Popular European family diesel known for good fuel economy (55-65 mpg real-world) and affordable ownership, but has notable reliability concerns. The 1.6 TDCi engine can reach 200,000+ km with proper maintenance, but DPF problems plague city-driven cars, turbo failure often results from injector seal blow-by contaminating oil, and dual mass flywheel replacements are common after 100,000 km. Early 2004 models had severe camshaft bearing oil starvation issues causing engine seizure. Avoid automatic Powershift transmissions entirely—manual gearboxes are far more reliable. Best as a highway commuter car, problematic for short urban trips.
Extremely common on city-driven cars, causes limp mode and expensive replacement · more· less
The DPF is the single most common problem on the 1.6 TDCi, especially for cars driven primarily in urban environments. The filter becomes clogged with soot, triggering warning lights (P2002 fault code), limp mode activation, and eventual complete blockage. Short trips prevent proper regeneration cycles. DPF replacement costs €1,000-1,200, though cleaning services may work temporarily for €300-600. When the DPF fails, the car limits speed to 40 mph. Some owners report software updates helped, but prevention requires regular motorway driving (70 mph for 1+ hour weekly). The 109 PS version came with DPF standard, while 90 PS versions sometimes lack it. DPF removal is illegal and causes MOT failure.
Turbocharger failure€850 - €1,200
Oil starvation from injector seal blow-by blocks turbo oil feed, causing bearing failure · more· less
Turbo failure on the 1.6 TDCi stems from a design flaw: injector sealing copper washers fail (held by only one bolt), allowing blow-by gases and carbon to contaminate the oil. This soot clogs the gauze filter in the turbo oil feed banjo bolt behind the DPF, starving the turbo of lubrication and destroying the bearings. Early 2004-2007 models had poor oil supply pipes; Ford improved these from 2008+. Symptoms include excessive smoke, loss of boost (P0299 underboost code), and turbo actuator sticking. Replacement turbos cost €850-1,200 fully installed. Prevention requires fixing injector seals immediately when leaking (visible black residue around injectors) and regular oil changes. This engine is also used in Peugeot 307 HDi, Mini Cooper D, and Volvo S80 1.6D—all share this weakness.
Dual mass flywheel (DMF) failure€800 - €1,600
Typical failure between 100,000-150,000 km, requires clutch replacement simultaneously · more· less
The dual mass flywheel on the Mk2 Focus TDCi is particularly expensive (€400-500 for parts alone) and commonly fails between 100,000-150,000 km. Symptoms include juddering when pulling away, vibration at idle, rattling noise at low RPM, and difficulty engaging gears. Since the gearbox must be removed for DMF replacement, the clutch and concentric slave cylinder should always be replaced simultaneously—total cost runs €800-1,600 depending on the garage (Ford dealers charge up to €1,600). Some owners convert to a single mass flywheel (SMF) for €280-550, but this risks crankshaft damage on diesel engines. LUK and Sachs are recommended brands. One owner reported DMF lasting to 205,000 miles with careful driving.
Injector seal leaks€300 - €1,400
Design flaw with single-bolt injector mounting causes blow-by, leads to turbo failure · more· less
The injectors are held down by only one bolt (versus two bolts on the improved 2011+ 8-valve engine), allowing them to work loose over time. This creates blow-by at the copper sealing washer, causing fuel/oil pooling around injectors, white smoke on startup, and carbon contamination of the rocker cover oil feed. The carbon eventually blocks the turbo oil supply, leading to turbo failure. Symptoms include strong diesel smell, black residue around injectors, and starting difficulties. All four injector seals should be replaced together (€300 total). If injectors are seized in the head, special extraction tools are needed (€30-90 to hire) and high-pressure pipes must be replaced. Ford dealers quoted one owner €1,374 to replace all four injectors. Some injectors require ECU reprogramming with the new injector code. This is very common on this engine.
EGR valve failure and clogging€350 - €650
Carbon buildup causes sticking, limp mode, hesitation, and grey exhaust smoke · more· less
The EGR valve clogs with carbon deposits, especially on cars used primarily for short urban trips. Symptoms include loss of power at operating temperature (turbo seems not to kick in), hesitation under load, grey smoke at 1,500-2,000 RPM, limp mode activation, and fault codes P1412-60 (EGR frozen), P0490-20 (EGR circuit high), or P042F-40 (EGR stuck closed). The valve cannot be cleaned and must be replaced (€350-650). Ford dealers may charge over €500. Many garages replace the valve without addressing underlying causes—the EGR cooler and intake manifold should also be inspected for carbon blockages, and the PCM should receive the latest software calibration. In autumn 2018, Ford released a software update followed by a 2-day dealer decoke procedure for the intake manifold and cylinder head.
