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Ford

Focus

LW / LZ· 2011-2018 hatch Caution
Price (AUD)
$6k-$45k
Body styles
5-door hatch, 4-door sedan
Drivetrain
Front-wheel drive, All-wheel drive (RS only)
Origin
Germany
Built in
Germany (early LW); Thailand (most AU LW/LZ); Germany (ST/RS)

Overview

The third-generation Focus (LW 2011-2015, LZ 2015-2018) was sold in Australia as Ambiente, Trend, Sport and Titanium, plus the hot ST and AWD RS at the top. It drives beautifully and is well built, but its reputation is permanently scarred by the 6-speed 'PowerShift' dual-clutch automatic fitted to LW autos: a dry-clutch DPS6 unit that shudders, jerks and fails, the subject of an ACCC action and a $10m Federal Court penalty against Ford Australia over its complaint handling (roughly 68,000 affected small Fords). The single most important buying decision on an LW is to avoid the PowerShift - the manuals are fine. The 2015 LZ facelift dropped the diesel and the 1.6, replaced PowerShift with a conventional torque-converter 6-speed auto behind the new 1.5 EcoBoost, and is genuinely a sensible used buy. The performance EcoBoost engines (1.5/2.0/2.3) all share a head-gasket and coolant-into-cylinder weakness that needs checking. Verify the Takata airbag recall is closed on every example.

Engines & variants

LW 1.6 Ti-VCT petrol

Engine
1.6L DOHC 16v all-alloy petrol I4 with twin variable cam timing
Config
I4 NA
Displacement
1596cc
Power
92kW @ 6300rpm
Torque
159Nm @ 4000rpm
Drivetrain
Front-wheel drive
Economy
6.2-7.5 L/100km combined
Transmission
5MT, 6-speed PowerShift DCT
Timing chain / belt / gear
Belt-driven (replace per schedule)

Pros

  • Cheapest way into an LW; entry Ambiente engine
  • Simple naturally aspirated petrol, no turbo or DPF
  • Manual cars dodge the PowerShift disaster
  • Light, economical commuter

Cons

  • Genuinely underpowered/sluggish, especially loaded or with the auto
  • PowerShift-equipped examples carry all the dual-clutch grief
  • Cambelt is a scheduled replacement cost
  • Cabin road noise and firm ride

Known problems

high
PowerShift dual-clutch shudder and failure (auto cars)
Autos use the Ford DPS6 dry dual-clutch 'PowerShift'. It judders on take-off, hesitates, jerks and the clutch packs and transmission control module fail repeatedly - the subject of an ACCC case and a $10m penalty against Ford Australia.
Fix: Avoid PowerShift cars entirely; buy the 5-speed manual. If owning one, demand a full service-history of clutch/TCM/seal updates and budget for recurring repairs.
From Often under 100k km · ~$2000-5000+ (clutch/TCM); avoid affected cars
medium
Timing belt replacement
The 1.6 Ti-VCT is belt-driven; a neglected belt risks valve damage.
Fix: Replace belt, tensioner and water pump at the specified interval; confirm history.
From Per schedule (~125k-150k km / 10 yr) · ~$600-1200
low
Coolant loss / thermostat housing leaks
Plastic thermostat housing, water-pump o-ring and coolant hoses can weep with age.
Fix: Replace thermostat housing/o-ring and any perished hoses; pressure-test the system.
From 100k+ km · ~$200-600

LW 2.0 GDI Duratec petrol

Engine
2.0L DOHC 16v direct-injection petrol I4 with Ti-VCT
Config
I4 NA
Displacement
1999cc
Power
125kW @ 6600rpm
Torque
202Nm @ 4450rpm
Drivetrain
Front-wheel drive
Economy
6.6-8.5 L/100km combined
Transmission
6-speed PowerShift DCT
Timing chain / belt / gear
Chain-driven

Pros

  • Strong, willing direct-injection petrol with decent mid-range
  • Chain timing (no belt to schedule)
  • Fitted to better-equipped Trend/Sport/Titanium grades
  • Good fuel economy for the performance

Cons

  • Australian 2.0 GDI cars came only with PowerShift - the core risk
  • Direct injection causes intake-valve carbon build-up over time
  • Thermostat-housing and water-pump coolant leaks
  • Repairs/diagnostics more involved than the old port-injection 2.0

Known problems

high
PowerShift dual-clutch shudder and failure
Every AU 2.0 GDI Focus used the DPS6 dry dual-clutch. Take-off shudder, hesitation, harsh shifts and repeat clutch/TCM failures are the defining fault of this generation.
Fix: Strongly prefer a different drivetrain; this engine effectively only came as a PowerShift in AU. If buying, get a transmission specialist inspection and full repair history.
From Often under 100k km · ~$2000-5000+ (clutch/TCM); avoid affected cars
medium
Intake-valve carbon build-up (GDI)
Direct injection means no fuel washes the intake valves, so carbon accumulates and causes rough running, misfires and lost power.
Fix: Walnut-blast intake valves; quality oil and occasional spirited highway runs help.
From 100k+ km · ~$400-900
medium
Thermostat housing / water pump coolant leak
The plastic thermostat housing under the intake and the water-pump seal are common leak points; can trip P0128 (low coolant temp) or cause loss.
Fix: Replace thermostat housing and water-pump seal; refresh coolant.
From 100k+ km · ~$300-800

