Ford

Transit Custom 1st gen inspection checklist

2013-2026 · 13 things to check before you buy, taken from this car's known problems.

All engines

mediumFront-wheel-drive driveline wear (CVs, mounts) under load

Look for: A heavily loaded FWD van wears CV joints, driveshafts and engine/gearbox mounts, especially on ex-fleet delivery vehicles.

If you find it: Replace CV joints/boots and mounts as they wear; inspect under load pre-purchase.

From 120k+ km · ~$300-1200

mediumEx-fleet wear and tear

Look for: Most used Transit Customs are ex-fleet/courier vans with hard, high-km lives - worn seats, clutch, brakes, suspension and load-area damage are common.

If you find it: Thorough pre-purchase inspection; favour documented service history and verified km.

Any (high km) · Varies

2.0L EcoBlue diesel (VN, 2017-2023)

highWet timing belt degradation - catastrophic engine failure

Look for: The Euro 6 EcoBlue uses a rubber 'wet' belt running in engine oil. Failed/incomplete DPF regens dump diesel into the sump, diluting the oil; the contaminated oil and soot attack the belt, which sheds material. Belt debris can block the oil pickup strainer (oil starvation) or the belt skips/snaps, causing valve-to-piston contact and major engine damage - sometimes far below the nominal service interval.

If you find it: Service strictly to schedule with the correct low-SAPS oil, change oil more often on short-trip vans, monitor for oil-level rise (fuel dilution), and replace the belt and oil pump/pickup preventively. Confirm any Ford goodwill/belt history. Some owners convert to the chain-drive USA EcoBlue, but that is a major job.

Can be under 60k-100k km · ~$3000-12000+

highDPF / regen issues feeding oil dilution

Look for: Frequent short urban trips prevent full DPF regeneration; aborted regens dump extra fuel into the oil (the root cause that then attacks the wet belt) and eventually clog the DPF.

If you find it: Regular sustained highway runs; complete regen cycles; watch oil level; address regen faults promptly to protect the belt.

Any (short-trip use) · ~$300-2500

mediumAdBlue / SCR and NOx sensor faults

Look for: NOx sensors, the SCR/AdBlue injector and dosing system can fault, throwing warnings and (eventually) a no-restart countdown.

If you find it: Diagnose and replace the faulty sensor/injector; keep AdBlue topped with quality fluid.

From 80k+ km · ~$300-1500

mediumTurbo actuator / EGR cooler issues

Look for: Electronic turbo actuator and EGR cooler problems cause boost faults, limp mode and occasionally coolant loss.

If you find it: Actuator/turbo or EGR cooler replacement; carbon-clean intake.

From 120k+ km · ~$800-2500

2.0L EcoBlue diesel (V710, 2024-2026)

highWet timing belt / oil-dilution risk carries over

Look for: The V710 retains the EcoBlue wet-belt design, so the same oil-dilution-attacks-the-belt failure mode that plagued the older van is a known architectural risk. Too new to judge real-world failure rates, but the mechanism is the same.

If you find it: Service strictly to schedule with the correct oil, do regular highway runs, monitor oil level for fuel dilution, and keep all DPF/regen faults fixed promptly.

Unproven (architecture-related) · ~$3000-12000+ if it fails

mediumDPF / AdBlue emissions faults

Look for: Like all modern diesels, urban-only stop-start work clogs the DPF and stresses the SCR/AdBlue system, throwing warnings and limp mode.

If you find it: Regular highway running; complete regens; fix sensor/dosing faults early.

Any (short-trip use) · ~$300-2000

2.2L Duratorq TDCi diesel

mediumDPF clogging and failed regens (urban use)

Look for: Vans used for short urban delivery runs never get the DPF hot enough to regenerate, so it clogs - triggering warning lights, limp mode and eventually a blocked filter. A motorway/highway-driven van rarely has the issue.

If you find it: Forced/active regen at a workshop (cheap) if caught early; DPF clean or replacement if fully blocked. Give it regular sustained highway runs.

Any (short-trip use) · ~$300-2000

mediumEGR valve carbon and sticking

Look for: The EGR valve carbons up and sticks (P042F and related codes), causing rough running, power loss and sometimes triggering boost/turbo-actuator faults.

If you find it: EGR clean or replacement; carbon-clean the intake. Highway running reduces recurrence.

From 80k+ km · ~$300-900

mediumInjector failure

Look for: Common-rail injectors leak, clog or fail electronically, causing rough idle, smoke, hard starting and a knock.

If you find it: Injector test and replacement by a diesel specialist; quality fuel and filtration.

From 150k+ km · ~$1500-3500 (set)

mediumDual-mass flywheel / clutch wear

Look for: Clunking on clutch release and judder signal a worn dual-mass flywheel and clutch - a big labour job and common on hard-worked ex-fleet vans.

If you find it: Replace clutch and DMF together (some fit a solid-mass conversion).

From 150k+ km · ~$1800-3000

2.5L PHEV petrol plug-in hybrid

mediumUnproven long-term reliability (new to AU)

Look for: As Australia's first PHEV van and a fresh powertrain locally, there is no established used-market track record on the battery, hybrid system or eCVT yet.

If you find it: Buy with remaining factory warranty; keep dealer service history; verify battery state of health.

Unknown (launched 2025)

4 minor things (low severity)

lowSliding door rollers / latches and water leaks

Look for: High-cycle commercial use wears the side-door rollers, runners and latches; door and roof seals can let water in over time.

If you find it: Replace rollers/runners, re-adjust latches, renew seals.

Any · ~$150-700

lowBrake and suspension wear (heavy commercial use)

Look for: Loaded vans chew brake pads/rotors and front suspension components faster than a passenger car.

If you find it: Quality pads/rotors; refresh worn bushes, links and shocks.

From 60k+ km · ~$400-1200

lowElectrical / infotainment and sensor gremlins

Look for: Body-control, sensor and infotainment niggles appear with age and hard use, including parking sensors, cameras and warning lights.

If you find it: Diagnose with a proper scan tool; software updates or component replacement as needed.

Any · ~$150-800

lowPoor economy when battery depleted / charging dependence

Look for: A 2.5L petrol hauling a heavy van uses a lot of fuel once the EV range is gone - the savings only materialise if it is charged regularly.

If you find it: Charge daily; plan EV mode use for the urban legs; not a fault.

Any · Running cost

From FlamingCars' Ford Transit Custom guide. It's a checklist of known problems, not a replacement for a professional pre-purchase inspection. Your ticks are kept in this browser only.