0 EcoBoost Wet Timing Belt Degradation and Oil StarvationSerious
The 1.0-litre three-cylinder EcoBoost petrol engine uses an oil-immersed rubber timing belt (wet belt). Over time, heat cycles, fuel dilution from short urban journeys, and non-specification engine oil cause the rubber belt to swell, crack, and shed teeth. Rubber debris accumulates in the oil pan and clogs the oil pick-up strainer mesh. This causes oil starvation to the camshaft bearings and turbocharger, and starves the mechanical vacuum pump, leading to a sudden loss of braking power assistance. Complete engine failure typically follows if low oil pressure warnings are ignored.
- PowerShift Dual-Clutch Transmission Judder and TCM FailureSerious
Pre-facelift automatic models equipped with the dry-clutch six-speed PowerShift (DPS6 / 6DCT250) transmission suffer severe clutch shudder, jerky low-speed engagement, and erratic shifting. The dry clutch pack easily overheats and glazes in typical UK stop-start urban congestion. In addition, the externally mounted Transmission Control Module (TCM) is vulnerable to thermal stress and solder fracture, causing intermittent refusal to start, loss of reverse gear, or the gearbox suddenly dropping into neutral while driving. Ford replaced this dry-clutch unit with a traditional torque-converter automatic for the late-2017 facelift.
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