LW 2.0 TDCi Duratorq diesel

Engine
2.0L DOHC 16v common-rail turbo-diesel I4 with DPF
Config
I4 turbo
Displacement
1997cc
Power
120kW @ 3750rpm
Torque
340Nm @ 2000-3250rpm
Drivetrain
Front-wheel drive
Economy
5.5-6.5 L/100km combined
Tow (braked)
1300kg
Tow (unbraked)
660kg
Transmission
6-speed PowerShift DCT
Timing chain / belt / gear
Belt-driven (replace per schedule)

Pros

  • Strong 340Nm torque and excellent real-world economy
  • Relaxed, effortless highway tourer for a small car
  • Only offered on the well-equipped Titanium
  • Good range from the diesel efficiency

Cons

  • Diesel came only with PowerShift in AU - same dual-clutch risk
  • DPF clogs on short urban-only trips
  • Cambelt is a scheduled replacement cost
  • Injector and turbo repairs are expensive when due

Known problems

high
PowerShift dual-clutch shudder and failure
The diesel was sold only with the DPS6 dry dual-clutch PowerShift, inheriting the same juddering, hesitation and repeated clutch/TCM failures that triggered the ACCC action.
Fix: Inspect with a DCT specialist and insist on full clutch/TCM/seal update history; budget for ongoing repairs or avoid.
From Often under 100k km · ~$2000-5000+ (clutch/TCM)
medium
DPF clogging on short trips
City-only, short-trip cars never get hot enough to complete a DPF regen, so the filter clogs, oil dilutes with fuel and the engine can go into limp mode.
Fix: Run regular highway cycles to regen; forced regen or DPF clean/replacement if blocked; check oil level for fuel dilution.
From Any (urban use) · ~$500-2500
medium
Injector / fuel return leaks and turbo wear
Common-rail injectors and injector return lines can leak or fail, and the variable-vane turbo can wear, causing rough running, smoke and lost power.
Fix: Diesel-specialist injector test/replacement, return-line repair; clean or replace turbo as needed.
From 150k+ km · ~$1500-4000
medium
Timing belt replacement
The DW10 diesel is belt-driven; a failed belt destroys the engine.
Fix: Replace belt, tensioner and water pump on schedule; verify documented history.
From Per schedule · ~$900-1600

LZ 1.5 EcoBoost petrol

Engine
1.5L DOHC 16v direct-injection turbo petrol I4
Config
I4 turbo
Displacement
1499cc
Power
132kW @ 6000rpm
Torque
240Nm @ 1600-5000rpm
Drivetrain
Front-wheel drive
Economy
5.9-7.5 L/100km combined
Transmission
6MT, 6-speed SelectShift torque-converter auto
Timing chain / belt / gear
Belt-driven (wet belt-in-oil; replace per schedule)

Pros

  • Replaced PowerShift with a conventional torque-converter auto - no more dual-clutch grief
  • Strong, torquey turbo engine that suits the chassis well
  • Good economy and refinement; the sensible used LZ buy
  • Trend/Sport/Titanium grades, well equipped

Cons

  • Shares the EcoBoost coolant-into-cylinder / head-gasket weakness
  • Some examples consume oil and need regular top-ups
  • Wet timing belt-in-oil is a costly scheduled job and degrades if servicing is skipped
  • Auto is reliable but not the smoothest

Known problems

high
Coolant intrusion / head gasket (EcoBoost design)
The 1.5 EcoBoost has a documented weakness where coolant can migrate into a cylinder via the block/head interface, causing coolant loss, overheating, white smoke and potential head-gasket/engine failure.
Fix: Watch coolant level and for sweet exhaust smell; pressure-test and have any loss diagnosed early; head-gasket or short-block repair if confirmed.
From Can be any km · ~$2500-6000
medium
Excessive oil consumption
Some 1.5 EcoBoost engines use noticeable oil between services, sometimes needing top-ups every few months.
Fix: Monitor oil between services; investigate rings/PCV/turbo seals if consumption is heavy.
From 60k+ km · ~Top-ups; $2000+ if internal
medium
Wet timing belt-in-oil degradation
The belt runs in oil; missed oil changes or wrong-spec oil accelerate belt breakdown, and debris can block the oil pickup.
Fix: Use correct-spec oil and strict service intervals; replace the wet belt on schedule.
From Per schedule · ~$1000-1800

LZ ST 2.0 EcoBoost petrol

Engine
2.0L DOHC 16v direct-injection turbo petrol I4 (Focus ST)
Config
I4 turbo
Displacement
1999cc
Power
184kW @ 5500rpm
Torque
360Nm @ 2000-4500rpm
Drivetrain
Front-wheel drive
Economy
7.4-9.5 L/100km combined
Transmission
6MT
Timing chain / belt / gear
Chain-driven

