Faults and recalls.

Engine / equipment

1.2, 1.4, 1.9 and 2.0 TDI unit-injector (PD) engines, including the VW-sourced 2.0 CRD in Chrysler, Dodge and Jeep

Period mentioned

2000–2010

Symptoms

Growing noise from the cylinder head, power loss and rough running (cams and lifters); unstable idle, smoke or hesitation (injectors); on the 16-valve 2.0 TDI, coolant loss with no visible leak from a cracked head.

Possible cause described

The camshaft also drives the unit injectors and carries a heavy load: without VW 505.01 oil the lobes and lifters wear. 2.0 TDI PD injectors fail frequently. Some 16-valve 2.0 TDI heads (part number ending in A) crack; VW considered it fixed by the end of 2006.

Check for the garage

Check the oil history (VW 505.01), listen to the head, check injector balance rates with a diagnostic tool and, on the 16-valve 2.0 TDI, read the head part number (03G 103 351) and look for coolant loss.

Cost cited in the source

Camshaft and lifters: approx. €400–800; 2.0 TDI PD injectors: €900–2,000A rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: 120,000–200,000 km. This is not a maintenance interval and does not predict a failure.

Sources from the original database

Engine / equipment

1.3 Multijet / 1.3 JTD / 1.3 CDTI (Fiat Panda, 500, Punto, Doblò; Opel Corsa, Astra, Meriva, Combo; Lancia Ypsilon and Musa; Alfa MiTo; Peugeot Bipper and Citroën Nemo)

Period mentioned

2003–2020

Symptoms

Chain rattle on cold starts; oil level rising and smelling of diesel; particulate filter warning; power loss from a dirty EGR or the turbo.

Possible cause described

Single-row timing chain that is very sensitive to oil quality and long intervals: it stretches and the tensioner loses pressure, with a risk of breaking. In town use the DPF cannot finish regenerating and diesel dilutes the oil, which speeds up chain and turbo wear.

Check for the garage

Listen to a cold start, check whether the oil is above maximum or smells of diesel, read the DPF status and check the oil change history.

Cost cited in the source

Chain kit: €150–300 in parts plus €600–1,200 labour; DPF cleaning: €200–400A rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: 80,000–120,000 km. This is not a maintenance interval and does not predict a failure.

Sources from the original database

Engine / equipment

PSA 2.0 HDi (DW10) and 2.2 HDi (DW12), including the 2.0/2.2 JTD in the Fiat Ulysse and Scudo and the Lancia Phedra

Period mentioned

1998–2015

Symptoms

Particulate filter warning and power loss; rough idle from a dirty EGR; vibration and knocks when starting or in low gears (dual-mass flywheel); smoke or hesitation from injectors at high mileage.

Possible cause described

The engine itself is very robust, but the ancillaries are not: the DPF with Eolys additive clogs in town use, the EGR and its cooler fill with soot, the variable-geometry turbo sticks and the dual-mass flywheel wears. The 136 hp versions have more problems than the 138 to 163 hp ones.

Check for the garage

Read the DPF status and additive level, check the EGR and cooler, check the dual-mass flywheel at start-up and measure injector balance rates.

Cost cited in the source

Forced DPF regeneration: €100–150; new DPF: €800–1,500; rebuilt injector: €200–250A rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: 120,000–180,000 km. This is not a maintenance interval and does not predict a failure.

Sources from the original database

Engine / equipment

1.5 TSI evo (EA211 evo): Golf VII and VIII, T-Roc, Tiguan, Octavia, Leon, Ibiza, Arona, Karoq, A3…

Period mentioned

2017–2022

Symptoms

Rhythmic jerking (“kangaroo effect”) and hesitation when accelerating at roughly 1,200–2,000 rpm, with a cold engine and in low gears; most noticeable with a manual gearbox.

Possible cause described

An engine management fault during warm-up. Volkswagen released a software update for all group brands in February 2020, which fixed it on most cars; on some it only reduced it. Mechanically it is a reliable engine.

Check for the garage

Test the car from cold in first and second gear, and check at the dealer whether the latest engine control unit software is installed.

Cost cited in the source

Software update: €0–150A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

FIRE 1.1, 1.2 and 1.4 petrol, 8 and 16 valves (Panda, Punto, 500, Doblò, Idea, Linea, Lancia Ypsilon and Musa)

Period mentioned

2000–2020

Symptoms

Coolant loss, white smoke or mayonnaise-like oil (head gasket); misfires and, if the ECU is damaged, the car will not start or cuts out.