Clutch slave cylinder failure€250 - €650
Concentric slave cylinder inside bellhousing leaks, clutch pedal goes to floor · more· less
The Ford Focus uses a concentric slave cylinder inside the bellhousing (the gearbox input shaft goes through its center, with integrated release bearing). When it fails, the clutch pedal travels up and down but the car won't engage gears, or engagement becomes abrupt with only an inch of pedal travel. Fluid leaks from the drain hole at the bottom of the bellhousing, leaving stains. Since the gearbox must be removed for replacement (approximately 10 hours labor with 2-3 people), this repair should be combined with clutch and DMF replacement if those components are near end of life. Parts cost €88-110 for the slave cylinder alone. Some aftermarket units (LUK brand) have quality issues with melting internal gaskets—OEM Ford parts are recommended. Total repair runs €250-650 depending on additional components replaced.
Alternator failure€300 - €650
Worn brushes and voltage regulator issues, typically after 100,000+ miles · more· less
Alternator failure is fairly common but usually occurs well over 100,000 miles. Symptoms include dashboard battery warning light, dimming electrical components, vehicle stalling, and jump starts not working. If the bearing fails, a grinding noise changes with engine speed. Parts cost €230-310 at Euro Car Parts, with only 0.8 hours labor required for replacement. Total cost at independent garages runs €300-450, while Ford dealers may charge up to €650. Since the serpentine belt must be removed, consider replacing it simultaneously if worn or near its service interval. One owner paid €600 at a dealership. Harsh driving conditions and aftermarket electrical accessories can shorten alternator life.
Timing belt and water pump€550 - €1,100
Scheduled replacement every 140,000-180,000 km or 10 years, critical to prevent engine damage · more· less
The 1.6 TDCi uses a timing belt (not chain) requiring replacement at 140,000 km (pre-July 2011 models) or 180,000 km/10 years (later models), whichever comes first. This is a scheduled maintenance item, not a failure, but skipping it risks catastrophic engine damage from belt breakage and piston-valve contact. The water pump, tensioner, and auxiliary belts should be replaced simultaneously since they're accessible during the job. Independent specialists charge €550-750 for the complete service, while Ford dealers charge €1,100+. The water pump alone (if replaced separately due to failure between belt services) costs €600-1,400 including labor. Timing tool rental runs €30 for 15 days if DIYing. Some owners extend to 125,000 miles, but most do it early for peace of mind.
Power steering failure (electric system)€500 - €1,200
Electric power steering module fails from water ingress, sudden complete loss of assist · more· less
The Mk2 Focus uses electric power steering (no hydraulic pump). The most common failure is the integrated steering rack motor and ECU module, which can fail suddenly and completely, resulting in heavy unassisted steering. Water ingress damages internal components, especially the main bearing, and corrosion causes poor electrical contacts—repair is not possible. Common fault codes include U3000-96 (internal electronic failure) and C102D-00-C8 (high friction). Low battery voltage can also trigger these codes; if the alternator is failing, it may cause intermittent power steering loss. The entire rack, motor, and ECU assembly must be replaced (€500-1,200). Standard OBDII readers won't show relevant codes—Ford-specific diagnostics are required. Some 2010-2015 models also experience this issue. If replacing, the new module must be coded to the CAN-BUS system.
Front suspension creaking and wear€150 - €450
Worn sway bar end links, strut bearings, and bushings cause creaking over bumps · more· less
The Mk2 Focus is known for front suspension creaking noises when pulling away, turning, or driving over bumps—this is so common there's a term "Forditus" for it. Main culprits include: sway bar end links (lose lubrication with mileage, should move freely in all directions when tested), upper strut bearings (Ford TSB for 2008-2010 models), lower control arm bushings (check for noise when prying), and ball joints. Rear trailing arm bushes are also problematic on the Mk2's multi-link rear suspension. Parts are affordable (€30-80 per component) but labor adds up. Total repair typically runs €150-450 depending on how many components need replacement. The noise sounds like "dry rubber on rubber" and worsens in hot weather. Check for play by jacking the car and shaking the tire top-to-bottom and side-to-side while someone holds the steering wheel.
CRITICAL: Feb-June 2004 models have misaligned oil feeds causing engine seizure—avoid these · more· less
This is a catastrophic design defect affecting 1.6 TDCi models built between February and June 2004. Misaligned oil feed passages between the cylinder head and camshaft bearings drastically reduce oil flow, causing premature camshaft bearing wear and eventual complete engine seizure. There is no warning—the engine simply stops running and requires complete rebuild or replacement (€2,000-4,000+). DO NOT buy a Focus 1.6 TDCi from this production period. Check the build date on the VIN plate or contact Ford with the VIN to verify. Models from July 2004 onward have corrected oil feeds and are safe. This issue does not affect the 1.8 TDCi or petrol engines.
