Common Ford Focus Problems (2011–2018) and What They Mean for You

Why the Mk3 Focus is worth looking after

The third-generation Ford Focus, sold from 2011 to 2018, is one of the most common cars we see in Northfield. It drives well, parts are easy to get and it is reasonably cheap to run. Like every car, though, it has a handful of well-known weak spots, and knowing about them can save you a lot of money. Here are the ones we deal with most often, what the warning signs are, and what we would advise.

1.0 EcoBoost: the wet timing belt

The little three-cylinder 1.0 EcoBoost petrol is the most popular Focus engine, and it uses a timing belt that runs inside the engine in oil. As it ages, the belt can start to break up. The fragments collect in the oil pump pickup, oil pressure drops, and the first most owners know of it is an oil warning light flickering at idle.

The fix, if it is caught in time, is a new belt, tensioner and pickup, and a clean-out of the sump. If it is not caught in time, the engine can be ruined. Our advice is to have the belt inspected once the car passes 60,000 miles or six years, whatever the service book says, and to always use the correct Ford oil. Old oil and short trips are the belt's worst enemies.

1.0 EcoBoost: coolant loss

Earlier 1.0 EcoBoost engines are also known for coolant problems — leaking hoses and, in the worst cases, overheating. If you find yourself topping up the coolant or you see the temperature gauge climbing, stop and get it checked. An overheated three-cylinder aluminium engine can crack its head, which turns a small repair into a very large one.

PowerShift automatic: clutch judder

The Focus automatic with the petrol engines usually has Ford's PowerShift dual-clutch gearbox. It is known for juddering when pulling away, hesitating in slow traffic and occasionally refusing to select a gear. Sometimes a software update and clutch re-learn helps; sometimes the clutch pack or the gearbox control unit needs attention. We diagnose it with the proper equipment before suggesting any repair.

TDCi diesels: DPF and dual-mass flywheel

The 1.6, 1.5 and 2.0 TDCi diesels are strong engines, but they have a diesel particulate filter that needs regular longer runs to clean itself. A Focus diesel that only does short trips around Northfield and Selly Oak will often show a DPF warning sooner or later. Catching it early means a regeneration or clean is usually enough.

Diesel Focuses also use a dual-mass flywheel, which wears out over time. A rattle at idle that goes away when you press the clutch, or judder as you pull away, are the usual signs. It is normally replaced with the clutch.

The everyday stuff

Beyond the big items, the Mk3 Focus is fairly typical: rear coil springs can snap on older cars, front suspension bushes wear, and the brakes and tyres need the usual checks. None of these is unusual, and all of them get picked up at a proper service or MOT.

What we would do if it were our Focus

Service it on time with the right oil, get the EcoBoost belt looked at once it is past 60,000 miles, give a diesel a decent run every week or two, and do not ignore a warning light. We work on Fords every day and can tell you honestly which of these apply to your car. Call us on 0121 476 2287 or book online.

Buying a used Focus?

If you are looking at a second-hand Mk3 Focus, the service history tells you most of what you need to know. Look for yearly oil changes with the correct Ford oil, and on a 1.0 EcoBoost ask whether the timing belt has ever been inspected or changed. On a PowerShift automatic, drive it in slow traffic and pull away gently several times — judder is easy to spot if you go looking for it.

On a diesel, ask how the car has been used. A Focus TDCi that has spent its life on short trips is more likely to have DPF trouble ahead than one that has done regular motorway runs. If in doubt, we can look over a car before you buy it.