Engine choice
The 200Tdi is frugal, energetic and reasonably longlasting, albeit a little harsh and noisy. Head gasket issues are common, though – it usually lets go between number four cylinder and one of the pushrod tubes at the back of the engine, with a chuffing noise being the first sign of trouble. Usually the head can be skimmed, but if you do need a replacement be aware that they have been unavailable for several years. Other running issues such as misfires may be due to faulty injectors, a malfunctioning Bosch VE rotary injection pump, incorrect pump timing, a failed lift pump or poorly-adjusted valve clearances.
Top-end oil leaks caused by rubber seals hardening with age are also common, which is why you see so many 200Tdi engines coated with oil. The Garrett T25 turbo is robust and long-lasting, but can also eventually fail, so listen for the whistling it will emit when tired. Blue smoke when accelerating indicates that oil is getting into the turbo.
The 300Tdi was more refined, a little faster and smoother, but not quite as solid. This engine can suffer coolant leaks and overheating, leading to warped heads. They can be skimmed, but replacement heads are readily available and aren’t expensive. Cracks can also occur around the heater plugs and injectors and, worse still, between the valves. The manifold gasket is also prone to letting go between the ports, allowing oil to plaster the side of the block – it’s messy but not hard to fix.
The timing belt on both the 200Tdi and 300Tdi should be replaced every 60,000 miles or five years (or half this if used off-road intensively), while oil and filter changes should be carried out every 6000 miles using 10W-40, so check this has been done on the dot. Initially, there was an alignment issue with the 300Tdi belt and various modification kits were available, but this work should have been done many years ago and there shouldn’t be any problems now.
The Td5 is faster and more refined than the other turbodiesels and specialists know its faults. It’s chaindriven, so there’s no worries about having to replace a timing belt. The only real maladies include leaky injector seals, which will cause poor starting, and failed in-tank injector pumps. Cylinderheads can also crack inside due to high fuel pressures and thin walls, allowing diesel to drop into the sump. The only other gripe concerns the expense involved in replacing the dual mass flywheel.
The 2007-on Ford engine is very different to what came before and can be long-lasting. Some suffer injector and EGR valve issues, as well as faulty fuel pressure sensors, but otherwise it’s a strong unit, albeit not as Diy-friendly as its predecessors. Bear in mind that the 2012-on 2.2 has a diesel particulate filter, so watch for any dash warning lights pointing to DPF blockages. Ditto the catalytic converter.