Possible cause described

A very robust engine with three weak points: the head gasket, which fails mostly between 80,000 and 150,000 km if the cooling system is neglected; the timing belt, whose failure bends valves on the 1.1, all 16-valve engines and the 1.2 with VVT; and the ignition coils, which as they degrade can damage the ECU.

Check for the garage

Check the coolant level and oil filler cap, check when the belt was last changed (also by age) and test the coils before they fail.

Cost cited in the source

Ignition coil: €40–60; head gasket and belt: depends on the garageA rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: 80,000–150,000 km. This is not a maintenance interval and does not predict a failure.

Sources from the original database

Engine / equipment

MEB platform EVs: VW ID.3, ID.4, ID.5, ID.7 and ID.Buzz, Skoda Enyaq and Elroq, Cupra Born and Tavascan, Audi Q4 e-tron

Period mentioned

2020–2026

Symptoms

The car will not start or wake up after standing even though the traction battery is charged; 12 V battery warnings; screens that freeze or go black; charging sessions that will not start or cut out.

Possible cause described

The 12 V auxiliary battery frequently suffers deep discharge, and low voltage in turn causes starting and charging faults. Early software versions (1.x and 2.x) had many bugs; the ICAS1 control unit manages comfort and energy.

Check for the garage

Check the 12 V battery condition and the quiescent current draw, and confirm at the dealer that the car has the latest software. With ODIS: high-voltage battery (8B), high-voltage electronics (8C), charger (8E) and ICAS1 (C7).

Cost cited in the source

12 V battery or update: approx. €0–370 (converted from dollars)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

Kuga (III) 1.5 EcoBoost (Escape in the US)

Period mentioned

2023–2025

Symptoms

Under full throttle or climbing a hill loaded, the coolant over-temperature warning appears and the engine light comes on, with P1285 or P1299; the coolant level is fine.

Possible cause described

Machining chips trapped in the cylinder head partly block a coolant passage next to cylinder head temperature sensor 2 (CHT2). Ford describes it in technical message SSM 54114 for 2023–2025 Escape 1.5 EcoBoost cars built up to 16/9/2024: the cooling system is flushed and, if it continues, the cylinder head is inspected.

Check for the garage

With the over-temperature warning, stop in a safe place and let it cool; do not open the reservoir when hot. At the garage, mention codes P1285/P1299 and message SSM 54114.

Cost cited in the source

No verified estimate; ask the garage for a quote.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

Transit 3.2 TDCi

Period mentioned

2014–2019

Symptoms

It slowly loses coolant with no puddles or stains, the temperature rises on long climbs and sometimes white, sweet-smelling smoke comes out on starting.

Possible cause described

The EGR cooler leaks internally and the coolant passes into the gases. Ford describes it in technical message SSM 48543 for 2015–2019 Transit 3.2 diesels and fits a revised EGR cooler.

Check for the garage

With the temperature rising, stop in a safe place and do not drive on. Only check the level with the engine cold. At the garage, have them pressure-test the EGR cooler before suspecting the head gasket.

Cost cited in the source

No verified estimate; ask the garage for a quote.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

Kuga (III) (Escape in the US)

Period mentioned

2021

Symptoms

From about 105 km/h a plastic flutter or rattle is heard at the front; at lower speeds it does not sound.

Possible cause described

The radiator's active grille shutters vibrate in the airflow. Ford describes it in technical message SSM 50255 for 2021 Escapes built from 10/8 to 20/9/2021: the garage opens and closes the shutters with the diagnostic tool to see whether the noise changes.

Check for the garage

Note the speed at which it starts. At the garage, have them move the active grille shutters with the diagnostic tool to see whether the noise changes. Ford says the car is safe to drive.

Cost cited in the source

No verified estimate; ask the garage for a quote.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

Ford Ka I: body and 1.3 Endura-E (1996–2002) or Duratec (2002–2008) engine

Period mentioned

1996–2008

Symptoms

Rust on the sills, rear wheel arches (under the fuel flap) and suspension mounts that fails the roadworthiness test; with the Endura-E, hesitation when accelerating, a dead cylinder or tappet noise.