Pros

  • Genuine hot-hatch performance, 0-100 in the low 6s
  • Six-speed manual only - no PowerShift to worry about
  • Chain timing; strong tuning aftermarket
  • Sharp chassis, brakes and Recaro seats

Cons

  • EcoBoost head-gasket / coolant-intrusion risk, worse if track/tune abused
  • Stainless exhaust manifold can crack
  • Torque steer and front tyre wear
  • Often modified - check for over-aggressive tunes

Known problems

high
Head gasket / coolant into cylinder
The 2.0 EcoBoost shares the family weakness for head-gasket failure and coolant entering a cylinder under high boost, leading to overheating, misfires and white smoke.
Fix: Monitor coolant; diagnose any loss promptly; avoid cars with aggressive tunes; head-gasket repair if confirmed.
From Any (worse if tuned/tracked) · ~$2500-7000
medium
Exhaust manifold cracking
The stainless turbo-integrated exhaust manifold is prone to cracking, causing ticking, boost leaks and fault codes.
Fix: Replace manifold (uprated units available); inspect for cracks pre-purchase.
From 80k+ km · ~$600-1500
medium
Turbo control valve / boost solenoid faults
The turbo control/bypass valve and boost solenoids can fail, causing power loss and a check-engine light.
Fix: Diagnose and replace the failed valve/solenoid; verify boost control.
From 100k+ km · ~$300-1200

LZ RS 2.3 EcoBoost AWD petrol

Engine
2.3L DOHC 16v direct-injection turbo petrol I4 (Focus RS, AWD)
Config
I4 turbo
Displacement
2261cc
Power
257kW @ 6000rpm
Torque
440Nm @ 2000-4500rpm (470Nm on overboost)
Drivetrain
All-wheel drive (twin-clutch rear, Drift Mode)
Economy
8.5-11 L/100km combined
Transmission
6MT
Timing chain / belt / gear
Chain-driven

Pros

  • Iconic AWD hot hatch with Drift Mode - sold out and collectible
  • Massive performance and grip; six-speed manual only
  • Chain timing; engine shared with the Mustang EcoBoost
  • Strong values held up well for a clean example

Cons

  • Early RS engines have a known head-gasket / coolant-into-cylinder defect
  • Many were tracked or modified - history matters enormously
  • Expensive AWD, brakes, clutch and tyre consumables
  • Rare and pricey to buy and insure

Known problems

high
Head gasket failure / coolant in cylinder (RS defect)
Early 2.3 EcoBoost RS engines suffered a head-gasket defect allowing coolant to enter the cylinders (white smoke, coolant loss, misfires); Ford issued a redesigned head gasket. Many engines were replaced or repaired under warranty.
Fix: Confirm the updated gasket/repair has been done; monitor coolant; diagnose any loss immediately.
From Can be any km · ~$3000-8000
medium
Clutch and AWD driveline wear (hard use)
Launch-control, drift use and tuning chew clutches and stress the twin-clutch rear drive unit and couplings.
Fix: Inspect clutch and rear drive unit; check fluid and history; avoid heavily abused cars.
From 60k+ km · ~$2000-5000
medium
Modified / over-boosted examples
A large share of RS cars were tuned beyond standard, raising the risk of head-gasket and driveline damage.
Fix: Prefer stock, documented cars; have a marque specialist inspect for tunes and prior overheating.
From Any · ~Varies

Common problems (all variants)

high
Takata airbag recall
LW/LZ Focus models are caught in the Takata airbag recall; degraded inflators can rupture and fire metal fragments, a potentially fatal defect.
Fix: Check the VIN against the Ford/ACCC recall list and ensure the airbag rectification has been completed before purchase.
From Any · ~Free (recall)
high
PowerShift dual-clutch (LW autos) - check before buying
The defining issue of the LW generation: the DPS6 dry dual-clutch auto shudders, jerks and repeatedly fails. The ACCC took Ford Australia to court and a $10m penalty was imposed over complaint handling.
Fix: Avoid LW PowerShift cars; choose a manual LW or the LZ with its conventional torque-converter auto. Demand repair/update history if considering one.
From Often under 100k km · ~$2000-5000+
medium
Electrical / infotainment and door-latch gremlins
Reports of SYNC/MyFord Touch infotainment glitches, parking-sensor faults, and door latches/locks that stick or fail (a separate door-latch recall affected some cars).
Fix: Confirm any door-latch recall is closed; update infotainment software; replace faulty latches/sensors.
From Any · ~$150-800
medium
Coolant system leaks (thermostat housing / hoses)
Across the petrol range the plastic thermostat housing, water-pump seal and coolant hoses weep with age, risking overheating.
Fix: Replace failed housing/seal and perished hoses; pressure-test and refresh coolant.
From 100k+ km · ~$200-800
low
Rear suspension and front tyre/brake wear
Control-arm bushes, links and the front brakes/tyres wear with km; performance variants wear fronts faster.
Fix: Standard suspension refresh; quality pads and an alignment; rotate tyres.
From 80k+ km · ~$300-900