Cooling fan control module fire risk€200 - €400
Salt corrosion on 2004-2006 models caused overheating and potential fire—recall issued · more· less
Over 80,000 Ford Focus 1.8 and 2.0 TDCi models built February 2004 - May 2006 were recalled (R/2008/001) because the cooling fan control module corrodes from winter road salt ingress. In extreme cases, corrosion propagates into electronic circuits, causing overheating sufficient to ignite the module, surrounding wiring, and components—creating a fire risk. An additional 8,506 vehicles (1.6 TDCi estate models built July 2004 - December 2006) were also recalled. The recall replaces the cooling fan and motor assembly. Verify with Ford using the VIN that this recall was completed. If not done, the repair costs €200-400. Early C-Max models were also affected. This is a safety-critical issue for cars used in regions with heavy winter salt application (most of Europe).
High-risk for city driving, best as motorway commuter
The Focus 1.6 TDCi has numerous well-documented issues, particularly with DPF, turbo, and DMF failures. Cars used primarily for short urban trips will suffer expensive DPF and EGR problems. Highway-driven examples with full service history can be reliable and reach 200,000+ km, but early 2004 models should be avoided entirely. The manual gearbox is essential—never buy the Powershift automatic. Budget €500-1,000 annually for unexpected repairs beyond routine maintenance.
Pre-Purchase Inspection Checklist
General checks
Service history
Complete service records essential. Verify oil changes every 12,500 miles/20,000 km maximum. Missing history is a red flag for this engine.
Cold start
Must start engine completely cold. Listen for unusual noises, white smoke, or diesel smell indicating injector seal leaks.
Test drive minimum 20 minutes
Include varied speeds, motorway driving, and low-speed maneuvers to test power steering, turbo boost, and DPF regeneration.
Rust inspection
Check wheel arches (especially rear), door sills, bottom of front wings, and underbody. "Forditus" rust is common on Mk2.
Check VIN production date
CRITICAL: Verify car was NOT built February-June 2004. These have fatal camshaft bearing oil feed defect.
Specific for this vehicle
DPF warning lights and regeneration
Check dashboard for DPF light or stored codes (P2002). Ask owner about regeneration frequency. Short-trip cars will have DPF issues.
Injector seal inspection
Open bonnet and check around all four injectors for black residue, oil pooling, or diesel smell. This causes turbo failure.
Turbo boost and smoke test
Accelerate hard from 2,000 RPM in 3rd gear. Should pull strongly with no hesitation. Check for excessive black or white smoke.
DMF and clutch operation
Listen for rattling at idle or when releasing clutch slowly. Test clutch bite point—should be smooth, not juddering.
Power steering function
Turn steering lock-to-lock at idle and low speed. Should be light and consistent with no warning lights or unusual resistance.
Front suspension creaking
Drive over speed bumps slowly and turn steering at low speed. Creaking from sway bar links or strut bearings is very common.
Timing belt service history
Verify timing belt replaced at 140,000-180,000 km or 10 years. Missing documentation means budget €750 immediately.
EGR valve and boost issues
Watch for EPC light, limp mode, or hesitation at 1,500-2,000 RPM. Grey smoke indicates EGR problems.
Gearbox cable linkage
Ensure all gears engage smoothly. Cables can pop out of carrier on top of gearbox. Check for debris around shift plate.
Cooling fan recall verification
For 2004-2006 models, verify with Ford using VIN that cooling fan fire recall (R/2008/001) was completed.
Recalls and Technical Service Bulletins
Cooling fan fire risk (Feb 2004 - May 2006, 1.8/2.0 TDCi)Verify completed
Cooling fan fire risk (Jul 2004 - Dec 2006, 1.6 TDCi estate)Verify completed
Camshaft bearing oil starvation (Feb 2004 - Jun 2004, 1.6 TDCi)No recall—avoid these cars
Brake pedal stiffness in cold (Nov 2005 - Dec 2006)Verify completed
Fuel return pipes incorrect spec (various dates)Check with VIN
Vacuum pump non-return valve (18,000 cars)Check with VIN
Power steering pipes incorrect spec (15,000 cars)Check with VIN
TSB: Front suspension creaking (2008-2010 models)Inspect components
Contact Ford dealer with VIN to verify all recalls completed, especially the critical cooling fan fire recall for 2004-2006 models. AVOID any 1.6 TDCi built February-June 2004 due to unfixed camshaft bearing defect.
Warranty Status
Factory warranty (3 years / 100,000 km)Expired on all Mk2 models
Typical extended warranty€300-600/year for used cars
All Mk2 Focus models (2004-2011) are now outside their original factory warranty. Extended warranty coverage is available from third-party providers but typically excludes common failures like DPF, DMF, and injector seals. Read exclusions carefully before purchasing.
This report is for informational purposes only and does not constitute professional advice. Estimates may be inaccurate. Always have a qualified specialist inspect the vehicle before purchase. We accept no liability for decisions made based on this information.