Possible cause described

Little galvanised steel and poor rust-proofing: rust spreads quickly once it starts. On the Endura-E, the air-flow meter causes the hesitation and the ignition coil the dead cylinder.

Check for the garage

Inspect the underside on a lift (beware of thick black underseal hiding rust) and the test history. If there is hesitation or misfiring, read codes and test the air-flow meter and coil.

Cost cited in the source

No verified estimate; ask the garage for a quote.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

Ford Focus I: 1.4–2.0 Zetec petrol and 1.8 TDDi / TDCi diesel

Period mentioned

1998–2004

Symptoms

Unstable idle, thermostat-housing leaks and coil failures; on diesels, injection-pump failure (TDDi), a weak turbo or camshaft sensor (TDCi). Also rust on door seams, tailgate and bonnet, water in the footwells and seizing rear brakes.

Possible cause described

Wear from age and mileage: the idle valve gets dirty, the thermostat housing fails often and, according to the ADAC, the fuel pump is a weak point of the range. Water gets in around the pollen filter.

Check for the garage

Clean or replace the idle valve, check for coolant leaks and coils; on diesels, read codes and check the pump. Check rust, wet carpets and rear brakes before the roadworthiness test.

Cost cited in the source

No verified estimate; ask the garage for a quote.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

Four-cylinder 1.5 EcoBoost and 2.0 EcoBoost: Kuga, Mondeo, S-Max, Galaxy, Focus and C-Max

Period mentioned

Approx. 2014–2019

Symptoms

Coolant loss with no visible leak, rough running on cold start, white smoke and, in serious cases, engine failure.

Possible cause described

Hairline cracks in the block let coolant into the cylinders; it mainly affects older 1.5 units and, less often, the 2.0. Ford revised the block in mid-2019.

Check for the garage

Watch the coolant level; if it drops with no external leak, run a pressure and combustion-gas test and check the spark plugs. Ask Ford by VIN about warranty actions.

Cost cited in the source

No verified estimate; ask the garage for a quote.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

1.6 EcoBoost: Focus, C-Max, Kuga, Fiesta ST and Transit Connect

Period mentioned

2010–2014

Symptoms

The temperature rises, coolant is lost and, in extreme cases, oil sprays under pressure from a crack in the head with a risk of fire in the engine bay.

Possible cause described

Lack of coolant circulation causes local overheating of the head. In 2018 Ford recalled cars built between 2010 and 2014: it checks engine and cooling parts and adds a coolant level sensor with a warning.

Check for the garage

Check with Ford by VIN that the recall was done; watch the coolant level and stop at the temperature warning.

Cost cited in the source

Free under the recall.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

Kuga 2.0 TDCi and 1.5 / 2.0 EcoBlue; 1.5 TDCi and EcoBlue in the Focus, C-Max, Transit Connect and Transit Courier

Period mentioned

2014–2023

Symptoms

Filter regenerations at excessive temperature, a damaged filter and particle emissions above the limit: the car can fail the emissions part of the roadworthiness test.

Possible cause described

Because of how the filter regenerates, particle emissions can rise over the years. Ford recalled several diesels (code 24E06): it recalibrates the regeneration, inspects the filter and replaces it if damaged. The German guide calls the filter the Achilles heel of modern Ford diesels.

Check for the garage

Ask Ford by VIN whether recall 24E06 is outstanding; check the filter and the regeneration history before the roadworthiness test.

Cost cited in the source

Free under the recall; before that, many owners paid for the filter themselves.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

2.0 EcoBlue diesel: Transit, Transit Custom, Ranger, Mondeo, S-Max, Galaxy, Kuga and Focus

Period mentioned

2016 onwards

Symptoms

Often with no prior warning: belt debris in the oil, an oil-pressure warning or a broken belt with serious engine damage.

Possible cause described

Diesel from unfinished particulate-filter regenerations gets into the oil and degrades the belt, which runs in it; in extreme cases material comes off and blocks the oil-pump strainer. Ford cut the belt, tensioner and idler change from 10 years or 240,000 km to 6 years or 160,000 km on the Transit and Transit Custom.

Check for the garage

Follow the new 6-year or 160,000 km interval, check the belt condition and whether the oil level rises (diesel dilution); avoid trips that cut regenerations short.

Cost cited in the source

No verified estimate; ask the garage for a quote.A rough figure from the original database, not an up-to-date quote.

Sources from the original database